nntsuzu/KFTT huggingface dataset:
English: July 28, 1939: The management of the company was left to Oye-yama Nickel Mining Company, which was merged into its parent company Nippon Yakin Kogyo Co., Ltd. in 1943.
Japanese: 1939年（昭和14年）7月28日：大江山ニッケル鉱業（1943年に親会社の日本冶金工業に合併）に経営を委ねる
English: October 14, 1942: The side track to the factory at Iwataki Town was completed, and the through transportation from the nickel mine to the factory began.
Japanese: 1942年10月14日：岩滝工場側線完成、鉱山から工場へ一貫輸送開始
English: * Tango Yamada Station was renamed as Nodagawa Station on April 1, 1985, after Kaya Railway ended its operations.
Japanese: ※丹後山田駅は、加悦鉄道廃止後の1990年（平成2年）4月1日に野田川駅と改称。
English: (Iwataki Factory Station) - Nodagawa Station - Mitoya Station - Tango Yotsutsuji Station - Kyoto Prefectural Kayadani-kotogakko-mae Station - Migochiguchi Station - Migochi Station - Kaya Station - (Oe-yama Mine Station)
Japanese: （工場駅）-野田川駅-水戸谷駅-丹後四辻駅-京都府立加悦谷高等学校前駅-三河内口駅-三河内駅-加悦駅-（鉱山駅）
English: * The railway sections between Iwataki Factory Station and Tango Yamada Station and between Kaya Station and Oe-yama Mine Station were the industry tracks operated by Nippon Yakin Kogyo Co., Ltd.
Japanese: ※工場駅-丹後山田駅間、加悦駅-鉱山駅間は日本冶金工業の貨物専用線。
English: After the abolition, the site of the railway track was remodeled as a cycling path (Kyoto Prefectural Road 803, Kaya-Iwataki Cycling Path).
Japanese: 廃線後、軌道敷跡は自転車道（京都府道803号加悦岩滝自転車道線）として整備されている。
English: Even before the railway abolition, Kaya Station was remodeled as 'Kaya Steam Locomotive Square,' and the cars of the train used by Kaya Railway, such as the diesel car and the Steam Locomotive No. 2 made in Britain, were on display.
Japanese: 加悦駅は鉄道廃止前から「加悦SL広場」として整備され、加悦鉄道で使用されていた気動車やイギリス製2号蒸気機関車などの鉄道車両が展示されていた。
English: In June 2005, Steam Locomotive No. 2 (also called Steam Locomotive Type 123 in the age of "Tetsudoin" [Railway Bureau], or Steam Locomotive Type 120 in the age of JNR) was designated as an important cultural asset.
Japanese: 2005年6月、2号蒸気機関車（旧鉄道院国鉄120形蒸気機関車）が重要文化財に指定された。
English: Hokutan Railway is a railway operator which operated a line running northward from the Fukuchiyama Station in Fukichiyama City, Kyoto Prefecture to Komori Station.
Japanese: 北丹鉄道（ほくたんてつどう）は、京都府福知山市の福知山駅から北へ河守駅までの路線を運営していた鉄道事業者である。
English: Establishment : February 1, 1920. At the time of establishment, the company name was 'Hokutan Keiben Railway Co., Ltd..'
Japanese: 設立：1920年（大正9年）2月1日設立時は「北丹軽便鉄道株式会社」
English: The company operated a railway line that ran along the Yura River from the Fukuchiyama Station located in Fukuchiyama City, the northern part of Kyoto Prefecture, to the Komori Station (near the Oe Station (Kyoto Prefecture) of Kitakinki Tango Railway Miyafuku Line operated by Kitakinki Tango Railway) located in Oe Town, Kasa County (Kyoto Prefecture) (a part of Fukuchiyama City at present).
