nntsuzu/KFTT huggingface dataset:
English: When introduced in 1938, this type of train was operated between Tenmmabashi Station and Hirakata-higashiguchi Station (currently Hirakatashi Station), and stopped at the following stations: Gamo (currently Kyobashi), Kadoma (currently unused), Kayashima, Neyagawa (currently Neyagawashi), Korien and Hirakata (currently Hirakata-koen).
Japanese: 1938年の設定当時は天満橋～枚方東口（現・枚方市）で運行され、停車駅は蒲生（現・京橋）、門真（現在は廃止）、萱島、寝屋川（現・寝屋川市）、香里園、枚方（現・枚方公園）であった。
English: It was lower than the sub-express in type, but it even went nonstop at Moriguchi Station (currently Moriguchishi Station), which was a sub-express stop at that time.
Japanese: 種別としては準急よりも下位であるが、当時準急停車駅であった守口（現・守口市）を通過していた点が特徴である。
English: After that, with the timetable revision in 1960, it came to its present form as a section express, being integrated with the types of local trains that until then went nonstop between Kyobashi Station and Moriguchi Station.
Japanese: その後、1960年のダイヤ改正で、それまで運行されていた京橋～守口間通過の普通に統合される形で現在の区間急行となった。
English: On the other hand, other than the section express, express trains that had operated between Tenmmabashi Station and Hirakatashi Station during rush hours were extended in 1952 to run up to Yawatacho Station and Fukakusa Station by stopping at all stations from Hirakata-koen Station and to the north.
Japanese: 一方、この区間急行とは別に、1952年にそれまで混雑時に天満橋～枚方市間で運行されていた急行を、枚方公園以北を各駅停車とする形で八幡町・深草まで延長した。
English: This express train carried a type board with the letter '急' (Express) written in red against a red-rimmed white background (and on both sides the destination was indicated).
Japanese: この急行は種別板が赤の縁取りで白地に赤文字で「急」と書かれていた（両サイドに行先を表記）。
English: This type board was the same as that used on express trains set up in later years, which arrived at and departed from Kuzuha Station (however, the stops of those express trains are the same as for the express trains that run through the entire line).
Japanese: この種別板は後年設定される樟葉始発の急行（ただし停車駅は全線通しの急行と同様）の種別板と同様のものであった。
English: Sub-express and this type (A-express) only made a difference in whether the train went nonstop or not at Toyono Station (closed in 1963) and Kozenji Station, and therefore, by the timetable revision made following the relocation of Kyobashi Station in 1969, this type was integrated into the sub-express and was eventually discontinued.
Japanese: 準急との違いは豊野（1963年廃止）と光善寺を通過するか停車するかの違いのみであったため、1969年の京橋駅移転によるダイヤ改正により準急と統合して廃止された。
English: This express, which operated in a limited section, was called 'A-express' because it was numbered together with the prefix 'A.'
Japanese: この区間運転の急行は当時の列車番号の頭部に「A」を付番していたため「A急行」とも呼ばれる。
English: At that time, in 1964, it was operated between Hirakatashi Station and Yodoyabashi Station at the peak of the morning rush-hour period (during this time slot, the section express arrived at and departed from Korien Station, Kayashima Station or Moriguchishi Station, except for a few trains) and in the route between Yodoyabashi Station and Yawatacho (the trains are stored in Fukakusa Depot), among others, in the evening and later.
Japanese: 1964年当時は朝ラッシュ最ピーク時に枚方市～淀屋橋間で（この時の区間急行は一部を除き香里園・萱島・守口市始発であった）、夕方以降に淀屋橋～八幡町（入庫列車は深草）系統を中心に運行していた。
English: This type of train was operated during evening rush hours and at night from September 27, 1989 to September 5, 2003 (the operation section was from Kuzuha Station or Yodo Station to Demachiyanagi Station, and the train made stops at the following stations: all stations between Kuzuha Station and Chushojima Station, Tanbabashi Station and Fushimi-inari Station, and all stations between Shichijo Station and Demachiyanagi Station).
