nntsuzu/KFTT huggingface dataset:
English: In addition, JNR boasted that these train series 201, along with Special Rapid series 117, were no longer inferior to the trains of private railways running in parallel, and used them as a symbol of their counter attack on private railways to which JR/JNR had been mostly defensive.
Japanese: それだけでなく、並行私鉄と比べても遜色のない車両であったことから、新快速の117系同様、防戦一方の国鉄のカウンターアタックのシンボルとなった。
English: At that time, the train series 103 that had been replaced with series 201 were transferred to both the Katamachi and Kansai Lines., without changing their color of sky-blue.
Japanese: このとき置き換えられた103系は、スカイブルーのまま片町、関西両線に投入された。
English: Also, some trains were transferred to Akashi Depot according to individual operations, leaving Takatsuki Depot with only train series 201.
Japanese: また、一部の編成は運用ごと明石に転属して、高槻の配置は201系のみとなった。
English: For the second time, introduction of train series 201 was implemented from June through September of 1983, when six sets of train series 201were deployed at Akashi Depot, discharging type 103 cars then transferred to Katamachi and Kansai Lines to replace their old type 101 cars.
Japanese: 201系の第2次投入は1983年6月から9月にかけて実施され、6編成が明石に配属されて103系を捻出し、片町、関西両線の101系を置換えた。
English: The type 103 cars then discharged from the Keihanshin Local Line included not only air-conditioned cars, but also cars of primary improvements without air-conditioning, which were then transferred either after converting to air-conditioned cars or without such conversion.
Japanese: このときの103系捻出車は冷房車だけでなく1次改良車の非冷房車も含まれており、冷房改造の上転出したものもあれば、非冷房のまま転出した編成もあった。
English: As the introduction of train series 201 was carried out at a rapid pace, seven sets of the series were deployed at Akashi Depot for the third introduction from December of 1983 through March of 1984.
Japanese: 201系の投入ピッチは早く、1983年の12月から1984年3月にかけて第3次投入分として7編成が明石に配属された。
English: From November 1984, JNR introduced nine sets of 'light-duty cars' designed to cut further costs by installing two-step upright sliding windows and by adopting transfer printing technology for numbering.
Japanese: 同年11月からは、窓の2段上昇化やナンバーの転写表記化など、より一層のコストダウンを図った「軽装車」を9編成投入.。
English: Thus, a total of thirty-two sets of train series 201, consisting of 224 cars, were eventually assigned to both Takatsuki and Akashi Depots.
Japanese: こうして、高槻、明石両区合わせて32本、224両の201系が出揃った。
English: Through this development, the local trains of Kansai Line were changed to the series 103, and 101-type cars without air-conditioning of Katamachi Line were replaced with the air-conditioned, as well as extra trailer cars of Keihanshin Local Line were transferred to Katamachi Line's to introduce their 7-car train series.
Japanese: これによって関西線各停の103系化、片町線の非冷房101系の置換えと余剰T車を活用した7連化を実施した。
English: At the time, when the train series 201 became the majority on the Keihanshin Local Line, JNR decided to make a new timetable to make the best of train series 201 in March 1985.
Japanese: この時点で201系の割合が過半数に達したことから、1985年3月のダイヤ改正でいよいよ201系の性能を活かしたダイヤを組むことになった。
English: According to the newly revised timetable, the runs during the rush-hour were extended to Kakogawa at one end and to Kusatsu at the other end, as well as one local service every hour during daytime.
Japanese: 朝夕ラッシュ時には運転区間を加古川、草津まで延長したほか、昼間時の普通のうち毎時1本を加古川まで延長した。
English: Through (skewered) operations of a local train practiced during the daytime since 1972 were all abolished and split into two ways of operation, one being direct services between Takatsuki and Nishi-Akashi/Kakogawa and another being shorter distance services between Suita and Koshien-guchi, while local stopping services between Kyoto and Takatsuki were abolished by making Rapid trains stop at each station.
