nntsuzu/KFTT huggingface dataset:
English: The plan for the Keihanna Line is based on the line plan of extending the Osaka Municipal Subway Chuo Line up to around Shin-Tanabe Station in Kyoto Prefecture, which was included in the thirteenth report of the Council for Urban Transport in 1971.
Japanese: けいはんな線の計画は、1971年の都市交通審議会第13号答申で示された大阪市営地下鉄中央線を京都府の新田辺駅付近まで延伸する路線計画が原型となっている。
English: After the war, Kintetsu planned to construct a bypass line between Ishikiri Station and Morinomiya Station in order to alleviate congestion on the Kintetsu Nara Line, which had become serious due to housing development along the line, but some portions of the planned line overlapped the lines planned by other companies and Osaka City, because at around the same time the Keihan Electric Railway planned an extension between Owada Station (Osaka Prefecture) and Morinomiya Station and Osaka City planned an extension of the fourth line (the current the Chuo Line) up to Hanaten Station via Honmachi Station and Morinomiya.
Japanese: 戦後、近鉄は沿線の宅地開発が進み混雑が激しくなった近鉄奈良線の混雑緩和策として石切駅～森ノ宮駅間のバイパス線を計画するものの、同時期に京阪電気鉄道が大和田駅(大阪府)～森ノ宮間を、大阪市が4号線（現・中央線）を本町駅～森ノ宮経由で放出駅まで延伸する計画をそれぞれ立てたため、一部区間で重複することとなった。
English: Through negotiations among the parties concerned, it was decided that Kintetsu and Keihan should construct a line up to Aramoto Station and Osaka City a line in the urban area, on the condition that through-service would be provided between the two lines.
Japanese: 話し合いの結果、近鉄と京阪は荒本駅までを、都心部は大阪市がそれぞれ建設して相互直通運転することとなった。
English: However, eventually Osaka City constructed the fourth line using the third-rail system, whereupon Keihan abandoned the plan of constructing the new line and the remaining Kintetsu decided on a policy of introducing through-service between the new line by Kintetsu and the fourth line by developing train cars that use trolley lines on Kintetsu's line and also support the third-rail system; however, because Osaka City was reluctant to accept the plan, Kintetsu also abandoned the plan to construct the new line.
Japanese: だが、結局大阪市が4号線を第三軌条式で建設してしまったため京阪は新線建設をあきらめ、残る近鉄が自社線内を架線式として架線式・第三軌条式両方に対応する車両を開発した上で4号線と相互直通する方針を固めたものの、大阪市が難色を示したため、近鉄も新線建設をあきらめるようになった。
English: Such plans remained out of discussion for some time after that, but since the thirteenth report of the Council for Urban Transport (in 1971) included the description that the "Osaka City [Municipal] Subway Chuo Line must urgently be extended in order to improve transport conditions up to Ikoma Station," the momentum for constructing the new line increased again.
Japanese: その後しばらくこの話は放置されていたが、1971年に出された都市交通審議会答申第13号で「大阪市営地下鉄中央線を延伸して生駒駅まで緊急に整備すべき」とされたことから再び新線建設の機運が高まった。
English: However, Osaka City, which had taken a position on municipal management that was reminiscent of the Monroe Doctrine, was reluctant to construct a line outside Osaka City, and finally, based on Osaka Prefecture's proposal, it was decided in 1974 that Osaka City should construct a line up to Nagata Station (Osaka Prefecture) in Higashi-Osaka City and Kintetsu should construct a line extending from the station.
Japanese: しかし、市営モンロー主義を採る大阪市が市域外に新線を建設することに難色を示したため、1974年に大阪府の提案で最終的に大阪市が東大阪市長田駅(大阪府)までを建設し、そこから先は近鉄が建設することで話がまとまった。
English: Kintetsu obtained the licenses and patents concerned with constructing a line between Nagata and Ikoma stations in 1977, immediately established Higashi-Osaka Ikoma Railway, its wholly owned subsidiary, and transferred the licenses and patents to the new company so that it could execute the construction work; then, in 1979, the work started as that for constructing the p-line of the Japan Railway Construction Public Corporation (JRCC) (currently the Japan Railway Construction, Transport and Technology Agency (JRTT)).
