nntsuzu/KFTT huggingface dataset:
English: Kyoto City also opposed the construction of a railway in the vicinity of Momoyama Goryo-mae Station, objecting to the railroad crossing that might be produced on the approach to the Momoyama Goryo Tomb; therefore, the company made a plan to construct a subway line, but that also failed because of the protest of the sake brewers association of Fushimi Ward, which was worried about the depletion of underground water, and finally as the last expedient, the railway was constructed with an elevated structure.
Japanese: また、桃山御陵前駅の前後は、京都市も桃山御陵への参拝道に踏切が生じることを理由に反対したため地下線での建設を計画したが、伏見区の酒造組合が地下水の枯渇を理由に地下線での建設計画は頓挫し、残る高架方式での建設となった。
English: Due to such complicated circumstances, Yodogawa-bashi (Railway) Bridge spanning the Uji-gawa River between Momoyama Goryo-mae Station and Mukaijima was constructed as the longest simple truss structured bridge in Japan, with a length of 164.6 meters.
Japanese: 桃山御陵前駅～向島駅間の宇治川に架かる澱川鉄橋が日本最長164.6mの単純トラス橋構造となったのは、このような複雑な事情による。
English: However, due to the extension of residential area in Fushimi Ward the training is mainly undertaken in the JGSDF Camp Okubo in front of Okubo Station (Kyoto Prefecture) or in the vicinity of Kowata Station (Keihan) on the Keihan Uji Line, but nowadays the training is not carried out around Yodo-gawa (Railway) Bridge.
Japanese: しかし、伏見区内の住宅開発が進んだ事もあって大久保駅(京都府)前にある陸上自衛隊大久保駐屯地や京阪宇治線木幡駅(京阪)の周辺に移転しており、現在では澱川鉄橋の近辺で演習が行われることはない。
English: To start operating the Nara Electric Railway, an underground station was projected for construction just below the Karasuma-guchi (Karasuma Exit) (the north-side center entrance/exit) of the then Japan National Railway (JNR) Kyoto Station; however, in addition to the strained construction cost, due to the provision that the construction would not meet the enthronement ceremony of Emperor Showa (Showa-no-Sokui no Rei or Onie no Matsuri) to be held in November 1928 in the Kyoto Imperial Palace, it was decided to construct a provisional station building on the Hachijo-guchi side (Hachijo Exit) (south entrance/exit).
Japanese: 奈良電が開業するにあたっては、当時の国鉄京都駅の烏丸口（北側の中央口）直下に奈良電の地下ターミナル駅を設ける予定であったが、この工事費用の問題に加え、1928年11月に京都御所で昭和天皇の即位の礼昭和の即位の礼・大嘗祭に時間的に間に合わないことから、八条口（南口）側に仮設駅を設けることになった。
English: The station building, which was meant to be provisional, had been maintained with its original structure because the underground station project itself was frustrated due to the Showa Depression among other things; and when the Tokaido Shinkansen was constructed the exclusive tracks and platforms for Shinkansen were built right above it, and the station of the Nara Electric Railway was also equipped with three elevated tracks (however, the permission to extend the building to Kita-guchi (north entrance/exit) was withheld until right after the company's merger with Kintetsu Corporation).
Japanese: この仮設の予定であった駅は、昭和恐慌などの影響で地下化計画自体が事実上頓挫する格好でそのままの形で残され、東海道新幹線が建設される際にはその直上に新幹線の線路とプラットホームを設置し、同時に奈良電の駅も高架3線化された（なお北口までの延伸免許自体は、近鉄への合併直後まで保持された）。
English: November 3, 1928: Nara Electric Railway started operations between Momoyama Goryo-mae Station and Saidaiji Station (currently Yamato-Saidaiji Station).
Japanese: 1928年（昭和3年）11月3日奈良電気鉄道が桃山御陵前～西大寺（現・大和西大寺）間を開業。
English: July 10, 1929, Kizugawa Station was constructed beside the Kizu-gawa River (Kyoto Prefecture).
Japanese: 1929年（昭和4年）7月10日木津川(京都府)の河畔に木津川駅を設置。
English: December 21, 1945: The trains of Nara Electric Railway started sharing the track to Kintetsu-Tanbabashi Station, and from this station the through-operation to Sanjo Station (Kyoto Prefecture) of Keihan Electric Railway began.
