nntsuzu/KFTT huggingface dataset:
English: The work of installing seats removed during wartime, replacing wooden windows with glass windows and installing interior lamps commenced.
Japanese: 戦時中に撤去された座席の整備や板張り窓の窓ガラス補修、室内灯の整備などが行なわれるようになった。
English: Among others, cross seats were installed in cars with two doors and long seats were installed in cars with three and four doors.
Japanese: このうち、座席整備では2扉車はクロスシートの復活を実施したが、3扉車と4扉車ではロングシートの整備を実施した。
English: At the time, long seats were installed in type 51 cars previously equipped with cross seats.
Japanese: この時点では51系出自の旧クロスシート車もロングシート車として整備されることとなった。
English: Thus, the Keihanshin Local Line was gradually restored and short distance operation during the rush hour between Suita and Kanzaki as well as between Sumiyoshi and Takatori resumed.
Japanese: こうして京阪神緩行線は徐々に復興し、ラッシュ時の吹田～神崎、住吉～鷹取間の小運転が復活した。
English: When express trains began to run from Kyoto to Osaka in April 1949 and to Kobe in June, the timetable for both express and local trains, returned to the prewar state.
Japanese: 1949年4月には京阪間に急電が復活、6月には神戸まで完全復活することでようやく緩急あわせてダイヤ面では戦前の状態に復旧した。
English: After the timetable returned to normal, restoration of cars commenced.
Japanese: ダイヤ面での復興がなると、次に車両面の復興が行なわれることになった。
English: Firstly, Moha 52 and Hanryu Moha 43 cars were transferred to the Hanwa Line when type 80 cars were introduced to express trains, and other type 42 cars (including Ryuden and Saha of Hanryu Moha 43) were transferred to the Yokosuka line while type 63 cars, that had been used for the Yokosuka Line, were transferred to another line.
Japanese: まずは急電に80系を投入、それまで使用していたモハ52や半流モハ43を阪和線に転出させただけでなく、残りの整備済みの42系（流電や半流モハ43のサハも含む）を横須賀線に転出させ、横須賀線に応援に入っていた63系を他線に振り向けた。
English: In exchange, out of the twenty-six Moha 51001-51026 cars used for rapid trains of the Chuo Line during the prewar era converted to Moha type 41 during the wartime, twenty-three cars, except for three cars damaged by air raids, were transferred to the Keihanshin Local Line (Saha 78 cars, converted cars of Saroha 66 cars, and Kuha 85 cars, converted cars of Kuha 47 cars, were introduced to the Osaka Loop Line and Sakurajima Line from which type 63 cars were transferred).
Japanese: これらの車両を元手に、戦前中央線快速に配属され、戦時中にモハ41型への編入改造を受けたモハ51001～51026のうち、戦災廃車の3両を除いた23両全車を京阪神緩行線に転入させた（63系をトレードした大阪環状線・桜島線には、サロハ66改造のサハ78や、クハ47改造のクハ85が転入している）。
English: Then, the rest of four-door cars of Keihanshin Local Line were transferred to the Joto/Nishinari Line, and instead, three-door cars, mainly type 51 cars with cross-seats, were transferred to the Keihanshin Local Line.
Japanese: 続いて、京阪神緩行線に残留していた戦時中の4扉改造車を城東・西成線に転出させ、代わりに51系出自の旧クロスシート車を中心に3扉車を京阪神緩行線に転属させた。
English: In early 1951, type 70 cars were introduced to the Keihanshin Local Line at the same time as the Yokosuka Line.
Japanese: 1951年の初めには、横須賀線と同時に京阪神緩行線にも70系が投入された。
English: Only Moha 70 cars were introduced initially and they were categorized into the 100 series because of the difference in jumper plug.
Japanese: 当初はモハ70だけの投入であり、ジャンパ栓の違いから100番台に区分されたほか、
English: As most of the cars belonging to the Keihanshin Local Line became three-door cars, cross-seats that were same with those of type 70 cars were installed on cars belonging to Miyahara and Akashi from 1951 to 1952
Japanese: こうして、京阪神緩行線所属車両の大半が3扉車となったことから、1951年から1952年にかけて宮原、明石所属の3扉車のクロスシート化が実施され、一部の車両を除いて70系と同様のクロスシートの整備、復活が行なわれた。
English: At the same time, gear ration of Moha 51001 - 51026 was altered so that it coincided with other cars of the Osaka Railway Bureau.
