nntsuzu/KFTT huggingface dataset:
English: Keihanshin Local Line is a common name that has been used since the era of Japan National Railway (JNR) for the local line running, as a part of Urban Network of West Japan Railway Company (JR West) in the metropolitan suburban area, between the Kyoto Station and Kobe Station (Hyogo Prefecture) of the Tokaido Main Line as well as between the Kobe Station and Nishi-akashi Station of the Sanyo Main Line
Japanese: 京阪神緩行線（けいはんしんかんこうせん）は、西日本旅客鉄道（JR西日本）の大都市近郊区間のアーバンネットワークのうち、東海道本線京都駅～神戸駅(兵庫県)間と山陽本線神戸～西明石駅間で運行される各駅停車の日本国有鉄道時代からの通称である。
English: After the launch of JR, these sections were called the JR Kyoto and JR Kobe Lines respectively (also, refer to the naming of lines)
Japanese: JR化後この区間はJR京都線およびJR神戸線と呼ばれるようになった（呼び方も参照）。
English: While the train operates on the 98.7 km Kyoto-Nisi-Akashi Section in a narrow sense, it is actually operated on the 144.7 km Yasu-Kakogawa section since the section of its operation was extended to the Kakogawa Station and Kusatsu Station (Shiga Prefecture) at the end of the JNR era.
Japanese: 狭義の区間は上記のとおり京都～西明石間98.7kmであるが、国鉄末期の加古川駅、草津駅(滋賀県)への延長を皮切りに、現在では野洲駅～加古川間144.7kmが主な運行区間になっている。
English: While centering on the Kyoto- Nisi-Akashi section, this article also discusses the Yasu-Kyoto and Nishi-akashi-Kakogawa sections as well as other lines on which direct trains run, including The Kosei Line, the Fukuchiyama Line, and the JR Tozai Line etc. when needed.
Japanese: 本項では京都～西明石間を中心に記述し、関係する項目に関して、野洲～京都間、西明石～加古川間をはじめ、湖西線・福知山線・JR東西線などの直通運転区間も含めて記述するものとする。
English: Keihanshin Local Train is not a fixed name, and there are various other names used such as Tokaido- Sanyo Local Train, Osaka Local Train and Honsen Local Train.
Japanese: 京阪神緩行線の呼称は特に定まった呼び方ではなく、別称として、東海道・山陽緩行線や大阪緩行、本線緩行などの様々な呼び方がある。
English: During the pre-war and for a while after the war, trains corresponding to current Special Rapid and Rapid services were called "Express" or Special Rapid as an abbreviated name.
Japanese: 戦前から戦後しばらくの間は現在の新快速や快速列車に相当する列車を「急行」、略称としては新快速と呼んでいた。
English: Under such circumstances, it is thought that railway relevant people and railway maniacs at the time began to use this name, in contraposition to Express, as the one that means 'trains that stop at every station.'
Japanese: このため、急行に対置する概念としての「各駅停車」として、このような呼び方が当時の関係者内部や鉄道趣味者の間で定着したものと思われる。
English: This name, including the other names mentioned above, were widely used by JNR people and railway maniacs during the era of the JNR.
Japanese: 国鉄時代は国鉄関係者や鉄道趣味者の間では別称も含めて広く使われていた。
English: After the division and privatization of JNR, however, this name has seldom been used because JR West designated the names 'Biwako Line,' 'JR Kyoto Line' and 'JR Kobe Line,' and definitions became vague due to the fact that the section of operations expanded near the end of the JNR era and direct trains started to run into the Fukuchiyama Line and the JR Tozai Line after the JR Tozai Line came into operation.
Japanese: しかし、国鉄分割民営化後はJR西日本において「琵琶湖線」や「JR京都線」、「JR神戸線」などの線名の愛称が定められたことをはじめ、国鉄末期からの運行区間の拡大や、JR東西線の開業に伴い、福知山線やJR東西線などとの直通運転の開始によって定義があいまいになってきたことから、最近ではあまり聞かれなくなってきている。
English: Even at present, however, this name is being used as the product name of model trains manufactured by Sekisui Metal Co., Ltd. (for example: 'Color of 201 Series Keihanshin Local Train').