Japanese: 昼間時は1972年以来の串刺しダイヤを解消し、高槻～西明石・加古川間の直通運転と吹田～甲子園口間の小運転に分割したが、京都～高槻間は快速を各駅に停車させて、緩行の運転を取りやめた。
English: As seen in the current timetable, train series 201 could operate directly between Kakogawa and Kyoto without any performance problems, but the actual quantity of available type 201cars at that time was not enough for the Keihanshin Local Line to accomplish this schedule, and since JNR was in a difficult position to increase the required type 201 cars, the Keihanshin Local Line was compelled to manage the existing cars by scrap and build methods.
Japanese: 現行のダイヤでもわかるように、201系であれば加古川～京都間を直通運行しても性能上問題はないのだが、そうするだけの編成数はなく、当時の状況では車両の増備もままならなかったことから、既存の車両だけで対応するにはスクラップ&ビルドもやむを得なかった。
English: Efforts to streamline the end-stage JNR continued until the revision of the timetable in March of 1986 where all train series 201 at Takatsuki Depot were transferred to Akashi Depot to rationalize their operation in accordance with the policy of one line controlled by one depot.
Japanese: 国鉄末期の合理化の波はこれにとどまらず、1986年3月のダイヤ改正の際に、1線区1電車区の方針によって高槻配置の201系全編成が明石に転属し、運用の合理化を図った。
English: In August of the same year, four sets of train series 205, marked with a sky-blue band on each car body, were deployed at Akashi Depot.
Japanese: 同年の8月には、これまた関西初の205系が4本、スカイブルーの帯を締めて明石に配属された。
English: Further, on the occasion of the JNR's last timetable revision held in November 1986, the newly deployed train series 205, along with existing series 201, contributed to the increase of transportation capacity of Keihanshin Local Line.
Japanese: そのほか、11月の国鉄最後のダイヤ改正の際には201系と組んで緩行の増強を行った。
English: While Special Rapid trains were then running on the outer tracks, the inner tracks were used for increased traffic services, such as extensions of short distance operations between Suita and Koshien-guchi to longer distance operations between Takatsuki and Kobe, as well as higher speed operations of local trains by eliminating shunting time to pass Special Rapid trains at Ashiya and Suma stations, thus founding the basis for present timetable of all trains including Rapid and Special Rapid trains.
Japanese: 新快速が外側線（列車線）を走るようになったことから、余裕のできた内側線の増発分として、吹田～甲子園口間の小運転の運転区間を高槻～神戸間に延長、同時に、芦屋、須磨での新快速の待避がなくなったことからスピードアップを実施して、快速、新快速も併せて現在に至るダイヤの基礎を形成した。
English: On March 31, 1987, JNR was divided and privatized into several JR companies each of which started a new operation on April 1.
Japanese: 1987年3月31日で国鉄が分割民営化されて翌4月1日からJR各社がスタートした。
English: Around that time, the Keihanshin Local Line underwent no significant change, except for the conversion of two sets of train series 103 that were air-conditioned from 1987 through 1988.
Japanese: この時期の京阪神緩行線の動きとしては、1987年から1988年にかけて103系の冷房改造を2本実施した程度である。
English: After 1989, the remaining train series 103 at Keihanshin Local Line became busy in their manipulation.
Japanese: 1989年以降、京阪神緩行線に残留した103系の動きが慌しくなってくる。
English: Among the remaining sets of the oldest cars without air-conditioning, all of which had been deployed in 1969, three sets were converted to four-car trains and transferred to the Fukuchiyama Line to increase their transportation capacity, and another train set was divided into four-car trains and three-car trains after converting the cars into air-conditioned ones, and transferring them to the Yodogawa Line.
Japanese: 残留していた非冷房車の編成（全編成が1969年投入の最古参車）のうち、3本を4連化して福知山線に投入して同線の輸送力増強を実施、1本を冷房改造のうえ4連+3連の分割編成に改造して淀川に転出させた。
English: At that time, there was only one train without air-conditioning on the Keihanshin Local Line, except for their reserved middle cars without air-condition..
Japanese: 保留車として残存した非冷房の中間車を除くと、この時点で編成単位で残った非冷房車は1編成だけとなった。
English: In the following year, the last remaining set without air-conditioning was exchanged with a set of cars without air-conditioning at Hineno Depot, in the wake of installing ATS-P system at Hanwa Line.
