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'{{Short description|Defunct Italy-Croatia railway line }} {{Redirect|Porečka|the river with this name|Porečka River}} {{more citations needed|date=March 2011}} {{Infobox rail |railroad_name = Parenzana<br>Porečanka |logo_filename = U37 parenzana koper.jpg | system_map = Porečanka-zemljevid.jpg | map_size = | map_alt = | map_caption = Map of the Parenzana railway |locale = [[Istria]] |start_year = 1 April 1902 |end_year = 31 August 1935 |gauge = {{RailGauge|760mm|lk=on}} |hq_city = [[Vienna]] (1902–1920), [[Pula]] (1920–1935) |marks = TPC }} The '''Parenzana''' in [[Italian language|Italian]] and [[Croatian language|Croatian]] or '''Porečanka'''<ref>{{cite journal |last1=Lenarčič |first1=Maruška |title=Namig za izlet |journal=Naš Glas |date=May 2000 |volume=5 |pages=34 |url=https://www.dlib.si/stream/URN:NBN:SI:DOC-CDVPSWTY/1074eceb-80bf-4aee-bcc7-96861f1bd7ff/PDF |accessdate=September 27, 2018}}</ref> in [[Slovene language|Slovene]] is one of the nicknames of a defunct [[narrow-gauge railway|760mm/15 15/16 inch narrow gauge railway]] (operating between 1902 and 1935) between [[Trieste]] and [[Poreč]] (at that time Parenzo, hence the name ''Parenzana''), in present-day [[Italy]], [[Slovenia]] and [[Croatia]]. == Name == When constructed, the [[railway]]'s official name was '''Parenzaner Bahn''' or simply '''Parenzaner'''.<ref>[http://www.parenzanamuseum.si/ Official Site of the Slovenian ''"Parenzana Museum"''] {{webarchive|url=https://web.archive.org/web/20090411120450/http://www.parenzanamuseum.si/ |date=2009-04-11 }}: ''"In the official gazette they used the German name “Parenzaner Bahn”", from "Parenzo", italian name of [[Poreč]]''</ref> Later it was known as the '''Istrian Railway''' and '''TPC''' (standing for "[[Trieste]] - Parenzo (now [[Poreč]]) - Canfanaro (now [[Kanfanar]])" ). Among the area's current majority [[Croats]] and [[Slovenes]], the railway is also known as the ''Istranka'' or ''Istrijanka'', both meaning 'Istrian'. In [[Slovene language|Slovene]], the railway is also known as ''Porečanka'' or ''Parenzana'', while in [[Croatian language|Croatian]] it is sometimes referred to as ''Porečka'' or ''Porečanka''. In [[Italian language|Italian]] the railway's nickname is ''Parenzana''. ==Route== The railway started at St. