nntsuzu/KFTT huggingface dataset:
English: However, only a few local trains of Series 221 are operated during the rush hour, while local trains with Train Series 113 are overwhelmingly present except for trains without conductors on board.
Japanese: 221系の普通列車はラッシュ時に数本存在するのみで、ワンマン運転時を除いても113系の普通列車のほうが圧倒的に多い。
English: There used to be some local trains that started from and terminated at Shin-Osaka Station only early in the morning and late at night (these local trains also passed Tsukamoto Station without stopping).
Japanese: 過去には早朝・深夜のみ新大阪駅始終着の普通列車も存在していた（こちらも塚本駅は通過）。
English: Consequent upon the timetable revision of March 15, 2008, all of the outbound trains (except for limited express trains and local trains bound for Sasayamaguchi) have been operated directly from the JR Tozai Line at a peak period in the rush hour in the weekday morning (between 8:00 a.m. and 9:00 a.m.).
Japanese: 2008年3月15日のダイヤ改正より平日朝ラッシュのピーク時（8時台）の下り列車は特急および篠山口行きの普通列車を除き全てJR東西線からの直通列車となった。
English: Therefore, the number of cases where those trains connect with a local train that shuttled at Amagasaki Station has increased.
Japanese: このために尼崎駅折り返しの普通列車との接続を取るケースが増えている。
English: JNR/JR Diesel Car Type Kiha 65 (Special Limited Express Kani Kani Kitakinki and Kani Kani Express) used to be used for the Limited Express Edel-Kitakinki, Edel-Tango, Edel-Tottori and Express Daisen but is no longer operated periodically, as these trains have been discontinued.
Japanese: 国鉄キハ65形気動車（臨時特急カニカニ北近畿・臨時特急カニカニエクスプレス）-以前は特急エーデル北近畿・丹後・鳥取、急行だいせんでの運用があったが、これらが廃止されたため、定期運用はない。
English: JNR/JR Suburban Train Series 117 (rapid and local trains): Collectively used with the JR Nara Line up to 2001.
Japanese: 国鉄117系電車（快速・普通列車）-2001年までは奈良線と共通運用だった。
English: This series was also temporarily used after the resumption of operations instead of the Train Series 207, which was the train involved in the JR Fukuchiyama Line Train Derailment Accident, because many trains of that series needed to leave the scene of their work in order to be repainted.
Japanese: また、JR福知山線脱線事故の車両となった207系の車体塗装の塗り替えによる運用離脱が相次いだため、路線の運転再開後に一時的ではあるが応援運用にも入った。
English: KTR Limited Express (diesel car) Series KTR8000 (Limited Express Tango Discovery): 'Tango Discovery' was a name given to the trains that started from and terminated at Shin-Osaka Station from 1996 to 1999.
Japanese: 北近畿タンゴ鉄道KTR8000形気動車（特急タンゴディスカバリー）-1996年から1999年まで新大阪発着列車が「タンゴディスカバリー」を名乗っていた。
English: The series was also used for the Limited Express Tango Explorer in place of the KTR Limited Express (diesel car) Series KTR001 between June 19, 2005 and March 17, 2007.
Japanese: また、2005年6月19日～2007年3月17日の間、北近畿タンゴ鉄道KTR001形気動車の代替でタンゴエクスプローラーに使用されていた。
English: JNR/JR Diesel Cars Series Kiha 58 (Limited Express Edel-Kitakinki, Edel-Tango, Edel-Tottori, Express Daisen, Express Tango, local train)
Japanese: 国鉄キハ58系気動車（特急エーデル北近畿・丹後・鳥取、急行だいせん、急行丹後、普通列車）
English: There used to be many stations used by small numbers of passengers, but the numbers of passengers increased enormously, not only because the development along the line below Sasayamaguchi Station moved ahead at a fast pace as the line above Takarazuka was electrified and the line between Takarazuka and Shin-Sanda was double-tracked on November 1, 1986, but also because many passengers switched from the Hankyu Takarazuka Line of the Hankyu Railway and the Hankyu Itami Line (which lie in parallel with the Fukuchiyama Line) to the Fukuchiyama Line.
