nntsuzu/KFTT huggingface dataset:
English: Although the Joban Line and the Keihanshin Local Line were taken into account in designing type 103 cars, it was generally believed that some amendments might be required when they were actually put into service.
Japanese: 103系電車を設計した時には常磐線や京阪神緩行線は想定線区に入っていたが、実際に投入するに際しては何らかの手直し等が必要との認識をしていた。
English: This is because type 103 cars were designed focusing on the situation of commuting lines in the Tokyo Metropolitan Area (distance between stations, official speed, power condition).
Japanese: それは103系自体が首都圏の通勤路線事情（駅間距離・表定速度・電力事情等）に適した設計となっていたからであった。
English: They were designed on the premise that notch-off occurs when trains are running at sixty-eighty kilometers per hour and trains running at higher speeds than that were not taking into account.
Japanese: 60キロ～80キロ程度でノッチオフすることが前提の形式で、それ以上高速で運転する事はあまり配慮されていなかった。
English: Therefore, questions were raised whether they were suitable for the Keihanshin Local Line on which such high-speed is required, though they were usable.
Japanese: そのため、そういう運転が必要な京阪神緩行には運転はできても、線区特性上適してるかと言うと問題となった。
English: When they were introduced in 1965 to the Keihin-Tohoku Line, where distances between stations is longer than two kilometers, their suitability as commuting cars was tested by adjusting the gear ratio for a little bit more high-speed or by using MT54.
Japanese: ただ、昭和40年度から2キロ台の駅間距離のある京浜東北線での運用開始に際し、103系のギア比を少し高速よりにセッティングする事や、MT54による通勤電車の可能性を模索した。
English: As a result, no big differences were found compared with original type 103 cars, and it was confirmed that they were usable, without any amendments, where distances between stations are longer than two kilometers.
Japanese: 結局現状の103系と大きな違いは認められなかった事から駅間距離が2キロを超えるような線区でも特に手直しなく103系が使える事が確認できた。
English: They were then introduced in 1966 to the Joban Line on which distances between stations are long, and where no drastic amendments were made, other than installing disk brakes, thanks to the study results obtained when they were introduced to the Keihin-Tohoku Line.
Japanese: その後昭和41年度より更に駅間距離が長い常磐線に投入される事になるが、先に京浜東北線投入時の研究結果があったために、ディスクブレーキ付きにはしたものの、抜本的な性能に変化はなかった。
English: In 1955, the Osaka Railway Bureau once requested high efficiency cars which could shake off Rapid service in order to increase the operation frequency of short-distance rapid trains on the Kyoto-Kobe section.
Japanese: 大鉄局では昭和30年代に京都－神戸間の近距離快速電車の増発が目的で、低性能な旧形電車ではなく、快速から逃げ切れる高性能通勤電車を要求した事があった。
English: Their requirements were - four-door cars with long-seat, gear ratio: about 14.82, normal speed : about 103km when the number of passengers is 250% of capacity, average acceleration: 1.3 m h/s.
Japanese: その性能は4扉ロングシート、歯車比が14.82程度、250%乗車時での均衡速度は103キロ程度、平均加速度は1.3m/h/sであった。
English: Although the Bureau intended to operate short-distance rapid trains made up of six to ten cars every fifteen minutes, JNR Head Office concluded that if the Bureau needed new-type cars in order to increase the operation frequency of rapid trains, it should increase the number of cars per train instead of increasing the operation frequency.
Japanese: ラッシュ時の近距離快速電車の編成は15分間隔で6両～10両であり、国鉄本社としては快速増発のために新形式が必要なのであれば、増発せずに増結すれば良いとの結論を出している。
English: At that time, both of rapid trains and local trains ran on the inner line even on the quadruple-track section
Japanese: 当時は、複々線区間でも快速電車と緩行電車は内側の電車線を共同で使っていた。
English: Although the Bureau wanted to operate rapid trains on the outer track during rush hours, it was difficult due to the relationship with fright trains and superior trains as well as the structure of Ashiya and Takatsuki stations.