Japanese: 近鉄は1977年に長田～生駒間の免・特許を取得し、すぐに全額出資子会社の東大阪生駒電鉄を設立して免・特許を譲渡した後に工事に充て、1979年に日本鉄道建設公団（現・鉄道建設・運輸施設整備支援機構）のP線として工事が開始された。
English: Kintetsu--which considered that it would be preferable to operate the new line through integration with the company's other lines because the new line was originally constructed for the purpose of bypassing the Nara Line--bought out Higashi-Osaka Ikoma Railway in April of 1986 when the construction work was nearly complete, and then the line between Nagata and Ikoma stations started operating on October 1 of the same year as the Higashi-Osaka Line of Kintetsu.
Japanese: 奈良線のバイパスとして建設した経緯から一体的に経営することが望ましいと考えた近鉄は、工事がほぼ完了した1986年4月に東大阪生駒電鉄を吸収合併し、同年10月1日に長田～生駒間が近鉄東大阪線として開業した。
English: Initially, Kintetsu examined the possibility of conducting the business independently, but considering the availability of subsidiaries it was decided that the business should be conducted based on a joint public-private venture; thus the Nara Ikoma Rapid Railway Co., Ltd., a joint public-private venture, was established in 1998 as the primary enterprise for the construction.
Japanese: 当初は近鉄独自で事業にあたることが考えられていたが、建設費の補助を受けられる第三セクター方式を採ることになり、1998年に建設主体として第三セクター会社の奈良生駒高速鉄道が設立された。
English: It was decided that, after the completion of the line, the venture company would become the railway operator owning the facilities while Kintetsu would be the railway operator operating the line, based on the so-called "scheme of separating infrastructure and operation," and in 2000 the construction work started.
Japanese: 完成後は同社が施設を保有する鉄道事業者、近鉄が運営にあたる鉄道事業者となる上下分離方式をとることになり、2000年に着工された。
English: Initially, the start of the operation was targeted at autumn 2005, but was delayed till March 27, 2006, because it took an unexpectedly longer time to acquire the necessary land space; moreover, it took considerable time to train the drivers.
Japanese: また、開業目標も当初は2005年秋としていたが、用地買収に手間取り、また運転士の習熟訓練に時間がかかることから、半年ほど延びて、2006年3月27日に開業を迎えた。
English: March 23, 1977: Patents concerned with tramway business between Nagata and the railroad/street border point and licenses for railway business between the railroad and the street border point and Ikoma were acquired.
Japanese: 1977年（昭和52年）3月23日-長田～鉄軌分界点間の軌道事業特許と鉄軌分界点～生駒間の鉄道事業免許を取得。
English: December 23, 1977: The transfer of the patents concerned with tramway business between Nagata and the railroad/street border point, and of the licenses for railway business between the railroad/street border point and Ikoma to Higashi-Osaka Ikoma Railway, was approved.
Japanese: 1977年（昭和52年）12月23日-長田～鉄軌分界点間の軌道事業特許と鉄軌分界点～生駒間の鉄道事業免許を東大阪生駒電鉄へ譲渡認可。
English: April 1, 1986: The Higashi-Osaka Ikoma Railway merged into Kintetsu Corporation.
Japanese: 1986年（昭和61年）4月1日-近畿日本鉄道が東大阪生駒電鉄を合併。
English: October 1, 1986: The line between Nagata and Ikoma went into operation as the Higashi-Osaka Line.
Japanese: 1986年（昭和61年）10月1日-東大阪線として長田～生駒間が開業。
English: September 21, 1987: Electrical leakage caused a fire to erupt from cables in the Ikoma Tunnel.
Japanese: 1987年（昭和62年）9月21日-生駒トンネル内で漏電によるケーブル火災発生。
English: December 18, 1997: When the Technoport Line of Osaka Port Transport System Co., Ltd. (OTS) (merged into the Osaka Municipal Subway Chuo Line on July 1, 2005) and started operations, the through-service was extended up to Cosmosquare Station.
Japanese: 1997年（平成9年）12月18日-大阪港トランスポートシステムテクノポート線（2005年7月1日より大阪市営地下鉄中央線に編入）の開業に伴い、相互直通運転区間をコスモスクエア駅まで延長。
English: September 3, 1998: A license for railway business for the New Keihanna Line was acquired.
Japanese: 1998年（平成10年）9月3日-京阪奈新線として鉄道事業免許取得。
English: August 26, 2004: Construction of the Higashi-Ikoma tunnel (3,600 m) was completed.