Japanese: 1989年9月27日から2003年9月5日まで運転されていた種別で夕方ラッシュ時・夜間を中心に運転されていた（運転区間は樟葉・淀～出町柳で停車駅は樟葉～中書島間の各駅・丹波橋・伏見稲荷・七条～出町柳間の各駅であった）。
English: With the timetable revision of 2000, this train operated between Kuzuha Station and Demachiyanagi Station during evening rush hours was downgraded to a local train.
Japanese: 2000年のダイヤ改正で夕方ラッシュ時の樟葉～出町柳間の列車は普通に格下げされた。
English: This was originally a type of express that was operated directly from Sanjo Station to the Keihan Uji Line, and therefore many trains of this type were in service with five cars, probably maintaining the original composition.
Japanese: この列車の前身は三条から京阪宇治線に直通していた急行であり、その名残か5両編成での運転が多かった。
English: Since the timetable revision of September 6, 2003, the operation of its old schedule that was practiced in 1989 and before, has recovered in which the train made a stop at every station from Kayashima and to the east.
Japanese: 2003年9月6日のダイヤ改正以後は萱島以東で各駅に停車する1989年以前の形に戻っている。
English: However, the sub-express that proceeded from the Osaka area sometimes went nonstop at several stations from Hirakata-higashiguchi Station (currently Hirakatashi Station) and to the east around 1937 when the designation of types was carried out, and after the war, since the restart of the operation for a while, from Chushojima Station eastward.
Japanese: なお、大阪方面からの準急は1937年の種別設定当時は枚方東口（現・枚方市）以東、戦後の運行再開後しばらくの間は中書島以東で通過駅があった。
English: Until 1968, direct express and sub-express trains to the Nara Electric Railway (since 1963, Kintetsu Kyoto Line) were operated between Tanbabashi Station and Sanjo Station (the express train was designated after the merger with Kintetsu Corporation).
Japanese: 1968年まで、丹波橋～三条間に奈良電気鉄道（1963年以降は近鉄京都線）直通の急行・準急が運転されていた（急行は近鉄統合後の設定）。
English: Rolling stock of both Nara Electric Railway and Kintetsu Railway was used, and express trains as well as the sub-express trains made stops at the same stations as the direct express trains running between Kyoto and Osaka.
Japanese: 奈良電気鉄道・近鉄の車両が使用され、停車駅は急行・準急とも京阪間直通の急行と同一であった。
English: With the timetable revision of 1960, while the local through-trains started making stops at all stations and the trains that made shuttle operations at Hirakatashi Station, after switching them to those running nonstop between Kyobashi Station and [INCOMPLETE TEXT]
Japanese: 1956年に、天満橋～三条間直通の普通列車については、当時の複々線区間である京橋～守口（現・守口市）間が通過となった。
English: And as for these stations located along that section, the local train that shuttled at Hirakatashi Station would stop.
Japanese: この区間の各駅については、枚方市折り返しの普通列車が停車する形になっていた。
English: These two local trains were called 'local' in the announcement without any distinction.
Japanese: この二つの普通は案内の上では特に区別されず、どちらも「普通」であった。
English: With the timetable revision of 1960, while the local through-trains started making stops at all stations and the trains that made a shuttle operation at Hirakatashi Station, after switching them to those running nonstop between Kyobashi Station and Moriguchi Station, were designated as section express trains following their integration into the aforementioned 'section express'; consequently, the local trains that had nonstop stations disappeared.
Japanese: 1960年のダイヤ改正で、直通列車を全駅停車に、枚方市折り返し列車を京橋～守口間通過に入れ替えた上で、上記の「区間急行」と統合する形で区間急行に変更され、通過駅のある普通列車は消滅した。
English: When the line was inaugurated, it was a route with many curves because one-third of the Keihan Line was denominated as a tramway according to the applied regulation (Tramways Ordinance, later Tramways Act) and it was laid along the ancient route to Kyoto, threading through posting stations.
Japanese: 開業当初は適用法規（軌道条例、後に軌道法）の関係から京阪線の3分の1が併用軌道区間で、京街道の宿場を縫うように造られたためにカーブの多い路線であった。
English: To date, various reforms have been undertaken, such as conversion from the shared tracks to exclusive tracks, and the construction of overhead crossings, and currently a new reform plan is ongoing (the survey expense has been allocated in the national budget of FY 2007 for an elevation plan of the section from Korien Station to Hirakatashi Station); however, since the section where the train is permitted to increase the speed up to 110 km/h is only the straight-line section between Kyobashi Station and Moriguchishi Station and still many curves remain throughout the line, the company is sometimes sarcastically called the 'Keihan Electric Curved-Railway Company.'
