nntsuzu/KFTT huggingface dataset:
English: These trains are called 'T-trains' by the train crew since the last letter of the train number is T. (The last letter of the train numbers for Rapid trains between Takatsuki Station and Kyoto Station is M for weekdays and K for weekends.
Japanese: 乗務員などは列車番号の末尾を取って「T電」と呼ぶ場合がある（高槻～京都間快速運転の場合の列車番号末尾は平日M、休日Kである。
English: These are also called T-trains, while weekday trains are called M-trains and the weekend trains are called K-trains.)
Japanese: これらもまとめてT電と呼んだり、平日M＝M電、休日K＝K電と呼んでいる）。
English: There are some direct trains from Kyoto Station to Kusatsu Station in the morning and evening: the trains used are JNR/JR Suburban Train Series 117 and JNR/JR Suburban Train Series 113 belonging to Kyoto General Rolling Stock Station.
Japanese: 京都から草津線に直通する列車も朝夕に設定されており、京都総合車両所所属の国鉄117系電車・国鉄113系電車電車も使われている。
English: Some local trains have direct connections to the Kusatsu Line and Kosei Line, running the outer line between Kusatsu Station and Kyoto Station.
Japanese: 草津線・湖西線直通の普通電車の中には草津～京都間外側線を走るものがある。
English: The local four-door trains (Keihanshin Kanko Line) (JR (West) Suburban Train Series 207 and 321) run in the morning and evening on weekdays between Nishi-Akashi/Shinsanda and Kusatsu/Yasu.
Japanese: 平日のみ、朝晩には、西明石・新三田～草津・野洲間で4ドア車（JR西日本207系電車・JR西日本321系電車電車）による普通電車（京阪神緩行線）も運行されている。
English: The last letter of the train number is C for a weekday train (B for a weekend train, despite the fact that no trains run within the Biwako Line on weekends).
Japanese: 列車番号末尾は、平日C（休日Bだが、休日の琵琶湖線内の運転はなし）である（こちらはまとめてC電と呼ばれている）。
English: Kyoto Electric Railway is a private rail company established in 1893.
Japanese: 京都鉄道（きょうとてつどう）は、1893年（明治26年）に設立された民営鉄道。
English: During the Meiji period it was an important issue to have railroad facilities to Maizuru City, the second-largest city (followed by Kyoto City in Kyoto Prefecture), which had a valuable commercial port on the Sea of Japan.
Japanese: 明治時代、京都市に次ぐ京都府第二の都市であり、日本海側では貴重な商港を有する舞鶴市までの鉄道敷設が緊急の課題となっていた。
English: Gentaro TANAKA and Kotetsu HAMAOKA established a company to lay a railroad from Kyoto to Maizuru City, and in 1895 the rail license was granted to lay a railroad from Kyoto Station to Maizuru via Ayabe City.
Japanese: そこで田中源太郎、浜岡光哲らが発起人となり京都から舞鶴市までの鉄路敷設を目的に会社が設立され、1895年（明治28年）に京都駅から綾部市を経て、舞鶴に至る鉄道免許を受けた。
English: The granting of a rail license to Maizuru was the result of a great effort, since there were other companies competing against Kyoto Electric Railway to lay a railroad to Maizuru, such as Hankaku Railway/Hankaku Tetsudo (Osaka-Fukuchiyama-Maizuru) and Setsutan Railway/Setsutan Tetsudo (Osaka-Sonobe-Maizuru).
Japanese: なお、舞鶴への鉄道敷設計画は京都鉄道のほか、阪鶴鉄道（大阪～福知山～舞鶴）、摂丹鉄道（大阪～園部～舞鶴）で競合するものであり、舞鶴への鉄道免許は熱心な設置運動の賜物であった。
English: The railroad was put through a sheer cliff, and once the complicated construction work to build eight tunnels and more than 50 bridges at Hozukyo Valley was finished, the sector between Kyoto and Sonobe Station opened in 1900; however, the construction work north of Sonobe did not proceed due to a cash-flow problem, and when the Maizuru army base (or Maizuru naval base) opened, the government decided it was necessary to lay railroad from Kyoto to Maizuru in order to carry out national policy, took away the rail license and started the work to finish laying the railroad by itself.