Japanese: 2004年（平成16年）8月26日-東生駒トンネル(3,600m)貫通。
English: January, 2005: The new line was officially called the Keihanna Line,' and the official names of the three new stations were decided as well.
Japanese: 2005年（平成17年）1月-正式路線名の「けいはんな線」と新設3駅の正式駅名を決定。
English: October 26, 2005: The use of 'Yumehanna' was decided as the nickname to collectively indicate the Keihanna Line, Higashi-Osaka Line and Osaka Municipal Subway Chuo Line.
Japanese: 2005年（平成17年）10月26日-けいはんな線・東大阪線・大阪市営地下鉄中央線の統一愛称を「ゆめはんな」に決定。
English: March 19 and 20, 2006: A test-ride event was held (four times a day to accommodate the persons who had applied).
Japanese: 2006年（平成18年）3月19日・3月20日-試乗会を実施（1日4回・応募制）。
English: March 27, 2006: Operation of the portion between Ikoma and Gakken-Nara-Tomigaoka started.
Japanese: 2006年（平成18年）3月27日-生駒～学研奈良登美ヶ丘間が開業。
English: It was decided that the portion between Nagata and Gakken-Nara-Tomigaoka would be called the Keihanna Line, and that the Higashi-Osaka Line would share the new name.
Japanese: 東大阪線をけいはんな線に改称し、長田～学研奈良登美ヶ丘間をけいはんな線とする。
English: As described above, a plan to extend the line from Gakken-Nara-Tomigaoka Station to the Hosono (Shin-Hosono) and Takanohara areas exists, but the execution of the plan is likely to be postponed for the time being.
Japanese: 先述の通り、学研奈良登美ヶ丘駅から祝園（新祝園）・高の原方面への延伸計画があるが、当面は凍結される見込みである。
English: There should be just one extension route, but it has not yet been decided whether the extension should be made to Hosono (Shin-Hosono) or Takanohara.
Japanese: 延伸ルートを一本化したいが、祝園（新祝園）、高の原のどちらに延伸すべきか具体的には検討されていないため
English: It is considered that the extended line will be highly useful for Kyoto Prefecture as well, but Kyoto Prefecture is reluctant to invest in the construction of the line to be extended.
Japanese: この延伸は京都府にも大いに有用であると考えられるが、京都府が延伸線建設費を出資することを拒んでいるため
English: It is planned that the Chuo Shinkansen will run along the border between Nara and Kyoto prefectures, but the more exact route is unknown, and Kintetsu is cautious because the company wants the extended line to connect to the Chuo Shinkansen.
Japanese: 中央新幹線が奈良・京都府県境付近を通ることが計画されているが、どの辺りを通るか未確定であり、その接続路線としたい近鉄が慎重なため
English: If an individual purchases a train ticket commonly usable on Osaka Municipal Subway and on Kintetsu (specifying via Nagata Station), he cannot reach, with that ticket alone, Tsuruhashi Station, Uehonmachi Station (Osaka Prefecture) (Tanimachi 9-chome Station), Osaka-Abenobashi Station (Tennoji Station), Nipponbashi Station (Osaka Prefecture) (including Kintetsu Nipponbashi Station) or Nanba Station (including Kintetsu Nanba Station), all of which are directly accessible by trains of the subway and those of Kintetsu.
Japanese: 大阪市営地下鉄と近鉄の連絡乗車券（長田駅経由指定）を購入した場合、両社局が乗り入れている鶴橋駅、上本町駅(大阪府)（谷町九丁目駅）、大阪阿部野橋駅（天王寺駅）、日本橋駅(大阪府)（近鉄日本橋駅を含む）、難波駅（近鉄難波駅を含む）の各駅の直接乗り継ぎは出来ない
English: Funaoka Station, located in Sonobe-cho, Nantan City, Kyoto Prefecture, is a railway station on the Sanin Main Line, which is operated by the West Japan Railway Company (JR West).
Japanese: 船岡駅（ふなおかえき）は、京都府南丹市園部町にある、西日本旅客鉄道（JR西日本）山陰本線の鉄道駅。
English: Each station on the Sanin Main Line heading toward Fukuchiyama from this station until Igumi Station falls under the control of West Japan Railway Company's Fukuchiyama branch (however, only stations up to Wadayama Station are under direct control of the branch).