Japanese: 併用軌道の専用軌道化、立体交差化などによる改良が重ねられ、現在も改良工事が計画（香里園から枚方市までの高架化計画が、国の2007年度予算で調査費が計上）されているが、110km/h走行が可能となった区間は京橋～守口市間の直線のみで、今もカーブは随所に残り、「京阪電気鉄道カーブ式会社」と揶揄されることもある。
English: When the line was inaugurated, the company could not secure the land to construct stations in the central part of the city either in Kyoto or in Osaka, and later the line was gradually extended toward both centers.
Japanese: 京都・大阪側ともに開業時は中心部に駅を設けることができず、後に延伸を行っている。
English: For example, the section in the Kyoto area between Gojo Station and Sanjo Station was constructed using the special permission that Kyoto City had acquired to construct Kyoto City Trams under a borrowing arrangement in which Keihan rented the site from Kyoto City (for details, please see the section on Keihan Electric Railway Series 60).
Japanese: このうち京都側の五条～三条間は京都市が京都市電用に取得した特許を利用して建設され、市から京阪が借り入れる形を取っていた（詳細は京阪60形電車の項目を参照）。
English: On the other hand, in the Osaka area, at the outset the company had a plan to construct a station at Koraibashi as the starting point; however, it was obliged to change it to Tenmabashi under the pressure imposed by Osaka City (see the section on Municipal Monroe Doctrine), and since then the line's extension to the center of the city has been the company's long-cherished wish.
Japanese: また、大阪側は本来高麗橋を起点とする予定が大阪市の圧力で天満橋に変更を余儀なくされ（市営モンロー主義の項目を参照）、それ以来中心部への乗り入れは京阪の悲願となる。
English: During the construction, initially shared operation with Osaka City Trams was planned in cooperation with Hanshin Electric Railways, but because of some inconvenience such as the difference in rolling-stock specifications, Osaka City refused and the plan failed.
Japanese: 建設当初は阪神電気鉄道と共に大阪市電への乗り入れも計画していたが、車体規格の問題などで大阪市が難色を示しお流れとなった。
English: After that, another plan was formulated to jointly construct a general terminal station shared with the Shinkeihan Line (described later) anticipating the extension to Umeda, which was not achieved either (see the section on Keihan Umeda Line), and finally in 1963, after roughly half a century, the line succeeded in extending its operation up to Yodoyabashi Station through the use of underground tracks.
Japanese: その後、戦前には新京阪線（後述）との総合ターミナル駅建設による梅田への乗り入れ計画も作られたが果たせず（京阪梅田線を参照）、開業から半世紀余りを経た1963年にようやく地下線で淀屋橋への乗り入れを果たした。
English: The inauguration of the line was scheduled on April 1, 1910, but it was postponed till the 15th due to the failure of Moriguchi Electric Power Substation, among others.
Japanese: 1910年4月1日が開業日となるはずであったが、守口変電所の故障などで開業が15日延期された。
English: On April 15, although the line was finally inaugurated, the starting train broke down, paralyzing traffic from the beginning, and the line had a very difficult time, being bitterly criticized by the papers of that time, etc.
Japanese: ようやく開業にこぎつけた4月15日当日も車両故障が発生して始発電車から立ち往生する事態となり、当時の新聞にも酷評されるなど散々な目に遭った。
English: Therefore, in order to clean up its negative image the line offered passengers an extraordinary discount with half-price fare during the three days up to the 18th, which would be an unthinkable service nowadays.
Japanese: このため、18日までの3日間は運賃を半額にするという、今では考えられないサービスで汚名返上に努めた。
English: The required time between Tenmabashi Station and Gojo Station (it was not located in the actual place but in Shiokoji, near Kyoto Station), which was 1 hour and 40 minutes when the line was opened, was shortened to 1 hour and 30 minutes in July of the same year, and then to 1 hour 20 minutes in 1912, at the beginning of the Taisho period.