Japanese: ラッシュ時には外側線に快速電車を運転したかったのだが、貨物や優等列車などの列車密度の関係と、芦屋や高槻駅の駅構造の問題があった。
English: Under such circumstances, the Bureau had no choice but to operate high efficiency local trains which could shake off rapid trains between the stations where they wait for the passing of rapid trains.
Japanese: 大鉄局としては実質複線区間で快速と緩行の同時運転をする必要がある以上、快速なみの高速性能を有して待避駅間を逃げ切れる高性能緩行電車を要求せざるを得なかった。
English: In 1964, the Osaka Railway Bureau acknowledged that, depending upon busy conditions of the track, conventional types of train like type 103 may be used instead of high efficiency local trains, though transport during rush hours using inner tracks only had become saturated and was requiring a new type medium speed train coupled with higher speed capabilities, other than highly-accelerating trains like type 103.
Japanese: 1964年当時の大鉄局の認識も、内側線だけでのラッシュ輸送は飽和状態で、103系のような高加速車ではなく、中速での高速性能を加味したような形式を求めてはいたが、線路使用状況の変化によっては高性能緩行電車でなく103系のような在来型も適するとしている。
English: If the circumstance change to allow use of outer tracks in preparation for an increase of Rapid trains, it will be possible to achieve the purpose of augmenting transportation without increasing the frequency of Rapid service on the inner tracks..
Japanese: これは、快速の増発用に外側線を使えるような環境になれば、内側の快速を増発しなくても輸送力増強の目的は達せられる。
English: Therefore, high efficiency local trains are not necessarily required for increasing the frequency of trains.
Japanese: したがって、増発に必要な高性能緩行電車を求めなくても良いと言うことになる。
English: In fact, since October of 1966, some Rapid trains running on the inner tracks have been transferred to the outer tracks after both Ashiya and Takatsuki stations changed their configurations enabling to lead trains from outer tracks onto the platform tracks.
Japanese: 実際1966年10月からは芦屋・高槻の両駅が外側線からホームに入れる駅構造に変更になった事から、内側線の快速の一部を外側線に移行している。
English: Accordingly, it became unnecessary, at this stage, to additionally operate high speed local trains required by the Osaka Railway Bureau.
Japanese: したがって、大鉄局の求める高性能緩行電車の必要性は、この段階で不要になったと言える。
English: On April 7, 1968, its competitor, Kobe Rapid Transit Railway Co., Ltd., launched operations.
Japanese: 1968年（昭和43年）4月7日にはライバルの神戸高速鉄道が開通した。
English: As a counterplan, it completed the remodeling of Rapid trains to type 113 cars in 1967, and revised its timetable from then-current twenty-minute intervals for Rapid and ten-minute intervals for local trains to the current fifteen-minute intervals for all trains, at 'Yonsanto' (literally, 'four-three-ten') timetable revision on October 1, 1968.
Japanese: 対抗策として快速の113系化が1967年に完了しており、1968年10月1日の「ヨンサントオ」ダイヤ改正で従来の快速20分、普通10分ヘッド基準のダイヤから、現在と同様の15分ヘッドのダイヤとなった。
English: At this stage, the difference between Rapid and local trains in both performance and services became greater, necessitating sooner introduction of new cars for local trains.
Japanese: この段階で、快速と緩行の間に性能、サービスの両面から大きな差が開いてしまったことから、緩行への新車投入が急がれることとなった。
English: Both the Kansai branch office and the Osaka Railway Bureau have been requesting the head office to introduce new cars as soon as possible.
Japanese: 関西支社、大鉄局双方とも本社に対して以前から緩行への新車の早期投入を要請していた。
English: But, the new cars were preferentially directed to the metropolitan area where explosive demands for commuter trains are seen.
Japanese: しかし、爆発的な通勤需要の伸びを見せる首都圏への新車投入が優先された。
English: Consequently, the Keihanshin Local Train was continuously forced to wait for the introduction of new cars, until it would become too late for Expo'70 in 1970.