Japanese: 山陰本線はこの駅から福知山方面、居組駅までの各駅は西日本旅客鉄道福知山支社が管轄する（但し、支社直轄となるのは和田山駅まで）。
English: The stations from the adjacent Sonobe Station are under the control of the Kyoto branch of the West Japan Railway Company, with the boundary for both branches being Sonobe Station.
Japanese: 隣の園部駅からは西日本旅客鉄道京都支社の管轄であり、両支社の指令上の境界は園部駅となる。
English: Also, ICOCA/J-Through cards can't be used from this station onward toward Fukuchiyama.
Japanese: また、この駅から福知山方面ではICOCA・Jスルー等の利用もできない。
English: The station is above ground, the tracks are located on embankments, and there is an island platform with two tracks that can handle traffic in both directions.
Japanese: 線路が通る堤の上に島式1面2線のプラットホームを持つ、行違い可能な地上駅である。
English: Moreover, stations from here on down the electrified section of the line are mainly for local trains (stopping at all stations), and the raised platforms can only handle four cars.
Japanese: また、これより先の電化区間の駅では、普通列車しか停車しない駅を中心に4両分しかホームの嵩上げが行われていない。
English: Takeda Station, located in Fushimi Ward, Kyoto City, Kyoto Prefecture, is a stop on Kyoto Municipal Subway and Kintetsu Railways.
Japanese: 竹田駅（たけだえき）は、京都府京都市伏見区にある、京都市営地下鉄と近畿日本鉄道の鉄道駅。
English: The trains providing through-service between the Kintetsu Kyoto Line and the Karasuma Line of Kyoto Municipal Subway enter either the Kintetsu Line or the subway line at this station.
Japanese: 近鉄京都線と京都市営地下鉄烏丸線を直通運転する列車はこの駅から近鉄線・地下鉄線に入る。
English: All trains except limited express ones stop at this station now (for a period of time, the rapid express trains that ran on the Kintetsu Kyoto Line also stopped at this station), but only local trains stopped here until the Karasuma Line of Kyoto Municipal Subway started operations in 1988.
Japanese: なお、現在でこそ特急を除く全ての列車が停車する（一時期、近鉄京都線に設定されていた快速急行も停車していた）が、1988年に地下鉄京都市営地下鉄烏丸線が竹田駅まで開業するまでは普通列車しか停車しなかった。
English: The Karasuma Line of Kyoto City Subway (station number K15): * This station is a terminal station of this line, but some trains on this line enter the Kintetsu Line directly and run on the line as well.
Japanese: 京都市営地下鉄烏丸線（駅番号：K15）※終着駅であるが一部列車が近鉄線へ直通
English: It has two island platforms serving four tracks; Platform 2 and 3 are used by trains that provide through service with the Karasuma Line of Kyoto Municipal Subway, and Platform 1 and 4 are used by those coming from or going to Kintetsu Kyoto Station.
Japanese: ホームは2面4線の島式ホームで、2・3番線は地下鉄烏丸線と相互直通運転の列車が、1・4番線は近鉄京都駅発着の列車が使用する。
English: You can change a train on the Kintetsu Line to that on the subway or vice versa on the same platform of this station, which is much easier than making a train change at Kyoto Station, except when getting on a Kintetsu limited express train.
Japanese: 同一方向であれば近鉄と地下鉄は同一ホームで乗換ができ、近鉄特急に乗車する場合を除いて京都駅での乗換よりはるかに便利である。
English: However, some passengers who come from the north of Gojo Station of the subway and go to a far destination using the Kintetsu Line appear to change trains intentionally at Kyoto Station in order to secure their seats.
Japanese: しかし、地下鉄の五条駅以北から近鉄で遠方に向かう乗客が、着席（座席確保）目的で敢えて京都駅で乗り換える様子も見られる。
English: A train bound for Takeda Station on the Karasuma Line of Kyoto Municipal Subway enters a side track when arriving at Platform 2 of this station, changes its direction there and then enters Platform 3 as a train bound for Kokusaikaikan Station.
Japanese: 2番線に到着した市営烏丸線の竹田止まりの車両は引き上げ線に入り、折り返して3番線に入線して国際会館行きとなる。
English: The Takeda depot is provided in the northwest of Karasuma Station, and the tracks for entering/exiting the depot branch from the main tracks in the north of Platform 2 and 3.