Japanese: 京都府北部、福知山市の福知山駅から加佐郡大江町(京都府)（現在は福知山市の一部）の河守駅（現在の北近畿タンゴ鉄道北近畿タンゴ鉄道宮福線大江駅(京都府)近傍）までを由良川沿いに結ぶ鉄道を運営していた。
English: The company name was Hokutan Keiben Railway Co., Ltd. when it was established, but it was renamed when it started business.
Japanese: 設立当時は、北丹軽便鉄道株式会社という名称だったが開業前に改称している。
English: The company initially intended to shorten the Kitakinki Tango Railway Miyazu Line from the Fukuchiyama Station, but it gave up to construct the line beyond the Komori Station because the point of the Miyazu Line's railway bridge was shifted towards the mouth of Yura river compared to the original plan.
Japanese: 本来は福知山駅から北近畿タンゴ鉄道宮津線を短絡する目的があったが、宮津線の由良川架橋点が当初の予定より河口近くに変更されたため、河守駅から先の建設は断念した。
English: Thereafter, Japan Railway Construction Public Corporation decided to construct a line connecting Miyazu Station and Komori Station as the Miyamori Line, and construction work began in 1966.
Japanese: その後、日本鉄道建設公団が宮津駅から河守駅までを結ぶ路線を宮守線として建設することになり、1966年（昭和41年）に着工された。
English: The line's route was changed into the one that connects Miyazu and Komori almost linearly by constructing a tunnel piercing Mt. Oe.
Japanese: ルートは大江山をトンネルで抜け宮津-河守をほぼ直線的に結ぶものに変更されている。
English: However, when Komori Mine located along the line was closed in 1969, Hokutan Railway's freight service volume decreased sharply and the company faced difficulty in continuing business.
Japanese: しかし、1969年（昭和44年）に沿線の河守鉱山が閉山したことによって北丹鉄道の貨物輸送は激減し、経営が成り立たなくなる。
English: Under such circumstances, the company suspended its railway operation on March 2, 1971, before the completion of the Miyamori Line, in the name of flood control projects of Yura River, and it also suspended its bus operation soon after.
Japanese: このため、宮守線を待つことなく1971年（昭和46年）3月2日に由良川治水事業を名目に運行休止、程なくバス事業も営業休止に追い込まれた。
English: The company was dissolved in 1974 when its railway line was formally abolished, and it assigned its bus business to Kyoto Kotsu Co., Ltd (Kameoka).
Japanese: 1974年（昭和49年）に鉄道路線が正式に廃止されるとともに会社は解散、バス事業については京都交通(亀岡)株式会社に譲渡している。
English: The Miyamori Line, which could have become useless after the abolition of Hokutan Railway, was renamed the Miyafuku Line in 1975 when Komori (Oe) - Fukuchiyama section was added to its construction plan, and the construction work of this section started in 1979.
Japanese: 北丹鉄道の廃止によって盲腸線と化す可能性のあった宮守線は、1975年（昭和50年）に河守（大江）-福知山間が建設予定線として追加され宮福線と改称、1979年（昭和54年）にこの区間についても着工された。
English: Hokutan Railway wanted the nation to purchase the roadbed, but it was not realized because the construction route of the Miyafuku Line was altered due to flood control projects of Yura River.
Japanese: なお、北丹鉄道が望んでいた鉄道路盤の国による買い上げは由良川治水事業により建設ルートが変更されたため実現しなかった。
English: The construction work of the Miyamori Line was suspended when the Japan National Railway Reform Act was enacted in 1980, but it was taken over by a joint public-private company.
Japanese: 宮守線の建設工事は1980年（昭和55年）の日本国有鉄道経営再建促進特別措置法施行により中断するものの、第三セクターに引き継がれた。
English: The line commenced operation in 1988 as the Miyafuku Railway (Current Kitakinki Tango Railway) Miyafuku Line.
Japanese: 1988年（昭和63年）に宮福鉄道（現在の北近畿タンゴ鉄道）宮福線として開業している。
English: While the line was constructed along the Yura River, its track was laid on the riverbed due to the shortage of construction funds.