Japanese: 乗車人員が少ない駅が多かったが、1986年11月1日の宝塚以北電化、宝塚～新三田間複線化を機に、篠山口駅以南では沿線の開発が急ピッチで進められ、その上並行する阪急電鉄阪急宝塚本線・阪急伊丹線から大幅に乗客がシフトしたこともあって乗客数は急増。
English: The Fukuchiyama Line, which had fewer than 100 trains operated a day at the time of the inauguration of JR, started changing to a line with a tight railroad schedule and had over 360 trains a day after the inauguration of the JR Tozai Line in 1997 (which is still less tight than the schedule of the Hanwa Line or the Yamatoji Line that are double-tracked in the same way as the Fukuchiyama Line, but it is said that this tight schedule contributed to the JR Fukuchiyama Line Train Derailment Accident).
Japanese: JR発足時は、1日の運転本数が100本足らずだった福知山線は、1997年のJR東西線開業以降は1日360本を超える過密ダイヤ（近隣の同じ複線路線である阪和線や大和路線に比べれば本数はまだ少ないが、これがJR福知山線脱線事故の一因になったともいわれる）へと変化していった。
English: Along with the double-tracked line below Sasayamaguchi Station, the number of trains has increased and access to Osaka Station has improved dramatically; moreover, the inauguration of the JR Tozai Line has provided good accessibility to Osaka City, eastern Osaka and the direction of Nara.
Japanese: 篠山口駅以南の複線化による増発で大阪駅へのアクセスが飛躍的に向上し、JR東西線の開業で大阪市内や大阪東部、奈良方面とのアクセスも充実した。
English: The busiest railway station on the Fukuchiyama Line is Takarazuka Station, which was used by approximately 30,000 people a day in 2004.
Japanese: 福知山線で最も利用者の多い駅は宝塚駅で、2004年度現在での1日の乗車客数約3万人。
English: Other major stations used by more than 10,000 people a day include, in descending order, Itami Station (West Japan Railway Company), used by about 21,000 people; Kawanishiikeda Station, used by about 20,000 people; Sanda Station (Hyogo Prefecture), used by about 16,000 people; and Shin-Sanda Station, used by about 14,000 people.
Japanese: その他の乗車客数1万人以上の主要駅は、順に伊丹駅(JR西日本)が約2万1千人、川西池田駅が約2万人、三田駅(兵庫県)が約1万6千人、新三田駅が約1万4千人である。
English: The number of users of the stations above Shin-Sanda, even in the Urban Network, is much lower than users of those major stations: the total amount of users of the seven stations remains at approximately 10,000.
Japanese: アーバンネットワーク内でも新三田以北では利用者数が少なくなり、7駅合計で約1万人に留まる。
English: Because there is a significant difference in the amount of users between the two sections, between Osaka and Sasayamaguchi and between Sasayamaguchi and Fukuchiyama, four cars are added to or disconnected from the rapid trains that run all the way through these sections at Sasayamaguchi station, so eight-car rapid trains are operated between Osaka and Sasayamaguchi while four-car rapid trains are operated between Sasayamaguchi and Fukuchiyama.
Japanese: 大阪～篠山口間と篠山口～福知山間では乗客数に大きな差があるため、一部の全線直通運転の快速列車は篠山口駅で増解結が行われ、大阪～篠山口間では8両、篠山口～福知山間では4両で運転される。
English: Some cars are added to trains that run between Sasayamaguchi and Osaka during the morning rush hour for the inbound train and during the evening rush hour for the outbound train.
Japanese: 上りは朝ラッシュ時に下りは夕方から夜にかけてのラッシュ時に篠山口～大阪間を走行する列車が篠山口駅で増解結を行う。
English: Other trains that run all the way through the line consistently have either four cars or six cars from the starting station to the terminal.