Japanese: 断崖絶壁に線路を通し、トンネル8箇所、橋梁は50箇所を越える保津峡の難工事も苦心の末、1900年（明治33年）に京都～園部駅間が開業するが、園部以北へは資金難のため工事が遅々として進まず、政府は舞鶴鎮守府開庁に続き、京都から舞鶴へ通じる鉄道の建設は国策遂行上必要不可欠とし、未成部分の鉄道免許を取り消し、政府は自らの手で京都から舞鶴へ通じる鉄道を建設を開始した。
English: Kyoto Electric Railway remained in operation between Kyoto and Sonobe, but the year after the announcement of the Japanese Railway Nationalization Act of 1906 the Kyoto Electric Railway was bought up by the government together with Hankaku Railway/Hankaku Tetsudo in 1907.
Japanese: 京都～園部間で営業を続けていた京都鉄道も1906年（明治39年）公布の鉄道国有法により1907年（明治40年）に阪鶴鉄道とともに国に買収された。
English: Nijo Station is one of the oldest wooden-constructed post houses in Japan (built in 1904); it was used as an office, but eventually it was moved to the Umekoji Steam Locomotive Museum as there was to be built an elevated railroad at the same station in 1996, which is currently used as a museum for materials.
Japanese: 1904年に本社屋を兼ねて造られた二条駅の駅舎は日本最古の木造駅舎で、1996年の同駅の高架化に伴い梅小路蒸気機関車館に移築され、資料展示館として利用されている。
English: Kyoto Station - Omiya Station - Tanbaguchi Station - Nijo Station - Hanazono Station (Kyoto Prefecture) - Saga-Arashiyama Station - Kameoka Station - Yagi Station - Sonobe Station
Japanese: 京都駅-大宮駅-丹波口駅-二条駅-花園駅(京都府)-嵯峨嵐山駅-亀岡駅-八木駅-園部駅
English: Style 3 (nos. 1, 2) - Made by Nasmyth, Wilson & Co., Ltd. in England in 1894, the wheel arrangement 0-6-0 (C) tank locomotive - it is presumed that No. 2 was given to the Taiwan Governor-General Railway in 1895 (before operations began).
Japanese: 形式3（1，2）-1894年英ナスミス・ウィルソン社製・軸配置0-6-0(C)タンク機関車-2は1895年（開業前）に台湾総督府鉄道に譲渡と推定。
English: Style 1 (No. 2 (second generation), 6, 7) - Made by Nasmyth, Wilson & Co., Ltd. in 1898, 1903 in England, the wheel arrangement 2-4-2 (1B1) tank locomotive→Railway Bureau JNR steam locomotive type 400 (643-645)
Japanese: 形式1（2（2代），6，7）-1898年、1903年英ナスミス・ウィルソン社製・軸配置2-4-2(1B1)タンク機→鉄道院国鉄400形蒸気機関車（643～645）
English: Style 2 (No. 3) - Made by Dubs & Co. in 1894 in England, the wheel arrangement 2-4-2 (1B1) tank locomotive→Railway Bureau JNR steam locomotive Type 400 (509), ※it was given from the government's own railway?)
Japanese: 形式2（3）-1894年英ダブス社製・軸配置2-4-2(1B1)タンク機→鉄道院国鉄400形蒸気機関車（509）※官設鉄道から割譲？
English: Style 4 (nos. 4, 5) - Made by Pittsburgh Locomotive and Car Works in 1897 in the United States, the wheel arrangement 4-4-0 (2B) tender engine (tender locomotive)→it was given to Sanyo Railway Company in 1905.