Japanese: その結果、京阪神緩行線への新車投入は待ちぼうけを食らい続け、新形式の導入を待っていたら1970年の大阪万博開催に間に合わない状況になってしまった。
English: The strong desire of the Osaka Railway Bureau to have new cars before Expo'70 could have led to the introduction of type 103 cars to Keihanshin Local Train.
Japanese: 万博開催までには新車を投入して欲しいという大鉄局の思いが103系の導入につながったのである。
English: In fact, type 103 cars were already running at that time on the Joban Line (currently the Joban Rapid Line) and the Hanwa Line Rapid where distances between stations are long and high-speed performance is required.
Japanese: 実際、103系もこの頃には常磐線（現在の常磐快速線）や阪和線快速といった駅間距離も長く高速性能を要求される線区にも投入されていた。
English: Accordingly, the same type 103 cars were judged to be able to sufficiently cope with the demand of the Keihanshin Local Line.
Japanese: このことから、京阪神緩行線に導入しても充分対応できると判断されたのである。
English: Thus, the operation of type 103 cars started at Akashi on August 8, 1969.
Japanese: こうして、1969年8月8日から明石に103系の新製投入が始まった。
English: And, by February of the following year, fifteen trains or 105 cars in total were set ready for operation during Expo'70
Japanese: そして、翌年2月までに15編成105両が勢揃いして万博輸送に当たることとなった。
English: However, this series of type 103 cars introduced to Keihanshin Local Line was found incapable of increasing acceleration power at the speed over sixty kilometers per hour, causing the cooling fans of motor to make a tremendous sound at speeds higher than seventy kilometers per hour, though this series of type 103 cars was certainly improved with regard to acceleration and deceleration capabilities within the range of lower speed if compared with series 51, 70, and 72.
Japanese: ところが、京阪神緩行線に投入された103系は、低速域での加減速は確かに51、70、72系より改善されたものの、60km/h以上の加速は全く伸びない、70km/h以上になるとモーターの冷却ファンが凄まじい騒音をまき散らしていた。
English: Although the theoretical maximum speed was set at 100 km/h for a new type car, its practical highest speed was limited to ninety-five km/h, which was certainly better than ninety km/h of conventional series.
Japanese: 新形電車なので、最高速度を100km/hまで取る事ができたが、最高速度は実用限界とも言える95km/hで旧形電車の90km/hに対して性能面ではアップした。
English: As electrical brakes can be used, braking distance was also improved from the conventional type car.
Japanese: 電気ブレーキも使用できる事から制動距離も旧形に対しては有利であった。
English: According to the new timetable revised in October of 1970, just after Expo'70, newly born Special Rapid trains were put into operation interspacing the then current timetable, so that some local trains were forced to shunt at Ashiya, Shin-Osaka, Takatsuki to let both the New Rapid and Rapid trains to pass.
Japanese: 万博終了後の1970年10月ダイヤ改正で新快速が誕生したが、既存のダイヤの隙間に新快速を増発したため、芦屋、新大阪、高槻で緩行が新快速、快速を連続待避するダイヤとなった。
English: From the introduction of series 103 on the Keihanshin Local Line, type 51 cars were transferred to the Iida Line, Minobu Line, Ako Line, and other lines, as well as the type 72 cars to the lines on the metropolitan rings and the Hanwa Line.
Japanese: なお、103系投入によって51系が飯田線や身延線、赤穂線などに転属したほか、72系が首都圏の周辺線区や阪和線などに転属した。
English: And, at the beginning of 1971, when the last remaining three cars of Series MoHa-70 were transferred to Senseki Line, the Series 70 has disappeared from Keihan Local Line in advance of the Series 70.
Japanese: そして1971年の初頭には最後まで残ったモハ70が3両、仙石線に転属して、51系より先に70系が京阪神緩行線から姿を消した。
English: From February to March 1972, the first improved train with two sealed-beam head lamps each and with unitized side windows was made and put into production, out of which a total 109 new cars consisting of fifteen trains plus one spare set of four cars were put into operation at the Akashi Train Depot.