Japanese: ただし、現在でも関水金属製の鉄道模型の商品名などで使われている（例：「201系京阪神緩行線色」）。
English: Amagasaki Station (JR West), Ashiya Station (JR West), Kobe, Suma Station, Nishi-Akashi, Okubo Station (Hyogo Prefecture), Kakogawa
Japanese: 尼崎駅(JR西日本)・芦屋駅(JR西日本)・神戸・須磨駅・西明石・大久保駅(兵庫県)・加古川
English: After the morning rush hour ends, trains run every fifteen minutes on the Kyoto-Suma/Nishi-Akashi section, Nishi-Akashi-Amagasaki section (directly run into the JR Tozai Line) (directly run into the JR Takarazuka Line) and the Amagasaki-Takatsuki section respectively.
Japanese: 現在の運転形態は、朝ラッシュ終了以降、京都～須磨/西明石間・西明石～尼崎（～JR東西線直通）・（JR宝塚線直通～）尼崎～高槻間の各系統が15分おきに運転されている。
English: As a result, eight trains per hour stop at each station located between Kyoto and Nishi-Akashi.
Japanese: その結果、京都～西明石間の各駅で1時間あたり8本の運転となっている。
English: Provided, however, that the interval of operation is not exactly seven and a half minutes because trains wait for the passing of Special Rapid/Rapid or make connections with them at Suma Station, Sannomiya Station Ashiya Station (JR West) and Osaka Station.
Japanese: ただし、新快速・快速電車と須磨・三ノ宮駅・芦屋駅(JR西日本)・大阪で待避や相互接続を取るためにきれいな7.5分間隔とはなっていない。
English: Also, as some trains start from Kyoto and turn back at Suma during the daytime, the operation interval becomes longer than the above at Shioya and further westward.
Japanese: また昼間の一部に京都から須磨で折り返すものがあり、塩屋以西で一部間隔の開く時間帯がある。
English: All trains used to run up to Nishi-Akashi thanks to the revision of the timetable made in 1998, but under the current timetable that was introduced in 2006, trains starting from Kyoto during the daytime turn back at Suma.
Japanese: もともと1998年の改正で一旦すべて西明石まで延長された電車のうち、2006年改正で京都発の昼間時間帯が須磨折り返しに短縮されたものである。
English: Only during mornings and evenings of holidays, do some trains run beyond Kyoto, up to Yasu/Katada, and beyond Nishi-Akashi, up to Kakogawa.
Japanese: また、京都以遠野洲・堅田、西明石以遠加古川までの乗り入れもあるが、現在は平日の朝夕時間帯が中心である。
English: One of the trains bound for Nishi-Akashi in the daytime ran up to Kakogawa during the last stage of the JNR, its terminal was changed to Nishi-Akashi when the frequency of Rapid running beyond Nishi-Akashi increased.
Japanese: 国鉄末期に昼間時の西明石行きのうち1本は加古川まで延長運転されたが、のちに快速の西明石以西の増発に伴い、西明石発着に戻された。
English: On the other hand, trains with starting and terminal station being Okubo Station started to run after large-scale apartment buildings were constructed at the site of Kobe Steel Ltd. works located south of Okubo Station.
Japanese: 一方大久保駅南側の神戸製鋼所工場跡地が大規模マンションとなったことから、朝ラッシュ時には大久保始発・終着の電車が設定されている。
English: As trains run mainly between Kyoto and Nishi-Akashi, their running distance sometimes exceed 100 km, which is relatively long among trains used for commuting.
Japanese: このように京都西明石間を中心とする直通運転のため、通勤用車両使用としては比較的長距離となる運転区間が100kmを越えるものも見受けられる。
English: Since the distance between the stations is long, trains are required to run at high speed while following the timetable under many restrictions necessary for connecting to Special Rapid and Rapid services.
Japanese: 駅間距離が長く運転速度が高い一方で、新快速・快速との接続のため制約の多いダイヤなど条件が厳しい。
English: Therefore, the timetable is made up taking full advantage of the capability of JR West Commuters Trains Series 207 and JR West Commuters Trains Series 321.
Japanese: このため、JR西日本207系電車・JR西日本321系電車の性能をフルに生かしたダイヤを組んでいる。
English: As a letter C (B on the weekends and bank holidays) is attached at the end of train number, the trains are sometimes called 'C train.'
Japanese: 列車番号の最後に付くアルファベットはC（休日はB）で、列車番号から「C電」と呼ばれることもある。
English: In the past, trains were in operation where their starting and terminal station was Suita Station or Koshienguchi Station.