Japanese: 形式4（4，5）-1897年米ピッツバーグ社製・軸配置4-4-0(2B)テンダー機関車-1905年山陽鉄道に譲渡。
English: Kansai Railway Company (It's pronounced in kanji characters as either Kansai Railway Company or Kansei Railway Company) is a railway industry that runs railroads across Central Japan Railway Company (JR Central) and West Japan Railway Company (JR West)'s current railroad, which existed during the Meiji period; it is the predecessor of the Kansai Main Line, Kusatsu Line, Katamachi Line, Kisei Main Line, Sakurai Line, Wakayama Line, Nara Line and Osaka Loop Line.
Japanese: 関西鉄道（關西鐵道。かんさいてつどう、かんせいてつどう）は、明治時代に存在した現在の東海旅客鉄道・西日本旅客鉄道の路線にまたがる鉄道事業者で、関西本線・草津線・片町線・紀勢本線・桜井線・和歌山線・奈良線・大阪環状線の前身である。
English: This railroad was opened in order to connect the area in Mie and Shiga prefectures along the old Tokaido, which was not included in the route of the Tokaido Main Line of the Government Railway (Kantetsu); meanwhile, the Kansai Railway Company merged other surrounding railway companies to expand the route in order to set up a direct route between Nagoya and Osaka.
Japanese: 官営鉄道（官鉄）東海道本線のルートから外れた三重県・滋賀県の旧東海道沿いの地域を東海道線と連絡する目的で開業したが、周辺鉄道会社を合併することで路線規模を広げ、名古屋-大阪間の独自直通ルート開設を実現した。
English: The famous story, which has been handed through the years, states that the Kansai Railway Company had a fierce battles against the Government Railway Company to get more passengers.
Japanese: 東海道線との間で壮絶な旅客獲得競争を繰り広げたことが後世まで有名になっている（官鉄との競争）。
English: The company is well known for its progressive approach to customer service and vehicle technology; Yasujiro SHIMA, an engineer, worked in the early years and became known as a pioneering Japanese railway technologist, eventually making a big contribution to the company (he was the son of Hideo SHIMA, who was a contributor to the production of Shinkansen (bullet trains)).
Japanese: 旅客サービスや車両技術において先進的な試みを行ったことでも知られるが、これを支えたのは初期に同社の技師として、日本の鉄道技術の先駆者と言われる島安次郎が在職したという背景がある（彼は新幹線実現の功労者である島秀雄の実父でもある）。
English: Originally it was set up to connect the cities in Shiga and Mie prefectures along the Tokaido to the Tokaido Line, which was not included in the route of the Government Railway Company.
Japanese: 当初は官設鉄道の経路から外れた東海道沿いの滋賀、三重県下の都市を東海道線に結ぶ目的で設立された。
English: The route was subsequently expanded to Nara in the west, merging with Naniwa Railway, which used to run trains between Katamachi Station and Shijo-Nawate Station, and the Joga Railway (which was not yet in operation), which had a railway license from Shijo-Nawate to Kizu; the Kansai Railway Company opened the new route of Meihan via the current Katamachi Line and established a terminal in Katamachi, Osaka in 1898.
Japanese: その後、路線を西へ奈良に延長、片町駅-四条畷駅を開業していた浪速鉄道および四条畷から木津方面の路線免許を持つ（未開業の）城河鉄道を合併して現在の片町線経由で名阪間を開通、1898年（明治31年）に大阪片町にターミナルを入手した。
English: Because it was hard to expand off the site, the origination was moved to Amijima Station (currently closed); Osaka Railway, which had railroad between JR Nanba Station and Nara, was merged and the current Kansai Main Line was opened, re-establishing a terminal at Minatomachi.
Japanese: しかし、敷地の拡張が困難なため網島駅（廃止）に起点を移設、さらにJR難波駅から奈良に路線網を持つ大阪鉄道(初代)を合併し現在の関西本線を全通、湊町にターミナルを再度移転させた。
English: Once the Meihan route opened, competition for freight and passengers in this sector emerged against the Government Railway Company.
Japanese: 名阪全通に伴い、官設鉄道との間でこの区間の旅客・貨物を巡る競争が始まった。
English: It was mentioned in 'Japan Railway History,' an authentic history book of the Government Railway, which absorbed the Kansai Railway Company.