Japanese: 整備に際し、モハ51001～51026については、ギア比を変更して、元からの大鉄所属車と性能を合わせている。
English: When the regulation of types and classification letters were revised in 1953, all cross-seat cars were classified as type 51.
Japanese: その後、1953年の形式称号改正の際にはこれらのクロスシート車はすべて51系に編入された。
English: As a result, the number of converted cars such as Moha 54 and Kuha 68 was bigger than those of the original cars.
Japanese: その結果、モハ54やクハ68のように、オリジナルの車両より他形式からの改造車のほうが多いといった形式も発生している。
English: When the operation of rail cars with white stripes were abolished in November 1951, their driving platforms were temporarily converted into second-class seats.
Japanese: また、1951年11月に白帯車の運行が廃止されると、旧白帯車の運転台側を2等室として仮整備して運行した。
English: Further, Kuroha 69001 and 69002, transferred to Kanto region, were transferred to Akashi and were redecorated, along with Kuha 55, formerly Kuroha 69, so that they restored to their prewar state.
Japanese: さらに、関東に転出していたクロハ69001、002を明石に呼び帰し、併せて旧クロハ69のクハ55ともども、戦前並みに復元する工事を実施した。
English: In addition to merely redecorating, their interior was painted in rosy-grey color (usually they were varnished), which was the same as the then popular special second-class cars, in the process redecorating.
Japanese: この復元工事では単に復元するだけでなく、内装を当時の花形であった特別二等車に合わせてローズグレーの塗りつぶし（通常はニス塗り）にした。
English: Also, deep red moquette was used for seats (blue moquette was used for ordinary second-class cars at the time), though the seats themselves were same as those used during the prewar era; namely fixed cross-seats and long-seats.
Japanese: また、シートはさすがに戦前同様固定クロスとロングのセミクロスシートであったものの、モケット地もエンジ色（当時の普通二等車は青色）とした。
English: Moreover, the same interior lamp shades as those of special second-class cars and fluorescent lamps were installed soon after they were put into practical use.
Japanese: さらに、室内灯のカバーも特別二等車と同じ物を取り付け、後に蛍光灯が実用化されると真っ先に導入された。
English: As seen from above, their interiors were quite exquisite as persons in charge boasted 'they are Tokuro (abbreviated name of special second-class car) of the electric car,' and they were comparable to JNR 80 and JNR 70 series electric cars that were then being manufactured.
Japanese: 当時の担当者が「電車の特ロ（特別二等車の略称）」と自負するくらいの凝った内装であり、当時新製中だった国鉄80系電車・国鉄70系電車と比べても遜色は全くなかった。
English: When this redecorating work was completed in 1953, the line exceeded the prewar level in various aspects including the cars.
Japanese: かくして、これらの工事が終了した1953年頃には、車両面での復興もなしとげただけでなく、多くの面で戦前のレベルを超えたものになっていた。
English: Unlike during the prewar period, trains made up of only three-door cars equipped with cross-seats were seldom seen on other lines (though a limited number of trains used type 72 cars and Kuha type 55 cars) and they were hailed by many railway maniacs as 'the Keihanshin Local Line in the Western Japan, the Yokosuka Line in the Eastern Japan.'
Japanese: 戦前とは違い、3扉クロスシート車で揃えられた魅力は（ごく一部に72系やクハ55を組み込んだ編成があったにしても）他線では見られないものであり、「西の京阪神緩行線、東の横須賀線」として多くの鉄道愛好者にもてはやされた。
English: Among them, trains using a Kuroha type 69 car, the finest car, was made up of four cars, Kuha type 68 (later Kuha type 76), Moha type 70, Moha type 70 and Kuroha type 69 from Nishi-Akashi side, and they were operated with another two cars added on at the Kyoto side during the rush hour.
Japanese: その中でも白眉とでも言うべきクロハ69組み込み編成は、西明石側からクハ68（後にクハ76）-モハ70-モハ70-クロハ69の4連で構成され、ラッシュ時には京都側に2両を増結し、6連で運行された。
English: As the number of type 70 cars constantly increased since then including Kuha type 76 cars introduced at the end of 1954, they were dubbed 'Chabozu' since all of them were painted wine color.