Japanese: この非冷房編成は翌年に阪和線ATS-P化のために日根野配属の非冷房車とトレードされることになった。
English: At that time, the Keihanshin Local Line received for the first time a train set of only used cars, consisting of two MM-units and one Trailer, of which the Tc directed to Nishi-Akashi had been used on the Yamanote Line and the Tc directed toward Kyoto was a Kuha type 103-2052 car converted from original Kuha type 101.
Japanese: このときやってきた編成は京阪神緩行線初の全車中古編成で、MM2ユニットとT、西明石側のTcは山手線からの流れ組、京都側のTcはクハ101改造のクハ103-2052と、見事なまでの中古車揃いだった。
English: Following a timetable revision made in March 1991, where the interval of Rapid train services between Nishi-Akashi and Kakogawa during daytime hours was changed to fifteen minutes, the local train services to Kakogawa became limited to rush hours during the morning.
Japanese: 1991年3月のダイヤ改正では、昼間時の快速の西明石～加古川間15分ヘッド化に伴い、緩行の加古川乗り入れを朝ラッシュ時のみとした。
English: In autumn of 1991, when mass-produced train series 207 were introduced to the Katamachi Line (Gakken-toshi Line), train series 103 was transferred from the Katamachi Line to the Keihanshin Local Line replacing the latter's last remaining trains without air-conditioning.
Japanese: 1991年秋には片町線（学研都市線）の207系量産車投入に伴う103系捻出車が転入、件の非冷房編成を置き換えたあ。
English: The replaced cars without air-conditioning were used for a while as instruction cars, but later the two MM units were converted to air-conditioned car series WAU102 and underwent life-prolonging NB repairs, while T and Tc cars were abolished.
Japanese: 営業運行を外された非冷房編成はしばらく訓練車として使用されたが、後にMM2ユニットはWAU102冷房改造と延命NB工事を実施、TとTcは廃車された。
English: The Keihanshin Local Line had continuously shuffled train series 103 until 1993 when a train set of Tc with high-positioned cab was transferred from the Fukuchiyama Line where train series 207 were deployed.
Japanese: 103系のシャッフルは更に続き、1993年には207系が投入された福知山線から高運転台Tcの編成が転入。
English: In that way, train series 103 completed the last stage on the Keihanshin Local Line.
Japanese: このようにして、京阪神緩行線における103系の最後の活躍に花を添えた。
English: And finally, in March 1994, train series 103 was completely replaced with 112 cars of train series 207 (with their car numbers in the 1000 range) composed of fourteen sets of eight-car trains (six-car basic train with adjunctive two cars per train) deployed at Takatsuki Depot (Suita factory, a satellite of Takatsuki Depot).
Japanese: そしてついに、1994年3月に207系1000番台を基本6連+付属2連の8連14本112両を高槻（吹田工場高槻派出）に投入、103系を完全に置き換えた。
English: Thus, train series 103 closed their long history on the Keihanshin Local Line that had lasted for twenty-five years since 1969, including the period of subordinate roles they played after introducing train series 201 in 1983.
Japanese: こうして、1969年以来25年の長きにわたった（1983年の201系投入後は脇役に転じたが）京阪神緩行線103系の歴史にピリオドを打った。
English: The train series 103 then removed from the Keihanshin Local Line was transferred to Okayama, Hiroshima, and Nara lines to replace their old series 113 and 115 that had no air-conditioning.
Japanese: このとき捻出された103系は、岡山、広島、奈良の各区に転出、老朽非冷房の113,115系を置き換えた。
English: By introduction of train series 207, Keihanshin Local Line could launch operation of 8-car trains together with 6-car train services that were resumed after a long time interval.
Japanese: また、207系の投入によって、京阪神緩行線初の8連運行が始まったほか、6連運行も久々に復活した。
English: With a revised timetable made in September of the same year, JR started new services on Saturday and holidays on the Keihanshin Local Line, with the expansion of the five-day work week.
