nntsuzu/KFTT huggingface dataset:
English: Incidentally, the inbound train as well as the outbound train of this type made crew changes at Takatsukishi Station.
Japanese: 余談であるが、この列車は上り下りとも高槻市駅にてスタフの交換が行われていた。
English: This is a special express train that was formerly operated between Umeda Station on the Kyoto Main Line and Arashiyama Station (Hankyu) on the Hankyu Arashiyama Line on Sundays and holidays during the tourist seasons.
Japanese: かつて京都本線梅田駅～阪急嵐山線嵐山駅(阪急)間に行楽シーズンの日曜日と祝日のみに運行していた臨時列車急行列車である。
English: Until the timetable was revised on March 24, 2001, it had been operated in spring and autumn every year to transport sightseeing passengers to the Arashiyama area.
Japanese: 2001年3月24日のダイヤ改正まで、毎年春と秋に嵐山への観光客輸送のために運転されていた。
English: As opposed to the current special train, 'Ii Koto Express,' running on the Kyoto Main Line, this express was operated as a special train along the entire section within the Kyoto Main Line.
Japanese: 現在の京都本線臨時列車である「いい古都エクスプレス」とは異なり、京都本線内は全区間臨時列車として運転された。
English: Umeda Station to Arashiyama Station: between 9:00 and 12:00: about 10 trains in total --- after arriving at Arashiyama Station, the train became a local train and doubled back for Katsura Station and went into Katsura Depot, or it was operated toward Arashiyama Station again after being deadheaded to Umeda Station, or it shuttled again along the Arashiyama Line as a local train.
Japanese: 梅田→嵐山　9時台～11時台　計10本程度　...嵐山駅到着後は折り返し桂行き普通列車となり、桂到着後は、桂車庫へ入庫するか、梅田まで回送され再び嵐山行きとして運転されるか、そのまま折り返し嵐山線内を普通列車として往復するのいずれかである。
English: Arashiyama Station to Umeda Station: between 14:00 and 18:00: about 15 trains in total --- After arriving at Umeda Station, the train was deadheaded to Katsura Depot.
Japanese: 嵐山→梅田　14時台～17時台　計15本程度　...梅田駅到着後は桂車庫への回送列車となる。
English: The Sagano Express was basically made up of six cars, using the fleets of local trains running on the Kyoto Main Line, but when it was short of operable trains it managed to maintain the operation by cutting the two first cars toward the direction of Umeda from the eight-car local and express trains (some of the eight-car trains of Hankyu Railway Series 3300, 5300, 7300 and 8300 are made up in such a way that they can be decoupled into two-car units and six-car units).
Japanese: 嵯峨野エクスプレスは基本的に6両編成であり、京都本線普通列車用の編成を使用していたが、不足する分については普通・急行用8両編成の梅田方2両を切り離して捻出していた（阪急3300系電車・阪急5300系電車・阪急7300系電車・阪急8300系電車の8両編成の一部は、2両と6両に分割出来るようになっている）。
English: Due to this arrangement, no spare eight-car trains became available, and sometimes the express operation during the daytime had to be handled by using the reserve trains of Series 6300.
Japanese: これによって8両編成の予備車に余裕が無くなるため、6300系の予備車が昼間の急行運用に就くことがあった。
English: During the period of the Japan World Exposition '70 (Expo '70), which was celebrated in the Senri Hills, various types of special trains were in service to transport visitors.
Japanese: 1970年（昭和45年）千里丘陵で開催された日本万国博覧会の期間中は、観客輸送として臨時列車群が運行された。
English: This train was introduced in the section between Umeda Station and Kita-senri Station as well as in the section between Dobutsuen-mae Station (on the Osaka Municipal Subway Sakaisuji Line) and Kita-senri Station.
Japanese: 梅田～北千里間・動物園前（大阪市営地下鉄堺筋線）～北千里間に設定されていた。
English: They were the only trains belonging to the Osaka Municipal Transportation Bureau that passed along the Hankyu Line (nowadays there are deadheads that pass on the line nonstop when going in or coming out of the depot).