Japanese: これは、関西鉄道を吸収した側の官鉄の正史ともいえる「日本鉄道史」にも紙幅を割いて触れられるほどであった。
English: The new style of express train using a steam engine, called 'Hayakaze' (later called the JNR Steam Locomotive Type 6500) ran in the same sector for 5 hours 34 minutes outbound and 5 hours 16 minutes inbound in the daytime; it ran 6 hours 41 minutes outbound and 6 hours 3 minutes inbound during the night.
Japanese: 新式の「早風（はやかぜ）」（後の国鉄6500形蒸気機関車）と名づけられた蒸気機関車を用いた急行は、同区間を昼行では下り5時間34分・上り5時間16分、夜行は下り6時間41分・上り6時間3分で走破した。
English: It cost one yen and 21 sen to take the Government Railway Express outbound train from Nagoya Station to Osaka Station; the trip took 6 hours 4 minutes in the daytime and 5 hours 20 minutes in the nighttime, roughly the same as the Kansai Railway Company.
Japanese: この時、官鉄の下り急行列車は名古屋駅-大阪駅間において昼行が6時間4分、夜行が5時間20分で走破し、運賃も同額の1円21銭であったから、勝負はほぼ互角であった。
English: In 1900 the current Kansai Main Line route (from Minatomachi Station (current JR Nanba Station) to Nagoya Station) via Nara Station and Tennoji Station was completed; this route was used for the daytime express train.
Japanese: 1900年（明治33年）には、奈良駅・天王寺駅経由の現在の関西本線ルート（湊町駅（今のJR難波駅）-名古屋駅）が完成し、昼行急行に関してはこちらのルートを通すようになった。
English: Subsequently, the running time was shortened to about five hours in 1902.
Japanese: その後、1902年（明治35年）には再び所要時間を短縮し、5時間弱の運転とした。
English: In 1904 the dining car was connected to the express train.
Japanese: 急行列車には1904年（明治37年）より食堂車も連結されるようになった。
English: While the single train fare was one yen and 77 sen, the return fare was two yen and 30 sen on this section of the Government Railway from August 1, 1902, subsequently the Kansai Railway Company decreased the return fare to two yen (the single fare was one yen and 47 sen) and the Government Railway decreased the return fare of the same section to one yen and 47 sen on August 6, 1902, which caused the return fare to be less than the single fare.
Japanese: 1902年（明治35年）8月1日、官鉄の同区間の片道運賃が1円77銭・往復運賃が2円30銭だったのに対して、関西鉄道が往復運賃を2円（片道は1円47銭）に値下げると、官鉄は慌てて同月6日に往復運賃を1円47銭に値下げし、往復運賃が片道運賃を下回るという事態になった。
English: Soon the Kansai Railway Company decreased the return fare to one yen and 50 sen, giving away free fans as part of its service; consequently the competition became a hopeless mess.
Japanese: 関西鉄道もすぐさま往復運賃を1円50銭に値下げし、団扇などといった小物のサービスを行うなどして競争は泥沼化して行った。
English: Although both parties were reconciled after the adjustment by the Governor of Osaka Prefecture and the members of the Diet, which was suggested by the Nagoya Chamber of Commerce at the end of the same year, in October of the followng year, the competition started again after the Kansai Railway Company breached the arrangement, given that the same railway had set the single fare for one yen and 10 sen, return fare for one yen and 20 sen and started giving out free lunch boxes.
Japanese: 同年末に名古屋商業会議所の建議により大阪府知事、国会議員等の調停がなされ和解が成立したものの、翌年10月になって関西鉄道側が一方的に協定を破棄する形で競争が再開され、同鉄道は片道運賃を1円10銭・往復運賃を1円20銭とし、弁当などもサービスする有様となった。
English: It was excessive competition, and particularly the Kansai Railway Company was desperate to win (it is said that the president of Kansai Railway Company was prepared to close the company and once mentioned, 'We have to make sure that the company won't go bankrupt until after the Government Railway has').
