nntsuzu/KFTT huggingface dataset:
English: September 25, 1953: The season's thirteenth typhoon hit the Kansai District, and the operation of the section between Chushojima Station and Yawata Station was suspended because the bank of the Uji-gawa River had broken and the bank revetment was washed out (it temporarily reopened on October 1).
Japanese: 1953年（昭和28年）9月25日台風13号が関西を襲い、中書島～八幡間で宇治川堤防決壊、築堤流失などで不通（10月1日仮復旧）。
English: April 12, 1954: The train with a special car exclusively for the students of Seibo Jogakuin (Seibo Girls' Junior and Senior High School) was introduced at Korien Station.
Japanese: 1954年（昭和29年）4月12日香里園の聖母女学院生徒用専用列車の運転開始。
English: November 30, 1954: In the section of 0.762 km between Tenmabashi Station and Nodabashi Station, the shared track was relocated to a newly constructed exclusive track.
Japanese: 1954年（昭和29年）11月30日天満橋～野田橋間0.762kmの併用軌道を専用軌道に移設。
English: June 25, 1955: The freight operation between Tenmabashi Station and Shiokoji Station was discontinued, and Shiokoji (freight) Station was closed.
Japanese: 1955年（昭和30年）6月25日天満橋～塩小路間の貨物営業を廃止、（貨）塩小路駅廃止。
English: March 6, 1957: The train equipped with the track air-cushion vehicles started operating for the first time in Japan (vehicle No. 1759).
Japanese: 1957年（昭和32年）3月6日電車としては日本初の空気バネ台車つき車両・営業運転開始（1759号車）。
English: November 17, 1958: The trains made up of six cars started operating (with the express train operating between Tenmabashi Station and Hirakatashi Station).
Japanese: 1958年（昭和33年）11月17日6両連結運転開始（天満橋-枚方市間の急行）。
English: December 1, 1958: Neyagawa Signal Station opened between Kayashima Station and Neyagawashi Station.
Japanese: 1958年（昭和33年）12月1日萱島～寝屋川市間に寝屋川信号所開設。
English: During the daytime, the Super-Car Keihan Electric Railway Series 2000 was operated in an exclusive manner (between Tenmabashi Station and Hirakatashi Station, with a 20-minute interval during the daytime).
Japanese: 日中は電車電車の限定運用とする（天満橋～枚方市間、昼間20分間隔）。
English: November 28, 1960: The groundbreaking ceremony for constructing underground tracks between Yodoyabashi Station and Tenmabashi Station was held, and the construction began.
Japanese: 1960年（昭和35年）11月28日淀屋橋～天満橋間の地下線の起工式・着工。
English: December 1, 1961: Express trains started making stops at Hirakata-koen during the daytime.
Japanese: 1961年（昭和36年）12月1日枚方公園駅に日中の急行停車を開始。
English: December 22, 1962: Automatic ticket vending machines were installed at Kyobashi Station and Tenmabashi Station for the first time on the Keihan lines.
Japanese: 1962年（昭和37年）12月22日京阪で初めて自動券売機が京橋駅・天満橋駅に設置される。
English: April 16, 1963: The line extended the service in the underground section between Yodoyabashi Station and Tenmabashi Station.
Japanese: 1963年（昭和38年）4月16日淀屋橋～天満橋間が地下線で延伸開業。
English: August 3, 1966: An accident occurred, in which an express train bound for Yodoyabashi Station clashed against a local train bound for Yodoyabashi Station (from: Keihan Electric Railway - Gamo Signal Station train collision accident in Nihon-no-Tetsudojiko (Railway Accidents in Japan) (1950-1999)).
Japanese: 1966年（昭和41年）8月3日蒲生信号所で淀屋橋行き普通列車に淀屋橋行き急行列車が追突する事故が発生（日本の鉄道事故(1950年から1999年)京阪電鉄蒲生信号所列車衝突事故）。
English: August 1, 1967: The installation of the ground equipment of ATS was completed between Yodoyabashi Station and Owada Station (except for local train lines in the quadruple-track sections), and limited express trains began using ATS.
Japanese: 1967年（昭和42年）8月1日淀屋橋～大和田間（複々線区間の緩行線を除く）にATS地上設備設置完了、特急列車がATS使用開始。
English: September 28, 1967: The installation of the ground equipment of ATS was completed in the section between Owada Station and Sanjo Station as well as on the local train lines of the quadruple-track sections.