Japanese: 天満橋～五条（当時は現在の場所ではなく京都駅近くの塩小路）間の所要時間は開業当初1時間40分で、7月から1時間30分に、大正時代に入った1912年には1時間20分まで短縮した。
English: In order to further reduce the required time, in 1914 the first express train in Japan started operating.
Japanese: さらなる所要時間の短縮を狙い1914年には日本初となる急行電車の運転を開始した。
English: Initially, it was operated nonstop between Tenmabashi Station and Gojo Station late at night, and completed the run in an hour.
Japanese: 当初は深夜の運転で天満橋～五条間をノンストップで走り1時間で結ぶことに成功。
English: From the next year, the line introduced traffic signals for the first time in Japan and extended the operation hours to the daytime.
Japanese: 翌年からは日本で初めて日本の鉄道信号機を導入し、日中にも運転時間帯を拡大した。
English: After the line was extended to Sanjo Station, the train began making stops at Shijo Station, but the required time didn't change and was maintained at an hour between Tenmabashi and Sanjo.
Japanese: 三条延伸開業後は途中四条駅のみ停車となったが天満橋～三条間の所要時間は1時間で変わらなかった。
English: From 1916, this express was upgraded to the superior express (Sai-Kyuko) category, thus creating another type of express that stopped at major stations.
Japanese: 1916年からはこの急行を最急行に格上げし、主要駅停車の急行を新設した。
English: In 1927, a Keihan Electric Railway Series 600 train (the first generation), named Romance Car Keihan Electric Railway was introduced and operated as an express.
Japanese: 1927年にはロマンスカー京阪電気鉄道と称した京阪600形電車(初代)を登場させ急行に使用した。
English: This means that the first company that used the denomination 'Romance Car' for its train was not Odakyu Electric Railway but in fact Keihan Electric Railway.
Japanese: このため、「ロマンスカー」という名称を使用したのは、小田急電鉄ではなく京阪電鉄が最初となる。
English: After that, Keihan Electric Railway formulated a project to construct a rapid railway connecting Kyoto and Osaka along the right bank of the Yodo-gawa River, and established the Shinkeihan Railway (new Keihan Railway) in 1922.
Japanese: 京阪電鉄はその後、淀川右岸に京阪間を結ぶ高速鉄道を建設する計画を立てて、1922年に新京阪鉄道を設立した。
English: In 1928, when the Shinkeihan Line (currently Hankyu Kyoto Line) began operating between Tenjinbashi Station and Saiin Station, the company adopted a policy in which the Keihan Main Line concentrated its service on the daily users along the line, leaving the service for through-commuters between Kyoto and Osaka to the Shinkeihan Line.
Japanese: 1928年に新京阪線（今の阪急京都本線）天神橋～西院間が開通すると、京阪間の直通客は新京阪線に任せて京阪本線は沿線利用中心という方針を採った。
English: Therefore, on this line any train denominated Limited Express other than 'Keihan Electric Railway Series 60' train was set up during the early Showa period.
Japanese: このため昭和初期において同線には「京阪60形電車」を除いて特急と名の付く列車は設定されなかった。
English: However, during the war the Keihan Electric Railway was swallowed by the Keihanshin Express Railway (the name was changed to Hankyu Railway in 1973), and after the war, in 1949, part of the Keihan Electric Railway restarted its business, handing over the Shinkeihan Line (the name of which was then changed to the Kyoto Main Line) to Hankyu Railway and began competing with other railway lines to attract commuters between Kyoto and Osaka by introducing limited express trains.
Japanese: だが、戦中に京阪電気鉄道が京阪神急行電鉄（1973年に阪急電鉄と改称）に統合され、戦後の1949年にその京阪電気鉄道が新京阪線を京都本線と改称して阪急に残した形で再発足すると、それらとも争う形で再び京阪間直通客の獲得に乗り出し、特急が運転されるようになる。
English: During the postwar period from 1945 until 1968, it also practiced mutual operation with the Nara Electric Railway Line (currently the Kintetsu Kyoto Line).