Japanese: 1972年2～3月にかけて、ヘッドライトのシールドビーム2灯化と側窓のユニットサッシ化が図られた1次改良車を15編成+予備4連×1本（計109両）を新製し、明石に投入した。
English: Besides the Keihanshin local line, this series of improved cars was also delivered for service on the Joban Kaisoku Line (Joban Rapid Line) (Matsudo Train Center).
Japanese: この一次改良車は京阪神緩行線のほかは常磐快速線（松戸車両センター）に投入された。
English: In accordance with JNR's revision timetable of March 15, 1972, made in the wake of the extension of Sanyo Shinkansen line to Okayama Station, Special Rapid trains ran at intervals of fifteen minutes while the timetable for the Keihanshin Local Line was drastically altered.
Japanese: 山陽新幹線岡山駅延長による1972年（昭和47年）3月15日のダイヤ改正（「1972年3月15日国鉄ダイヤ改正」）で新快速が15分ヘッド化されたのと同時に、京阪神緩行線のダイヤは大きく変更されてしまった。
English: Conventional type cars with a maximum speed of ninety km/h were unable to get clear of Special Rapid trains that were running faster than Limited Express trains at intervals of fifteen minutes.
Japanese: 特急以上の速度で15分間隔で走る新快速から逃げ切るには線区最高速度90キロの旧形では不可能であった。
English: Nevertheless, it has become impossible to run trains between Kyoto and Nishi-Akashi stations.
Japanese: それでも新快速運転中の京都～西明石間の直通運転は不可能となってしまった。
English: In addition, local trains had no choice but to shunt at Takatsuki and Ashiya stations to pass both Special Rapid and Rapid trains back-to-back, and at Suma station to pass a Special Rapid train.
Japanese: そのほか、新快速運転時は高槻、芦屋の両駅で新快速、快速を連続待避するほか、須磨で新快速を待避するダイヤとなってしまった。
English: The frame of this timetable continued for thirteen years until March 13, 1985.
Japanese: このダイヤ体制はその後、1985年（昭和60年）3月13日まで13年続いた。
English: However, this series of type 103 car was consistently required to operate at higher speeds than the practical maximum speed of ninety-five km/h, which had caused a spate of troubles including shocks from the electric braking system, each problem of which was subsequently cleared and solved one by one.
Japanese: ただし、実用限界の95km/h以上の最高速度を要求された103系は、電気ブレーキ時の衝動などのトラブルが相次ぐ事になるが、それらも逐次問題点が明らかにされて解決されていく。
English: Although the operation of local trains was divided into two lines, the same blocking system was assigned to both inner and outer tracks, and the traffic lights, installed at a distance designed with the assumption of braking power of freight trains, gave immediate signals to restrict the speed of the following trains.
Japanese: しかし緩行運転を2系統に分割したとはいえ、内側線は外側線と同じ閉塞割りであり貨物列車のブレーキ力を想定した信号配置であった事から、すぐに後続の列車に制限信号を与える結果となった。
English: The blocking system was, however, not suitable to assure smooth operation of one Special Rapid train, one Rapid train and two local trains every fifteen minutes in a cycle, which meant each train was running at intervals of an average of three minutes and forty-five seconds.
Japanese: 15分サイクルに新快速・快速・緩行2本が走るという事は平均3分45秒間隔で電車が走る事になるが、その運転間隔をスムーズに運転するだけの閉塞割りでは無かった。
English: Accordingly, a new interval for Special Rapid trains between Osaka and Sannomiya became twenty-three minutes and thirty seconds, ten-minutes more than previous twenty three minutes and twenty seconds before the timetable revision.
Japanese: この点もあり、新快速の大阪－三ノ宮間では改正前の23分20秒から10秒増え23分30秒運転となっていた。
English: Around that time, both JNR and private railroads began the operation of air-conditioned cars for commuter trains.