Japanese: 1967年（昭和42年）9月28日大和田～三条間・複々線区間の緩行線にATS地上設備設置完了。
English: December 11, 1967: During the morning and evening rush hours, the operation of seven-car trains started.
Japanese: 1967年（昭和42年）12月11日朝夕のラッシュ時に7両編成運転を開始。
English: February 21, 1968: The groundbreaking ceremony to construct an elevated quadruple-track line between Tenmabashi Station and Noe Station was celebrated.
Japanese: 1968年（昭和43年）2月21日天満橋～野江間、高架複々線建設事業起工式。
English: December 18, 1968: A level intersection with Osaka City Trams within Katamachi Station was removed, owing to the discontinued operation of Osaka City Trams.
Japanese: 1968年（昭和43年）12月18日片町駅の大阪市電との平面交差、市電の廃止により消滅。
English: December 20, 1968: Mutual operation with the Kintetsu Kyoto Line at Tanbabashi Station was discontinued.
Japanese: 1968年（昭和43年）12月20日丹波橋駅での近鉄京都線との相互乗り入れを廃止。
English: The reasons were as follows: the increased number of trains in the Kintetsu Railway as well as the Keihan Electric Railway, the increased voltage to 1500V on the Kintetsu Kyoto Line (in 1969), and the difference facilitated by the ATS systems.
Japanese: 近鉄・京阪の列車本数の増加・近鉄京都線の1500V昇圧化（1969年実施）・ATSのシステムの違いなどのため。
English: November 26, 1969: The track laid on the south side of Makino Station was elevated and relocated.
Japanese: 1969年（昭和44年）11月26日牧野駅南側の線路を高架化、移設。
English: November 1, 1970: The section between Tenmabashi Station and (former) Gamo Signal Station (3.4 km) became quadruple-tracked.
Japanese: 1970年（昭和45年）11月1日天満橋～（旧）蒲生信号所間(3.4km)が複々線化。
English: The interval of the operation during the daytime was changed from 20 minutes to 15 minutes (the daytime time schedule with a 15-minute interval had been maintained for 32 years, until 2003).
Japanese: 昼間の運転間隔を20分から15分に変更（昼間15分間隔ダイヤは2003年まで32年間続いた）。
English: The limited express operated during the daytime shortened its operation interval from 20 minutes to 15 minutes thanks to the opening of Shin-Kadoma Station (equipped with a passing track) and the completion of the rehabilitation work in the vicinity of Kuzuha Station (new passing-track construction).
Japanese: 新門真駅の開業（待避線あり）や樟葉駅付近（待避線新設）などの改良工事完成により、昼間の特急の運転間隔を20分から15分に短縮。
English: February 2, 1972: The equipment of the Moriguchi workshop was transferred to the premises of Neyagawa Depot and was set up as the Neyagawa workshop.
Japanese: 1972年（昭和47年）2月2日守口工場の設備を寝屋川車庫構内に移転、寝屋川工場とする。
English: November 28, 1972: The groundbreaking ceremony to elevate the railway and provide a quadruple track in the section between Doi Station and Neyagawa Signal Station (5.8 km) was held.
Japanese: 1972年（昭和47年）11月28日土居～寝屋川信号所間(5.8km)高架複々線工事起工式。
English: September 12, 1976: The section between Moriguchishi Station and Kadomashi Station (1.8 km) was elevated and quadruple-tracked.
Japanese: 1976年（昭和51年）9月12日守口市～門真市間(1.8km)が高架・複々線化。
English: November 20, 1976: Textured paving blocks were installed for the first time in Keihan Electric Railway (at Korien Station).
Japanese: 1976年（昭和51年）11月20日京阪初めて駅に点字ブロック設置（香里園駅）。
English: March 10, 1978: The denomination of the section between Yodoyabashi Station and Tofukuji Station was changed from a tramway, as defined by the Tramways Act, to railway based on the local Railways Act.
Japanese: 1978年（昭和53年）3月10日淀屋橋～東福寺間を軌道法に基づく軌道から地方鉄道法に基づく鉄道に変更。
English: July 30, 1978: The section between Kadomashi Station and Neyagawa Signal Station was quadruple-tracked and elevated.