Japanese: 当然過当競争状態であったが、関西鉄道はほとんど「やけくそ」で勝負していたようである（関西鉄道の社長は倒産も覚悟し、「どうせ潰れるなら官鉄を潰してから」といったと言われる）。
English: This competition ceased in May 1904, after the start of the Russo-Japanese War in February of that year, and the transportation of war supplies had the top priority.
Japanese: この競争は、1904年（明治37年）2月に日露戦争が勃発したことで輸送が軍需優先となったため、同年5月にようやく終結した。
English: After the merger, the Kansai Railway Company developed a presence in the Kinki area, and other private railway companies started to follow the trend to merge with the Kansai Railway Company.
Japanese: 合併によって近畿地方での存在感が高まるにつれ、周辺の私鉄が関西鉄道に合流する動きがでてきた。
English: After the merger of the Kiwa Railway in 1904, the Joint Board of Railway Companies in Kinki area was set up in the same year and the Nanwa and Nara railways merged into the Kansai Railway Company.
Japanese: 1904年に紀和鉄道が合併した後、同年に近畿鉄道合同委員会を設け南和鉄道、奈良鉄道が合流した。
English: The Kansai Railway Company was nationalized on October 1, 1907, following the issuance of the Railway Nationalization Act in 1906.
Japanese: その後関西鉄道は、1906年（明治39年）公布の鉄道国有法により1907年（明治40年）10月1日に国有化された。
English: Line 299 mile, 16 chain (unit value) (opened line 280M72C, unopened line 18M24C), 121 locomotives, 571 passenger cars and 1273 freight cars were passed on.
Japanese: 路線299マイル16チェーン(単位)（開業線280M72C、未開業線18M24C）機関車121、客車571、貨車1273が引き継がれた。
English: Although a petition for exemption was submitted, because the Kansai Railway Company was a locally based railway, it was not accepted by the government.
Japanese: 一地方のみの路線であるので国有化を除外されたいとの請願書を出したが受け入れられなかった。
English: Just before the nationalization, the company had an approval of its electrification plan for the section of Minatomachi, Nara and Kyoto as well as Nagoya - Kawarada Station, and the Joto Line (currently the Osaka Loop Line), but some people said this was a tactic to increase the amount paid for acquisition due to the company's nationalization.
Japanese: 国有化直前、同社は主要幹線である湊町-奈良-京都駅間と、名古屋-河原田駅間および城東線（現・大阪環状線）の電化計画を立てて認可を受けていたが、これは国有化に当たって買収額を高くするための方策であったとする見方もある。
English: The electrification plan did not proceed after the nationalization, but instead the line network of the current Kintetsu Corporation took place, which had been in development since 1920.
Japanese: 電化は国有化後全く顧みられず、1920年代以降に発展した現在の近畿日本鉄道の路線網に機能をとって代わられた。
English: March 1, 1888: The Kansai Railway Company had an approval to establish a company with three million yen in capital in Yokkaichi City, Mie Prefecture.
Japanese: 1888年（明治21年）3月1日　三重県四日市市に資本金300万円で設立が許可
English: On December 15, 1889: The operation started between Kusatsu Station (Shiga Prefecture) and Mikumo Station.
Japanese: 1889年（明治22年）12月15日　草津駅(滋賀県)-三雲駅間開業
English: February 19, 1890: The sector between Mikumo Station and Tsuge Station (the current Kusatsu Line) opened.
Japanese: 1890年（明治23年）2月19日　三雲-柘植駅間開通、現在の草津線全通
English: August 21, 1891: The sector between Kameyama Station (Mie Prefecture) and Isshinden Station opened.
Japanese: 1891年（明治24年）8月21日　亀山駅(三重県)-一身田駅間開業
English: May 24, 1895: The extension work from Kuwana temporary station to Kuwana Station started, and the sector between Nagoya Station and Yatomi Station opened.