Japanese: その後も70系の増備は続き、1954年末からはクハ76も登場、ぶどう色一色で登場したため、「茶坊主」の愛称が付いた。
English: As numbers of Kuha type 76 cars were limited, there were no regular trains that used type 76 cars on both ends.
Japanese: クハ76の配備両数は少なかったことから、基本編成の両端がクハ76という編成はなかった。
English: However, trains unexpectedly became beautiful when additional cars were attached to regular trains and Kuha type 76 cars were used on the both ends.
Japanese: しかし、基本編成と付属編成の両端の車両がクハ76であったときは、意外な編成美を見せたものである。
English: By the end of 1957, sixty-five type 70 cars were introduced to the Keihanshin Local Line, though no type 300 type cars, metal-made cars, were introduced, and they played their expected role.
Japanese: 70系は1957年まで増備され、全金属車の300代こそ入らなかったものの、合計65両が京阪神緩行線に新製投入され、投入当時のコンセプトどおりの活躍を見せた。
English: The Takatsuki Tram Depot was established in March 1956, and cars for the local line belonging to Miyahara were transferred there.
Japanese: また、1956年3月には高槻電車区が開設され、宮原所属の緩行用車両が転属している。
English: Operating the line, including the express train, was substantially altered by the revision of the timetable made on September 25, 1957.
Japanese: 1957年9月25日のダイヤ改正では、急電も含めて運転面での大きな変化が見られた。
English: After the Ibaragi-Osaka section became a quadruple-track section, two tracks on the side became exclusive for urban electric trains (administered by the Railway Bureau) while two tracks on the outer side became exclusive for long distance trains (administered by the head office) - when the section was double-track section, local trains ran on the outer track and express trains ran on the outer track.
Japanese: 茨木～大阪間の旅客線の複々線化に伴い、従来の緩行外側線、急行内側線の運転形態から、内側線を電車線（鉄道管理局管理）、外側線を列車線（本社管理）とした。
English: As a result, local and express trains began to run on the same track and both trains connected to each other at Ashiya and Takatsuki.
Japanese: これにより走行線路を緩急同一にし、芦屋、高槻に停車することよって緩急結合運転を開始した。
English: On this occasion, local trains running during the rush hour began to use a seven-car train and short distance operation was abolished.
Japanese: このときに、ラッシュ時の緩行の一部が7連化されたほか、小運転がいったん廃止された。
English: Other than the above, no substantial changes were made in the operation of local trains while the distance of the operation of express trains (Rapid) was extended whenever the electrified section was extended.
Japanese: これ以外では、電化のたびに運転区間が拡大する急電（快速）と違って緩行には大きな変化はなかった。
English: Around 1955, the Keihanshin Local Line, where type 51 cars were listed in the catalogue as 'Osaka-type cars' and type 70 cars manufactured after the war were mainly used, was in its golden age.
Japanese: 車両形式図集に「大阪形電車」と記された51系と戦後生まれの70系が主役となって、1955年頃を中心に、京阪神緩行線の黄金時代を迎えることとなったのである。
English: In the late 1950's, mitigating congestion and enhancing transport capacity were required not only for lines running in the city center but also for middle-distance lines such as the Keihanshin Local Line and the Yokosuka Line.
Japanese: 1950年代も後半に入ると、都市中心部を走る路線だけでなく、京阪神緩行線や横須賀線のような、当時としては中距離路線においても混雑緩和と輸送力の増強が求められるようになった。
English: Since enhancing transport capacity of the Yokosuka Line was urgently needed in particular, type 70 cars of the Keihanshin Local Line were transferred to the Yokosuka Line because the development of new suburban car operating on DC was delayed.
Japanese: 中でも、横須賀線の輸送力増強は焦眉の急であったが、直流用の新性能近郊型電車の導入までにはまだ時間がかかることから、京阪神緩行線の70系を転属させて投入することにした。
English: Concretely speaking, JNR 101 series cars were introduced to Rapid service of the Chuo Line, the Yamanote Line and the west side of the Osaka Loop Line in exchange for JNR 40 series cars and type 72 cars, and the latter were transferred to the Keihanshin Local Line in exchange for type 70 cars.