Japanese: その他の全線直通列車は始発駅から終点に到着するまで一貫して4両編成か6両編成で運行される。
English: The majority of the trains are those without conductors on board and limited express trains, and not only the number of trains operated an hour is only one limited express and one local train (a few local trains are available per hour during the rush hour) but there are many stations used by small numbers of passengers.
Japanese: ワンマン列車や特急列車が中心で電車の本数は特急列車と普通列車が1時間に1本ずつ（ラッシュ時は普通列車が1時間に2～3本）しかなく、乗降客の少ない駅が多い。
English: The Fukuchiyama Line features expensive fare for a JR line around Osaka because the line, including the section between Amagasaki and Takarazuka, wasn't included in the Osaka Train Specific Section in the JNR years.
Japanese: また、尼崎～宝塚間も含めて国鉄時代に大阪電車特定区間に含まれなかったため大阪近辺のJR線にしては運賃が高くなっているのが特徴である。
English: The Fukuchiyama Line was originally established as a horse tramway by Kawabe [Kawanobe] Basha Tetsudo and connected Amagasaki (later Amagasaki-ko) and Itami.
Japanese: 福知山線の発祥は、川辺馬車鉄道が開業させた尼ヶ崎（のちの尼崎港）～伊丹間の馬車鉄道である。
English: Kawabe [Kawanobe] Basha Tetsudo later had a name change to Settsu Railway; the horse tramway was reconstructed into a light railway using steam power, and services started between Amagasaki and Ikeda (currently Kawanishiikeda).
Japanese: のちに摂津鉄道と改称して馬車鉄道を蒸気動力の軽便鉄道に改築し尼ヶ崎～池田（現在の川西池田）間を開業させた。
English: The Settsu Railway merged with the Hankaku Railway, which was planning to build a railway from Osaka City to Maizuru City, and corrected its track gauge to extend the services to Takarazuka Station.
Japanese: 摂津鉄道は、大阪市から舞鶴市までの鉄道を計画していた阪鶴鉄道に合併され、改軌した上で宝塚駅まで開業。
English: After that, their services were gradually expanded and opened to traffic up to Fukuchiyama-Minamiguchi Station (near Horiuchida-cho) in 1899.
Japanese: 以後順次延伸されて、1899年には福知山南口駅（堀内田町付近）まで開通した。
English: In 1904, the section between Fukuchiyama and Shin-Maizuru (currently Higashi-Maizuru Station) by way of Ayabe--which was rushed by the military in order to open to traffic up to the Maizuru army base as a military railway for the strategy against Russia--was opened to traffic under the control of the government.
Japanese: 1904年、軍部からの要請で対ロシア戦略の軍用鉄道として舞鶴鎮守府までの開通を急がされた福知山～綾部～新舞鶴（現在の東舞鶴駅）間が官設で開通。
English: Hankaku Railway also expanded its services up to the present-day Fukuchiyama Station (Amata), and completed the railway line between Osaka and Maizuru by lending the section between Fukuchiyama and Shin-Maizuru.
Japanese: 阪鶴鉄道も現在の福知山駅（天田）まで延伸し、福知山～新舞鶴間の貸与を受けて、大阪～舞鶴間を結ぶ鉄道が完成した。
English: Hankaku Railway was nationalized in 1907 and its railway line, including the portion under government control, was called the Hankaku Line; however, as the section on the Sanin Main Line between Kyoto and Izumoimaichi (currently Izumo City) was opened to traffic in 1912, the sections between Kanzaki (currently Amagasaki) and Fukuchiyama and between Tsukaguchi and Amagasaki became known as the Fukuchiyama Line.