Japanese: 1895年（明治28年）5月24日　桑名仮停車場-桑名駅延伸開業、および名古屋駅-弥富駅開業
English: November 7, 1895: After the sector between Yatomi Station and Kuwana Station opened, the sector between Kusatsu Station and Nagoya Station opened.
Japanese: 1895年（明治28年）11月7日　弥富-桑名間開業により草津-名古屋駅全通
English: January 15, 1897: The operation started between Tsuge Station and Ueno Station. (currently Iga Ueno Station).
Japanese: 1897年（明治30年）1月15日　柘植-上野（現、伊賀上野駅）間開業
English: February 9, 1897: The Naniwa Railway was merged (Kataoka Station and Shijo-Nawate Station).
Japanese: 1897年（明治30年）2月9日　浪速鉄道を合併（片町駅-四条畷駅）
English: April 12, 1898: The operation started between Shijo-Nawate Station and Nagao Station (Osaka Prefecture).
Japanese: 1898年（明治31年）4月12日　四条畷駅-長尾駅(大阪府)間開業
English: April 19, 1898: The operation started between Kamo Station and Daibutsu Station, and the line was also called Daibutsu Line or Daibutsu Railway.
Japanese: 1898年（明治31年）4月19日　加茂-大仏駅間、通称大仏線または大仏鉄道開業
English: November 18: 1898: The operation started between Kamo Station and Shin-Kizu Station, and between Neyagawa Station and Amijima Station; consequently, the section between Nagoya Station and Amijima Station fully opened and the express train stated running on the same section.
Japanese: 1898年（明治31年）11月18日　加茂-新木津駅間、寝屋川-網島駅間開業、これにより名古屋-網島駅間全通、同経路で急行列車の運行開始
English: May 21, 1899: The operation started between Daibutsu Station of Daibutsu Line and Nara Station, and trains started running into Nara Station.
Japanese: 1899年（明治32年）5月21日　大仏線大仏駅-奈良駅間開業、奈良駅へ乗り入れ
English: June 6, 1900: The Osaka Railway (original) was transferred (JR Nanba Station - Nara, Oji Station - Sakurai Station (Nara Prefecture), Tennoji Station-Osaka Station).
Japanese: 1900年（明治33年）6月6日　大阪鉄道(初代)譲受（JR難波駅-奈良、王寺駅-桜井駅(奈良県)、天王寺駅-大阪駅）
English: January 5, 1903: In Tennoji, the fifth Naikoku kangyo hakurankai (National Expo) opened and started freight operation, and on March 1the passenger service also started, but the facility was removed in August and September.
Japanese: 1903年（明治36年）1月5日　天王寺-第五回内国勧業博覧会開業貨物営業開始、3月1日旅客営業開始、8-9月に施設撤去
English: August 27, 1904: The Kiwa Railway was accepted (Gojo Station (Nara Prefecture) -Kiwa Station).
Japanese: 1904年（明治37年）8月27日　紀和鉄道譲受（五条駅(奈良県)-紀和駅）
English: December 9, 1904: The Nanwa Railway was accepted (Takada Station (Nara Prefecture) -Gojo).
Japanese: 1904年（明治37年）12月9日　南和鉄道譲受（高田駅(奈良県)-五条）
English: August 21, 1907: The route was changed around Kizu and current route was established.
Japanese: 1907年（明治40年）8月21日　木津付近で経路変更、現在の形を構築
English: August on 1907: The Daibutsu Line was demolished (the train station was closed in 1907 and remained as a freight station).