Japanese: 1945年（昭和20年）12月21日奈良電気鉄道の電車が丹波橋駅に乗り入れ、同駅から京阪電車の三条駅(京都府)まで直通運転開始。
English: April 1, 1947: Keihan Electric Railway started the direct operation to Kyoto Station, using the shared track with Nara Electric Railway from Tanbabashi Station.
Japanese: 1947年（昭和22年）4月1日京阪電車が丹波橋駅から奈良電に乗り入れ、京都駅まで直通運転開始。
English: October 1, 1963: Kintetsu Corporation swallowed Nara Electric Railway, and the line became the (Kintetsu) Kyoto Line.
Japanese: 1963年（昭和38年）10月1日近畿日本鉄道が奈良電気鉄道を合併し、京都線となる。
English: March 29, 1967: Former Horiuchi Station was restored and Kintetsu-Tanbabashi Station was placed on the actual site.
Japanese: 1967年（昭和42年）3月29日旧堀内駅を復活し、現在位置の近鉄丹波橋駅設置。
English: However, two stations--Tanbabashi and Kintetsu-Tanbabashi--were used in parallel for one year (in the case of limited express, express and semi-express trains, they would stop at Kintetsu-Tanbabashi Station and local trains and Keihan direct trains stopped at Tanbabashi Station, although at the time the official name of both stations was Tanba Station).
Japanese: ただし1年間は丹波橋・近鉄丹波橋駅の併用となる（近鉄の特急・急行・準急は近鉄丹波橋を、普通と京阪直通列車は丹波橋を使用、ただし当初の正式駅名は両駅とも丹波橋）。
English: December 20, 1968: The operation between Fushimi, Tanbabashi and Momoyama Goryo-mae was discontinued.
Japanese: 1968年（昭和43年）12月20日伏見～丹波橋～桃山御陵前駅間廃止。
English: At the same time, the mutual direct operation with Hankyu Electric Railway at Tanbabashi Station and the parallel usage of Tanbabashi Station and Kintetsu-Tanbabashi Station were also discontinued.
Japanese: また丹波橋駅での京阪電車との相互直通運転と丹波橋・近鉄丹波橋駅の併用も廃止。
English: September 21, 1969: The voltage of the overhead wires was raised from 600V to 1500V.
Japanese: 1969年（昭和44年）9月21日架線電圧を600Vから1500Vに昇圧。
English: March 1, 1970: The name of Kinki Nihon Tanbabashi Station was changed to Kintetsu-Tanbabashi Station.
Japanese: 1970年（昭和45年）3月1日近畿日本丹波橋駅を近鉄丹波橋駅に改称。
English: August 28, 1988: Mutual direct operation with the Kyoto Municipal Subway Karasuma Line started.
Japanese: 1988年（昭和63年）8月28日京都市営地下鉄烏丸線との相互直通運転を開始。
English: March 17, 1998: Rapid express trains began their operation between Kyoto Station and Kintetsu-Nara Station during the daytime on Saturdays and holidays.
Japanese: 1998年（平成10年）3月17日土曜・休日昼間、京都～近鉄奈良間に快速急行を新設。
English: March 15, 2000: A new through-express train service started between Kokusaikaikan Station and Kintetsu-Nara Station, extending the shared section with the Kyoto Municipal Subway Karasuma Line to Kintetsu-Nara Station.
Japanese: 2000年（平成12年）3月15日国際会館～近鉄奈良間直通の急行を新設し京都市営地下鉄烏丸線との相互直通運転区間を近鉄奈良まで延長。
English: March 6, 2003: The rapid express train operated between Kyoto Station and Kintetsu-Nara Station was integrated into the express train.
Japanese: 2003年（平成15年）3月6日京都～近鉄奈良間の快速急行を急行に統合し廃止。
English: Hachijo Station (between Kyoto Station and Toji Station, from November 15, 1928 to 1945) -- a station located so that the trains, which started from Kyoto Station toward the direction parallel with the Tokaido Main Line, could change to the southerly direction.