Japanese: かつては、吹田駅(JR西日本)、甲子園口を始発・終着とする電車があった。
English: Also, trains with their starting and terminal station being Takatori Station and Sumiyoshi Station (JR West, Kobe New Transit Co., Ltd.) ran when shuttle service between two stations was implemented in Kobe City during the rush hour.
Japanese: また、朝夕ラッシュ時に鷹取駅～住吉駅(JR西日本・神戸新交通)を往復する神戸市内の小運転運行実施時に両駅を始発・終着とする電車があった。
English: After the Hanshin/Awaji Great Earthquake, operation resumed from Nishi-Akashi, Suma, Kobe to Nada Station on the west side, and from Koshienguchi, Ashiya to Sumiyoshi Station on the east side.
Japanese: 阪神・淡路大震災被災後は西から西明石・須磨・神戸・灘駅、東からは甲子園口・芦屋・住吉とそれぞれ運転再開区間が拡大していった。
English: As a part of the Urban Network, many direct trains run to the stations of other lines.
Japanese: アーバンネットワークの特徴として他線区との直通運転を柔軟に行っている。
English: As mentioned above, direct trains run to the Kizu Station of the Katamachi Line via the JR Tozai Line (only one train departs from the Kizu Station to Nishi-Akashi Station in the early morning, and others depart from and arrive at Matsuiyamate Station) as well as to the Sasayamaguchi Station of the JR Takarazuka Line (Fukuchiyama Line) (only one train bound for Takatsuki (for Kyoto on holidays) departs from Sasayamaguchi Station at night and most other trains depart from and arrive at Shin-Sanda Station, except those in the early morning, morning rush hour, and in the middle of the night).
Japanese: 前述のようにJR東西線を介して片町線とは木津（ただし、木津発は早朝の木津発西明石行1本のみで、早朝の一部を除けば松井山手駅始発・終着）まで、JR宝塚線（福知山線）とは篠山口駅（ただし、篠山口発は夜間の高槻行き（休日は京都まで延長）1本のみ。早朝、朝ラッシュ時、深夜の一部を除く大半は新三田始発・終着）まで、それぞれ直通運転を実施している。
English: In addition, a direct train makes a round trip between Katada Station (it runs only within the Kosei Line on holidays) and Omimaiko Station of the Kosei Line.
Japanese: また、湖西線とも堅田駅発着列車が1往復（休日は湖西線内のみの運行）、近江舞子行き列車が1本設定されている。
English: After the 321 series, cars were introduced, 201 series cars were shifted to the Morinomiya Train Yard of the Osaka Loop Line and the Nara Train Yard of the Kansai Main Line (Yamatoji Line), and 205 series cars were shifted to Hineno Train Yard of the Hanwa Line.
Japanese: 321系の投入に伴って、201系が大阪環状線森ノ宮電車区と関西本線（大和路線）奈良電車区に、205系が阪和線日根野電車区に転出した。
English: As a result, 207 series cars and 321 series cars, whose maximum speed is 120 km/h, are being used.
Japanese: その結果、最高速度が120km/hの207系・321系の両形式に統一された。
English: The history of Keihanshin Local Line dates back to the time when the Suita-Suma section was electrified on July 20, 1934 and the existing local trains pulled by C10 type JNR steam locomotives and C11 type JNR steam locomotives were replaced by electric trains.
Japanese: 京阪神緩行線の歴史は、1934年7月20日の吹田～須磨間の電化開業と同時に、それまで運転されていた国鉄C10形蒸気機関車、国鉄C11形蒸気機関車などが牽引する京阪神間の区間運転列車を置きかえる形で始まった。
English: Electrification of the Suita-Suma section, though it looks like a halfway measure in hindsight, was implemented since this section was a part of the electrification plan of the Otsu Station-Akashi Station section approved by the fifty-second Imperial Diet in 1926.
Japanese: 電化区間が吹田～須磨間となったのは現在ではやや中途半端な印象を与えるが、1926年の第52帝国議会で電化計画の協賛を受けた大津駅～明石駅間の一部であった。
English: This section's electrification also aimed to attract passengers from outside of the section because trains could not turn back at Osaka and Kobe Stations after the track was elevated in Osaka and Kobe.
Japanese: また、大阪、神戸両市内の高架工事完成後は、大阪、神戸両駅での折り返しが困難になることから、外延部からの集客を兼ねて同区間で電化を実施した。
English: Electrification work was also underway on the Suma-Akashi section at that time, but its completion couldn't keep up with that of the Suita-Suma section and gasoline powered trains were operated on this section.