Japanese: 阪鶴鉄道は1907年に国有化され、官設区間とあわせて阪鶴線と呼ばれていたが、山陰本線の京都～出雲今市（現在の出雲市）間が1912年に開通したのを機に、神崎（現在の尼崎）～福知山間、塚口～尼ヶ崎間が福知山線となった。
English: Although the railway line was designated as a semi-main line connecting Osaka and the direction of Sanin, the modernization (such as track improvement and electrification) was significantly delayed.
Japanese: 大阪と山陰方面を結ぶ亜幹線とされたが、線路改良や電化などの近代化は大幅に遅れた。
English: Moreover, although not only JNR Steam Locomotive C54 class and JNR Diesel Locomotive Type DD54 had been assigned but also the Limited Express 'Matsukaze (train)' had been operated since 1961, given that the Limited Express 'Hamakaze (train),' which had been newly started in 1972, was changed to a train with a stopover in Himeji for reasons related to the reduction in operating hours, it was far from functioning as a semi-main line.
Japanese: さらに国鉄C54形蒸気機関車や国鉄DD54形ディーゼル機関車が配属され、特急「まつかぜ(列車)」が福知山線経由で1961年から設定されていたが、1972年に新設された特急「はまかぜ(列車)」に至っては時間短縮を理由に姫路経由となるなど亜幹線として機能しているとは言い難い状況であった。
English: Furthermore, the modernization of rail cars was also delayed significantly, as seen in the long-time use of outmoded passenger cars pulled by JNR Diesel Locomotive Type DD51 for the local trains (however, with a fatal accident in the early 1980s, in which an elementary school student who was leaning out of the window accidentally tumbled off the moving train between Namaze and Takedao, passenger cars that started from and terminated at Osaka Station were replaced with the JNR Passenger Car Series 12, equipped with automatic doors, when the timetable was revised in March 1985).
Japanese: 加えて、普通列車は永らく国鉄DD51形ディーゼル機関車牽引による旧型客車が使用され続けるなど、車両面での近代化は大きく遅れていた（ただ車両については1980年代前半に生瀬～武田尾間を走行中の普通列車から身を乗り出していた小学生が誤って転落死したこともあり、大阪発着の客車列車に関しては、1985年3月のダイヤ改正で自動扉がついた国鉄12系客車客車に置き換えられて近代化している）。
English: In 1979 and 1980, the section between Tsukaguchi and Takarazuka was double-tracked in sequence, and in 1981 the section between Amagasaki and Takarazuka was completely electrified.
Japanese: 1979～1980年にかけて塚口～宝塚間が順次複線化され、翌1981年に尼崎～宝塚間の電化が完了。
English: Some mechanical semaphore signals were seen up to the early 1980s but disappeared because of the adoption of the Centralized Train Control system.
Japanese: また、1980年代前半まで腕木式信号機が現存したが列車集中制御装置化により姿を消した。
English: However, despite such modernization the number of users increased very little and the local train, which had been operated with six cars of the JNR/JR Commuter Train Series 103 between Osaka and Takarazuka since the line up to Takarazuka was electrified, subsequently shifted to four-car operation.
Japanese: だが、近代化後も利用客はほとんど伸びず、宝塚まで電化と同時に国鉄103系電車6両編成による普通電車が大阪～宝塚間で運転を開始したものの、後に4両編成に減車されている。
English: Because the local train was available only once every hour and only diesel-powered passenger cars were available above Takarazuka at that time, passengers who wanted to go from Sanda to Osaka often needed to change trains at Takarazuka Station and move to the Hankyu Takarazuka Line.
Japanese: 当時の普通電車は毎時1本しかなく、さらに宝塚以北は気動車か客車での運転だったので、三田から大阪へ向かう客も宝塚で阪急宝塚本線に乗り換えされるなどしていた。
English: Also, although the time needed to get to Osaka using the Fukuchiyama Line was approximately the same as that of the line using the Kobe Electric Railway (through Suzurandai and Shinkaichi because Hokushinkyuko Railway Hokushin Line was not yet open), far fewer trains were available per hour on the Fukuchiyama Line.