Japanese: 八条駅（京都～東寺間1928年11月15日～1945年）-東海道本線と並行向きに京都駅を出た列車が、南へ進行方向を変えるあたりに設けられていた駅。
English: Kizugawa Station (Kyoto Prefecture) (between Tonosho Station and Shin-Tanabe Station, the service was suspended from July 10, 1929 to October 1, 1946, and from July 1, 1948 to August 23, 1965, and it ceased to be used on July 20, 1974) -- an extra station opened only during the summer months for passengers going for a bathe.
Japanese: 木津川駅(京都府)（富野荘～新田辺間1929年7月10日～1946年10月1日、1948年7月1日～1965年8月23日休止、1974年7月20日廃止）-水泳客用に夏季のみ設けられた臨時駅。
English: The Hankyu Arashiyama Line (Hankyu Arashiyama-sen) is a railway of Hankyu Corporation that connects from Katsura Station located in Saikyo Ward, Kyoto City, Kyoto Prefecture, to Arashiyama Station (Hankyu).
Japanese: 嵐山線（あらしやません）は、京都府京都市西京区の桂駅から嵐山駅(阪急)までを結ぶ阪急電鉄の鉄道路線。
English: Currently, only the shuttle service is available, but a direct special express called the 'Hankyu Kyoto Main Line Special Train' was operated between Umeda Station and Arashiyama Station during the spring and autumn sightseeing seasons until autumn 2000 (with the timetable revision of March 2001, the trains was discontinued).
Japanese: 現在は線内折返し運転のみだが、2000年秋まで（廃止は2001年3月のダイヤ改正）は春・秋の行楽シーズンに梅田駅～嵐山間に直通の臨時列車急行列車「阪急京都本線臨時列車」が運転されていた。
English: The express train made a stop at each stations while running on the Arashiyama Line, and on the Kyoto Line it made a stop at the same stations as the other express (currently rapid express) trains (Nagaoka-tenjin Station, Takatsuki-shi Station, Ibaraki Station, Awaji Station and Juso Station).
Japanese: この急行は嵐山線内は各駅に停車し、京都線内は急行（現在の快速急行）と同じ停車駅（長岡天神、高槻市、茨木市、淡路、十三）に停車していた。
English: In spring 2001, the operation of local trains from Arashiyama Station to Katsura Station was extended to Nagaoka-tenjin Station so that the passengers could transfer to the limited express train for Umeda Station on the same platform; however, since then this operation has not been performed in any sightseeing season.
Japanese: また2001年春には嵐山発桂行きの普通列車が長岡天神まで延長運転し、長岡天神で梅田行きの特急に同じホームで乗り換えできる列車があったが、その後のシーズンには運転されていない。
English: The trains are generally four cars long and shuttle four times during the daytime, but on Sundays and holidays during the tourist seasons, or on the day of Gozan no Okuribi (Mountain Bon Fire), some trains are operated with six cars every 10 minutes during the daytime.
Japanese: 通常は4両編成の車両で日中毎時4往復運行しているが、行楽シーズンの土曜・休日や五山送り火の日には6両編成が日中10分間隔で運転されることがある。
English: These six-car trains are formed from the eight-car trains normally running on the Hankyu Kyoto Main Line by decoupling the two final cars to the direction of Umeda Station.
Japanese: この6両編成は阪急京都本線用車両の8両編成のうち梅田方の2両を切り離して運用される。
English: The Shinkeihan Railway, a subsidiary of Keihan Electric Railway, took over the railway construction license owned by Kyoto Dento and started the double-track operation of the entire line.
Japanese: 京都電燈が所有していた鉄道敷設免許を譲り受け、京阪電気鉄道傘下の新京阪鉄道が複線で全線を開業させた。
English: Initially, a projected Arashiyama Station had an extensive structure consisting of six platforms and five tracks, because it was planned that Arashiyama Station, as the final station, would be the terminal station in the Kyoto area.
Japanese: 当初は、終点の嵐山駅を京都側のターミナル駅とすることを目論んでいたため、嵐山駅は6面5線と大きな構造であった。
English: However, there was less demand than expected, and under the aggravation of the war situation the order of compulsory metal delivery obliged the line to operate with one track, labeling it as an unnecessary line, and since then it has remained a one-track line.
Japanese: だが、思ったほどの需要が得られず、戦局の悪化で金属供出令により不要不急線として単線化され、現在に至っている。
English: As a legacy of that time, the rail track gauge and the overhead wire poles correspond to the width of a double-track line, and some of the bridge abatements and beams are still in place.