Japanese: 1978年（昭和53年）7月30日門真市～寝屋川信号所間が複線高架化。
English: March 20, 1979: The groundbreaking ceremony to underground the section between Tofukuji Station and Sanjo Station (2.8 km) was held.
Japanese: 1979年（昭和54年）3月20日東福寺～三条間(2.8km)地下化工事起工式。
English: February 3, 1980: The line for Kyoto was two-tracked in the section between Kadomashi Station and Neyagawa Signal Station.
Japanese: 1980年（昭和55年）2月3日門真市～寝屋川信号所間の京都行き2線化。
English: February 20, 1980: The first three cars of an express train (5554F) bound for Sanjo Station derailed, and the first car overturned and crashed in to a private house alongside the rail line.
Japanese: 1980年（昭和55年）2月20日枚方市～御殿山間で三条行き急行列車(5554F)のうち前から3両が脱線、そのうちの先頭車は転覆し線路脇の民家に突っ込む。
English: Subsequently, a fence was built along the line (from: Keihan Electric Railway - Derailment accident caused by a stone placed on the railroad in Nihon-no-Tetsudojiko (Railway Accidents in Japan) (1950-1999)).
Japanese: 以後、沿線にフェンスが張られるようになる（日本の鉄道事故(1950年から1999年)京阪電気鉄道置石脱線事故）。
English: March 10, 1980: The first phase of the Yodo Depot construction work was finished, and the facility started being used (storing 62 cars).
Japanese: 1980年（昭和55年）3月10日淀車庫第1期工事完成使用開始（留置両数62両）。
English: March 16, 1980: The section between Kadomashi Station and Neyagawa Signal Station became quadruple-tracked.
Japanese: 1980年（昭和55年）3月16日門真市～寝屋川信号所間が複々線化。
English: February 8, 1981: The installation of yellow-colored textured paving blocks in all stations of the Keihan Lines was completed.
Japanese: 1981年（昭和56年）2月8日京阪線全駅に黄色の点字ブロックを設置を完了。
English: With this, the replacement of grade crossings with overpasses along the section between Yodoyabashi Station and Neyagawa Signal Station (14.1 km) was completed (the work was completed in August).
Japanese: これにより淀屋橋～寝屋川信号所間(14.1km)の立体交差化完成（工事の竣工は8月）。
English: November 3, 1983: The second phase of Yodo Depot construction was finished (the number of cars stored increased to 138).
Japanese: 1983年（昭和58年）11月3日淀車庫第2期工事完成（留置両数138両に増加）。
English: December 4, 1983: The voltage of overhead wire was increased from 600V to 1500V.
Japanese: 1983年（昭和58年）12月4日架線電圧を600Vから1500Vに昇圧。
English: April 22, 1985: The timetable was revised, and express trains made up of eight cars started operating between Yodoyabashi Station and Kuzuha Station during the morning and evening rush hours.
Japanese: 1985年（昭和60年）4月22日ダイヤ改正、朝夕のラッシュ時に淀屋橋～樟葉間で8両編成の急行が運転開始。
English: June 1, 1987: The timetable was revised, and express trains made up of eight cars extended their operations to the entire line.
Japanese: 1987年（昭和62年）6月1日ダイヤ改正、急行から8両編成での運転区間が全線に拡大。
English: July 15, 1987: Due to the torrential rain that had fallen before dawn, flooding occurred along the underground section in the Kyoto area, and the water that poured into Gojo Station located in the deepest part of the underground section submerged it up to the platform level.
Japanese: 1987年（昭和62年）7月15日未明に発生した集中豪雨による京都地下線で浸水事故発生、流れ込んだ水が最深部の五条駅のホームの高さまで浸水。
English: December 10, 1987: The Autonomous Decentralized Traffic Control System (ADEC) went into full operation.
Japanese: 1987年（昭和62年）12月10日自律分散式列車運行管理システム(ADEC)全面使用開始。
English: September 1, 1988: All seven stations on the underground-line section (Sanjo, Shijo, Gojo, Shichijo, Tenmabashi, Kitahama and Yodoyabashi) adopted the 'all-day ban on smoking.'