Japanese: また当時は神戸電鉄経由（当時は北神急行電鉄北神線が開業していなかったので鈴蘭台・新開地経由）での所要時間とは大きく差がなかったが、本数は福知山線の方が相当少なかった。
English: A drastic change for the Fukuchiyama Line came in 1986, when the section between Takarazuka and Shin-Sanda was double-tracked and all the sections up to Fukuchiyama were electrified (the electrification was extended to Kinosakionsen Station on the Sanin Main Line).
Japanese: 福知山線にとって劇的な変化が起こるのは、1986年に宝塚～新三田間の複線化、福知山までの全線電化（電化は山陰本線城崎温泉駅まで）が完成してからである。
English: Shortly before all the sections were electrified, the section between Namaze and Dojo, which was difficult to double-track because the railway lay along the Muko-gawa River gorge, was newly constructed as a double-track railway having successive tunnels.
Japanese: 全線電化の少し前に、武庫川の渓谷沿いに走っていたため複線化が困難であった生瀬～道場間について、トンネルの連続する複線の新線を新規に建設して切り替えられた。
English: After the electrification, the operation of the Limited Express 'Kitakinki' started and the number of local trains available every hour during the day increased to three, mainly with two cars of the JNR/JR Suburban Train Series 113 (one for operation between Osaka and Fukuchiyama and two for operation between Osaka and Shin-Sanda); however, it wasn't sufficient to have two cars so many of the local trains were packed with too many passengers and experienced successive delays, thereby resulting in many complaints about, for example, bumped passengers, especially for the trains after 22:00 to the last train.
Japanese: 全線電化以降、電車特急「北近畿」の運転開始に加え、普通電車は国鉄113系電車2両編成を主体として日中毎時3本（1本が大阪～福知山、2本が大阪～新三田）に増発されたが、2両編成は短過ぎて多くの列車で満員となり遅延が続発、特に22時台以降から最終電車にかけては時に積み残しが出るなど苦情が相次いだ。
English: On the contrary, the service for passengers was stopped in 1981 and then the line was completely abandoned in 1984 on the section between Tsukaguchi and Amagasaki-ko, known as Amagasaki-ko Line, which was first opened to traffic on the Fukuchiyama Line.
Japanese: 反面、福知山線最初の開業区間でもあった塚口～尼崎港間の通称尼崎港線が、旅客営業を1981年に廃止した後、1984年に完全に廃止された。
English: The Amagasaki-ko Line had been a Mocho (cecum) line between Tsukaguchi and Amagasaki-ko since the direct operation in the direction of Osaka was started in 1898 by constructing a connecting line to Amagasaki Station on the Tokaido Main Line.
Japanese: 同線は1898年に東海道本線の尼崎駅への連絡線を設けて大阪方面との直通運転を始めてからは、塚口～尼崎港間の盲腸線となっていた。
English: Although some cars were added, many people living in the northern area in Nishinomiya City and Sanda City, in which a rapid increase in population was seen, asked that rapid trains be provided, and some rapid trains came on the scene after the privatization of JNR in 1989 (the section for the rapid train was only between Osaka and Sanda, which is the same as today).
Japanese: その後は車両増結で対処したが、当時人口が急増していた西宮市北部地区や三田市の住民から快速列車の設定を希望する声が相次いだため、民営化後の1989年より快速が登場（快速の区間は現在と同じく、大阪～三田間のみ）。
English: At this stage, no or only one limited express train, two rapid trains and four local trains became available on an hourly basis, which is almost the same as today.
Japanese: この時点で日中は特急0～1本、快速2本、普通4本の現在とほぼ変わらぬ姿となる。
English: In 1997, the double-track railway was completed up to Sasayamaguchi Station and direct operation with the JR Tozai Line and the Katamachi Line (Gakkentoshi Line) started.