Japanese: 同年9月のダイヤ改正では、週休2日制の拡大により、京阪神緩行線にも土曜・休日ダイヤが導入された。
English: The Keihanshin Local Line, running through the center of the urban site of Kobe City, suffered great damage from the Great Hanshin-Awaji Earthquake on January 17, 1995, since it ran through the seriously hit area, from epicenter (in the Akashi Strait off the coast of Asaka Station) to Muko-gawa River (between Koshien Station and Tachibana Station).
Japanese: 1995年1月17日に発生した阪神・淡路大震災では、京阪神緩行線は震源（朝霧駅沖の明石海峡）から武庫川（甲子園口～立花間）まで激甚被災地を貫いて走っていたことから、神戸市内を中心に強烈なダメージを受けた。
English: Because the earthquake occurred in the early morning, most JNR's coaches escaped big damage, though news papers and TV repeatedly reported the scene of one set of train series 201 left standing on an elevated track, on the east side of Takatori Station that miraculously avoided a nearby disastrous fire south-east of the station.
Japanese: 発災時刻が早朝であったことから、車両の面では大きな被害を受けなかったが、鷹取駅東方で地震に遭った201系が1編成、駅南東方で発生した大火災に奇跡的に巻き込まれずに高架線上に残っている姿は、繰り返し新聞やテレビで流された。
English: Together with Kobe Rapid Transit Railway and the Hanshin Main Line, which resumed operations between Kosokukobe and Hanshin-Sannomiya two days later, JNR made it possible, in two weeks after the earthquake, to reach Sannomiya by changing trains.
Japanese: 翌々日に高速神戸～阪神三宮間が復旧した神戸高速・阪神本線と併せて、発災以来約2週間ぶりで乗換えをはさみながらも三宮まで電車で到達することができるようになったのである。
English: Restoration work was carried out every day and night until February 8, when the section between Ashiya and Sumiyoshi was restored, and until February 20, when another section between Kobe and Nada was restored, leaving the section between Sumiyoshi and Nada yet to be reconstructed including an elevated bridge that had been destroyed in the area of Rokkomichi.
Japanese: 復旧工事は夜に日を継いで実施され、2月8日には芦屋～住吉間が、2月20日には神戸～灘間が復旧、残るは高架橋が崩壊した六甲道周辺を含む住吉～灘間のみとなった。
English: After restoration between Nishi-Akashi and Nada, transportation capacity was increased by arranging a part of train series 201 into twelve-car trains made up of two sets of eight-car trains excluding the T-coaches.
Japanese: 西明石～灘間の復旧に伴い、輸送力増強のために201系の一部編成を8連化し、T車を抜いた編成2本を連結して12連で運行した。
English: Twelve-car trains were running as a local up-trains making stops at Asaka, Maiko, Shioya, and Takatori stations whose platforms were extended for twelve-car trains, but the same down-trains were operated as Rapid service.
Japanese: この12両編成は、上りのみ緩行停車の朝霧、舞子、塩屋、鷹取のホームを延伸したため、下りは快速として運行された。
English: Furthermore, additional train series 103 were mobilized from Hiroshima and Hineno depots in order to supplement the shortage of trains between Nishi-Akashi and Nada.
Japanese: この他にも広島や日根野から103系をかき集めて西明石～灘間に投入、車両不足を補った。
English: Meanwhile, restoration of Shinnagata Station and its surrounding area was also implemented to resume operations on March 10.
Japanese: その間にも新長田駅周辺の復旧工事を実施、3月10日にようやく営業を再開した。
English: Even after completion of the restoration work, further efforts continued for reintegration to original conditions including the infrastructure before the earthquake, such as remodeling of train series 201 from eight-car or twelve-car sets to original seven-car train sets as well as transferring of train series 103 to the Fukuchiyama Line.
Japanese: 復旧後に201系を元の7連に戻したほか、103系も福知山線に転用するなど、インフラ面も含めて復旧後も復元に向けた整備が続いたのである。
English: By the timetable revision made on September 1, the same year, train services of the Fukuchiyama Line were extended to Suita during the rush hour to improve the convenience of passengers on the Shinkansen bullet trains.