Japanese: 路線の多くは由良川沿いに敷設されていたが、建設資金の乏しさから河川敷を線路用地に使っていた。
English: As the company was always in financial difficulties until its dissolution because of chronic small traffic volume, it couldn't afford to conduct the maintenance work properly and as a result, the track was devastated.
Japanese: 元々輸送量が少なかったこともあって廃止まで常に経営難が続いており、保守整備が行えないため線路状態は著しく荒廃していた。
English: The shape of the line's curve section was not circular but angulate, something like a curve drawn by lining up matchsticks.
Japanese: 当鉄道の曲線区間はレールが円弧ではなく、マッチ棒を並べて円を描いたように角張った特異な線形だった。
English: The cause of such situation was that railroad ties were corroded by mud that was piled up after ballast was washed away by a flood.
Japanese: 水害でバラスト（砂利）が流失した後に泥が詰まり枕木が腐っていたのがその原因であった。
English: As each piece of rail that makes up a curve is straight, a curve became an angulated shape after spikes were removed.
Japanese: もともとカーブを構成するレール一本一本は真っ直ぐなので釘が外れれば元に戻り、カーブ全体が角張った形に変形してしまった。
English: The company couldn't afford to replace railroad ties even under such a situation, and tried to reinforce by driving small nails beside spikes.
Japanese: それでも枕木交換できず、犬釘の横に小釘を打ってせめてもの補強すら試みられた。
English: Further, the gauge became uneven because the track was not fixed, and trains sometimes went off the track.
Japanese: またレールが固定されないため線路間隔がずれて列車が脱線することもあった。
English: Because of such track conditions, maximum speed was limited to only 25 km/h.
Japanese: こうした線路状態のため最高速度はわずか25km/hに制限されていた。
English: As passenger cars were also aging, some old cars were warped by vibration even when they were running at such low speed.
Japanese: 客車の老朽化もひどく、古い車両ではこの低速ですら振動で室内全体が歪むという状態であった。
English: It took 45 to 52 minutes for 12.4 km between Fukuchiyama and Komori (it took about 33 minutes at one time in the past).
Japanese: 極端な低速運行のため、福知山－河守間12.4kmに45-52分を要した（かつて33分程度で結んでいた時期もあった）。
English: The reason why Hokutan Railway, which was then in a desperate situation with the numbers of passengers continuously decreasing, continued its operation was that it expected the line's connection with the Miyamori Line as well as the purchase by the nation.
Japanese: 乗客減も進み、荒廃してとうに末期症状を呈していた北丹鉄道がそれでも運行を続けたのは、将来の宮守線との接続および国による買い上げを目論んでのことであった。
English: As of 2009, the required time between Fukuchiyama and Kawamori of the Miyafuku Line is 12 minutes at the shortest by a limited express electric train and 20 minutes by a local diesel car (stops at five stations).
Japanese: なお2009年現在の宮福線福知山-大江の所要時間は特急電車で最短12分、各駅停車（途中5駅停車）の気動車で20分程度である。
English: Two diesel cars ran alternately for three months, and it drew a passenger car during rush hour, an up train in the morning and a down train in the evening.
Japanese: 運行は2両の気動車が3ヶ月交代でこなし、朝の上り1本と夕方の下り1本はラッシュとなるため客車を1両牽引していた。
English: As for freight service, DB5L2 pulled a private freight car and a diesel car pulled Wa 1 in the case of small freight.
Japanese: 貨物列車はDB5L2が私有貨車を牽引、小貨物の輸送は気動車がワ1を牽引して行っていた。
English: As the staff of Fukuchiyama-nishi station administered the station, passenger cars arrived at the station during daytime when operation interval was long and were forwarded to the Fukuchiyama-nishi station along with train crews/station staff and were kept there.