Japanese: このとき、須磨～明石間でも電化工事を実施していたが、完成が吹田～須磨間の電化開業に間に合わなかったことから、電車に接続する形でガソリンカーを運転した。
English: On September 20, two months later, the track was electrified up to Akashi, and local trains began to run on the Suita-Akashi section instead of gasoline powered trains.
Japanese: 2ヵ月後の9月20日には明石まで電化区間が延長され、緩行は吹田～明石間の運転となって、ガソリンカーを置きかえた。
English: Model 42 type electric trains were introduced at Miyahara Integrated Operation Center when electrification was completed, and local trains were basically made up of two types, Moha 43 (Moha 42) and Kuroha 59.
Japanese: 電化と同時に宮原総合運転所に投入された42系電車は、緩行用としてはモハ43（モハ42）-クロハ59の2連を基本編成とした。
English: Trains ran every 15 minute during the off-hour, and during the rush hour, trains ran every ten minutes while coupling, in the case of up-trains, additional two or three cars, Kuha 58, Moha 43e (Moha 42) and Moha 42.
Japanese: 閑散時15分間隔、ラッシュ時には上り側にクハ58-モハ43（モハ42）を増結した4連、更にモハ42を増結した5連を10分間隔で運転した。
English: The reason why local trains coupled to a second-class car was that the line was, like the Keihin-Tohoku Line in Kanto region, an urban transport line and that demand for second-class cars were high even before electrification since the use of private cars were not common.
Japanese: 緩行電車でありながら二等車を連結しているのは、関東の京浜東北線同様都市間輸送路線であったことと、まだマイカーが普及していない時代であったことから、電化以前から二等車の需要が高かったことがあげられる。
English: Another reason was, though it is unbelievable for people living in the beginning of the twenty-first century, that many female students used a second-class car since many higher education institutes for girls were located in this area,
Japanese: 更に、21世紀初頭の現在では考えにくいことだが、この地域では当時から女子の高等教育機関が多く、女学生の通学に二等車を使うことが多かったことも、二等車連結の理由にあげられている。
English: Although 42 types of electric cars were distinguished ones from other cars of the JNR, they were still a little inferior to those of other competing private railway companies in some respects, they had wooden backs for third-class car seats.
Japanese: 42系電車は当時の省電としては破格の車両であったが、並行するライバル私鉄の車両から比べると、普通車_(鉄道車両)の背ずりが板張りであったりしたことが、やや遜色があったといえる。
English: However, their orthodox design was agreeable and they have become long-lasting favorite cars for many railway maniacs.
Japanese: しかしながら、オーソドックスなデザインは極めて好ましいものがあり、後々まで多くの鉄道愛好者から好かれる車両となった。
English: The reason why JNR frequently operated trains with fewer cars was because it was concerned about competition with other railway companies like Hankyu Railway and Hanshin Railway, rather than improving service which started before the electrification.
Japanese: このように、短編成によるフリークエントサービスを行なったのは、電化以前からのサービス向上もさることながら、阪急、阪神といったライバル私鉄を意識した面も多分にある。
English: However, as JNR established Rokkomichi Station along with electrification and tenaciously continued frequent operation, their effort led to the urbanization of the area along the line and an increase in passengers.
Japanese: しかしながら、電化と同時に六甲道等の新駅を開業し、併せて粘り強くフリークエントサービスを実施したことが、沿線での都市化の推進と乗客の獲得に寄与した。
English: The number of passengers further increased thanks to the synergistic effects of the above, which led to the increase of running frequency and the number of cars of the train.
Japanese: その相乗効果で更に乗客数が増加し、増発、増結につながっていくこととなった。
English: In order to cope with the increase in running frequency and number of cars, cars of Kuha number 58 were introduced since there were extra Moha 42 cars and 43 (third-class cars' backs of the seats were upholstered at the time)
Japanese: 緩行の増発・増結は、モハ42・43に余裕があったことからクハ58を増備することで対応した（この頃には三等車の背ずりも布張り）。
English: Among others, number Kuha 58025 cars, which was introduced in 1936, the last number Kuha 58, were very stylish cars with the side of the body of the 42 type and the front was semi-streamline-shaped.