Japanese: 1907年（明治40年）8月　大仏線廃線（1907年旅客駅廃止：貨物駅として存続）
English: Nagoya Station, Aichi Station, Kanie Station, Yatomi Station, Nagashima Station, Kuwana Station, Tomida Station (Mie Prefecture), Yokkaichi Station, Kawarada Station, Kasado Station, Kameyama Station (Mie Prefecture), Seki Station (Mie Prefecture), Kabuto Station (Mie Prefecture), Tsuge Station, Sanagu Station, Iga Ueno Station, Shimagahara Station, Okawara Station (Kyoto Prefecture), Kasagi Station, Kamo Station (Kyoto Prefecture), Daibutsu Station, Nara Station, Koriyama Station (Nara Prefecture), Horyuji Station, Oji Station, Kashiwabara Station (Osaka Prefecture), Yao Station, Hirano Station (JR West), Tennoji Station, Imamiya Station, JR Nanba Station
Japanese: 名古屋駅-愛知駅-蟹江駅-弥富駅-長島駅-桑名駅-富田駅(三重県)-四日市駅-河原田駅-加佐登駅-亀山駅(三重県)-関駅(三重県)-加太駅(三重県)-柘植駅-佐那具駅-伊賀上野駅-島ヶ原駅-大河原駅(京都府)-笠置駅-加茂駅(京都府)-大仏駅-奈良駅-郡山駅(奈良県)-法隆寺駅-王寺駅-柏原駅(大阪府)-八尾駅-平野駅(JR西日本)-天王寺-今宮駅-JR難波駅
English: Kamo (Station), Kizu (Station), Shin-Kizu Station, Hosono Station, Kyotanabe Station, Nagao Station (Osaka Prefecture), Tsuda Station, Hoshida Station, Shijo-Nawate Station, Nozaki Station (Osaka Prefecture), Suminodo Station, Tokuan Station, Hanaten Station, Amijima Station, Sakuranomiya Station
Japanese: 加茂-木津-新木津駅-祝園駅-京田辺駅-長尾駅(大阪府)-津田駅-星田駅-四条畷駅-野崎駅(大阪府)-住道駅-徳庵駅-放出駅-網島駅-桜ノ宮駅
English: Kyoto Station, Toji (Station), Fushimi (Station), Momoyama Station, Kohata Station (JR West), Uji Station (JR West), Shinden Station (Kyoto Prefecture), Nagaike Station, Tamamizu Station, Tanakura Station, Kamikoma Station, Kizu (Station), Nara (Station), Kyobate Station, Obitoke Station, Tenri Station, Yanagimoto Station, Miwa Station, Sakurai Station (Nara Prefecture)
Japanese: 京都駅-東寺-伏見-桃山駅-木幡駅(JR西日本)-宇治駅(JR西日本)-新田駅(京都府)-長池駅-玉水駅-棚倉駅-上狛駅-木津-奈良-京終駅-帯解駅-天理駅-柳本駅-三輪駅-桜井駅(奈良県)
English: Takada (Station), Yamato-Shinjo Station, Gose Station, Wakigami Station, Yoshinoguchi Station, Kita-Uchi Station, Gojo Station (Nara Prefecture), Yamato-Futami Station, Suda Station, Hashimoto Station (Wakayama Prefecture), Koyaguchi Station, Myoji Station, Kaseda Station, Nate Station, Kokawa Station, Kii-Nagata Station, Uchita Station, Iwade Station, Funato Station, Hoshiya Station, Tainose Station, Kiwa Station
Japanese: 高田-大和新庄駅-御所駅-掖上駅-吉野口駅-北宇智駅-五条駅(奈良県)-大和二見駅-隅田駅-橋本駅(和歌山県)-高野口駅-妙寺駅-笠田駅-名手駅-粉河駅-紀伊長田駅-打田駅-岩出駅-船戸駅-布施屋駅-田井ノ瀬駅-紀和駅
English: The type of Kansai Railway locomotive train originally came from the first number of the same model number, and each type had a characteristic Japanese class name.
Japanese: 関西鉄道の蒸気機関車の形式は、原則として同形機の最初の番号を採ったが、形式ごとに日本語によるクラス名が付けられており、特色となっていた。
English: The majority of the names came from fine horses of Japanese classic literature; for example, the names Surusumi and Ikezuki are in The Tale of the Taira Clan (The Tale of the Heike/Heike Monogatari) and came from MINAMOTO no Yoritomo's favorite horse in the competition to be the first rider in a charge at the Battle of the Uji-gawa River.