Japanese: その名残で、軌道敷や架線柱は複線分の幅があり、橋台や橋桁が残っている部分もある。
English: However, during the yard reform carried out after the war, the Katsura Station's turnover point with the Kyoto Main Line was largely scrapped, leaving only the roadbed for one track; therefore, it isn't possible to fully restore the line with a double track.
Japanese: ただし、桂駅の京都本線との分岐部は、戦後の構内改造によって単線分の路盤に削られているため、再び完全に複線化することは不可能になっている。
English: September 15, 1930: Following the incorporation of the Shinkeihan Railway into Keihan Electric Railway, the line became one of the Keihan Electric Railway lines.
Japanese: 1930年（昭和5年）9月15日新京阪鉄道の京阪電気鉄道への企業合併により、同社の路線となる。
English: October 1, 1943: With the merger of the Keihan Electric Railway into Hanshin Electric Express Railway, the line belonged to Hanshin Electric Express Railway (Hankyu Dentetsu).
Japanese: 1943年（昭和18年）10月1日京阪電気鉄道の阪神急行電鉄への合併により、阪急電鉄の保有路線となる。
English: The Keihan Main Line (Keihan Hon-sen) is a railway of Keihan Electric Railway connecting Yodoyabashi Station located in Chuo Ward, Osaka City, Osaka Prefecture (Osaka City) with Sanjo Station in Higashiyama Ward, Kyoto City, Kyoto Prefecture (Kyoto Prefecture).
Japanese: 京阪本線（けいはんほんせん）は、大阪府大阪市中央区(大阪市)の淀屋橋駅から京都府京都市東山区の三条駅(京都府)までを結ぶ京阪電気鉄道の鉄道路線。
English: Its official denomination isn't 'the Main Line' but 'Keihan Main Line,' the name prefixed by Keihan (the company's abbreviated name), which means transportation connecting Kyoto and Osaka.
Japanese: 「本線」という路線名ではなく、京都と大阪を結ぶという意味の社名略称を冠した「京阪本線」が正式な路線名である。
English: Together with the lines that make connections with the Keihan Main Line (Keihan Oto Line, Keihan Uji Line and Keihan Katano Line), it's collectively called Keihan Line.
Japanese: 京阪本線に接続する各路線（京阪鴨東線・京阪宇治線・京阪交野線）と併せて京阪線と総称される。
English: As the name of the line indicates, it's a railway connecting Osaka and Kyoto, but unlike the JR Kyoto Line (Tokaido Main Line) and Hankyu Kyoto Main Line, which run in parallel with each other, the line proceeds along the south bank of the Yodo-gawa River.
Japanese: 路線名の通り、大阪と京都を結ぶ路線であるが、並行するJR京都線（東海道本線）や阪急京都本線とは異なり、淀川の南側を通る。
English: The line goes underground in the sections between Yodoyabashi Station and Tenmabashi Station in Osaka City, and between Shichijo Station and Sanjo Station in Kyoto City.
Japanese: 大阪市内の淀屋橋～天満橋間と京都市内の七条～三条間は地下線となっている。
English: In the quadruple section between Tenmabashi Station and Neyagawa Signal Station, the local trains and some section express trains go on the outbound line (B-line), while others go on the inbound line (A-line).
Japanese: 天満橋～寝屋川信号所間の複々線では普通列車と一部の区間急行は外側線（B線）、その他の列車は内側線（A線）を走る。
English: The Keihan Nakanoshima Line, which bifurcates from Tenmabashi Station in Osaka City and runs through the Nakanoshima area in Kita Ward, Osaka City (Osaka Prefecture), is under construction (scheduled to be inaugurated on October 19, 2008), and when the line opens it's scheduled to operate in an integrated manner with Keihan Main Line.
Japanese: 大阪市の天満橋駅から分岐して同市北区(大阪市)の中之島(大阪府)地区を通る京阪中之島線が建設中で（2008年10月19日開業予定）、同線開業後は京阪本線と一体的に運行される予定となっている。
English: Large-scale work has been carried out, and the construction of the underground section in Kyoto City (between Tofukuji Station and Sanjo Station) was completed in 1987, Hirakatashi Station in 1993, and Neyagawashi Station in 1999, respectively.