Japanese: なお終戦直後の1945年から1968年まで、奈良電気鉄道線（現在の近鉄京都線）との相互直通運転も行っていた。
English: In 1978, the denomination of the section from Tofukuji Station southward was changed from a tramway, as defined by the Tramways Act, to a local railway as defined based on the local Railways Act; however, the section between Tofukuji Station and Sanjo Station, where work to take the tracks underground was once planned, has remained unchanged for the convenience of procedures, and nowadays it's still denominated as a tramway.
Japanese: 1978年に東福寺以南が軌道法に基づく軌道から当時の地方鉄道法に基づく地方鉄道に変更されたが、地下化工事が計画されていた東福寺～三条間は手続き上の便宜から軌道のままで残され、現在に至っている。
English: This section, which ran along the strip between the Kamo-gawa River (of the Yodo-gawa River system) and the Lake Biwa Canal (Biwako Sosui), was taken underground in 1987.
Japanese: 鴨川(淀川水系)と琵琶湖疏水に挟まれていた場所を走っていた同区間は1987年に地下化された。
English: On July 15 of the same year (1987), torrential rains that washed out the provisional bank of the Shira-kawa River poured into the Kamo-gawa River, which flows along the north side of Shijo Station, and the water flooded into the underground section, inundating Gojo Station.
Japanese: 同年7月15日集中豪雨のため四条駅北側で鴨川へ流れこむ白川の堤防が仮設で決壊して川の水が地下線に流れ込み五条駅が浸水した。
English: Four ground-level crossings with Kyoto City Trams or with Osaka City Trams remained (crossings at Shijo, Shichijo Fushimi-inari in Kyoto and Katamachi in Osaka), but the ground crossing with Osaka City Trams as well as those with Kyoto City Trams disappeared when the former was discontinued on December 18, 1968 and the latter on September 30, 1978, respectively.
Japanese: また、京都市電・大阪市電との平面交差が4か所（京都の四条・七条・伏見稲荷と大阪の片町）に残っていたが、大阪市電とは1968年12月18日、京都市電とは1978年9月30日にそれぞれ市電路線が廃止されたことによって解消した。
English: The increase of the overhead wire voltage to 1500V was made in 1983, although it was considerably late among the big private railway companies.
Japanese: 架線電圧1500Vへの昇圧は1983年と大手私鉄の中でもかなり遅い部類に入る。
English: One reason was that the line had the above-mentioned ground crossings with these trams (both of them were operated at 600V).
Japanese: これは、上記の通り路面電車（いずれも架線電圧600V）との平面交差が残っていたことも影響している。
English: Shidan-Kaido the first, second and third gun-do (three military roads for military use) situated in the section between Fukakusa Station and Fujimori Station were equipped with overhead crossings that permitted these roads to cross over the line, in order not to interrupt the maneuvers of the 16th Division of the Imperial Japanese Ground Army (Japanese Army) before the war (it has since been relocated to the suburbs as the posts of the Japan Ground Self-Defense Force (JGSDF); one in the vicinity of Obaku Station (Kyoto Prefecture) on the Keihan Uji Line and the other in the vicinity of Okubo Station on the Kintetsu Kyoto Line).
Japanese: 深草駅～藤森駅間にある師団街道第一軍道、第二軍道、第三軍道は、道路が京阪本線の線路を跨ぐ形の立体交差で、戦前の大日本帝国陸軍第16師団(日本軍)の演習の支障を防ぐためのものであった（現在の陸上自衛隊の駐屯地は、郊外の京阪宇治線黄檗駅周辺や近鉄京都線大久保駅(京都府)周辺に移転している）。
English: December 16, 1910: Inari Station changed its name to Fukakusa Station and Inari-shindo Station to Inari Station.
Japanese: 1910年（明治43年）12月16日稲荷駅を深草駅に、稲荷新道駅を稲荷駅に改称。
English: May 15, 1914: A nonstop express train started to be operated as the final train of the day.
Japanese: 1914年（大正3年）5月15日最終列車としてノンストップの急行を運行開始。
English: April 1, 1915: Three-position color-light automatic block signals were introduced for the first time in Japan.