Japanese: 1988年（昭和63年）9月1日地下線の7駅（三条・四条・五条・七条・天満橋・北浜・淀屋橋）で「終日禁煙」を実施。
English: April 1, 1989: As part of the support for the public-relations effort of 'The International Garden and Greenery Exposition, Osaka, Japan, 1990,' the operation of special trains--'Hana-go (flower train),' 'Midori-go (greenery train)' and 'Mizu-go (water train)'--started (and ran till September of the next year).
Japanese: 1989年（平成元年）4月1日「国際花と緑の博覧会」への広報協力として「花号」「緑号」「水号」を運行（翌年9月まで）。
English: September 27, 1989: The timetable was revised, and express trains began stopping again at Gojo Station for the first time in 45 years.
Japanese: 1989年（平成元年）9月27日ダイヤ改正、五条駅の急行停車を45年ぶりに復活。
English: The timetable revision was carried out, anticipating the inauguration of the Oto Line, and therefore the operation of the trains that terminated at Demachiyanagi Station were positioned as a test operation until the morning of October 5, when the line was inaugurated.
Japanese: この時のダイヤ改正は鴨東線開業に向けたダイヤ改正であり、出町柳までの列車に関しては同線開業日の10月5日の午前中まで三条～出町柳間が試運転扱いだった。
English: October 1, 1989: The 'K-card,' a prepaid-type card, was introduced and started being used.
Japanese: 1989年（平成元年）10月1日プリペードカード「Kカード」を導入使用開始。
English: March 24, 1990: The section around Hirakatashi Station was elevated (the full-scale elevation including the Katano Line was completed on March 25, 1993).
Japanese: 1990年（平成2年）3月24日枚方市駅付近高架化（交野線含めた全面完成は1993年3月25日）。
English: January 27, 1993: At six stations located in between Noe Station and Doi Station, the platform extension work to cope with the eight-car trains was finished.
Japanese: 1993年（平成5年）1月27日野江駅～土居駅間の6駅、8両編成化対応のホーム延長工事が完成。
English: January 17, 1995: The Great Hanshin Awaji Earthquake occurred, and as a result the entire operation was temporarily suspended (limited express trains suspended their operations for the entire day).
Japanese: 1995年（平成7年）1月17日阪神・淡路大震災発生、一時運転見合わせ（特急は終日運休）。
English: October 21, 1995: The automatic ticket gate was introduced at all stations on the Keihan lines (including the Oto, Uji and Katano lines).
Japanese: 1995年（平成7年）10月21日京阪線全駅（鴨東線・宇治線・交野線も含む）の自動改札化が完了。
English: September 1996: The antiseismic reinforcement of 16 piers supporting Kyobashi Elevated Bridge I and II was completed.
Japanese: 1996年（平成8年）9月京橋第1第2高架橋の橋脚16本の耐震補強竣工。
English: November 16, 1996: In the vicinity of Yodo Depot (located between Yawatashi Station and Yodo Station) the tracks were elevated (but the depot building remained on the ground).
Japanese: 1996年（平成8年）11月16日八幡市～淀間の淀車庫付近高架化（車庫は地上のまま）。
English: Six limited express trains for Yodoyabashi Station operated during morning rush hours on weekdays started making stops at Hirakatashi Station in addition to Chushojima Station.
Japanese: 平日朝のラッシュ時の淀屋橋行き特急6本が中書島駅に加えて枚方市駅に停車。
English: April 25, 1997: The underground track running in Kyoto City was chosen as one of the 'Fukushi no Machizukuri 100-sen' (the top 100 welfare-friendly communities) of Kyoto Prefecture.
Japanese: 1997年（平成9年）4月25日京都市内の地下線、京都府「福祉のまちづくり百選」に選ばれる。
English: November 28, 1997: The third phase of Yodo Depot construction was completed (extension to the south side of the Keihan Main Line).
Japanese: 1997年（平成9年）11月28日淀車庫第3期工事（京阪本線の南側への拡張工事）竣工。
English: December 19, 1997: Access ramps for wheelchair users were provided at all stations on the Keihan lines.
Japanese: 1997年（平成9年）12月19日京阪線全駅に「車イス用渡し板」を配備。
English: April 1, 1999: The interoperable cards with 'Surutto KANSAI (KANSAI THRU PASS)' became accepted on the Keihan lines.