Japanese: 福知山駅の管理を福知山西駅の駅員が行っていたこともあり、昼間の間隔の空く時間帯は福知山駅に到着した旅客列車は乗務員、駅員と共に福知山西駅まで回送されて留置されていた。
English: Fukuchiyama Station (0.0km) - Fukuchiyama-nishi Station (1.1 km) - Kamiamazu Station (5.5 km) - Shimoamazu Station (7.5 km) - Kujo Station (9.8 km) - Tadeharu Stop (11.5 km) - Komori Station (12.4 km)
Japanese: 福知山駅(0.0km)-福知山西駅(1.1km)-下川停留所(4.5km)-上天津（かみあまず）駅(5.5km)-下天津（しもあまず）駅(7.5km)-公庄（くじょう）駅(9.8km)-蓼原（たではる）停留所(11.5km)-河守（こうもり）駅(12.4km)
English: Provided, however, that the Fukuchiyama Station had a connecting track to that of Japan National Railway (JNR), the Fukuchiyama-nishi Station had a side track (a depo ?) and the Komori Station had a few side tracks.
Japanese: ただ、福知山駅に国鉄との連絡線、福知山西駅に1本の側線（車庫？）、河守駅に数本の側線があった。
English: It was manufactured in 1952 by Mori Product Co., Ltd. by using the lower part of type C tank locomotive No.1 steam locomotive.
Japanese: 1952年（昭和27年）C形タンク機関車蒸気機関車1号機の下回りを利用して森製作所で改造。
English: Therefore, it was not suitable for using on the track and troubles, including overheating, often occurred.
Japanese: このため本線で使用するには無理があり、オーバーヒートなどのトラブルが多発した。
English: As a result, its engine was worn down and replaced by the one of DLC1.
Japanese: このためエンジンの磨耗が激しくなり、DLC1のものに置き換えられた。
English: Kiha 101 and Kiha 102 were purchased on November 7, 1965 and June 18, 1968 respectively.
Japanese: 101は1965年（昭和40年）11月7日、102は1968年（昭和43年）6月18日付で購入。
English: The company purchased Nankai Electric Railway's Mohayu 751 in 1959 after remodeling it for passenger car.
Japanese: 1959年（昭和34年）に南海電気鉄道のモハユ751を客車に改造の上購入。
English: It had an 'egg-shaped' body with five windows installed on its curved sides, three doors, double roof and Brill 27-MCB-2 trucks, and demonstrated the shape of an electric car used by a private railway company in Kansai region during the Taisho era.
Japanese: 大きくカーブした妻面に5枚窓の「タマゴ形」車体、3枚扉、ダブルルーフにブリル27MCB2型台車で大正期の関西私鉄電車の姿を伝えていた。
English: Due to aging, however, its ventilator was removed and its roof was covered by canvas around 1961.
Japanese: ただし老朽化により1961年頃にベンチレーターの撤去と屋根全体をキャンバスで覆う改造を受けている。
English: It was an electric car (accompanying car) called Saha 4 which was used by the Hirose Line of Ichibata Electric Railway Co. ltd., and the company purchased it in 1960 when the above line was abolished.
Japanese: 1960年（昭和35年）廃止となった一畑電気鉄道一畑電気鉄道広瀬線の電車（付随車）サハ4を購入したもの。
English: JNR Steam Locomotive Type 1100, Type 1060 (1100 series manufactured by Sharp, Stuart Co. ltd.) (1060)
Japanese: 国鉄1100形蒸気機関車1060形（シャープ・スチュアート製1100系）(1060)
English: No.2 was scrapped in 1956, but its lower part was not reused since the problem became apparent concerning the rod of DLC1.
Japanese: 2号機は1956年（昭和31年）に廃車、DLC1のロッド回りの問題がわかっていたため下回り転用は行われていない。
English: With transportation amount decreased after the War, it was seldom used because of problems like track damage and fuel cost, and it was sold in 1950 to Befu Railway.