Japanese: 1915年（大正4年）4月1日日本で初めて色灯三位式自動閉塞信号機を導入。
English: April 1, 1916: The conventional express train (kyuko) was upgraded to a superior express (Sai-Kyuko) and started the operation of the express train that would stop only at major stations with intervals of 24 minutes.
Japanese: 1916年（大正5年）4月1日従来の急行を最急行に改称、主要駅停車の急行を24分間隔で運行開始。
English: January 17, 1917: A fire broke out at Fukakusa Depot, and 19 cars (15 cars of Type 1, 4 electric freight cars, among others) were destroyed by the fire.
Japanese: 1917年（大正6年）1月17日深草車庫で火災1形車両15両、電動貨車など4両の19両焼失。
English: November 12, 1922: Undojo-mae Station became a permanent station.
Japanese: 1922年（大正11年）11月12日運動場前駅を常時開設の普通駅とする。
English: May 3, 1927: The rehabilitation of Uji-gawa Bridge and Kizu-gawa Bridge was completed (the old structures of these bridges were reused to construct Hirakata-ohashi Bridge).
Japanese: 1927年（昭和2年）5月3日宇治川橋梁・木津川橋梁の架け替えを完了（旧橋梁は枚方大橋へ転用された）。
English: July 12, 1928: The shared track of 1.856 km between Kuzuha Station and Hashimoto Station became an exclusive track for the line, following the improvement of National Route 1.
Japanese: 1928年（昭和3年）7月12日樟葉～橋本間の併用軌道1.856kmを国道1号線改良工事に伴い専用軌道化。
English: July 21, 1931: Seven sections, including the three shared-track sections totaling 2.5 km between Kadoma Station and Kayashima Station, and the shared track of 1.5 km between Hirakata-koen Station and Korien Station, came to have the exclusive track.
Japanese: 1931年（昭和6年）7月21日門真～萱島間の併用軌道3区間2.5kmと枚方公園～香里園間の併用軌道1.5kmなど7区間が専用軌道化された。
English: October 14, 1931: The section (known as "the seven curves of Noe") between Gamo Station (current Kyobashi Station) and Moriguchi Station (current Moriguchishi Station) was straightened and equipped with an exclusive track.
Japanese: 1931年（昭和6年）10月14日蒲生（現在の京橋）～守口（現在の守口市）間（通称『野江の七曲がり』）を直線化し専用軌道化。
English: October 15, 1932; The cars used on the entire Keihan Line were equipped with pantographs.
Japanese: 1932年（昭和7年）10月15日京阪線のすべての車両のパンタグラフ化完了。
English: March 15, 1934: The section express train was introduced on the section between Tenmabashi and Hirakata-higashiguchi stations.
Japanese: 1934年（昭和9年）3月15日天満橋駅～枚方東口駅間に区間急行を新設。
English: April 2, 1934: A through-train to the Keishin Line, 'Keihan Electric Railway Type 60,' started operating (which disappeared during the war).
Japanese: 1934年（昭和9年）4月2日京津線との直通列車「京阪60形電車」運転開始（戦時中消滅）。
English: September 21, 1934: Typhoon Muroto hit the Kansai district, and the inspection shed of Moriguchi Depot was seriously damaged.
Japanese: 1934年（昭和9年）9月21日室戸台風が関西を来襲、守口車庫の検車庫が破損など大きな被害を受ける。
English: June 29, 1935: The line was seriously damaged by the great flood of the Kamo-gawa River, which washed away the roadbed and destroyed the platforms between the Sanjo and Shichijo stations (following this experience, the Kamogawa Extension Project was formulated to take the Keihan Main Line underground).
Japanese: 1935年（昭和10年）6月29日鴨川大水害、三条～七条間で路盤流失・プラットホームの倒壊などの大きな被害を受ける（これを契機に京阪本線を地下化する鴨川拡幅計画が策定される）。
English: January 11, 1938: The section express train started its operation during the evening rush (the stations where the train stopped are not the same as the present stops).
Japanese: 1938年（昭和13年）1月11日夕方ラッシュ時に区間急行（現在とは停車駅が異なる）の運行を開始。
English: April 1, 1938: The trains made up of three cars started operating (during the morning and evening rush hours).