Japanese: 大阪市交通局所属車両が阪急線内を通過運転したのはこの列車のみである（現在では入出庫に伴う回送による通過運転はある）。
English: Stops (Umeda Route): Umeda Station, Juso Station, Awaji Station, Suita Station, Kandaimae Station, Minami-senri Station, Bankokuhaku-nishiguchi Station, and Kita-senri Station.
Japanese: 停車駅（梅田系統）：梅田、十三、淡路、吹田、関大前、南千里、万国博西口、北千里
English: Stops (Dobutsuen-mae Route): Stations from Dobutsuen-mae Station to Tenjinbashisuji-rokuchome Station, Awaji Station, Suita Station, Kandaimae Station, Minami-senri Station, Bankokuhaku-nishiguchi Station, and Kita-senri Station.
Japanese: 停車駅（動物園前系統）：動物園前～天神橋筋六丁目間の各駅、淡路、吹田、関大前、南千里、万国博西口、北千里
English: This service provided transportation that directly connected the Expo site with the Hankyu Kobe Main Line and the Hankyu Takarazuka Main Line, and the trains turned back via the spur track that had been laid within Juso Station.
Japanese: 万国博会場から阪急神戸本線・阪急宝塚本線に直通した列車で、十三駅の引き上げ線で折り返した。
English: Stops (Takarazuka Line Route): Bankokuhaku-nishiguchi Station, Minami-senri Station, Kandaimae Station, Suita Station, Awaji Station, Juso Station, Sone Station, Toyonaka Station, Ishibashi Station, Ikeda Station, Kawanishi-noseguchi Station, Hibarigaoka-Hanayashiki Station, and Takarazuka Station.
Japanese: 停車駅（宝塚線系統）：万国博西口・南千里・関大前・吹田・淡路・十三・曽根・豊中・石橋・池田・川西能勢口・雲雀丘花屋敷・宝塚
English: Stops (Kobe Line Route): Bankokuhaku-nishiguchi Station, Minami-senri Station, Kandaimae Station, Suita Station, Awaji Station, Juso Station, Sonoda Station, Tsukaguchi Station, Nishinomiya-kitaguchi Station, Rokko Station, Sannomiya Station, Hanakuma Station, and Kosokukobe Station.
Japanese: 停車駅（神戸線系統）：万国博西口・南千里・関大前・吹田・淡路・十三・園田・塚口・西宮北口・六甲・三宮・花隈・高速神戸
English: From 1950 to 1968, a direct train known as 'Kageki-tokkyu' (limited express) was operated between Kyoto Station and Takarazuka Station through the Kobe Line and the Imazu Line.
Japanese: 1950年から1968年まで京都～宝塚間を神戸線・今津線経由で直通する通称「歌劇特急（かげき特急）」が運転されていた。
English: Initially, there was a connecting track inside the yard of Nishinomiya-kitaguchi Station, which was a through track proceeded from the direction of Kobe to the Imazu Line, and the train, after passing the ground crossing, switched back to enter the Imazu Line.
Japanese: 運転開始当初は西宮北口駅構内に神戸方向から今津線に直通する連絡線が存在しており、列車は一旦平面交差を通過してからスイッチバックで今津線に入線していた。
English: After suffering difficult operations such as the train service through a devious route via the Takarazuka Line due to the large-scale reconstruction of Nishinomiya-kitaguchi Station and the suspension of service due to the construction of the sextuple-track section, this train service was discontinued on February 25, 1968, immediately before the revision of the timetable was to be made following the inauguration of Kobe Rapid Transit Railway.
Japanese: 西宮北口駅大改造による宝塚線経由での運転や三複線工事による運休などを経て、神戸高速鉄道開通に伴う神戸線のダイヤ改正を目前に控えた1968年2月25日に廃止された。
English: Incidentally, this train, which had no nickname, became familiar for "Kageki-tokkyu" (Revue Limited Express) and "Kageki-go" (the Revue) in or around 1954.
Japanese: なお、この列車に関しては特定の愛称は無く、1954年頃から通称として『歌劇特急』『歌劇号』と呼ばれるようになった。
English: Rapid express trains are basically operated with eight cars, but some of them are operated with the 10-car composition in the mornings on weekdays, coupling two cars to the foremost car toward the direction of Umeda.