Japanese: つまり、中央線快速、山手線の新性能化や、大阪環状線西側の開業用に国鉄101系電車を投入、そこで捻出された国鉄40系電車、72系を京阪神緩行線に転属させることによって70系を捻出して東上させたのである。
English: From 1960 to 1962, most type 70 cars belonging to Akashi and Takatsuki were transferred to Ofuna by this method.
Japanese: このような形で、1960～62年にかけて明石、高槻の両区から70系の大半が大船に転属した。
English: As enhancing transport capacity of Rapid service for the Hanwa Line was done by the same method, some type 70 cars belonging to Hineno Tram Depot were also transferred.
Japanese: さらに、阪和線快速の輸送力増強も同じ手法で実施したことによって、日根野電車区にも70系の一部が転出した。
English: This method was also used for new electrified sections that were opened to traffic.
Japanese: また、この手法は動力近代化による新規電化区間の開業時においても使われた。
English: Some type 51 cars were transferred to Okayama Tram Depot when electrification in Okayama region (Kamigori-Kurashiki section, Okayama-Uno section) was completed in October 1960, and type 70 cars and Kuha type 68 cars were transferred when electrification of the Shinetsu Line in Niigata was completed in May 1962.
Japanese: 1960年10月の岡山地区の電化（上郡～倉敷、岡山～宇野間）に伴い、51系の一部が岡山電車区に転出したほか、1962年5月の信越本線新潟電化の際には70系とクハ68が転出している。
English: Further, enhancement of transport capacity for the Keihanshin Local Line was done using cars transferred from other lines.
Japanese: 更に、京阪神緩行線の輸送力増強もこれらの転入車でまかなわれることになった。
English: As type 72 cars transferred from the Rapid service of the Chuo Line and the Osaka Loop Line at that time included many of the new cars, type 920 metal-made cars and a Kumoha type 73001 metal-made car later transferred to the Kabe Line, their quality level was relatively high compared with type 72 cars that were later transferred.
Japanese: ただ、この時期に中央線快速や大阪環状線から転入した72系は、比較的後期の新製車や920代の全金属車が多く含まれていたほか、後に可部線で活躍するクモハ73001のような全金属改造車もあったことから、後の72系転属車に比べるとまだレベルが高かった。
English: Composition of the trains on the Keihanshin Local Line, were mainly made up of three-door cars with semi-cross-seats, was seriously affected by the transfer of type 51 and 70 cars as well as the introduction of many type 72 cars.
Japanese: 51,70系の転出と72系の大量投入によって、3扉セミクロスシート車主体の京阪神緩行線の編成が大きく崩れることとなった。
English: The Osaka Railway Bureau endeavored to keep trains made up of semi-cross-seat cars running, especially those using Kuroha 69, by gathering Moha 70 and Kuha 68 cars, but it was forced to eventually use type 72 cars.
Japanese: 中でもクロハ69組込の基本編成は何とかしてクロスシート車主体の編成を組もうと四苦八苦しながらモハ70やクハ68をかき集めるが、ついには72系の進出を許してしまう。
English: Even under such circumstances, the Osaka Railway Bureau tried to minimize the decrease in the level by using 920 type metal-made cars and new type 72 cars.
Japanese: それでも大鉄局は何とか意地を見せて、72系の中でも920代の全金属車や72系新製車を中心に編成を組むことによりレベルダウンを最小限に食い止めようとした。
English: Later Saro 85 began to be used for Rapid service in 1961, however, the significance of using Kuroha for local trains decreased and the use of Kuroha was terminated in October 1962 on the grounds of mitigating congestion.
Japanese: しかし、1961年から快速にサロ85の連結が開始されたことから緩行のクロハ連結の意義が低下、1962年10月には混雑緩和を理由にクロハの連結を廃止した。
English: During the next year, Kuroha type 69 cars were downgraded to Kuha 55150 and remodeled into cars with long-seats (this included cars that had been damaged in accidents and remodeled before abolition).
Japanese: クロハ69は翌年までにクハ55150代に格下げロングシート化改造されてしまう（廃止以前に事故で同様の改造をした車両も含めて編入）。
English: The abolition of Kuroha was the turning point in the change of the Keihanshin Local Line from a middle-distance inter urban line to a commuter line.