Japanese: この時期になると、国鉄、私鉄を問わず、通勤電車にも冷房車が導入されるようになっていた。
English: After 1970, JNR started remodelling Rapid trains of the 113 series and equipped them with air-conditioning system, beside Special Rapid trains using JNR electric cars converted from the 153 series of the Express 'Marine Liner' and 'the history of superior trains on the Sanyo Main Line'
Japanese: 急行「マリンライナー」・「山陽本線優等列車沿革」の国鉄153系電車を充当した新快速はともかくとして、1970年からは快速の113系の冷房改造も始まっていた。
English: Under such circumstances, local trains were also equipped with air-conditioning, including the Yamanote Line, Chuo Line Rapid service and the Osaka Loop Line, followed by Keihanshin Local Line as the fourth with eleven trains consisting of seventy-seven newly built air-conditioned cars from January to March of 1974.
Japanese: そんな中で緩行の冷房化が行われることとなり、山手線、中央線快速、大阪環状線に続く4番手として、1974年1～3月に京阪神緩行線に新製冷房車が11編成77両投入されることとなった。
English: Since then, JNR adopted a new method to renew a trailer car on site instead of replacing the whole train, when they started manufacturing new trailer cars with high-positioned control cab, destined for the Tokyo area under preparatory works for ATC, as well as middle cars destined for Keihanshin Local Line.
Japanese: このときから従来のように編成単位で投入するのではなく、東京向けのATC準備工事対応の高運転台制御車と京阪神緩行線向け中間車を新製、現地で制御車を差し替えて京阪神緩行線に投入するという手法を取るようになった。
English: These cars "KuHa 103" introduced to the Keihanshin Local Line were virtually newly built cars, some of the air-conditioned cars mass-produced in the previous year for operation on Yamanote Line and Chuo Line Rapid Service.
Japanese: ただ、このクハ103は前年に新製され、山手線と中央線快速に投入された量産冷房車で、ほぼ新車に近い車両であった。
English: A sticker marking 'Air-conditioned Car' with an illustration of a penguin was pasted on the window panes on the newly deployed air-conditioned trains, indicating air-conditioned cars.
Japanese: また、このとき導入された冷房車編成の戸袋窓には「冷房車」の文字とペンギンのイラストが入ったステッカーが貼り付けられ、冷房車であることをPRした。
English: As above, a total of 291cars of series 103 (consisting of forty-one train sets plus one extra set of a four-car train) were introduced to the Keihanshin Local Line three times, but still 100 cars of series 51 and 72 remained at Akashi Depot and Takatsuki Depot in 1975.
Japanese: 以上のように、3次にわたって103系を291両（41編成＋予備4連1編成）投入したが、1975年になっても明石、高槻の両区には100両の51,72系が在籍していた。
English: In order to replace train series 51 and 72 with the series 103 from April through September of the same year, 1975, thirty-five cars of type 103 (seven sets of five middle cars) and twenty-three cars of type 103 (four sets of five middle cars, one extra unit of two motor cars and one extra trailer car) were deployed at Akashi and Takatsuki depots respectively.
Japanese: これらを置き換えるため、同年の4～9月にかけて103系を明石に35両（中間車5両×7本）、高槻に23両（中間車5両×4本+予備MM1ユニット+予備T1両）を投入した。
English: In addition, twenty-four Tc cars of (trailer car with cab) were transferred from the Yamanote Line that was under preparatory works for the installation of the ATC system.
Japanese: これに山手線ATC化準備工事Tcと差し替えたTc24両をも投入した。
English: Thus, Keihanshin Local Line was completely reorganized with the train series 103, by introducing a total of eighty cars consisting of eleven sets of seven-car trains, one extra unit of disjoined two motor cars, and one trailer car.
Japanese: これでもって7連×11本とバラ予備MM1ユニット+T1両（計80両）を編成して、京阪神緩行線の103系化を達成した。
English: Consequently, the Keihanshin Local Line's commuter train series 103 totaled 371 cars consisting of fifty-two sets of trains, one extra set of four-car train, one extra unit of disjoined two motor cars and one trailer car.