Japanese: 快速急行は基本的に8両編成で運転されるが、平日朝の一部列車は梅田方に2両増結し、10両編成で運転される。
English: Principally, the local train is seven cars long but exceptionally eight cars; however, all the through-trains to the Sakaisuji Line are eight cars long.
Japanese: 普通列車は原則として7両編成で運転され、一部8両編成で運転されるが、堺筋線直通列車は全て8両編成である。
English: On the Kyoto Line, at the part of the platform, a little bit out of the required position at which the seven-car train is to stop, there is a notice indicating the forefront position and the time schedules of the seven-car trains.
Japanese: 京都線のホームには7両の列車の停車しない部分には先端である旨と7両の列車のダイヤが示された看板が掲げられている。
English: According to the present timetable, only one train departing from Track No. 2 is a local train, which departs at 6:27 (on weekdays as well as Saturdays and holidays) heading for Umeda Station.
Japanese: なお現行ダイヤでは河原町駅の2号線から発車する列車は6時27分発（平日・土休日共通）の普通梅田行きの1本だけである。
English: The rolling stock used consists of: Hankyu (Electric) Railway Series 9300,Hankyu (Electric) Railway Series 8300, Hankyu (Electric) Railway Series 7300, Hankyu (Electric) Railway Series 6300, Hankyu (Electric) Railway Series 5300, Hankyu (Electric) Railway Series 3300, Hankyu (Electric) Railway Series 2300.
Japanese: 使用される車両は阪急9300系電車・阪急8300系電車・阪急7300系電車・阪急6300系電車・阪急5300系電車・阪急3300系電車・阪急2300系電車。
English: The trains of Osaka Municipal Transportation Bureau Series 66 also sometimes proceeds into the section between Awaji Station and Takatsukishi Station, in which mutual through-operation with the Sakaisuji Line is carried out.
Japanese: 堺筋線との相互直通区間である淡路～高槻市には大阪市交通局66系電車も入線する。
English: The Kyoto Line was inaugurated by Shinkeihan Railway, a subsidiary established by what was then Keihan Electric Railway, during the early Showa period as a new line connecting Osaka with Kyoto at high velocities.
Japanese: 京都本線はもともと、昭和初期に大阪～京都間を高速で結ぶ新線として、当時の京阪電気鉄道が設立した子会社の新京阪鉄道によって開業した。
English: Keihan Electric Railway had already opened the railway, which is the current Keihan Main Line, between Osaka and Kyoto in 1910.
Japanese: 京阪電気鉄道は、大阪～京都間に現在京阪本線となっている路線を1910年には開業させていた。
English: However, this was inter-urban transportation developed from the tramway, by taking the electric inter-urban railway in America as a model; however, since the railway was laid as if to fill the niche through already urbanized areas with many curves, it wasn't suitable for rapid transportation.
Japanese: しかしこれは、アメリカのインターアーバンに準ずる路面電車を発展させた形の都市間電車で、既にあった沿線の市街地を縫うように敷かれたため、曲線が多く高速運転には向いていなかった。
English: The Hanshin Main Line, which was inaugurated by Hanshin Electric Railway in 1908, suffered similar conditions, and both of them were sarcastically called 'Curve-gaisha' (company curved) as a parody of 'Kabushiki-gaisha' (company limited).
Japanese: 同様な路線として、阪神電気鉄道が1908年に開業させた阪神本線があり、どちらも「株式会社」をもじり「カーブ式会社」と皮肉られた。
English: However, in 1920 Hanshin Electric Express Railway (Hankyu) constructed the Hankyu Kobe Main Line in parallel with the Hanshin Main Line.
Japanese: しかし1920年、阪神急行電鉄（阪急）が阪神本線に並行して阪急神戸本線を敷設した。
English: Its route running straight along the sparsely populated mountain areas, made it possible for the line to provide high-speed operation.
Japanese: これは人口の少ない山添いルートを一直線に走りぬけるもので、高速運転が可能な線形(路線)だった。
English: Consequently, it triggered severe competition for passengers between the Hanshin and Hankyu companies.
Japanese: この結果阪神と阪急の両社は、これ以降熾烈な乗客競争を繰り広げることになった。
English: Observing this situation, Keihan Electric Railway tried to avoid a similar complication over its line, and seeing that the electric railway construction had started a boom, it decided to apply for high-speed railway construction like the one that the Hankyu Kobe Line had achieved, in the under-populated area on the north of the Yodo-gawa River for which various companies had already filed applications.