Japanese: 駅の北西に烏丸線の竹田車庫があり、2・3番線の北方で本線から分岐する入出庫線がある。
English: This station, used by both the Kyoto Municipal Transportation Bureau and Kintetsu, is under the control of the Kyoto Municipal Transportation Bureau (but Kintetsu controlled this station before the through-service operation started).
Japanese: 京都市交通局と近鉄の共同使用駅であるこの駅は、京都市交通局の管轄駅となっている（相互直通開始前は近鉄の管轄駅であった）。
English: Therefore, the specifications of the equipment, such as automatic ticket gates, are those for Kyoto Municipal Subway, and J-through cards can't be used directly for the automatic ticket gates.
Japanese: その関係上、自動改札機等の設備は京都市営地下鉄仕様となっており、Jスルーはそのまま自動改札機に通すことができない。
English: When a J-through card is to be used, the card must be inserted into a fare-adjustment machine when exiting through one of the gates; a train ticket must be purchased with an automatic ticket vending machine using the card.
Japanese: Jスルーカードを利用する際は、降車時は自動精算機にカードを通す必要があり、乗車時は予め自動券売機で切符に引き換えることになる。
English: Being usable both on the subway and Kintetsu Lines, cards supporting KANSAI THRU PASS can be used for the automatic ticket gates.
Japanese: スルッとKANSAI対応カードは両社局で共通利用が出来るため、そのまま自動改札機を通すことができる。
English: The specifications of other facilities, guide signs and the design of the station name boards are also basically those for Kyoto Municipal Subway, but Solari-type train-information display based on Kintetsu specifications are used on platforms for the Kintetsu Line (for Platforms 1 and 4) (the exterior color is changed), and the announcements are also made according to Kintetsu specifications.
Japanese: その他の施設や案内および駅名標も、基本的には地下鉄仕様となっているが、近鉄線ホーム（1・4番線）の列車案内ソラリーは近鉄仕様のものを使用しており（外観の色は異なる）、アナウンスも近鉄仕様となっている。
English: When a through-service train, running from the subway to the Kintetsu Line, departs from Platform 2, an announcement based on specifications of the subway is made but the buzzer used for the departure is made based on Kintetsu specifications.
Japanese: また、2番線からの地下鉄→近鉄の直通列車発車時には、地下鉄仕様のアナウンスに近鉄仕様の発車ブザーである。
English: For trains for Kintetsu Nara Station, the train-information display board for Platform 1 displays 'Nara' but that for Platform 2 indicates 'Kintetsu Nara' (both subway trains and Kintetsu trains equally use 'Nara' for the destination blind).
Japanese: 近鉄奈良駅ゆきの電車は、1番線の列車案内では「奈良」、2番線では「近鉄奈良」と表記される（電車の方向幕は近鉄車・地下鉄車とも「奈良」）。
English: Both the Karasuma Line of Kyoto Municipal Subway and the Kintetsu Kyoto Line operate their trains via Kyoto Station, but the train fare from this station to Kyoto Station on the subway and that on the Kintetsu Line are different (as of April 2004, the fare on the Kintetsu Kyoto Line is lower).
Japanese: なお、地下鉄烏丸線・近鉄京都線とも京都駅を経由するが、当駅からの各社局の京都駅までの運賃は異なる（2008年4月時点では近鉄京都駅の方が安い）。
English: The train fares for Kyoto Station from stations in the south of this station differ from those for the subway and Kintetsu lines, and when you exit through a gate at the subway Kyoto station with a ticket for the Kintetsu Kyoto station, you are required to pay an additional fare (on the Kyoto Municipal Subway lines, train fare inconsistency also exists for the through-service operation at Yamashina Station on the Tozai Line of the subway and/or the Keihan Yamashina Station on the Keihan Keishin Line).
Japanese: 当駅以南から京都駅まで向かう場合にも両社の運賃の不整合が生じており、近鉄京都駅までの乗車券で地下鉄京都駅で下車しようとすると追加運賃が生じる（ちなみに京都市営地下鉄においてはこの他、京都市営地下鉄東西線山科駅・京阪京津線京阪山科駅において、直通運転対象との運賃不整合問題がある）。
English: To avoid problems concerned with this situation, fare announcements are made within the subway trains concerned when they depart from this station.