Japanese: 1997年には、篠山口駅までの複線化が完成し、JR東西線・片町線（学研都市線）との直通運転が開始された。
English: In 2005, the derailment accident of a rapid train running between Tsukaguchi and Amagasaki, known as the JR Fukuchiyama Line Train Derailment Accident, occurred and caused many deaths and injuries.
Japanese: 2005年、塚口～尼崎間を走行中の快速列車が脱線し、多くの死傷者を出すJR福知山線脱線事故が発生。
English: This accident raised serious questions about the management practices of West Japan Railway Company as well as its employee management.
Japanese: この事故は、JR西日本の経営体質や社員の管理にまで言及されることとなった。
English: December 12, 1893: The track gauge was set to 762mm for light railway in the section between Amagasaki and Ikeda (8 miles and 35 chains (unit) ≒ 13.58km).
Japanese: 1893年（明治26年）12月12日-尼ヶ崎～池田間（8マイル35チェーン(単位)≒13.58km）を軌間762mmの軽便鉄道に改築。
English: Amagasaki Station (later Amagasaki-ko Station), (freight train) Nagasu Station, Itami Station and Ikeda Station (currently Kawanishiikeda Station) began operating.
Japanese: 尼ヶ崎駅（後の尼崎港駅）、（貨）長洲駅、伊丹駅、池田駅（現在の川西池田駅）開業。
English: Although it was a crossing at grade with the Tokaido Line in the horse tramway era, after the track gauge was corrected crossing became prohibited except for freight trains, so passengers had to walk and freight trains had to be moved by humans to cross Nagasu Station whose station yard was divided north and south..
Japanese: 馬車鉄道時代は東海道線と平面交差していたが、改築後は貨車を除いて横断を禁止され、南北に構内を分断された長洲駅を旅客は徒歩連絡、貨車は人力で横断させていた。
English: December 27: The section between Ikeda and Takarazuka (4M50C≒7.44 km) was extended to begin operating with a track gauge of 1067 mm.
Japanese: 12月27日-池田～宝塚間（4M50C≒7.44km）が軌間1067mmで延伸開業。
English: December 28: The track gauge between Amagasaki and Ikeda was corrected to 1067mm and the operating kilometer was also shortened by 43C≒0.87km.
Japanese: 12月28日-尼ヶ崎～池田間の軌間を1067mmに改軌・改キロ、同区間で43C≒0.87km短縮。
English: June 8, 1898: The sections between Takarazuka and Arimaguchi (1M11C≒1.83km) and between Kanzaki and Tsukaguchi (1M38C≒2.37km) were extended to begin operating.
Japanese: 1898年（明治31年）6月8日-宝塚～有馬口間（1M11C≒1.83km）、神崎～塚口間（1M38C≒2.37km）延伸開業。
English: The section between Nagasu and Tsukaguchi (1M19C≒1.99 km) was discontinued, and the section between Amagasaki and Nagasu became an isolated section.
Japanese: 長洲～塚口間（1M19C≒1.99km）廃止、尼ヶ崎～長洲間は孤立区間となる。
English: January 25, 1899: The section between Arimaguchi and Sanda (9M68C≒15.85km) was extended to begin operating.
Japanese: 1899年（明治32年）1月25日-有馬口～三田間（9M68C≒15.85km）が延伸開業。
English: March 25: The section between Sanda and Sasayama (15M29C≒24.72km) was extended to begin operating.
Japanese: 3月25日-三田～篠山間（15M29C≒24.72km）が延伸開業。
English: May 25: The section between Sasayama and Kaibara (13M34C≒21.61km) was extended to begin operating.
Japanese: 5月25日-篠山～柏原間（13M34C≒21.61km）が延伸開業。
English: July 15: The section between Kaibara and Fukuchiyama-Minamiguchi (15M68C≒25.51km) was extended to begin operating.