Japanese: この様子を阪急の免許申請時から見ていた京阪電気鉄道では、自社の路線においてもそのような事態になることを避けるため、おりしも電気鉄道の敷設がブームであり、淀川の北側の人口過疎地域に阪急神戸線と同じような高速運転可能な路線の敷設出願が各社から出されていたのに対して、京阪自身も出願を行った。
English: At that time, Japanese Government Railways (JGR), which was in charge of the management of Japan National Railway (JNR) and the jurisdictional control of private railways, was also anxious about the possibility of severe competition between railway companies, like the one that Hanshin and Hankyu were having.
Japanese: また当時、日本国有鉄道の運営と私鉄の管轄を担っていた鉄道省も、阪神間のような熾烈な競争になることを憂慮していた。
English: In 1921, around the time that the construction project of the Shinkeihan Line was formulated, a private company called Kita-Osaka Electric Railway began operating with a line diverging from the Hankyu Kobe Line and Hankyu Takarazuka Main Line at Juso Station, and reaching up to Senriyama Station (currently, the line is divided into two sections at Awaji Station, with the west section belonging to the Kyoto Line and the north section to the Hankyu Senri Line).
Japanese: ちょうど新京阪線の計画がたった頃の1921年に、阪急神戸線・阪急宝塚本線の十三駅から分岐して千里山駅までを結ぶ、北大阪電気鉄道（現在淡路駅を境に、西は京都線、北は阪急千里線）という私鉄路線が開業していた。
English: Keihan planned to purchase this company in order to make use of the license to operate between Awaji Station and Tenjinbashi (Tenroku) Station.
Japanese: 京阪ではこの会社を買収して、同社が持っていた淡路～天神橋（天六）間の免許を利用することを考えた。
English: All the lines that the company possessed were transferred in 1923 to Shinkeihan which, in 1925, began operating between Tenjinbashi Station (current Tenjinbashisuji-rokuchome) and Awaji Station.
Japanese: 同社の路線は1923年に新京阪へすべて譲渡され、1925年に天神橋駅（今の天神橋筋六丁目駅）～淡路駅間が開業した。
English: Subsequently, along the section of the Kyoto side there was a plan to open the line with underground tracks, but the plan was changed in order to hastily construct a provisional terminal station at Saiin in order to meet the state-funded Enthronement Ceremony of Emperor Showa, and in 1928 the entire section of the line between Tenjinbashi Station and Saiin Station became fully operational.
Japanese: その後、京都側は地下線で開業させる予定であったが昭和天皇の即位大典に間に合わせるため、急遽西院に仮のターミナル駅を設けることにし、1928年に天神橋～西院間の全線が開業した。
English: However, affected by the Showa Depression and the Great Depression, Keihan Electric Railway, which was investing heavily in Shinkeihan Railway, Hanwa Electric Railway (current Hanwa Line) and Nara Electric Railway (current Kintetsu Kyoto Line) among others, ran into financial difficulty.
Japanese: しかし昭和金融恐慌・世界恐慌の影響で、この新京阪鉄道や阪和電気鉄道（現：阪和線）・奈良電気鉄道（現：近鉄京都線）などに多額の投資をした京阪電気鉄道の経営が危うくなった。
English: Additionally, the company had to face serious problems due to the failure to attract users, because Shinkeihan Railway's terminal station, Saiin Station, was a provisional setup and the station itself (as well as Tenjinbashi Station on the Osaka side, located at the edge of the city) couldn't provide convenience for users; moreover, the population along the line was scarce for the reason previously mentioned.
Japanese: その上、新京阪鉄道の路線は京都側のターミナルが仮の西院駅で、大阪側の天神橋駅も同じように市街地の縁にあってどちらも利便性が悪かったことと、沿線の人口も前述のような理由で多くなかったことから、利用客が伸びずに同社はもっとひどい苦境に陥った。
English: Shinkeihan Railway therefore tried to restore the business through the merger with Keihan Electric Railway in 1930, being integrated as the Shinkeihan Line of the Keihan Electric Railway.