Japanese: 戦後輸送量が減ると軌道破壊や燃費の問題であまり使われなくなり1950年（昭和25年）に別府鉄道へ売却。
English: As its engine was damaged during World War Ⅱ because of the use of substitute fuel (firewood gas), it was used as a substitute for a passenger car.
Japanese: 第二次世界大戦の代用燃料（薪ガス）使用によりエンジンの痛みが激しくなり客車代用として使用。
English: Although an apparatus for substitute fuel was installed in 1944, it was not usable and the car was used as a substitute for a passenger car.
Japanese: 1944年（昭和19年）頃に代用燃料装置が付けられたが使用に堪えず客車代用として使用。
English: However, they were delivered in December due to the Kanto Great Earthquake, and the company rented passenger cars from the Ministry of Railways during that period.
Japanese: 但し関東大震災の影響で納入は12月となり、この間鉄道省から借入を行っている。
English: They were two-axle wooden cars, and they had three sets of three-connected windows on the open deck.
Japanese: 2軸木造合造車で、側面形状はオープンデッキ間に3連窓が3つ並んでいる。
English: As few passengers used the second class, its space was converted to a luggage room as of April 25, 1928.
Japanese: 2等はほとんど利用者がないために1928年（昭和3年）4月25日付で荷物室に改造。
English: Hanifu 1 and Hanifu 2 were scrapped in August 1957 and in August 1959 respectively.
Japanese: ハニフ1は1957年（昭和32年）8月、ハニフ2は1959年（昭和34年）8月に廃車。
English: Hafu 51 was damaged by war at the factory of the Minister of Railways, and a passenger car of similar size was returned in place of it.
Japanese: ハフ51は戦時中に鉄道省工場で戦災に合い、ほぼ同じ大きさの客車が代用車として戻っている。
English: Type 120 was a steam locomotive that was imported from U.K. in 1874 when a railway began operation between Osaka and Kobe.
Japanese: 120形は、1874年（明治7年）、阪神間の鉄道開業に際してイギリスから輸入された蒸気機関車である。
English: They were manufactured in 1873 by Robert Stephenson and Company (manufacturer's serial number 2102-2105).
Japanese: 1873年（明治6年）、ロバート・スティーブンソン社(wenRobertStephensonandCompany)製（製造番号2102～2105）である。
English: Of steam locomotives manufactured by Robert Stephenson and Company, only these four and two Kokutetsu Steam Locomotives Type 400, belonging to Tetsudo Sagyokyoku (a government bureau in charge of the railway) delivered to Taiwan Governor-General Railway, were imported into Japan, and therefore they had rare value.
Japanese: ロバート・スティーブンソン社製の蒸気機関車は、日本では本形式と台湾総督府鉄道に納入された鉄道作業局国鉄400形蒸気機関車と同形の2両のみで、希少な存在である。
English: This article also mentions four locomotives of the same specifications manufactured by Sharp, Stewart Co., Ltd. (manufactured in 1875, serial number 2480-2483, later called Type 130 and Type140) were imported in 1876.
Japanese: 本項では、1876年（明治9年）に輸入された同仕様のシャープ・スチュアート社(Sharp,StewartCo.Ltd.,)製の4両（1875年製、製造番号2480～2483。後の130形、140形）についても記述する。
English: It was a tank locomotive with two cylinders that employed a saturated steam system with simple expansion, and its driving wheel diameter was 1295 mm (4 ft 3 in) and axle arrangement was 2-4-0 (1B).
Japanese: 動輪直径は1295mm(4ft3in)、車軸配置2-4-0(1B)で2気筒単式の飽和式タンク機関車である。
English: It incorporated a Stephenson valve gear, a Salter safety valve, and its steam dome was set on top of a boiler.
Japanese: 弁装置はスチーブンソン式弁装置、安全弁はサルター式で、蒸気ドームがボイラー上に設けられている。
English: For the driver's platform, a windshield is set only in front, a roof is supported by two steel pipes located in the rear and the sides and the backside are open.