Japanese: なお、その回避策として、地下鉄線列車の当駅発車前に、運賃に関する車内アナウンスが放送されている。
English: In fiscal year 2005, the daily number of passengers using this station was 47,104 (including those using the through-service to the Kintetsu Kyoto Line).
Japanese: 2005年度の1日平均乗降客数は47,104人（近鉄京都線直通利用客を含む）。
English: According to a survey conducted on November 8, 2005, a total of 11,454 passengers used this station.
Japanese: 2005年11月8日の調査結果によると、1日の乗降客は11454人。
English: The nearest stops are east exit of Takeda Station, located in the traffic circle at the east entrance to Takeda Station, and west exit of Takeda Station, located in the traffic circle at the west entrance to Takeda Station.
Japanese: 最寄停留所は、駅東口および西口の交通広場にある竹田駅東口と竹田駅西口となる。
English: Route 81 and Special Route 81 by Yokooji Eigyosho (Yokooji business office) of Kyoto City Bus: Bound for Kyoto Station, and bound for Yokooji-shako Deepot via Chusｈojima Station
Japanese: 京都市営バス横大路営業所81・特81号系統：京都駅行、中書島駅経由横大路車庫行
English: Route 18 and Special Route 18 by Yokooji Eigyosho (Yokooji business office) of Kyoto City Bus: Bound for Mibu Soshajo-mae and for Koga Ishiharacho
Japanese: 京都市営バス横大路営業所18・特18号系統：みぶ操車場前行、久我石原町行
English: South Route 2 and Special South Route 2 by Yokooji Eigyosho (Yokooji business office) of Kyoto City Bus: Bound for east exit of JR Nagaokakyo Station via Menkyo Shikenjo-mae (Driver's license Center)
Japanese: 京都市営バス横大路営業所南2・特南2号系統：運転免許試験場経由長岡京駅東口行
English: South Route 2 and Special South Route 2 by Yokooji Eigyosho (Yokooji business office) of Kyoto City Bus: Bound for east exit of JR Nagaokakyo Station via Hizume-guchi
Japanese: 京都市営バス横大路営業所南2・特南2号系統：樋爪口経由長岡京駅東口行
English: November 15, 1928: This station went into operation as Jonangumae Station when Nara Electric Railway started between Kyoto and Momoyamagoryomae Station.
Japanese: 1928年（昭和3年）11月15日奈良電気鉄道京都～桃山御陵前駅間開通時に城南宮前駅として開業。
English: October 1, 1963: Nara Electric Railway was merged into Kintetsu Corporation.
Japanese: 1963年（昭和38年）10月1日奈良電気鉄道が近畿日本鉄道に合併される。
English: June 11, 1988: When Kyoto Municipal Subway opened the Karasuma Line (between Kyoto and Takeda) extending its line, the station house was moved to the present site, approximately 350 meters north of the former site.
Japanese: 1988年（昭和63年）6月11日京都市営地下鉄烏丸線（京都～竹田間）の延伸開業に伴い、旧駅舎より約350m北側の現在地に移転。
English: August 28, 1988: The Kintetsu Kyoto Line and the Karasuma Line of Kyoto Municipal Subway started through-service between their respective lines.
Japanese: 1988年（昭和63年）8月28日近鉄京都線と京都市営地下鉄烏丸線の間で相互直通運転を開始。
English: March 17, 1998: When the train schedule was changed and the rapid-express train service was introduced on the Kintetsu Kyoto Line, this station was selected as the one where such trains would stop.
Japanese: 1998年（平成10年）3月17日同日のダイヤ変更で新設された近鉄京都線の快速急行の停車駅となる。
English: March 15, 2000: The through-service of express trains was launched between Kokusaikaikan Station on the Karasuma Line and Kintetsu Nara Station.
Japanese: 2000年（平成12年）3月15日烏丸線国際会館～近鉄奈良間直通の急行を運転開始。
English: March 6, 2003: When the train schedule was changed, the operation of rapid-express trains on the Kintetsu Kyoto Line was abolished.
Japanese: 2003年（平成15年）3月6日同日のダイヤ変更により近鉄京都線の快速急行廃止。
English: The train cars used on the Karasuma Line of Kyoto Municipal Subway are those owned by the Kyoto Municipal Transportation Bureau (Kyoto Municipal Subway Series 10 train cars) and those owned by Kintetsu (Kintetsu Series 3200 and 3220 train cars), and they are easily differentiated.