Japanese: 同年9月1日のダイヤ改正で、新幹線利用者の利便性向上のためラッシュ時の福知山線電車を吹田まで延長した。
English: On July 20, 1996, about one and half years after the earthquake, when Kobe City began to show signs of gradual restoration, another revision of the timetable was made, where train services to Kobe during the day time were extended to Suma, aiming at expanding demand, was highly welcomed by beach goers amid the sea-bathing season.
Japanese: また、震災から1年半経過し、神戸市内も徐々に復興の兆しが見え始めた1996年7月20日の改正で、昼間時の神戸止まりを需要の拡大を図るために須磨まで延伸、ちょうど夏の海水浴シーズンであったことから、海水浴客には大いに喜ばれた。
English: Toward the inauguration of JR Tozai Line on March 8, 1997, reshuffling train series 207 was widely conducted on the Keihanshin Local Line as well as Yodogawa and Miyahara train depots.
Japanese: 1997年3月8日のJR東西線開業に向けて、京阪神緩行線所属の207系の編成替えが、淀川、宮原両区配属の同系も含めて広く実施された。
English: Considering the fact that every train had to be combined or separated at Matsuiyamate, each train set was again unified to a seven-car train consisting of a basic four-car train plus an additional three-car down train.
Japanese: 松井山手における分割併合に配慮して、下り側に付属3連+基本4連の7連に変更され、編成両数は再び7連に統一された。
English: The Keihanshin Local Line took the opportunity of the inauguration of the Tozai Line to drastically change their current timetable.
Japanese: そして、東西線開業を契機に京阪神緩行線のダイヤは大きく変更されることとなった。
English: A conventional through operation between Takatsuki and Suma/Nishi-Akashi was divided into two; one being a direct operation from Nishi-Akashi to Matsuiyamate on the Tozai Line with its connecting service for the section from Amagasaki to Takatsuki, and another being a through operation between Suma Station and Takatsuki Station.
Japanese: 従来は高槻～須磨・西明石間の通し運行だけだったのが、西明石～松井山手間の東西線直通運用とそれに接続する尼崎～高槻間の区間運行及び須磨～高槻間の通し運行に2分割されたのである。
English: According to the timetable revised on September 1, the same year, when rewiring works at Kyoto Station Building and Amagasaki Station were completed, the Keihanshin Local Line resumed its daytime services extended to Kyoto after a long interval of twelve years.
Japanese: 京都駅ビルと尼崎駅の配線変更が完成した同年9月1日のダイヤ改正では、12年ぶりに昼間時の緩行の京都延長が復活した。
English: In addition, local train services on the Takarazuka Line (Fukuchiyama Line) were integrated with sectional train operations between Amagasaki and Takatsuki, thus participating in the services of the Keihanshin Local Line.
Japanese: そのほか、JR宝塚線（福知山線）の普通と尼崎～高槻間の区間運転が一体化して、京阪神緩行線の一翼を担うこととなった。
English: At that time, trains were operated in rotation from Kyoto to Nishi-Akashi, to Takatsuki, to Shin-Sanda, and back to Kyoto, until the timetable was revised in March 2003, whereby the rotation became divided into two lines, namely the Keihanshin Local Line (from Kyoto to Nishi-Akashi) and the Keihanshin/JR Takarazuka Line (between Takatsuki and Shin-Sanda).
Japanese: この時の運用は京都→西明石→高槻→新三田→京都のローテーションで、この運用が2003年3月のダイヤ改正で京阪神緩行線（京都←→西明石）と京阪神緩行・JR宝塚線（高槻←→新三田）に分割されるまで続くこととなる。
English: As direct operations to other lines were normalized, it became unnecessary to repaint type 103 cars of the Fukuchiyama Line, canary yellow.
Japanese: また、直通運行が常態化することで福知山線の103系をカナリヤイエローに塗り分ける必要性がなくなった。
English: From 1999 through 2000, type 103 cars of Miyahara Depot were repainted sky blue.
Japanese: 1999～2000年にかけて宮原所属の103系をスカイブルーに塗り替えている。
English: Although the Keihanshin Local Line resumed services of train series 103 to Kyoto, their operating time was limited to the rush hour only and their operational area did not cover the western side beyond Amagasaki.