Japanese: 運転台は、前面のみに風除けが設けられており、屋根は後方にある2本の鋼管で支持され、側方、後方は開放式となっている。
English: As the side water tank and coal storage box were fixed mainly with flush rivets, its smooth surface is characteristic of this model.
Japanese: 側水槽、炭庫などには沈み鋲を多用しており、平滑な表面が特徴的である。
English: It was altered at Shinbashi Works around the end of 1890's, and windshields were installed on the sides and behind the driver's platform.
Japanese: 1890年代の終わりごろ、新橋工場で改造が行われ、開放的だった運転室には側方、後方に風除けが設けられた。
English: Although their sizes are basically the same as those of Stephenson products, nailheads are seen on the side water tanks since they were assembled using ordinary rivets.
Japanese: 主要寸法は、スティーブンソン製と同一であるが、通常の鋲（リベット）によって組み立てられているため、側水槽などに鋲頭が目立つのが相違点である。
English: Two locomotives were sold to Nihon Railway in 1882, and two others, which were continuously used by the government-managed railway (later called Type 130), were also altered a little later after Stephenson products were altered.
Japanese: 2両は1882年（明治15年）に日本鉄道に譲渡されたが、官設鉄道に残った2両（後の130形）はスティーブンソン製よりもやや遅く改装が施された。
English: Two locomotives that were sold to Nihon Railway (later called Type 140) kept their original configuration until the time when the company was nationalized based upon the Railway Nationalization Act.
Japanese: 日本鉄道に譲渡された2両（後の140形）は、鉄道国有法まで原型に近い形態を保っていた。
English: Four locomotives manufactured by Stephenson arrived in 1874 and were assigned to Western Japan (Kobe).
Japanese: 1874年に来着したスティーブンソン製の4両は、西部地区（神戸）に配属された。
English: It seems that they were numbered 'No.13-No.16,' consecutive numbers from tender locomotives manufactured by Sharp, Stewart Co., Ltd. (later called Kokutetsu Steam Locomotive Type 5000), but no recorded material has been found to confirm it.
Japanese: 当初はシャープ・スチュアート製テンダー機関車（後の国鉄5000形蒸気機関車）の続番である「13～16」と付番されたと思われるが、それを証明する資料は未発見である。
English: Another four locomotives manufactured by Sharp, Stewart Co., Ltd. arrived in 1875, and it is anticipated that they were numbered 'No. 24-No. 27.'
Japanese: 1875年には、シャープ・スチュアート製の増備車4両が来着し、「24～27」と付番されたと思われる。
English: In 1876, a new numbering system was introduced under which odd numbers were used for locomotives used in Eastern Japan (between Tokyo and Yokohama) and even numbers were used for locomotives used in Western Japan (between Osaka and Kobe).
Japanese: 1876年（明治9年）には、東部（京浜間）の機関車を奇数に、西部（阪神間）の機関車を偶数とする改番が実施された。
English: As a result, No. 13 - No. 16 were changed to 'No. 6, No. 8, No. 10 and No. 12' and No. 24 - No. 27 were changed to 'No. 34, No. 36, No. 38 and No. 40' respectively.
Japanese: その結果、13～16は「6，8，10，12」に、24～27は「34，36，38，40」に改められた。
English: As mentioned above, two locomotives manufactured by Sharp, Stewart Co., Ltd. (36 and 40) were sold to Nihon Railway in 1882 and were known as Type SS2/3 (16 and 17).
Japanese: シャープ・スチュアート製の2両（36，40）は、前述のように1882年に日本鉄道に譲渡され、同社のSS2/3形（16，17）となった。
English: No. 34 and No. 38, which were continuously used by the government-managed railway, were used in Western Japan as they were, but later (around 1890 ?) they were transferred to Eastern Japan.