Japanese: クロハの廃止は、京阪神緩行線が中距離のインターアーバンから通勤電車へと変貌するターニングポイントとなった。
English: Although congestion on trains during the rush hour became serious due to the increase in the population of the area along the line, trains running during the daytime were not so congested.
Japanese: 確かに、京阪神緩行線の沿線人口は増加し、ラッシュ時の混雑は激化していたが、昼間時はさほど混雑していなかった。
English: Although the introduction of type 72 cars to such a line was obviously service degradation, the Keihanshin Local Line was forced into this since type 51 and 70 cars were easy to use and the number of lines to which type 72 cars could be transferred was limited.
Japanese: このような線区への72系の投入は明らかなサービスダウンだが、51、70系が使い勝手がいい車両であったことと、72系を転用できる路線が限られていたことから、結果として京阪神緩行線が貧乏くじを引く結果となった。
English: In addition, type 72 trains that were transferred from Kanto region to enforced the transport capacity included many of copper-made cars manufactured during the wartime, such as Kuha 79004 later transferred to the Kabe Line, and remodeled cars of former type 63 cars.
Japanese: しかも、輸送力増強用に関東から転入してくる72系は、これまた可部線で活躍するクハ79004のような戦時下生まれの鋼体化改造車や旧63系の改造車が大量に含まれていた。
English: Further, as the maintenance of these cars had not been done properly, quality of cars of the Keihanshin Local Line declined rapidly.
Japanese: 加えて、それまでの整備が雑であったことから、どんどん車両のレベルが低下していった。
English: By utilizing these cars, the Osaka Railway Bureau began to operate seven-car trains all day long like at present in 1963 (four-car trains were still operated during the daytime, and all trains became a seven-car train as of March 15, 1972).
Japanese: しかし、これらの車両を活用して1963年には現在同様終日7連化を実施（昼間時を中心に4連運行が残っていたため、完全7連化は1972年3月15日）した。
English: In addition, short distance operations on the Suita-Amagasaki section was revived and the section was changed to the Suita-Koshienguchi section when the track arrangement of Koshienguchi was improved in 1964 (by using the freight line site of the Hanshin Mukogawa Line).
Japanese: 加えて、吹田～尼崎間の小運転を復活、1964年には甲子園口の配線改良（阪神武庫川線への貨物線跡地を有効活用）に伴い、小運転区間を延長、吹田～甲子園口間とした。
English: Nishi-Akashi Station was moved to the current place in June 1961 and the Takatori- Nishi-Akashi section became a quadruple-track section in March 1965.
Japanese: また、1965年3月には鷹取～西明石間の複々線化が完成したが、それに先立つ1961年6月に西明石駅の現在地への移転を実施した。
English: In 1966, the Kyoto-Mukomachi section became a quadruple-track section thanks to the separation of the freight track and passenger track, and the entire section of local trains became a quadruple-track section.
Japanese: 更に、翌1966年には京都～向日町間の貨客分離に伴って旅客線の複々線化が完成したことにより、緩行線が完全複々線化された。
English: In the meantime, there was a perception gap between the JNR Head Office and the Osaka Railway Bureau concerning the introduction of type 72 cars.
Japanese: さて、72系の投入を巡っては、国鉄本社と大鉄局とのあいだでの認識の違いがあった。
English: There was a big difference between the Keihanshin Local Line and the Keihin Tohoku Line, though they were seemingly similar from the viewpoint of JNR Head Office,.
Japanese: 国鉄本社とすれば、京阪神緩行線と京浜東北線が同じような線区に見えたのだろうが、実際のところは大きな違いがあった。
English: First, while the Keihin Tohoku Line ran through the center of Tokyo from Tabata to Oimachi, for the Keihanshin Local Line it was only the Rokkomichi-Takatori section in Kobe City, and the sizes of two cities were completely different.
Japanese: まず、京浜東北線は田端～大井町間で東京都心を縦貫するが、京阪神緩行線で強いて似ている区間を挙げるとすると、神戸市内を縦断する六甲道～鷹取間ぐらいしかないし、都市規模があまりにも違いすぎる。
English: In the case of the Keihanshin Local Line, by contrast, trains ran, after parting with the Nishi-Oji Line of the Kyoto Municipal Tramway at Nishi-Oji Station, next stop from Kyoto, through the area where only a few factories and fields were located except around the station before arriving at Takatsuki, and after Takatsuki, they ran through the area where factories, fields, and residential districts were patchily located before passing over the Yodo-gawa River.