Japanese: なお、103系は京都までの乗り入れは復活したものの朝ラッシュ時のみの運行で、尼崎以西には入線していない。
English: Then in October 1998, when the Akashi-Kaikyo Bridge opened to traffic and the area around Tarumi and Akashi Station underwent redevelopment, twenty-one round trips of local train services to Suma during the daytime were extended to Nishi-Akashi, together with extension of their morning rush hour services to Okubo.
Japanese: その後、1998年10月のダイヤ改正では、明石海峡大橋の開通と垂水、明石駅周辺の再開発が進んだことから、昼間時の須磨止まりの緩行21往復を西明石まで延伸したほか、朝ラッシュ時の大久保延伸も同時に実施された。
English: Since then, no big change occurred in the operation of the Keihanshin Local Line, except for the expansion of its operational area toward the Kosai Line.
Japanese: その後は湖西線方面への運行区間拡大を除くと大きな変化に乏しかった京阪神緩行線である。
English: After December 2005, JR West began introducing electric train series 321, where they replaced train series 201 and 205, including all train sets of twenty-eight cars of type 205 which had already been transferred to the Hanwa Line (Hineno Electric Train Depot).
Japanese: 2005年12月からJR西日本321系電車の投入が始まって国鉄201系電車・国鉄205系電車の置換えが開始され、すでに205系は全編成28両が阪和線（日根野電車区）に転出した。
English: In addition, from the timetable revision of March 2006, the daytime operation of their trains between Kyoto and Nishi-Akashi was changed to between Kyoto and Suma, thus reviving train direction at Suma Station.
Japanese: そのほか、2006年3月のダイヤ改正で昼間時の京都←→西明石が京都←→須磨に変更されたため須磨折返しが復活した。
English: Along with the adoption of train series 321, the Keihanshin Local Line shifted existing sixteen sets of eight-car trains (128 cars in total) to Morinomiya Electric Train Depot for use on the Osaka Loop Line and Sakurajima Line, as well as their existing sixteen sets of six-car trains (ninety-six cars in total) to Nara Electric Train Depot for use on the Yamatoji Line.
Japanese: 321系の投入により、201系は大阪環状線や桜島線用として森ノ宮電車区に8連16編成128両が転属し、また大和路線用に6連16編成96両が奈良電車区に転出した。
English: Subsequently, since the timetable revision was made in March 2007, Keihanshin Local Line has been operating only train series 207 and 321.
Japanese: その結果2007年3月改正から207系と321系のみで運用されるようになった。
English: Since JNR/JR had stations with longer intervals compared with private railways running in parallel, JR had established in March 2007, the new Sakura-Shukugawa Station between Nishinomiya Station (JR-West) (renamed from old Nishinomiya) and Ashiya, and in March 2008, the new Shimamoto Station between Yamazaki Station (Kyoto Prefecture) and Takatsuki, the new Suma-kaihinkoen Stations between Takatori Station and Suma Station, as well as a new station, Katsuragawa Station (Kyoto Prefecture) between Nishioji and Mukomachi in October 2008.
Japanese: 平行する私鉄に較べ長い駅間であったが、2007年3月には西宮駅(JR西日本)（西ノ宮から改称）～芦屋間にさくら夙川駅が、2008年3月には山崎駅(京都府)～高槻間に島本駅が、鷹取駅～須磨間に須磨海浜公園駅が、同年10月には西大路～向日町間に桂川駅(京都府)がそれぞれ開業した。
English: The Keihanshin Local Line will further transform in line with time requirements to continue to play a role as a core line of the Urban Network system.
Japanese: 京阪神緩行線はこれからも時代にあった変化を重ねながら、アーバンネットワークの中核線区としての役割を担い続けることとなる。
English: Atagoyama Railway ("Atagoyama Tetsudo" in Japanese) was a railroad company that, before the war, managed a flat railway line that ran from Arashiyama Station (operated by Keifuku Electric Railway and located in present-day Ukyo Ward, Kyoto City, Kyoto Prefecture) to Kiyotaki Station, as well as a cable car line (funicular railway) that ran from Kiyotakigawa Station to Atago Station.