Japanese: 1999年（平成11年）4月1日京阪線で「スルッとKANSAI」対応カードが利用可能になる。
English: November 20, 1999: The tracks around Neyagawashi Station were elevated, and the section between Yodoyabashi Station and Neyagawashi Station (15.3 km) was fully equipped with overhead crossings up to Tai Crossing.
Japanese: 1999年（平成11年）11月20日寝屋川市駅付近高架化、淀屋橋駅～寝屋川市の田井踏切までの15.3kmが完全立体交差化された。
English: The through-trains between Uji Station on the Uji Line (Keihan) and Sanjo Station on the Keihan Main Line were discontinued except for two trains for Sanjo Station that operated during the weekday mornings.
Japanese: 宇治線宇治駅(京阪)～京阪本線三条間直通列車を平日朝の三条行きの2本を残して廃止。
English: March 31, 2002: The elevation work carried out in the section from Neyagawa Signal Station to the Kyoto side of Neyagawashi Station was completed.
Japanese: 2002年（平成14年）3月31日寝屋川信号所～寝屋川市駅京都側までの高架工事竣工。
English: December 2, 2002: Eight limited express trains, starting from Demachiyanagi Station and heading for Yodoyabashi Station, which operated during the morning rush hours, introduced women-only cars.
Japanese: 2002年（平成14年）12月2日朝のラッシュ時出町柳発淀屋橋行き特急8本に女性専用車導入。
English: The operation interval during the daytime was shortened from 15 minutes to 10 minutes, and in the Osaka area the operation system during the daytime was formed with six limited express trains, 12 sub-express trains and six local trains.
Japanese: 昼間の運転間隔を15分から10分に変更し、大阪側では昼間に特急6本・準急12本・普通6本の運転体系とする。
English: The K-Ltd. Express 'Orihime' (only outbound operation in the morning) and the sub-express 'Hikoboshi' (only inbound operation in the evening), both of which were directly operated to the Katano Line, began operating.
Japanese: 平日に交野線直通のK特急「おりひめ」（朝の下りのみ）、準急「ひこぼし」（夕方の上りのみ）が運転開始。
English: April 16, 2006: Following the construction of the Nakanoshima Line, the tracks at Tenmabashi Station were rerouted.
Japanese: 2006年（平成18年）4月16日中之島線建設工事に伴い天満橋駅の線路を切り替え。
English: June 17: 2007: The train operation control systems of the Keihan lines were updated.
Japanese: 2007年（平成19年）6月17日京阪線の列車運行管理システムを更新。
English: October 19, 2008: With the inauguration of the Nakanoshima Line, the timetable was revised.
Japanese: 2008年（平成20年）10月19日中之島線開業に伴いダイヤ改正予定。
English: At the same time, because the same names existed on the Kyoto Municipal Subway Karasuma Line, Gojo Station and Shijo Station were changed to Kiyomizu-gojo Station and Gion-shijo Station, respectively.
Japanese: 併せて京都市営地下鉄烏丸線に同名の駅がある五条駅を清水五条駅に、四条駅を祇園四条駅に改称予定。
English: The Oto Line (鴨東線: pronounced Oto-sen) is a railway of Keihan Electric Railway that connects Sanjo Station in the Higashiyama Ward of Kyoto City, Kyoto Prefecture with Demachiyanagi Station in the Sakyo ward of the same city.
Japanese: 鴨東線（おうとうせん）は、京都府京都市東山区の三条駅(京都府)から同市左京区の出町柳駅までを結ぶ京阪電気鉄道の鉄道路線。
English: It was laid below ground along Kawabata-dori Street by the Kamo-gawa River, as an extension of the Keihan Main Line, and the entire line runs underground.
Japanese: 京阪本線の延長線として鴨川沿いの川端通の地下に建設され、全線が地下線となっている。
English: Because this line has been repaying the construction cost (about 65 billion yen) since its inauguration, for the line an extra fare of 60 yen is added to the ordinary fare structure by section, and the basic fare between the stations on the line (including the section starting from Sanjo Station toward the direction of Demachiyanagi Station) is 210 yen, which is more expensive than that of the Keihan Main Line (as of 2007).