Japanese: 中でも、1936年に登場した、クハ58のラストナンバーであるクハ58025は、42系の側面に半流線型の前面を持つ、極めてスマートな車両であった。
English: Thereafter, the Akashi Quality Control Center, Aboshi Rolling Stock Depo was established at the site of the Akashi Train Yard on August 10, 1937 before the Suita-Kyoto section was electrified on October 10 during the same year.
Japanese: その後、1937年10月10日の吹田～京都間の電化を前に、同年8月10日に明石操車場の一角に網干総合車両所明石品質管理センターを開設した。
English: Also, type 51 cars, Moha 51, Kuha 68 and Kuroha 69, that continued to run on the Keihanshin Local Line for nearly forty years since then, were newly introduced.
Japanese: また、その後40年近くにわたって京阪神緩行線を走り続けることとなる、モハ51、クハ68、クロハ69の51系各形式を新製投入した。
English: When the track was electrified as far as Kyoto, local trains started to run between Kyoto and Akashi and the original form of current Keihanshin Local Line was completed, as with express trains running between Kyoto and Kobe, that mainly used 'Ryuden' cars (a streamline-shaped car) Moha 52 and Hanryu (a semi-streamline-shaped car) 43, became the origin of the current Special Rapid and Rapid service.
Japanese: そして、京都までの電化開業後、緩行の運転区間も京都～明石間に延長され、「流電」モハ52や半流43系を主体とした京都～神戸間の急電が現在の新快速・快速の源流になったのと同様、現在まで続く京阪神緩行線の原型がここに確立したのである。
English: Around that time, a track for turning back was set at the stations of Kanzaki (current Amagasaki), Sumiyoshi and Takatori, and short distance operations during the rush hour was launched.
Japanese: また、同時期に神崎（現在の尼崎）、住吉、鷹取の各駅に折り返し線が設けられ、ラッシュ時の小運転が開始された。
English: Around that time, the government introduced economic control centering on strategic items and advocated abstaining from luxuries.
Japanese: この頃から、戦略物資を中心とした統制経済の拡大と奢侈の抑制が図られるようになっていた。
English: In response to the above, the Ministry of the Railway abolished second-class cars in the urban area as of November 1, 1938.
Japanese: 鉄道省もそれに呼応する形で、1938年11月1日から、省電区間での2等車の連結を廃止した。
English: While the Yokosuka Line and express trains of Keihanshin (Kyoto, Osaka and Kobe) area were excluded, the Keihin Line and the Keihanshin Local Line became the target.
Japanese: このときは横須賀線と京阪神間の急電は除外されたから、具体的には京浜線と京阪神緩行線ということになる。
English: Kuroha 59 and 69 were being used as substitutes for third-class cars at the time, but it was decided to modify the Kuroha 59 cars to have three doors (classified as Kuha 68) from 1940 (except express trains).
Japanese: この時点ではクロハ59、69の両形式は3等代用として使用されていたが、1940年からクロハ59形の3扉化改造（クハ68形に編入）を実施することになった（ただし、急行編成は除く）。
English: Hanwa Electric Railway asked the Ministry of the Railway to lease out electric cars to make up for the shortage of cars and they rented two types, Moha 34 and Kuha 38, from the Tokyo Railway Bureau.
Japanese: 当時の阪和電気鉄道が車両不足を補うために鉄道省に電車の貸し出しを申請、東京鉄道局からモハ34-クハ38の2連を借りた。
English: However, their interior was so shabby compared with the cars of Hanwa Railway, and voices of dissatisfaction were raised not only by passengers but also by the company.
Japanese: ところが、阪和自慢の阪和電気鉄道の車両等に比べるとあまりにもお粗末な内装に、乗客だけでなく会社側からも不満の声が上がった。
English: Facing such situation, the ministry hastily rented out another two cars, Moha 43 and Kuha 58 or Kuroha 59, to Hanwa while using the above cars for the short distance operation between Suita and Kanzaki.
Japanese: このため、慌ててこの2連を吹田～神崎間の小運転に投入するとともに、阪和にはモハ43-クハ58orクロハ59の2連を貸し出すこととなった。
English: The above leasing continued until Hanwa merged into Nankai Railway and was ultimately nationalized.
Japanese: この貸し出しは阪和が南海に合併され、後に国有化されるまで続くこととなる。
English: After Japan launched the Pacific War, express trains were abolished on November 14, 1942 and these cars were used for local trains.
Japanese: その後、日本は太平洋戦争に突入、1942年11月14日には急電を廃止し、これらの車両も緩行用に投入した。
English: However, Moha 52 cars were shunned by crew because of their streamlined-shape (a door for crew members was not equipped) and were used in the middle of the connected cars.