Japanese: 7月15日-柏原～福知山南口間（15M68C≒25.51km）が延伸開業。
English: Iso Station, Kuroi Station, Ichijima Station, Takeda Station (Tamba-Takeda Station) and Fukuchiyama-Minamiguchi Station (Fukuchi Station) began operating.
Japanese: 石生駅、黒井駅、市島駅、竹田駅（後の丹波竹田駅）、福知山南口駅（後の福知駅）開業。
English: In 1900: The section between Amagasaki and Nagasu (1M58C≒2.78km) was adjourned.
Japanese: 1900年（明治33年）度-尼ヶ崎～長洲間（1M58C≒2.78km）休止。
English: November 12, 1902: The description (unit) of operating distance was simplified from "mile-chain" to "mile" (the section between Kanzaki and Fukuchiyama-Minamiguchi: 66M55C -> 66.7M).
Japanese: 1902年（明治35年）11月12日-マイル・チェーン表記からマイル表記に簡略化（神崎～福知山南口間66M55C→66.7M）。
English: April 30, 1903: The Hanabatake provisional train station began operating between Ikeda and Nakayama.
Japanese: 1903年（明治36年）4月30日-池田～中山間に花畑臨時駅が開業。
English: November 3, 1904: The section between Fukuchi and Fukuchiyama (0.7M≒1.13km) was extended to begin operating and connected to Fukuchiyama Station of the Japanese Imperial Government Railway.
Japanese: 1904年（明治37年）11月3日-福知～福知山間（0.7M≒1.13km）が延伸開業し、官設鉄道福知山駅に乗り入れ。
English: Hankaku Railway had the section of the Japanese Imperial Government Railway, which began its operation on the same day between Fukuchiyama and Shin-Maizuru (Higashi-Maizuru) via Ayabe, on a loaned basis.
Japanese: 同日開業した官設鉄道福知山～綾部～新舞鶴（現在の東舞鶴駅）間を阪鶴鉄道が借り入れ。
English: July 13, 1905: The freight feeder line between Tsukaguchi and Nagasu (1.2M≒1.93km) and the section between Nagasu and Amagasaki (1.7M≒2.76km) were restarted and crossed the Tokaido Line by means of overpasses and underpasses.
Japanese: 1905年（明治38年）7月13日-貨物支線塚口～長洲間（1.2M≒1.93km）が再開業、長洲～尼ヶ崎間（1.7M≒2.76km）が再開、東海道線と立体交差化。
English: October 12: Some sections, including those between Kanzaki and Shin-Maizuru (Higashi-Maizuru) via Fukuchiyama and between Tsukaguchi and Amagasaki, were designated as being of the Hankaku Line.
Japanese: 10月12日-線路名称制定、神崎～福知山～新舞鶴（現在の東舞鶴）間、塚口～尼ヶ崎間などを阪鶴線とする。
English: March 1, 1912: The sections between Kanzaki and Fukuchiyama and between Tsukaguchi and Amagasaki were separated from the Hankaku Line and designated as being of the Fukuchiyama Line.
Japanese: 1912年（明治45年）3月1日-神崎～福知山間、塚口～尼ヶ崎間が阪鶴線から分離され、福知山線となる。
English: May 15, 1918: The Inagawa temporary signal station was installed between Itami and Ikeda.
Japanese: 1918年（大正7年）5月15日-伊丹～池田間に猪名川仮信号所を開設。
English: April 1, 1930: The description (unit) of operating distance was changed from "mile" to "meters" (the section between Kanzaki and Fukuchiyama: 67M -> 108.3km, between Tsukaguchi and Amagasaki: 2.9M -> 4.6km).
Japanese: 1930年（昭和5年）4月1日-マイル表示からメートル表示に変更（神崎～福知山間67.0M→108.3km、塚口～尼ヶ崎間2.9M→4.6km）。
English: January 1, 1949: Kanzaki Station, Amagasaki Station and Kanzaki Platform changed their names to Amagasaki Station, Amagasaki-ko Station and Amagasaki Platform, respectively.