Japanese: また、開業当初から建設費（約650億円）償還のために普通運賃で60円の加算運賃が同線区間利用時に設定されており、鴨東線内各駅（三条駅から出町柳駅方面も含む）からの初乗り運賃は、2007年現在210円と京阪本線の初乗り運賃より高くなっている。
English: Limited express train service is provided during the daytime on weekdays and all day on holidays; moreover, with the timetable revision of April 16, 2006, local trains are operated all day, and the K-Ltd. Express, express trains and several sub-express trains are operated all hours except for the daytime (the K-Ltd. Express is operated only on weekdays).
Japanese: 特急が平日昼間・休日終日、2006年4月16日の改正から普通が終日、K特急・急行と数本の準急が昼間以外の時間帯（K特急は平日のみ）に運転されている。
English: The operating license of the line was acquired in 1924 by Kyoto Dento, the predecessor of Keifuku Electric Railroad Co., Ltd.
Japanese: 当線の免許は1924年（大正13年）に京福電気鉄道の前身である京都電燈が取得していた。
English: Kyoto Dento opened the Eizan-heitan Line (currently the Eizan Main Line of Eizan Electric Railway Co., Ltd.) in 1925; however, it took a lot of time to start the construction because it was impossible to lay the Oto Line on the ground, owing to the fact that the line would inevitably intersect with the Kyoto City Trams at grade and might also detract from the surroundings, and because of the financial conditions of Keifuku Electric Railroad the company wasn't capable of constructing a subway line.
Japanese: 京都電燈は1925年に叡山平坦線（現在の叡山電鉄叡山本線）を開業させたが、鴨東線については京都市電と平面交差することになることや景観の問題から地上に作ることができず、また、京福電鉄の経済的な事情から地下鉄として建設することもできず、なかなか着工されなかった。
English: When the project of the Keihan Main Line to under-ground the section running in the Kyoto area started to take shape, finally Keihan Electric Railway and other entities established a company, Kamogawa Electric Railway (in 1972) and started the construction by the Japan National Railway Construction Public Corporation (JRCC) method (exactly the same method as the Kintetsu Higashi-Osaka Line (the current Kintetsu Keihanna Line, the section from Ikoma Station and to the west)).
Japanese: 京阪本線の京都地下線の建設が具体化するのにあわせ、1972年に京阪電鉄が中心となって鴨川電気鉄道が設立され、日本鉄道建設公団方式でようやく着工された（近鉄東大阪線（現・近鉄けいはんな線の生駒駅以西）と全く同じ手法である）。
English: In 1989, Keihan Electric Railway swallowed Kamogawa Electric Railway, and in the same year the railway was inaugurated as the Keihan Oto Line.
Japanese: 1989年に京阪電鉄が鴨川電鉄を合併し、同年京阪鴨東線として開業した。
English: Initially, it was planned to provide direct operation from Demachiyanagi Station to the Eizan Main Line of the Eizan Electric Railway (in 1986 it was separated and transferred from Keifuku Electric Railroad to Eizan Electric Railway); however, the plan didn't take shape due to the different gauges and transportation capacities of the two lines,
Japanese: 当初は出町柳駅から叡山電鉄叡山本線（1986年、京福電鉄から叡山電鉄に分離譲渡）と直通運転する構想であったが、車両規格や輸送力の差が大きすぎるがために実現しなかった。
English: The inauguration of the Oto Line caused remarkable effects, contributing to the increase not only of commuters along the line but also regular passengers, thanks to the improved accessibility for students to Kyoto University and Doshisha University located near Demachiyanagi Station; additionally, it beneficiated Eizan Electric Railway, which had been suffering severe financial condition due to the decline of passengers, but it promptly recovered its user statistics.
Japanese: 鴨東線開業の効果は大きく、沿線の通勤客のみならず、出町柳駅近くに立地する京都大学や同志社大学などへの通学が大幅に便利になって定期客が増加したり、乗客の減少で経営が悪化していた叡山電鉄が一気に乗客を取り戻すなど大きく貢献している。
English: Since then, its business performance has been relatively satisfactory and the construction cost also seems to have been steadily reimbursed as scheduled.
Japanese: その後も比較的順調に推移しており、建設費の償還は予定通り進んでいるようである。
English: August 29, 1924: Kyoto Dento (the predecessor of Keifuku Electric Railroad) acquired a license for local railway construction between Demachiyanagi Station and Sanjo Station.