Japanese: 主な大きな工事として京都地下線（東福寺駅～三条駅）は1987年、枚方市駅は1993年、寝屋川市駅は1999年にそれぞれ完成している。
English: Owing to the structural restriction of Yodoyabashi Station (it has one platform and three tracks, therefore Platform 1 and Platform 4 have to share the same line), the line as a whole is operated under a tight time schedule.
Japanese: 淀屋橋駅（1面3線だが1番線と4番線が同じ線を使う）のホーム構造が災いして、全体的に余裕のないダイヤになっている。
English: Therefore, many trains have little standing time before doubling back at Yodoyabashi Station or at Demachiyanagi Station.
Japanese: そのため淀屋橋駅や出町柳駅での折り返し時間が僅少な列車も多く存在する。
English: According to "Tetsudo Yoran (Railway Directory)," this line's starting station is Yodoyabashi Station; however, Sanjo Station is the operational starting station and the train heading for Osaka from Kyoto is denominated as the 'outbound train' and the train heading for the opposite direction, 'inbound train' (the same as the Hankyu Kyoto Main Line).
Japanese: なお、当線は『鉄道要覧』では大阪の淀屋橋駅が起点として記載されているが、運行上の起点駅は京都の三条駅であり、京都から大阪に向かう列車が「下り」、その逆が「上り」となる（阪急京都本線も同様）。
English: Most trains that arrive at and depart from Sanjo Station are operated directly to Demachiyanagi Station on the Keihan Oto Line.
Japanese: 三条駅に発着する大半の列車が京阪鴨東線の出町柳駅まで直通運転している。
English: Subsequent to the timetable revision of April 16, 2006, many changes have been made as follows: some of the K-Ltd. Express (K-tokkyu) trains operated on the weekday mornings were changed to limited express trains, the section express trains during the daytime restarted the operation for the first time after 26 years, and the trains terminating at Tenmabashi during the daytime were also revived for the first time after 43 years among others; however, the connecting way, in which a faster train makes a connection with a less rapid train waiting at Hirakatashi Station, Tanbabashi Station and Sanjo Station, has not undergone a change.
Japanese: 2006年4月16日に実施された京阪線のダイヤ改正では、平日の場合、朝のK特急の一部が特急に変更され、区間急行が26年ぶりに昼間時に運転されるようになったほか、43年ぶりに昼間時の天満橋止まりが復活するなど、大幅な変更があったが、枚方市・丹波橋・三条での緩急連絡は従来通りである。
English: On the other hand, right before and after the revision, many passengers seemed to be discontented due to the increased number of express and semi-express trains that started doubling back at Tenmabashi Station during the morning rush, and the decreased convenience at Kayashima Station and Kozenji Station owing to the discontinued semi-express during the daytime; so, on January 27, 2007, the timetable was again revised in order to cope with these problems (revision on the repartition of the shuttle trains that were doubling back at Tenmabashi Station and those that arrived at and departed from Yodoyabashi Station during the morning rush, the downgrading of express trains between 15:00 and 16:00 to semi-express, etc.).
Japanese: 一方で改正前後には、朝ラッシュ時に天満橋で折り返す急行・準急が増えたことや、昼間時の準急の廃止により萱島駅及び光善寺駅の利便性が低下したことに対する不満も上がったようで、2007年1月27日にはこれらの問題点に対応したダイヤ変更が実施された（朝ラッシュ時の天満橋折り返し列車と淀屋橋発着列車の配分の見直し、平日15時台の急行を準急に格下げ、など）。
English: However, this type makes a stop at the same stations as a limited express train did before the revision; that is, this type was created because limited express trains started making stops at more stations than before.
Japanese: ただし停車駅はダイヤ改正前の特急と同じで、特急の停車駅が増加したことにより新たに設けられた種別である。
English: The K-Ltd. Express is only operated between Yodoyabashi Station and Demachiyanagi Station, and in the morning the train for Yodoyabashi also makes a stop at Hirakatashi Station, as it did before.
Japanese: 淀屋橋～出町柳間で運行され、朝の淀屋橋行きが枚方市にも停車するのは従来通りである。
English: Since this type is only operated on weekdays except in the daytime, serving as a commuter limited express, on Sundays and holidays it is not operated.