Japanese: 1938年（昭和13年）4月1日3両連結運転開始（朝夕のラッシュ時）。
English: December 25, 1939: Yawata Station's name was changed to Iwashimizu-hachimangu-mae Station, and Inari Station's name was changed to Inarijinja-mae Station.
Japanese: 1939年（昭和14年）12月25日八幡駅を石清水八幡宮前駅に、稲荷駅を稲荷神社前駅に改称。
English: April 1, 1942: Shin-morishoji Station's name was changed to Morishoji Station and Morishoji-Sembayashi Station became Senbayashi Station.
Japanese: 1942年（昭和17年）4月1日新森小路駅を森小路駅に、森小路千林駅を千林駅に改称。
English: October 1, 1943: Due to the company merger, the line became one of the Keihanshin Express Railway (Hankyu-dentetsu) lines.
Japanese: 1943年（昭和18年）10月1日会社合併により京阪神急行電鉄（阪急電鉄）の路線となる。
English: June 7, 1945: Attacked from the air, Tenmabashi Station, the Tenmabashi Transportation Office and the Tenmabashi Railway Maintenance Office were burned down.
Japanese: 1945年（昭和20年）6月7日空襲で天満橋駅、天満橋運輸事務所、同保線事務所が全焼。
English: December 21, 1945: The trains on the Nara Electric Railway (currently the Kintetsu Kyoto Line) started sharing the track from Tanbabashi Station to Sanjo Station.
Japanese: 1945年（昭和20年）12月21日奈良電気鉄道（現在の近鉄京都線）の電車が丹波橋駅から三条駅まで乗り入れ開始。
English: February 15, 1946: The operation of express trains, which had been suspended at the last stage of the war, was restarted.
Japanese: 1946年（昭和21年）2月15日戦争末期に運行を中止した急行の運行を再開。
English: April 1, 1947: The Keihan Line also started the through operation to Kyoto Station of Nara Electric Railway from Tanbabashi Station.
Japanese: 1947年（昭和22年）4月1日京阪線の電車も丹波橋駅から奈良電気鉄道京都駅まで乗り入れ開始。
English: January 1, 1948: Iwashimizu-hachimangu-mae Station changed its name to Yawatacho Station, and Inarijinja-mae Station's name was changed to Fushimi-inari Station.
Japanese: 1948年（昭和23年）1月1日石清水八幡宮前駅を八幡町駅に、稲荷神社前駅を伏見稲荷駅に改称。
English: October 1, 1949: Gamo Station's name was changed to Kyobashi Station, Hirakata Station became Hirakata-koen Station and Hirakata-higashiguchi Station became Hirakatashi Station.
Japanese: 1949年（昭和24年）10月1日蒲生駅を京橋駅に、枚方駅を枚方公園駅に、枚方東口駅を枚方市駅に改称。
English: December 1, 1949: Following the division of the company, the line becomes the Keihan Main Line of Keihan Electric Railway.
Japanese: 1949年（昭和24年）12月1日会社分離により京阪電気鉄道京阪本線となる。
English: September 1, 1950: The limited express started running between Tenmabashi Station and Sanjo Station in 53 minutes, with two outbound trains in the morning and two inbound trains in the evening (but no operation on Sundays and holidays).
Japanese: 1950年（昭和25年）9月1日天満橋～三条間で特急の運転を開始、所要時間53分、朝の下り2本と夕方の上り2本のみ（日曜・祝日は運休）。
English: May 1, 1952: A passing track was constructed at Owada Station and, following the completion of railway reform and the introduction of new type cars, the timetable was revised.
Japanese: 1952年（昭和27年）5月1日大和田駅待避線新設、線路改良の完成や、新型車投入などにより、ダイヤ改正。
English: June 23, 1952: The A-express started operating as a type of train that extended the service of express trains between Tenmabashi Station to Hirakatashi Station as far as to Yawatacho Station, by making a stop at each station from Hirakatashi Station to Yawatacho Station.
Japanese: 1952年（昭和27年）6月23日天満橋～枚方市間の急行を八幡町までの各駅に停車する形で延長したA急行の運行を開始。
English: May 10, 1953: The limited express started to provide the service with a 20-minute interval all day.
Japanese: 1953年（昭和28年）5月10日特急は終日20分間隔での運転となる。