Japanese: 京阪神緩行線103系は52編成+予備4両1編成+バラ予備MM1ユニット+T1両の計371両となった。
English: But, among the type 103 cars converted at that time, a series of KuHa type 103 cars (type 103 commuter trains with a cab-equipped lead coach without driving motor) were not air-conditioned at all, so they could not be used during the summer season, but had to be renovated into air-conditioned cars at Suita and Takatori depots.
Japanese: しかし、このとき振り替えられたクハ103は、初期の非冷房車ばかりで、このままでは中間車の冷房が使用できないことから、吹田、鷹取の両工場で冷房改造を行わねばならなかった。
English: At the same time, some cars that were not remodelled into air-conditioned cars were tentatively equipped only with control switches for air-conditioning, and also one Tc coach was replaced with another from the air-conditioned trains.
Japanese: それと同時に、間に合わない車両については冷房制御スイッチだけ取り付けたり、冷房車編成のTcを1両差し替えるなどした。
English: This way, JNR managed to overcome difficult situations during the summer season until it completed the renovation in September, but JNR still operated the trains under tentative timetables until the end of February of the following year in order to reserve an extra Tc equipped with an air-conditioning system.
Japanese: このようにして、四苦八苦しながら夏季を乗り切り、9月には新性能化を完了したが、Tc冷房改造の予備車捻出のため、翌年2月末まで暫定運用を組んで対応した。
English: Thus, the old type cars have all retired from operation, including those once planned as a series 105 that later became dead..
Japanese: こうして、立ち消えになってしまった105系計画ともども旧型車は全車引退した。
English: Among the retired cars, there had been four cars of the old series KuMoHa 51 (train series 51 with a cab-equipped motor coach) which remained in operation until the last moment before the renovation of the Keihanshin Local Line, among which KuMoHa 51010, equipped with Garland ventilator, was transferred to the Chuo Line, and the three other cars (51028, 51038 and 51056) were remodelled into new series MoHa 51 (train series 51 with motor coaches).
Japanese: しかし、最後まで残った旧型車の中にはクモハ51が4両残っており、中でもクモハ51010は中央線投入組の生き残りで、新造時のままのガーランドベンチレーター装備車であったほか、残りの3両(51028,51038,51056)はモハ51として新製された。
English: Except for the above mentioned four cars and another KuHa 55150 type car (old KuRoHa 69 type) which was transferred to the Hanwa Line, all the other cars have retired from operation, crowning their glorious careers at the Keihanshin Local Line.
Japanese: このほか、旧クロハ69のクハ55150代も阪和線に転出した1両を除き全車最終取替えで枕を並べて引退となり、京阪神緩行線の花形らしい最期を遂げた。
English: After completing the replacement with series 103 on the Keihanshin Local Line, JNR replaced in August 1976 an extra tailer car disjoined at Takatsuki Depot with a Tc transferred from Keihin Tohoku Line to Morinomiya Tram Depot which was converted to an air-conditioned car at the time of transfer.
Japanese: 103系化後の京阪神緩行線は、1976年8月に高槻バラ予備のT1両を森ノ宮電車区に転属してきた京浜東北線のTc（入線時に冷房改造済み）に差し替えた。
English: At the time of timetable revision in October 1978, JNR tried to increase the transportation capacity during commuting hours by organizing two sets of seven-car trains with an extra set of four-car train (total eighteen cars), composed of newly built cars plus existing cars like the extra trailer coach on the Osaka Loop Line, a used Tc transferred from the Yamanote Line and an extra car from Akashi Depot.
Japanese: 1978年10月のダイヤ改正の際に、新造車と大阪環状線の予備T及び山手線の中古Tcに明石の予備車を活用して7連×2本+予備4両1編成（計18両）を編成、通勤時の輸送力増強を図った。
English: Since then, JNR began reforming the first improved cars into air-conditioned coaches and implemented a total of six sets (forty-two cars) by 1981.
Japanese: また、この頃から1次改良車の冷房改造を実施、1981年にかけて6本42両の改造を実施した。
English: After a thirteen year period of little change since the introduction of commuter train series 103 on the Keihanshin Local Line, JNR deployed at Takatsuki Depot in December of 1982 a new JNR electric train series 201 colored sky-blue for the first time in the Kansai region, which began a training run in January of the next year and started operation on February 21, introducing ten trains by March of the year.