Japanese: 平日の昼間以外の時間帯のみの運転で、通勤特急の役割を果たすことから土曜・休日は運転されない。
English: Some of the trains in the morning are operated with three-door cars, and particularly during the peak rush hour an effort is made to avoid the use of two-door cars as outbound trains.
Japanese: 朝の一部の列車は3ドア車で運転され、特に最混雑時間帯の下り列車では2ドア車の充当が避けられている。
English: During the morning rush, K-Ltd. Express (K-tokkyu) 'Orihime' is also operated from Kisaichi Station on the Keihan Katano Line to Yodoyabashi.
Japanese: また、朝ラッシュ時には京阪交野線私市から淀屋橋行K特急「おりひめ」が運転されている。
English: During the morning rush on weekdays, outbound trains become very crowded from Hirakatashi Station, and some cars need even train pushers (oshiya) to squeeze the passengers into the cars.
Japanese: 平日朝ラッシュ時下りの列車は、枚方市から非常に混雑し一部車両には押し屋が必要なほどである。
English: During the morning rush, the first car to the Demachiyanagi direction is designated as a women-only car.
Japanese: 朝ラッシュ時には出町柳側の1両目が女性専用車両として運用されている。
English: This type is operated during the daytime on weekdays and the entire day on Saturdays and holidays, when the K-Ltd. Express isn't operated.
Japanese: K特急が運行されない平日昼間と土曜・休日の終日に淀屋橋～出町柳間で運行される。
English: Following the timetable revision on April 16, 2006, its hours of operation were extended and the operation of a women-only car was established with the same time schedule as the K-Ltd. Express, which was operated from 9:00 to 9:30 on weekday mornings.
Japanese: 2006年4月16日のダイヤ改正から運転時間が拡大され、平日朝9時台前半の特急にK特急と同様に女性専用車両が設定された。
English: Since this type is the first arrival and the highest-category train at Hirakatashi Station and to the east in the current timetable, sometimes it becomes extremely crowded.
Japanese: 現行のダイヤでは枚方市以東の先着列車・優等列車となるので、昼間でも激しく混雑する場合がある。
English: As for the rolling stock, limited express trains mainly used type-Keihan Electric Railway Series 3000 and Keihan Electric Railway Series 8000, which are equipped with TV cars and two-stories cars (double-deckers), but with the timetable revision made on September 6, 2003, about one-third of the trains became coupled with three-door cars during the daytime operation due to the limited availability of rolling stock.
Japanese: 車両はテレビが設置されているテレビカーと2階建車両（ダブルデッカー）が連結されている特急形車両の京阪3000系電車・京阪8000系電車電車の運用が中心だが、2003年9月6日のダイヤ改正で車両数の関係から昼間時間帯の特急のうち約1/3の列車に3ドアの車両が使用されることとなった。
English: In the case of the three-door limited express trains, the trains of the Keihan Electric Railway Series 9000 (furnished with semi-cross seats) are mainly used, but since the three-door limited express trains are scheduled to be allocated for an intensive use during the morning rush, 10 trains of Keihan Electric Railway Series 7200 or Keihan Electric Railway Series 6000 made up of eight all-long-seat cars are also regularly used in the weekday mornings (eight outbound trains in total of K-Ltd. Express and limited express, and two inbound trains in total of K-Ltd. Express and limited express).
Japanese: 3ドアの特急には主にセミクロスシートの京阪9000系電車が運用されるほか、朝ラッシュ時のK特急の3ドア車集中運用によるダイヤ編成の都合上、平日午前中に運転される10本（K特急・特急あわせて下り8本、上り2本）の列車で京阪7200系電車または京阪6000系電車電車による8両編成のオールロングシート車が定期運用されている。
English: Nearly all the trains, including three-door cars in the afternoon or later, are operated with cross-seat cars, but when the trains of Series 9000 are in the periodical inspection or parts change, the cars furnished with long seats are sometimes used instead, even in the afternoon or later.
Japanese: おおむね正午以降は3ドア車も含めてクロスシート車での運用に統一されるが、9000系が検査や部品交換の時期に入ると、午後以降にも一部の便でロングシート車による代走が行われることがある。
English: On the timetable at the stations, whether the train has two-door cars or with three-door cars can be distinguished by a small mark placed next to the departure time.