Japanese: 1924年（大正13年）8月29日京都電燈（京福電気鉄道の前身）が出町柳～三条間の地方鉄道敷設免許取得。
English: February 20, 1974: The Keifuku Electric Railroad's license for local railway construction between Demachiyanagi Station and Sanjo Station expired.
Japanese: 1974年（昭和49年）2月20日京福電気鉄道の出町柳～三条間の地方鉄道敷設免許失効。
English: February 25, 1974: Kamogawa Electric Railway acquired a license for local railway construction between Demachiyanagi Station and Sanjo Station.
Japanese: 1974年（昭和49年）2月25日鴨川電気鉄道が出町柳～三条間の地方鉄道敷設免許取得。
English: October 19, 2008: With the inauguration of the Keihan Nakanoshima Line, Marutamachi Station was scheduled to change its name to Jingu-marutamachi Station, because on the Kyoto Municipal Subway Karasuma Line there is a station with the same name.
Japanese: 2008年（平成20年）10月19日京阪中之島線開業に併せて京都市営地下鉄烏丸線に同名の駅がある丸太町駅を神宮丸太町駅に改称予定。
English: The Kyoto Main Line is a railway of Hankyu Railway that connects Juso Station in Yodogawa Ward, Osaka City, Osaka Prefecture, with Kawaramachi Station (Kyoto Prefecture) in Shimogyo Ward, Kyoto City, Kyoto Prefecture.
Japanese: 京都本線（きょうとほんせん）は、大阪府大阪市淀川区の十三駅から京都府京都市下京区の河原町駅(京都府)までを結ぶ阪急電鉄の鉄道路線。
English: The section between Saiin Station and Kawaramachi Station goes underground, and within this section the segment between Saiin Station and Omiya Station is the first underground line ever constructed in the Kansai District.
Japanese: 西院～河原町間は地下線で、このうち西院～大宮間は関西初の地下線である。
English: This line features the lowest fare and the direct transition between the Shijo-Kawaramachi area and the Umeda area, both of which are very busy quarters.
Japanese: 京都と大阪でそれぞれ一番の繁華街である四条河原町界隈と梅田界隈を最安値かつ乗り換えなしで移動できるのが特徴である。
English: The official starting point of the Kyoto Main Line is Juso Station, but the trains running on the Kyoto Lines arrive at and depart from Umeda Station, and between Umeda Station and Juso Station the trains run on the two east-side tracks of the quadruple-tracked section belonging to the Hankyu Takarazuka Main Line.
Japanese: 京都本線の正式な起点は十三駅だが、京都線の列車は梅田駅を始発・終着駅としており、梅田～十三間は阪急宝塚本線の複々線の東側2線に乗り入れる形となっている。
English: In the section between Awaji Station and Takatsukishi Station there is a train service that goes directly toward Tengachaya Station on the Osaka Municipal Subway Sakaisuji Line, passing through the Hankyu Senri Line.
Japanese: 淡路～高槻市間には阪急千里線を経て大阪市営地下鉄大阪市営地下鉄堺筋線天下茶屋駅方面と直通運転する列車がある。
English: Between Umeda Station and Awaji Station there are also many through-trains that go directly toward Kita-senri Station via the Senri Line.
Japanese: また、梅田～淡路間には、千里線を経て北千里駅方面と直通運転する列車も多く存在する。
English: Basically, in the daytime the train operates at an interval of less than 10 minutes, while during rush hours the operation interval is capped at 20 minutes.
Japanese: 昼間は10分ヘッド、ラッシュ時は20分ヘッドをベースにして運転される。
English: The problem is that for the passengers who aren't accustomed to the line it's difficult to understand the operation system because the type of trains or stations at which to stop varies according to the hours, and the operation routes are complicated.
Japanese: 時間帯によって走る列車種別や停車駅が変わることや運転系統が複雑なことから、慣れない利用者にはわかりにくいのが難点である。
English: Like the Keihan Main Line, this line also denominates the train going toward Osaka as the outbound train and the train toward Kyoto as the inbound train.
Japanese: なお、京阪本線同様に、大阪方面行きが下り、京都方面行きが上りとなっている。
English: This is the arrangement made in accordance with the setup of the Tokaido Main Line, in which the direction toward Tokyo is designated as the inbound direction.
Japanese: これは並行する東海道本線にあわせ、東京の方向を上りとしたものである。