Japanese: このため、新京阪鉄道は1930年に京阪電気鉄道に合併されて同社の新京阪線となり、経営を一本化した上で再建を図ることにした。
English: The extension to Omiya Station (the terminal station on the Kyoto side via the underground line) was completed in 1931; it was the first underground railway in the Kansai district, earlier than the inauguration of Osaka Municipal Subway in 1933.
Japanese: その京都側ターミナルである大宮駅までの地下線による延伸は1931年に完成したが、これは大阪市営地下鉄開業の1933年よりも早く、関西では初の地下鉄道路線でもあった。
English: Shinkeihan Railway had also acquired licenses to construct two lines: one diverging at Nishi-mukomachi Station (currently Nishi-muko Station) toward Baba in Otsu City, through Fushimi and Yamashina, and the other running further through the underground of Kyoto City from Omiya Station.
Japanese: なお新京阪鉄道は、西向日町駅（現：西向日駅）から分岐して伏見・山科を経て大津市の馬場にいたる路線と、大宮駅から更に京都市の地下を貫通する路線の免許も収得していた。
English: Of these, the latter was used when the Hankyu Corporation extended its operation up to Kawaramachi Station after the war.
Japanese: このうち後者は、戦後に河原町駅へ阪急によって路線延長がなされる際に活用された。
English: Moreover, Shinkeihan Railway conceived a project to construct the Nagoya Express Railway, which would extend from Baba in Otsu City to Nagoya City across the Suzuka Mountains; however, due to the financial crisis (the Showa Depression) the project became a dead issue.
Japanese: さらに京阪では、その大津市馬場から鈴鹿山脈を越えて名古屋市に至る名古屋急行電鉄の建設計画も持っていたが、恐慌のため立ち消えとなった。
English: Owing to the scarce population along the line, this line could only concentrate its efforts on inter-urban transportation and focus on operating trains at high speeds, such as the super express that connected Tenjinbashi and Omiya in 34 minutes.
Japanese: 沿線の人口が少ないため同線は都市間輸送に注力するしかなく、天神橋～大宮間を34分で結ぶ超特急などといった高速運転を行う列車を集中的に走らせることにした。
English: On the other hand, the Keihan Main Line, instead of setting up rapid reaching trains, enhanced the express and local train services, and in this way they tried to seek a compartmentalization of the operational focus between the inter-urban transportation and the wayside transportation (transportation for users along the line).
Japanese: その代わりに京阪本線では速達列車を設定せず、急行・普通電車を増発することにして、都市間輸送と沿線輸送を棲み分ける運用にした。
English: Its velocity was so exceptional that there was an anecdote that a rapid reaching train of Hankyu Railway Type 100 was capable of getting ahead of the limited express 'Tsubame,' the fastest train the Japanese Government Railways had at that time (please refer to the section on the development of Hankyu Type 100).
Japanese: その速さは、同社の保有する阪急100形電車による速達列車が、当時の鉄道省線で最速の特急列車「つばめ(列車)」を抜いたと言う逸話が残るほどであった（阪急100形電車変遷も参照のこと）。
English: In 1937, when the section between Kyoto Station on the JNR Tokaido Main Line and Suita Station (JR West) was fully electrified (the electrification between Suita Station and Suma Station was completed in 1934) and special rapid trains started connecting between Kyoto and Osaka in 36 minutes, Keihan competed by increasing the number of trains on both lines and reducing the fares.
Japanese: また、1937年に国鉄東海道本線京都駅～吹田駅(JR西日本)間の電化が完成（吹田駅～須磨駅間は1934年に完成）し、京阪間を直行便の36分で結ぶ新快速が走るようになると、京阪では両線ともに列車の本数を増やし、運賃の値下げまで行うなどして対抗した。
English: From 1934, in addition to the introduction of the train connecting Tenjinbashi Station and Omiya Station, the train service arriving at and departing from Juso Station was introduced in order to make a connection with the Hankyu Line by coupling and decoupling this train at Awaji Station.