Japanese: 1949年（昭和24年）1月1日-神崎駅を尼崎駅に、尼ヶ崎駅を尼崎港駅に、神崎乗降場を尼崎乗降場に改称。
English: October 1, 1961: The Limited Express 'Kitakinki' began operating.
Japanese: 1961年（昭和36年）10月1日-特急「北近畿(列車)」運転開始。
English: April 30, 1969: Amagasaki Platform was merged into Amagasaki Station on paper and designated as the Amagasaki temporary platform.
Japanese: 1969年（昭和44年）4月30日-尼崎乗降場を書類上尼崎駅に併合し、尼崎臨時乗降場とする。
English: September 3, 1980: Kawanishiikeda Station was moved 0.2 km toward the direction of Kita-Itami.
Japanese: 1980年（昭和55年）9月3日-川西池田駅が北伊丹方に0.2km移転。
English: February 1, 1984: The freight feeder line (Amagasaki-ko Line) between Tsukaguchi and Amagasaki-ko (4.6 km) was discontinued, and (freight train) Amagasaki-ko Station was discontinued.
Japanese: 1984年（昭和59年）2月1日-貨物支線（尼崎港線）塚口～尼崎港間(4.6km)が廃止（貨）尼崎港駅廃止。
English: April 1, 1987: West Japan Railway Company succeeded the line upon the privatization of Japanese National Railways.
Japanese: 1987年（昭和62年）4月1日-国鉄分割民営化により西日本旅客鉄道が承継。
English: March 13, 1988: The line between Osaka and Sasayamaguchi began to be referred to fondly as the "JR Takarazuka Line."
Japanese: 1988年（昭和63年）3月13日-大阪～篠山口間の愛称としてJR宝塚線を使用開始。
English: The "JR Takarazuka Line" was first used for the line up to Shin-Sanda; however, people in Taki-gun (Sasayama City) complained about it and the section was extended to Sasayamaguchi.
Japanese: JR宝塚線については当初は新三田までであったが、発表直後に多紀郡（現篠山市）が反発し、篠山口までとなった。
English: March 8, 1997: The sections between Shin-Sanda and Hirono and between Furuichi and Sasayamaguchi were double-tracked.
Japanese: 1997年（平成9年）3月8日-新三田～広野間、古市～篠山口間が複線化。
English: October 16, 2004: The Express 'Daisen' was discontinued.
Japanese: 2004年（平成16年）10月16日-急行「だいせん(列車)」廃止。
English: April 25, 2005: The JR Fukuchiyama Line Train Derailment Accident occurred between Amagasaki and Tsukaguchi.
Japanese: 2005年（平成17年）4月25日-尼崎～塚口間でJR福知山線脱線事故。
English: Although Osaka Monorail Co., Ltd., currently has a direct connection with Osaka International Airport (Itami Airport), no JR line has been extended to the airport.
Japanese: 現在、大阪国際空港（伊丹空港）には大阪高速鉄道が乗り入れているが、JRの路線は乗り入れていない。
English: There is a concept called the 'JR Fukuchiyama Line Branch Track Plan,' in which an airport access railway from JR Itami Station to the nearby Itami Airport would be constructed.
Japanese: そこで伊丹空港に近いJR伊丹駅から伊丹空港までの空港アクセス路線を建設する「JR福知山線分岐線構想」と言われる構想がある。
English: This idea was proposed by a group of officials in the early 1990's, but it can be said that the possibility is very low because users would have to cross the runway (which in turn crosses over the Ina-gawa River) via a subway train and the line would have to make a big detour, and thus a huge construction expense would be required (while no realistic proposal about, for example, the construction force and financing has been made).
Japanese: 1990年代に入り一部筋から構想が持ち上がったが、猪名川を渡ったり滑走路を地下線で横断する必要があり大回りで建設費もかさむことから実現性の薄い構想といえる（建設主体や資金の手当てなどの現実的な案はない）。