Japanese: 103系化後しばらく平穏だった京阪神緩行線に、13年ぶりの新車として関西初のスカイブルーの国鉄201系電車が1982年12月に高槻に新製配置され、翌年1月には訓練運転を開始して2月21日から営業運転を開始、3月までに10編成が投入された。
English: This was the third introduction of electric train series 201 after the Chuo Line Rapid Services in 1981 (a trial car had already been made in 1979), and the Chuo/Sobu Local Line in 1982.
Japanese: 201系の投入は1981年の中央線快速（試作車は1979年登場）、1982年の中央・総武緩行線に次いで3路線目だった。
English: In sharp contrast with the introduction of commuter train series 103 on the Keihanshin Local Line, JNR took quick action to introduce new cars to the line to meet the requirements of the Katamachi Line and Kansai Line to replace, as soon as possible, their aging train series 101 and to improve their comparatively lower ratio of air-conditioned cars.
Japanese: 103系のときとは打って変わった素早い新車投入であったが、これには片町線、関西線の老朽101系の早期取替えと、他線に比べて低い両線の冷房化率の向上という背景があった。
English: These replacements were urgently required especially by the Kansai Line which was compelled to scrap many 101-type cars due to damage caused by water-covered storage tracks within the enclosure of Oji Station when typhoon No.10 attacked that area in August of the previous year, though the Kansai line managed to operate other scrap-determined 101-type cars collected from other lines in metropolitan area.
Japanese: 中でも関西線の101系は、前年8月の台風10号による王寺駅構内電留線の冠水による101系の大量廃車により、首都圏からこれまた廃車予定車の101系をかき集めて運行していたことから、これらの置換えは緊急の課題となっていたものである。
English: The introduction of commuter train series 201 on the Keihanshin Local Line was effectively linked not only to the replacement of the old series 101 at both Katamachi and Kansai Lines and improvement of the ratio of air-conditioned cars on the same lines, but also to transferring a series of 103-type cars without high-speed capability off the Keihanshin Local Line and also to try to speed up Katamachi and Kansai lines, killing three birds with one stone.
Japanese: このような状況における京阪神緩行線への201系の投入は、片町、関西両線の老朽101系の取替えと冷房化率の向上につながるだけでなく、京阪神緩行線から高速性能のない103系を転出させることでスピードアップを図るという、一石三鳥の効果を狙ったものだった。
English: Although a type 201 car was charged with rather difficult challenge to use regenerating brakes in a high-speed range, it had in fact a far higher capacity than type 103 cars, because it was equipped with a high-output (150 kW) motor type MT60 and an armature chopper control device that was designed for future suburban trains.
Japanese: 実際、201系は高速域から回生ブレーキを使えるというやや無理な要望が盛り込まれた車両であったが、搭載されたMT60型モーターが150kWと高出力であり、電機子チョッパ制御装置も将来近郊用に使用することを想定して開発されたものであったために、総体として103系とは比較にならないほど高い高速性能を持っていた。
English: Besides, its bogie was air cushioned schlieren type bogie series DT46, offering an incomparably comfortable ride to passengers especially in the high-speed range, being so different from a bogie series DT33 for type 103 cars as chalk from cheese.
Japanese: そのほか、台車も空気ばねでシュリーレンタイプのDT46系台車を装備して、103系のDT33系台車とは雲泥の差の乗り心地（特に高速域）であった。
English: In this way, the series of type 201 cars happened to be an excellent fit to the desired features of the Keihanshin Local Line.
Japanese: これらのことから、図らずして京阪神緩行線の特色に見事にフィットした車両となった。
English: They were also welcomed favorably by passengers who appreciated these cars characterized by an apparently recognizable blackface and bright interior finish both featuring a newly built car.
Japanese: また、乗客からも一目で新車とわかるブラックフェイスと明るい内装は好評を持って迎えられた。