Japanese: これに対して、京阪神緩行線の場合は、京都を出て次駅の西大路で当時の京都市電西大路線と分かれると、高槻の手前まで駅周辺を除くと点在する工場と田園地帯が続き、その後も淀川を渡るまで工場と田園地帯と住宅地がまだらに続いていた。
English: The situation was same in the Hanshin area (the area between Osaka and Kobe), more urbanized than the Keihan area (the area between Kyoto and Osaka), and a lot of paddies/fields were located along the line.
Japanese: このことは、京阪間より都市化が進んでいた阪神間においても同様で、沿線には田畑が多く残っていた。
English: Because of the above-mentioned differences, the Keihin-Tohoku Line used long-seat cars since the prewar era while the Keihanshin Local Line used three-door cars with semi-cross-seat such as 51 and 70 type cars since it was an interurban line that connected three major cities, Kyoto, Osaka, and Kobe, with middle-sized cities like Takatsuki, Ibaragi, Suita, Amagasaki, Nishinomiya, Ashiya, and Akashi.
Japanese: このような路線の違いがあったことから、京浜東北線では戦前からロングシート車主体の運行であり、京阪神緩行線は京阪神3都市と高槻、茨木、吹田、尼崎、西宮、芦屋、明石といった中規模の都市を結ぶインターアーバンであったために、51、70系といった3扉セミクロスシート車が投入された。
English: No competitors existed for the Keihin-Tohoku Line other than the Keikyu Main Line, which ran side by side with the Keihin-Tohoku Line on the Shinagawa-Yokohama section.
Japanese: 京浜東北線には、品川～横浜間で京急本線と並行するほかは並行路線が存在しない。
English: In addition, the Keihin-Tohoku Line needed to compete with only Keikyu's local trains since the Yokosuka Line played the role of a competitor for the superior trains of Keikyu.
Japanese: また、京急の優等列車の相手は横須賀線が務めることになるから、京浜東北線としては普通の相手だけしていればよかった。
English: Furthermore, Keikyu's local trains could hardly compete with the Keihin-Tohoku Line because they used old-model cars and the distance between stations was short.
Japanese: しかも、旧型車主体で駅間距離の短い京急の普通はライバルにはなりにくい。
English: In the case of the Keihanshin Local Line, by contrast, the Hankyu Kyoto Main Line, Hankyu Kobe Main Line, Hanshin Main Line, and Sanyo Railway Main Line ran side by side with it throughout the entire section.
Japanese: しかし、京阪神緩行線には、阪急京都本線・阪急神戸本線、阪神本線、山陽電気鉄道本線とほぼ全区間に渡って並行路線が存在した。
English: In addition, the Keihanshin Local Line was required to compete with not only local trains but also superior trains, such as express trains, of these lines because of the long distance between stations.
Japanese: しかも、京阪神緩行線の駅間距離が長いことから、普通だけでなく急行クラスの優等列車とも勝負を余儀なくされる。
English: Hankyu railway was using Hankyu 100 series cars and Hankyu 920 series cars manufactured in the prewar era, Hankyu 710 series cars and Hankyu 810 series cars were manufactured in the early postwar era, Hankyu 1010 series cars and Hankyu 1300 series cars were developed as high-performance cars as well as Hankyu 2000 series cars and Hankyu 2300 series cars were awarded the first Laurel Prize.
Japanese: 阪急では阪急100系電車や阪急920系電車などの戦前生まれの車両のほか、阪急710系電車、阪急810系電車などの戦後初期の車両から阪急1010系電車・阪急1300系電車といった初期の高性能車に初代ローレル賞受賞車の阪急2000系電車・阪急2300系電車が主力として運用されていた。
English: Hanshin Railway, rapidly introducing large-size cars, introduced Hanshin 3561/3061 series cars, Hanshin 3301/3501 series cars, and red copper cars of Hanshin 7801/7901 series for superior trains and Jet Car (Hanshin 5001 series and Hanshin 5101/5102 series) for local trains and replaced old-model cars.