Japanese: さらに1934年からは、天神橋駅～大宮駅間運転の列車のほか、同列車と淡路駅で解結を行うことにして、阪急線と接続させるため十三駅を発着駅にする列車も設定した。
English: During the war, in order to control traffic, in 1943, Keihan Electric Railway and Hanshin Electric Express Railway merged into Keihanshin Express Railway (currently Hankyu Corporation) and the Shinkeihan Line was put under this company's management.
Japanese: 戦時中の交通統制のため、京阪電気鉄道と阪神急行電鉄は1943年に合併して京阪神急行電鉄（現在の阪急電鉄）となり、新京阪線も同社の運営となった。
English: After the war, Keihan Electric Railway separated again as an independent entity in 1949; however, the Shinkeihan Line and its three feeder lines, the Senriyama Line (the section from Awaji Station and to the north of the current Senri Line), the Juso feeder line (the section from Awaji Station and to the west of the current Kyoto Main Line) and the Hankyu Arashiyama Line, remained as a railway of Hankyu Corporation because the trains of the Shinkeihan Line had shared the track of the Takarazuka Line since 1945, arriving at and departing from Umeda Station, etc.
Japanese: 戦後、京阪電気鉄道は1949年に再び分離発足することになるが、この際に新京阪線の電車は1945年から宝塚線へ乗り入れを行って梅田駅発着となっていたことなどの理由から、同線と支線の千里山線（現在の千里線の淡路以北）・十三支線（現在の京都本線の淡路以西）・阪急嵐山線は阪急の路線として存置することになった。
English: Given such a background, the lines belonging to Hankyu Railway (except for the lines included in the Kyoto Main Line system) are sometimes called the Jinpo Line, after the combination of the first Chinese letter of the lines, in order to distinguish one from the other.
Japanese: またこのような経緯から、京都本線系統の路線を除いた阪急各線をその頭一字を取って神宝線と総称し、お互いを区別することがある。
English: Even after the line's denomination was changed to "Kyoto Main Line," Tenjinbashi Station was for a long time maintained as the starting station; however, following the completion of the so-called sextuple-track work (quadruple-track work between Umeda Station and Juso Station on the Takarazuka Line), the section between Tenjinbashi Station and Awaji Station became known as the Senriyama Line, and the Kyoto Main Line, incorporating the Juso Line, designated Juso Station as its starting point.
Japanese: 路線名が京都本線に改称されてからも、京都本線の起点は長らく天神橋駅のままであったが、いわゆる三複線（宝塚本線の梅田－十三間複々線化工事）が完成したのを機に、天神橋－淡路間を千里山線に変更するとともに、京都本線は十三支線を編入し十三が起点となった。
English: From around Kanmaki Station (Osaka Prefecture) to Oyamazaki Station, there is an elevated section, which was made in connection with the construction of the Tokaido Shinkansen running in parallel, and during the period of the elevation work from April to December 1963 the company hired the elevated tracks of the Tokaido Shinkansen, which had already been constructed at that time, in order to operate the trains using them.
Japanese: 上牧駅(大阪府)前後から大山崎駅にかけて一部高架区間があるが、これは並行する東海道新幹線の建設に併せて造られたもので、高架化工事中の1963年4月から12月までの間、先に完成していた東海道新幹線の高架線路を借りて列車の運行を行っていたことがある。
English: The line had been competing over higher speeds with the Tokaido Main Line in order to attract passengers, but since the late stage of the Japan National Railway the Hankyu Kyoto Main Line had been left behind in speed competitions owing to JNR's intensified investment in speeding up and developing new types of rolling stock, and after the privatization of Japan National Railway, the Tokaido Main Line increased the number of stops, for example by making the special rapid train stop at Takatsuki Station, while maintaining its velocity; therefore, the Hankyu Kyoto Line also had to change its policy to increase the number of stops in between as a means to attract passengers.
Japanese: 東海道本線とは当初から互いにスピード競争を行って乗客獲得競争を行っていたが、国鉄末期以降はスピードアップや新型車両投入により、スピード競争では敗北し、さらにJR化後は新快速を高槻駅に停車させるなど、スピードを維持したまま停車駅を増やしたため、阪急京都線も途中駅にこまめに停車して集客する方法に方針転換する。
English: First of all, the interval that was capped by 15 minutes for all trains in 1989 was changed, and the number of limited express trains was reduced by operating with 20-minute intervals, while the number of express was increased by operating with 10-minute intervals.