Japanese: 官設鉄道に残った34，38は、そのまま西部地区で使用されていたが、後（1890年頃？）に東部地区に転属。
English: Four locomotives manufactured by Stephenson were also transferred to Eastern Japan during 1884 to 1885 and were used on the line connecting Tokyo and Yokohama.
Japanese: スティーブンソン製の4両についても、1884年から1885年にかけて東部地区に転属し、京浜間で使用された。
English: In 1894, four locomotives manufactured by Stephenson were classified as Type F and locomotives manufactured by Sharp, Stewart Co., Ltd. were classified as Type G.
Japanese: 1894年（明治27年）には、スティーブンソン製の4両はF形に、シャープ・スチュアート製はG形に類別された。
English: On this occasion, the numbers of locomotives manufactured by Sharp, Stewart Co., Ltd. were changed, namely No. 34 was changed to No. 31 and No. 38 was changed to No. 32.
Japanese: その際、シャープ・スチュアート製は、34は31に、38は32に改番されている。
English: According to the classification made by Tetsudo Sagyokyoku in 1898, both types were integrated into Type A 4.
Japanese: 1898年（明治31年）の鉄道作業局による分類では、両形式を統合してA4形となっている。
English: Nihon Railway was purchased by the nation and nationalized after the Railway Nationalization Act was enacted in 1906, and two locomotives belonging to it were returned to the government-managed railway.
Japanese: 1906年（明治39年）に制定された鉄道国有法により、日本鉄道は買収・国有化され、同社に分かれていた2両は、再び官設鉄道に戻った。
English: According to "Regulations on Types and Classification," established by Tetsudo-In (the predecessor of the Ministry of Railway) in 1909 after its purchase of Nihon Tetsudo, four locomotives manufactured by Stephenson were classified as Type 120 (No. 120 - No. 123).
Japanese: この買収を受けて1909年（明治42年）に制定された鉄道院の形式称号規程では、スティーブンソン製の4両は120形（120～123）に改められている。
English: As for locomotives manufactured by Sharp, Stewart Co., Ltd., two locomotives belonged to the government-managed railway were classified as Type 130 (No. 131 and No. 132), and two other locomotives once belonging to Nihon Railway were classified as Type 140 (No. 140 and No. 141).
Japanese: また、シャープ・スチュアート製のうち官設鉄道にとどまっていた2両は130形（130，131）に、日本鉄道から戻った2両は140形（140，141）に改められている。
English: Thereafter, these locomotives became the target of disposal and were sold to local private railways during 1912 to 1915.
Japanese: その後、数年のうちに本グループは淘汰の対象となり、1912年（明治45年）から1915年（大正4年）にかけて、地方私鉄などに譲渡された。
English: Many of them drifted from company to company after they were sold, and some of them were registered at Japan National Railway two or three times due to the nationalization of private railways to which they belonged.
Japanese: 譲渡後も私鉄の間を転々としたものが多く、中にはその私鉄の国有化によって、再度あるいは三度も国有鉄道に籍を移したものがある。
English: No. 120 and No. 122 were sold in May 1914 to Mikawa Railway (currently, the Meitetsu Mikawa Line of Nagoya Railroad Co., Ltd.), and they were used under the same number with those of Tetsudo-in.
Japanese: 120と122は、1914年（大正3年）5月に三河鉄道（現在の名古屋鉄道名鉄三河線）に払下げられ、鉄道院時代の番号のまま使用された。
English: Their use was suspended when the company line was electrified in 1925, and they were scrapped in 1934.
Japanese: 1925年（大正14年）に同鉄道の鉄道の電化により休車となり、1934年（昭和9年）ごろ解体された。
English: Locomotives number 121 and 123 were sold in March 1915 to Hinokami Railway (currently, a part of the Kisuki Line of West Japan Railway Company), and they became No. 1 and No. 2 in the company.