Japanese: 京都市営地下鉄烏丸線の車両は京都市交通局所有（京都市交通局10系電車）と近鉄所有（近鉄3200系電車、近鉄3220系電車）の2種類3形式があり簡単に区別できる。
English: The train cars owned by Kintetsu (Series 3200 and Series 3220) are also used for those starting at and returning to Kintetsu Kyoto Station.
Japanese: 近鉄所有の車両（3200系、3220系）は近鉄京都駅発着の列車にも使用されている。
English: The Series 3200 cars and Series 3220 cars bound for Kokusaikaikan Station on the Kintetsu Kyoto Line enter the Karasuma Line of the subway or are for Kintetsu Kyoto Station.
Japanese: 近鉄京都・国際会館方面行きの近鉄3200系、3220系車両は、地下鉄烏丸線に入る列車と近鉄京都行きの列車の両方。
English: On the express trains bound for Kokusaikaikan Station, the destination display is changed from 'Express Kokusaikaikan' to 'Kokusaikaikan' (no operation type is displayed).
Japanese: また国際会館方面行きの急行については、当駅で車両の行先表示が「急行京都国際会館」から「国際会館」（種別表記なし。
English: Located in Nakagyo Ward, Kyoto City, Kyoto Shiyakusho-mae Station is a stop on the Tozai Line of the Kyoto Municipal Subway.
Japanese: 京都市役所前駅（きょうとしやくしょまええき）は、京都市中京区にある、京都市営地下鉄京都市営地下鉄東西線の鉄道駅。
English: Because this station is located under the Kawaramachi Oike crossing, the description 'Kawaramachi Oike' is additionally placed on the station-name board (this description was added around the time that the line was extended to Rokujizo Station).
Japanese: 河原町御池交差点の下に位置するため、駅名標に「（河原町御池）」と添えられている（六地蔵駅まで路線が延伸された前後より付記された）。
English: In contrast with Misasagi Station, departure announcements aren't made even for the trains that start out from this station.
Japanese: 御陵駅とは異なり、当駅始発列車であっても発車時の自動放送は行われていない。
English: On the Keihan Keishin Line, all trains from the direction of Hamaotsu returned from this station before Uzumasa Tenjingawa Station became operational on January 16, 2008.
Japanese: なお京阪京津線については、2008年1月16日の太秦天神川駅開業までは当駅で全列車が浜大津方面へ折り返していた。
English: Through-service wasn't provided up to Nijo Station, the former west-end station on the Tozai Line, and it is said that the reason generally pertained to relationships with Keihan Electric Railway about the usage rates of train cars.
Japanese: かつての東西線の最西駅である二条駅まで直通しなかったのは、京阪電気鉄道との車両使用料の関係が大きいとされる。
English: However, because passengers who would switch the train line at Karasuma Oike Station to Karasuma Line of Kyoto Municipal Subway had to change trains at the last stop before the station, complaints about the situation were sometimes heard.
Japanese: しかし、「たった一駅の差で足止めされる」という烏丸御池駅での京都市営地下鉄烏丸線乗り換え客からの不平不満の声も散見されていた。
English: Even now, of the 76 round-trip operations each weekday conducted between the two lines, only 28 (approximately one-third) of them provide through-service up to Uzumasa Tenjingawa Station, except during the early morning and late night.
Japanese: 但し太秦天神川駅までの直通列車は、今でも1日76往復（平日）の乗り入れ列車のうち、早朝・深夜を除く28往復と1/3程度にとどまっている。
English: Route 3: Bound for Kitashirakawa Shibuse-cho / for Kyoto Zokeigeijitu daigaku-mae (in front of Kyoto University of Art and Design) in Kamihate-cho / for Matsuobashi via Kyoto University of Foreign Studies
Japanese: 3系統：北白川仕伏町行/上終町京都造形芸術大学前行/（京都外国語大学経由）松尾橋行
English: Route 205: Bound for Kujo-shako Depot (via Kyoto Station) / for the direction of Kitaoji Bus Terminal (via Kawaramachi-dori Street)
Japanese: 205系統：（京都駅経由）九条車庫行/（河原町通経由）北大路バスターミナル方面