Japanese: 急速に車両の大型化を進める阪神では、阪神3561・3061形電車特急車を筆頭に阪神3301・3501形電車、阪神7801・7901形電車といった赤胴車が優等列車に充当され、駅間距離の短い普通にはジェットカー（阪神5001形電車、阪神5101・5201形電車ほか）が続々と投入され、たちまち旧型車を置き換えた。
English: As shown above, all companies operated not only famous cars manufactured in the prewar era, but also cars that were newly developed or remodeled after the war.
Japanese: このように、各社とも戦前の名車から戦後の新車、更新車が勢揃いしていた。
English: The Keihanshin Local Line could have competed with them if type 51 and 70 cars equipped with semi-cross seats had been used, but type 72 cars converted from second-hand type 63 cars were inferior to even broad-gauge 63 cars and Sanden 700 series cars that were well maintained.
Japanese: 京阪神緩行線もセミクロスシートの51,70系であれば互角の勝負を挑めるが、中古の63系上がりの72系では、整備の行き届いた広軌63系の山電700系にも及ばなかった。
English: Although metal-made cars of the 920 series of type 72 and cars fully converted into metal-made cars were on par with Hanshin 7801 series cars, the quality of cars became substantially inferior to those of other lines in general.
Japanese: 72系920代全金属車や全金属改造車でやっと阪神7801形と肩を並べる程度で、ライバル各線区の車両とは接客レベルに雲泥の差が生じてしまった。
English: Due to the introduction of many type 72 cars that ignoring the characteristics of the line, the Keihanshin Local Line lost not only its attraction, but also its competitiveness.
Japanese: 線区の特性を無視した72系の大量投入によって、京阪神緩行線は魅力だけでなく競争力も急速に失っていった。
English: To make matters worse, the construction work of Kobe Rapid Transit Railway, which connects the Hankyu Kobe Line/Hanshin Main Line with Sanyo Railway, began in 1962.
Japanese: さらに拍車をかけるように1962年には阪急神戸線・阪神本線と山電を結ぶ神戸高速鉄道が着工され、建設が進められていた。
English: However, because the number of passengers reached nearly 300% of train's capacity and the glass of the doors was often damaged due to overcrowding of passengers, it became impossible to deal with the transport during rush hours with three-door cars equipped with cross-seats
Japanese: しかし、ラッシュ時には300%近い乗車効率に達していたことから超満員の乗客でドアガラスが破損するなど、もはや3扉クロスシート車主体でラッシュ輸送に対応することが困難な情勢になっていた。
English: Under such circumstances, the Osaka Railway Bureau transferred most of the type 70 cars to Ogaki Transportation Depot when the Chuo Main Line was electrified in Mizunami City (Saha 58 cars were transferred to Okayama) in the following year while receiving many second-hand type 72 cars from the Keihin-Tohoku Line, and enforced the transport capacity during rush hours at the expense of the number of seats to be provided to passengers during the daytime.
Japanese: こうしたことから翌年の中央本線瑞浪電化で70系をほとんど根こそぎ大垣運輸区に転出させた一方で（サハ58は岡山に転出）、代わりに京浜東北線から大量の中古72系を受け入れて、昼間時の着席サービスを犠牲にすることでラッシュ時の輸送力増強を図った。
English: Nearly 100 cars of type 51 remained even after that, and sixty cars of type 51 as well as three cars of Moha 70 remained at the time of the 'Yonsanto' timetable revision made on October 1, 1968.
Japanese: それでも51系は100両近く残留し、1968年10月1日の「ヨンサントオ」ダイヤ改正前後でも51系が60両、モハ70が3両残存していた。
English: Therefore, the Bureau continued to operate trains connecting cars equipped with cross-seats by utilizing one or two cars of the above types for both regular and auxiliary trains.
Japanese: このため、基本編成、付属編成のどちらかにこれらの形式を1~2両組み込むことでクロスシートサービスの維持を図っていた。
English: Meanwhile, type 113 suburban cars were introduced for Rapid service in 1964 because it became difficult for the existing type 80 cars to cope with the congestion during the rush hour and private railway companies introduced new cars for the super-express trains during the early 1960's.
Japanese: なお、快速においても従来の80系ではラッシュ時に対応が困難になってきたことや、競合する各私鉄が1960年代前半に特急用の新車を投入したことから、1964年から113系近郊形電車が快速に投入されている。