Japanese: なお、駅の時刻表には発車時刻の横に小さく2ドア車か3ドア車を表すマークが付けられている。
English: Because the route has many curves, the average time required between Demachiyanagi Station and Yodoyabashi Station is 53 minutes, which is a big difference from the time of the Special Rapid running on the JR Kyoto Line, which connects Osaka and Kyoto in 28 minutes.
Japanese: 出町柳～淀屋橋間の標準所要時間は53分で、カーブの多い路線が影響して、大阪～京都間を28分で結ぶJR京都線の新快速に大きく水を空けられている。
English: Nowadays, the trains make stops at Hirakatashi Station and Kuzuha Station, but until around 2003 the trains would basically pass nonstop at these stations (the trains made stops at Hirakatashi Station only in the morning).
Japanese: 今でこそ枚方市駅・樟葉駅に停車しているが、2003年までは基本的には通過運転であった（枚方市駅は朝のみ停車）。
English: However, when the Kurawanka Fireworks Festival was held on the final Sunday of August every year, a special train would stop at Hirakatashi Station (in 1998 or before, the train would stop at Kuzuha Station).
Japanese: ただし、毎年8月の最終日曜日に行われていた『くらわんか花火大会』の開催時には枚方市駅（1998年以前は樟葉駅）に臨時停車していた。
English: Before then, while in the case of the Series 8000 the letters were written in red on a black background, in the case of the Series 3000 the letters were written in red on a white background, and when the series was renovated in 1995 the rollsign became the same design as the Series 8000, with red letters on a black background.
Japanese: それ以前は、8000系は黒地に赤文字の幕を、3000系は白地に赤文字の幕を使用しており、1995年の更新工事の際に8000系と同様の黒地に赤の幕となった。
English: The rollsign with red letters on a black background, which was used in 2003 or before, is now adopted in the Series 2600 and is used by 'K-Ltd. Express (K-tokkyu) Orihime.'
Japanese: 2003年以前に使用していた黒地に赤字の幕は2600系に入っており、「K特急おりひめ」で使用される。
English: The actual rollsign, with white letters and a red background, has the same color combination as the rollsign that the Series 6000 Express trains carried (no English letters, though) at the time of manufacture.
Japanese: なお、現在の赤地に白文字の幕は、製造時の6000系の急行幕（英語無し）と同じ色である。
English: During the daytime, the trains are mainly operated between Yodoyabashi Station and Hirakatashi Station (some trains are operated as semi-express), and the rest of the day the trains are mainly operated between Yodoyabashi Station and Demachiyanagi Station.
Japanese: 昼間は淀屋橋～枚方市間の運転（一部は準急）が主体となり、それ以外の時間帯は淀屋橋～出町柳間の運転が主体となる。
English: During rush hours, the trains that double back at Tenmabashi Station and the trains that arrive at and depart from Kuzuha Station are also operated.
Japanese: 運用はラッシュ時には天満橋折り返し列車や樟葉始発・終着の列車がある。
English: During the daytime, all express (and sub-express) trains make connections with local trains at Moriguchishi Station, and wait for a limited express train to pass at Korien Station.
Japanese: 昼間運行の急行（準急）は守口市で必ず普通に連絡し、香里園で特急の通過待ちを行う。
English: Except for the daytime on weekdays, and from 11:00 to 15:00 on Saturdays and holidays, this type is operated between Yodoyabashi Station and Demachiyanagi Station, and on Saturdays and holidays, with some exceptions, it arrives the first at Yodoyabashi Station and Sanjo Station (in some cases at Demachiyanagi Station) (on weekdays, the through-trains between Kyoto and Osaka are passed by K-Ltd. Express (K-tokkyu) at a station in between except for the inbound trains in the early morning and during the morning rush, and some trains in the late evening).
Japanese: 平日の昼間時と土曜・休日の11～15時台以外は淀屋橋～出町柳間で運転され、土曜・休日は一部を除き淀屋橋・三条（列車によっては出町柳）まで先着する（平日の場合京阪間の通し列車は早朝・朝ラッシュ時上り・深夜の一部列車を除き途中駅でK特急に追い抜かれる）。