Japanese: その多くは古典文学作品に登場する駿馬の名に由来しており、特に磨墨・池月は平家物語に登場し、宇治川の戦いの先陣争いで知られた源頼朝の愛馬から採られている。
English: The Kansai Railway Company first introduced the way to identify the grades of passenger trains by painting them in various colored bands (depending on the grade) under the window (the first-class car with white, the second car with blue and an ordinary car (rail car) with red color).
Japanese: 客車の窓下に等級識別の帯を塗装する手法（一等車を白、二等車を青、普通車(鉄道車両)を赤）は、関西鉄道が最初に導入したものである。
English: This method became widespread after the nationalization of the Kansai Railway Company, since it was easy for passengers to identify the grade of the train.
Japanese: 旅客にも一目で等級を区別でき、便利なことから、国有化後に広く採用されるに至った。
English: Additionally, the idea of providing an 'area map and information' together with the name of each station originally came from the Kansai Railway Company in 1893.
Japanese: また駅名標によく併設されている「駅周辺名所観光案内」も、1893年（明治26年）に関西鉄道が考案したといわれる。
English: ICOCA (ikoka) is an IC card, mainly used as a ticket, electronic money and locker key, that West Japan Railway Company (JR West) launched in the Kinki District Urban Network on November 1, 2003.
Japanese: ICOCA（イコカ）は、西日本旅客鉄道（JR西日本）が2003年11月1日に近畿地方のアーバンネットワークで最初に導入した、主に乗車カードや電子マネー、ロッカーの鍵として利用できるICカードである。
English: This is an IC card version of J-Thru, a stored fare (SF) system card, and it also functions as a commuter pass and electronic money.
Japanese: ストアードフェアシステムのJスルーのICカード版で、さらに定期乗車券と電子マネーの機能を併せ持つカードである。
English: The name "ICOCA" is derived from the abbreviation of IC Operating CArd, but at the same time it's a play on words with the expression 'Ikoka' meaning 'Let's go' in Kansai accent, in order to make the name catchier and more friendly.
Japanese: ICオペレーティングカード（ICOperatingCArd）の略称だが、関西弁の「行こか」（「行こう」の意味）とも掛けた、親しみやすい名称としている。
English: The card went into use on November 1, 2003 in the Kinki District Urban Network.
Japanese: 2003年11月1日から近畿地方のアーバンネットワークで使用が開始された。
English: Currently, the card can also be used in the following areas: all private and subway lines and some parts of bus lines (PiTaPa area) in the Keihanshin area; the Suica area such as East Japan Railway (JR East); and the TOICA area covered by Central Japan Railway (JR Central).
Japanese: 現在は京阪神エリアの私鉄・地下鉄および一部の路線バス（PiTaPaエリア）、並びに東日本旅客鉄道（JR東日本）などのSuicaエリア、東海旅客鉄道（JR東海）のTOICAエリアでも利用可能である。
English: However, when the card is used for other companies' transportation services, such as private lines, subways and JR lines, the card's service is limited to the stored fare (SF) function and the transferable commuter pass to the other lines is not issued.
Japanese: ただし、私鉄・地下鉄・JR各社など他社での利用はストアードフェア（SF）機能に限られ、連絡定期券は発行されていない。
English: This card's usage has grown steadily due to its convenience, and more than a million cards were issued in just over five months since the launch.
Japanese: このカードは、その利便性ゆえに着実に浸透し、サービス開始からわずか5か月余りで100万枚を突破した。
English: In June 2006, at all shops of two chain convenience stores in the Keihanshin area, 'Heart-in' and 'Daily-in,' ICOCA's electronic money started to be accepted, and the automatic vending machines and coin-operated lockers accepting ICOCA also became available.
Japanese: また、2006年6月には京阪神地区の駅のコンビニエンスストア「ハートイン」と「デイリーイン」の全店でICOCA電子マネーが利用可能になり、ICOCA対応の自動販売機やコインロッカーも登場した。