Japanese: しかしながらモハ52は流線型が災いして（乗務員用のドアがなかったことから）乗務員に嫌われてしまい、編成の中間に組み込まれることとなる。
English: At that time, Moha 60 and Kuha 55 cars of the Osaka Loop Line and Moha 51 and Kuha 68 of the Main Line were being exchanged in order to enhance transport capacity.
Japanese: また、この頃、輸送力増強として大阪環状線のモハ60、クハ55と本線のモハ51、クハ68をトレードして対応していた。
English: However, it became impossible to meet the increasing demand by such a superficial measure.
Japanese: ついにはこのような小手先の対応ではどちらの需要もまかなうことができなくなってしまった。
English: Under such a situation, a person in charge proposed to remodel 42 type cars into cars with four doors, use them for the Joto/Nishinari Line by replacing Moha 40 cars, change Moha 40 to Moha 51 cars and use them for the Keihanshin Local Line with bench-seats as they were.
Japanese: そこで、当時の担当者が思いついたのが42系を4扉化して城東・西成線のモハ40系の台車と振り替えて城東・西成線に投入、代わりにモハ40系をモハ51として、ロングシートのまま京阪神緩行線に投入する、というものだった。
English: The above remodeling was actively implemented while managing scarce materials, and Moha 43028 (later became Moha 64028 to Kumoha 31002 eventually) and Kuha 55106 (former Kuroha 59022, tentatively appeared as Kuha 55 it later became Kuha 85026 to Kuha 79056 eventually) appeared in 1943.
Japanese: この改造は乏しい物資をやりくりしながら積極的に実施され、第1号のモハ43028（後にモハ64028を経て最終はクモハ31002）-クハ55106（元クロハ59022の改造で、とりあえずクハ55の連番として出場、クハ85026を経て最終はクハ79056）が1943年に登場した。
English: Many Moha 43 and Kuha 58 cars were remodeled into cars with four doors and were also changed to Moha 64 and Kuha 85 (Moha 42 cars with four doors were changed to Moha 32 - the second).
Japanese: その後、多くのモハ43、クハ58が4扉化改造されることとなり、形式もモハ64、クハ85と改められた（モハ42の4扉改造車はモハ42のままモハ32（2代目）に改番）。
English: Moreover, Kuha 58025 cars were also remodeled into cars with four doors and became Kuha 85025 and eventually Kuha 79055.
Japanese: そして、あのクハ58025も4扉化改造されてしまい、クハ85025を経て、最後はクハ79055となった。
English: Along with the above remodeling, withdrawal of seats or the introduction of bench-seats for existing cars was implemented, and all Kuroha 69 and Kuha 68 cars became Kuha 55, except for Kuroha 69001 and 002 that were transferred to the Yokosuka Line in 1942 as second-class cars (they were later transferred to the Chuo/Sobu Local Line for the purpose of transporting the prince to the Chiba Army Tank School).
Japanese: これらの改造と並行して、既存の車両の座席撤去、ロングシート化も推進され、1942年に横須賀線用（後には宮様の千葉陸軍戦車学校通学に伴い中央・総武緩行線に転属）の2等車として転出したクロハ69001,002を除くクロハ69、クハ68の全車がクハ55に編入された。
English: Along with these extreme measures, Moha 60 cars were increased between 1943 and 1944 and transport capacity was enhanced by introducing six-car trains in January 1944.
Japanese: これらの非常措置と併せて、1943～1944年にはモハ60を増備、1944年1月には6連化を実施して輸送力の強化を図った。
English: On April 1, 1944, the Nishi-Akashi Station was established inside the site of the Akashi Train Depot and started passenger service for season-ticket holders (it started passenger service for people other than season-ticket holders from February 1, 1946) in order to secure the transport of commuters going to Akashi Works of Kawasaki Airplane Manufacturing Company, Ltd. located on the south side of the Akashi Train Depot (current Akashi Works of Kawasaki Heavy Industries. while it is manufacturing motorcycles at present, it was manufacturing Army Type 3 Fighters at the time).