Japanese: まず1989年にすべての電車が15分ヘッドであったものを、特急を20分おきに減便し、急行を10分おきへと増便した。
English: In the timetable revision of March 24, 2001, the drastic readjustment of stops and restructuring of types of trains was carried out.
Japanese: 2001年3月24日のダイヤ改正では大幅な停車駅の見直しと種別の整理が行われた。
English: The following points were changed: the denomination of limited express was changed to Commuter Limited Express, rapid express to rapid limited express, express to rapid express and rapid to express, respectively; express was made to stop at Minami-ibaraki Station; limited express would have more stops than rapid limited express but fewer stops than rapid express; each type of higher-category train would have nearly twice as many stops as before; limited express became practically the same grade as the former express (this characteristic became more clear when Awaji Station was designated as an additional stop in 2007).
Japanese: 特急を通勤特急に、快速急行を快速特急に、急行を快速急行に、快速を急行に改称の上で南茨木にも停車させ、特急は停車駅を快速特急よりも多く快速急行よりも少なくして、各優等列車の停車駅を従来のほぼ2倍にし、特急を事実上それまでの急行と同等の列車にした（この点については2007年の淡路駅の追加停車でその様相がさらに色濃くなった）。
English: Consequently, the trains operated based on the daytime schedule were partially reduced in number on the section between Takatsukishi Station and Kawaramachi Station (the conventional limited express train was practically discontinued).
Japanese: これにより高槻市から河原町までの区間において平日ダイヤの昼間は一部列車が減便（従来の特急は実質廃止）。
English: Regarding the time schedule for holidays, the total number of the higher-category trains operated directly between Kyoto and Osaka was reduced (eight limited express/express trains an hour were reduced by 25% to six limited express trains).
Japanese: 休日ダイヤでも京阪間直通優等列車の総本数は減少（特急・急行で1時間当たり8本が特急6本に。25%減少）した。
English: The required time of the limited express train also increased by five to six minutes from 38 minutes when it ran nonstop from Juso to Omiya: now the outbound train requires 44 minutes and the inbound train requires 43 minutes on average, which is such a considerable slowdown that there is only a two- or three-minute difference from the time it took the express train on February 23, 2001 or before.
Japanese: また、特急の所要時間も十三～大宮間ノンストップ時代の38分から5～6分延びて、下り44分、上り43分が標準的な所要時間となっており、これは2001年3月23日以前の急行の所要時間と2～3分程度しか変わらない程スピードダウンしている。
English: April 1, 1921: Kita-Osaka Electric Railway (Kitaosaka Denki-tetsudo) started the operation between Juso Station, Awaji Station and Toyotsu Station.
Japanese: 1921年（大正10年）4月1日北大阪電気鉄道が十三～淡路～豊津間を開業。
English: April 1, 1923: Shinkeihan Railway purchased the railway line from Kita-Osaka Electric Railway.
Japanese: 1923年（大正12年）4月1日新京阪鉄道が北大阪電気鉄道の鉄道路線を譲り受ける。
English: October 15, 1925: Shinkeihan Railway opened the section between Tenjinbashi (current Tenjinbashisuji-rokuchome Station) and Awaji Station.
Japanese: 1925年（大正14年）10月15日新京阪鉄道が天神橋（現在の天神橋筋六丁目）～淡路間を開業。
English: January 16, 1928: The section between Awaji Station and Takatsukimachi Station （currently Takatsukishi Station) opened.
Japanese: 1928年（昭和3年）1月16日淡路～高槻町（現在の高槻市）間が開業。
English: In between, the train made only one stop at Awaji Station (during the tourist seasons it also stopped at Katsura Station, which was a station connecting with the Arashiyama Line) and connected Kyoto and Osaka in 34 minutes.
Japanese: 途中淡路のみの停車（行楽期は嵐山線との接続駅である桂にも停車）で京阪間を34分にて結んだ。
English: March 31, 1931: The section between Saiin Station and Keihan Kyoto Station (current Omiya Station) was inaugurated as the first underground line in the Kansai district.
Japanese: 1931年（昭和6年）3月31日関西初の地下線として西院～京阪京都（現在の大宮）間が開業。