Japanese: 121と123は、1915年3月に簸上鉄道（現在の西日本旅客鉄道木次線の一部）に払下げられ、同社の1，2となった。
English: On the other hand, No. 1 was again registered in August 1934 at Japan National Railways (Ministry of Railways) under the former number 121 because of the nationalization of Hinokami Railway, but it was again sold to Nanso Railway in 1935 and became No. 1 in the company.
Japanese: 1は1934年（昭和9年）8月の簸上鉄道国有化により、再び国有鉄道（鉄道省）籍に戻り、帳簿上は旧番の121に復したが、翌1935年（昭和10年）には、南総鉄道に再び譲渡され、同社の1となった。
English: However, no information was found after Nanso Railway was abolished in 1939.
Japanese: しかし、南総鉄道は1939年（昭和14年）に廃止され、その後の消息は不明になっている。
English: No. 130 and No. 140 were sold in 1913 to Miyazaki Prefectural Railway (currently, a part of the Nippo Main Line and the Tsuma line of Kyushu Railway Company), and they were used under the same number as those of Tetsudo-In.
Japanese: 130と140は、1913年（大正2年）に宮崎県営鉄道（現在の九州旅客鉄道日豊本線及び妻線の一部）に払下げられ、鉄道院時代の番号のまま使用された。
English: They were again registered by the Japan National Railway in September 1917 when Miyazaki Prefectural Railway was nationalized.
Japanese: 1917年（大正6年）9月に宮崎県営鉄道は国有化され、両機は再び国有鉄道籍に戻った。
English: No. 130 was sold in 1919 to Boseki Railway and used under the same number as that of Tetsudo-In.
Japanese: 130は、1919年（大正8年）に防石鉄道に譲渡され、旧番号のまま使用された。
English: It was sold to Taiwan in 1940 and nothing has been heard about it since then.
Japanese: 同機は1940年（昭和15年）に台湾に売却されたが、その後の消息は不明である。
English: On the other hand, No. 140 was sold in 1922 to Anan Railway (currently, a part of the Mugu Line of Shikoku Railway Company) and was used under the former number.
Japanese: 一方140は、1922年（大正11年）に阿南鉄道（現在の四国旅客鉄道牟岐線の一部）に譲渡され、旧番号のまま使用された。
English: As Anan Railway was nationalized in July 1936, it was registered by Japan National Railway for the third time.
Japanese: 阿南鉄道も1936年（昭和11年）7月に国有化され、同機は三度国有鉄道籍に戻った。
English: In 1940, after it was registered by the Japan National Railway for the third time, it was sold to Ecchu Railway (it later became the Imizu Line of Toyama Chiho Tetsudo Inc. and the current Manyo Line Shinminatoko Line).
Japanese: 再々買収後の1940年に越中鉄道（後の富山地方鉄道射水線及び現在の万葉線新湊港線）に譲渡された。
English: It was sold in 1942 to Tohoku Chemical's fertilizer private side located at Murasakino Station of the Tohoku Main Line and was used until 1952.
Japanese: 1942年（昭和17年）に東北本線村崎野駅にあった東北化学肥料専用線に売却され、1952年（昭和27年）まで使用された。
English: No. 131 and No. 141 were transferred to the Engineering Bureau of the Interior Ministry in March 1912 and used for construction work of government-administered rivers, but the details are unknown.
Japanese: 131と141については、1912年3月に内務省(日本)土木局に保管転換され、直轄河川の工事用に使用されたが、詳細は不明である。
English: One locomotive sold to Kaetsu Railway (No. 2 steam locomotive. Former No. 123) is being preserved at 'Kaetsu Steam Locomotive Square' located in Yosano-cho, Yosano-gun, Kyoto Prefecture.
Japanese: 加悦鉄道に譲渡された1両（2号蒸気機関車。旧123号）が、京都府与謝郡与謝野町の「加悦SL広場」に静態保存されている。
English: It was designated, together with its locomotive registry, as a national important cultural property as of June 9, 2005.
Japanese: 同機は、2005年（平成17年）6月9日、その機関車台帳とともに国の重要文化財に指定された。