Japanese: 直後の1944年4月1日には明石電車区の南側にあった川崎航空機明石工場（現在の川崎重工業明石工場、現在はオートバイの工場だが、当時は陸軍の戦闘機三式戦闘機などを製造していた）への通勤客の輸送手段を確保するため、明石電車区の構内に西明石駅を設置、明石電車区所持者のみの客扱いを開始した（1946年2月1日から一般客の取扱いも開始）。
English: The target of air raid was initially harbors and military works, but air raids were made on the area along the Keihanshin Local Line, including an air raid on Osaka on March 14 and on Kobe on March 17, by B29s and other carrier planes with the aim of destroying the ability to continue the war and depriving people of the will to fight.
Japanese: 最初は港湾や軍需工場を狙ったものだったが、京阪神緩行線の沿線でも3月14日の大阪、3月17日の神戸両市の大空襲を皮切りに、B29から空母艦載機に至るまで、継戦能力の破壊と戦意喪失の両面から無差別攻撃が行なわれるようになった。
English: Needless to say, railways were no exception and were attacked many times.
Japanese: もちろん鉄道もその例外ではなく、いくたびともなく攻撃を受けるようになる。
English: Among cars of Keihanshin Local Line, two cars deposited at the Kobe Station were burnt up for the first time when a Kobe air raid was made on March 17, 1945.
Japanese: 京阪神緩行線の電車の被災は、1945年3月17日の神戸大空襲の際に、神戸駅で滞泊していた電車2両が全焼したのが始まりだった。
English: When air raids were made on the works of the Kawasaki Airplane Company on July 7, the adjacent Akashi Train Depot was damaged severely and Moha 52006, the last "Ryuden" Moha 52, was burnt up.
Japanese: 7月7日の川崎航空機工場への空襲では、隣接する明石電車区も大被害を受け、「流電」モハ52系のラストナンバーであるモハ52006が全焼するなどの手痛い打撃を受けた。
English: Air raids persistent, and on August 6, the day on which the atomic bomb was dropped on Hiroshima, four cars including Moha 43038, the top number of Handen Moha 43, were damaged from an air raid at Sumiyoshi Station.
Japanese: それでも執拗な攻撃は止まず、奇しくも広島に原爆が投下された8月6日には、住吉駅構内で半流モハ43のトップナンバーであるモハ43038ほか4両が被災した。
English: Apart from the damage caused by the air raids, repair of disabled cars couldn't be done properly due to the shortage of materials and the operation rates of trains dropped sharply.
Japanese: 戦災以外にも、物資不足によって故障車の補修もままならず、車両の稼働率は目に見えて低下していった。
English: Although commuters going to military works disappeared, a lot of people rushed to trains including those who were going to buy food, demobilized soldiers, and repatriates.
Japanese: 軍需工場への通勤はなくなったが、それに代わる多くの買出し者や、帰国した復員者に引揚者たちが電車に殺到した。
English: On the other hand, the operational rate of trains was quite low due to the damage caused by air raids and the increase of disabled cars, and even active cars often became disabled cars because of the shortage of repair parts.
Japanese: しかし、肝心の電車は空襲による被災と故障車の増加で稼働率は大幅に低下しており、数少ない稼動車も修繕部品の不足から故障車の仲間入りする車両が増加した。
English: The allied forces designated 'rail cars with a white stripe' even under such situations, and among the cars of Keihanshin Local Line, seven Kuha 55 cars, mainly former Kuroha 69 and Kuroha 59 cars, were designated as 'rail car with white a stripe.'
Japanese: このような中でも、連合軍による「白帯車」指定は京阪神緩行線に対しても行なわれ、旧クロハ69、クロハ59出身車を中心に、クハ55が7両白帯車に指定された。
English: Under the pressure of an increasing number of disabled cars, JNR managed to secure reserve cars by reducing the number of trains running on the Kyoto-Takatsuki and the Akashi-Nishi-Akashi sections and hastened to repair disabled cars.
Japanese: ついには、故障車の増加に耐えかねて、京都～高槻間、明石～西明石間で運転本数を削減して予備車を捻出、その間に故障車の修理を急いだ。
English: In order to make up for a shortage of passenger cars, JNR also operated trains made up of only disabled cars of type 42 pulled by JNR C51 Type Steam Locomotive on the Osaka-Himeji section.
Japanese: さらに、客車列車の不足を補うため、大阪～姫路間で、国鉄C51形蒸気機関車牽引の42系の故障車ばかり集めた列車を運転した。
English: This state of confusion gradually calmed down from 1946 to 1947 thanks to the introduction of type 63 cars.
Japanese: このような混乱も1946～1947年の間に63系の投入などで状況は好転の兆しを見せた。