Japanese: 愛宕山鉄道（あたごやまてつどう）は、現在の京都府京都市右京区の嵐山駅(京福電気鉄道)から清滝駅までの普通鉄道路線（平坦線）と、清滝川駅から愛宕駅までのケーブルカー（鋼索鉄道）を戦前に運営していた鉄道事業者。
English: The Atagoyama railway line was constructed to provide a means of visiting Atago Shrine (Kyoto City) on Mt. Atago (Kyoto City).
Japanese: 愛宕山(京都市)の愛宕神社(京都市)へ向かう参詣路線として建設された。
English: The company developed Kiyotaki-yuenchi Park in Kiyotaki (which is located at the foot of Mt. Atago), and also set up a ski resort, a tent village, and Atagoyama Amusement Park (which includes a hotel and an amusement ride called the flying tower) on Mt. Atago, all of which flourished.
Japanese: あわせて同社の手により山麓の清滝に清滝遊園地が、また愛宕山にホテルや飛行塔のある愛宕山遊園地、スキー場、テント村などが設置されて賑わった。
English: Because business was declining due to the effects of the Great Depression, Keihan Electric Railway and Kyoto Dento together made efforts to revive business.
Japanese: しかし、世界恐慌の影響で業績が下降したため、京阪電気鉄道と京都電燈の手で再建が試みられた。
English: With the abandonment of the railway, hotels and other tourist facilities soon disappeared afterwards allowing the area to be return to its natural state, and leaving Atagoyama resort facilities as a vague memory in people's minds.
Japanese: 廃線と同時に、ホテルなどの観光施設もすべて閉鎖され自然に還ることとなり、愛宕山地区のリゾート施設は幻と消えてしまった。
English: Atagoyama Railway requested a restructuring or a merger with its parent companies Hankyu Corporation and Keifuku Electric Railroad Co., Ltd.
Japanese: 戦後、親会社であった阪急電鉄や京福電気鉄道に再建や合併を申し入れた。
English: In 1967, a different organization announced plans to reconstruct the funicular line, but these plans were never realized.
Japanese: その後1967年になって別グループにより鋼索線の再建が発表されたが、実現することはなかった。
English: Frequency of service: Every 20 minutes from 6:30 am to 10:00 pm (additional trains provided during Sennichi Mairi (literally, A Thousand Days of Prayer)
Japanese: 運行本数：6時半から22時まで終日20分間隔（千日参りの時は臨時便を運行）
English: Frequency of service: Every 15 to 30 minutes from 7:00 am to 7:00 pm (additional trains provided during Sennichi Mairi)
Japanese: 運行本数：7時から19時まで15ないしは30分間隔（千日参りの時は臨時便を運行）
English: April 11, 1941: Saganishi Station is opened at the junction with Japanese National Railways' Sanin Line.
Japanese: 1941年（昭和16年）4月11日平坦線、国鉄山陰線との交点に嵯峨西駅開設
English: December 3, 1943: The railway is designated as "non-essential" by the wartime regime and is expected to be discontinued.
Japanese: 1943年（昭和18年）12月3日戦時体制により不要不急線指定が下され、廃線対象路線となる
English: The Kiyotaki Tunnel was converted into an aircraft parts factory and was operated by Mitsubishi Heavy Industries, Ltd. during the war.
Japanese: 清滝トンネルは戦時下三菱重工業の分工場として航空機の部品工場となっていた。
English: In addition, machinery from the funicular line was re-used elsewhere such as for the Kasamatsu Cable Railway (Amanohashidate Funicular Railway).
Japanese: また、鋼索線の機材は傘松ケーブル（天橋立鋼索鉄道）などに転用された。
English: Atagoyama Railway's Arashiyama Station was constructed alongside of Keifuku Electric Railroad's Arashiyama Station on the Kyoto Dento Main Line (present-day Arashiyama Main Line).
Japanese: 嵐山駅は京都電灯本線（現、京福電気鉄道京福電気鉄道嵐山本線）の嵐山駅(京福電気鉄道)に併設されていた。
English: Since there was a significant distance between Atago Station and Atago Shrine, plans for the construction of a funicular line was underway.
Japanese: 愛宕駅から愛宕神社までは距離があったため、索道（ロープウェイ）の建設も計画されていた。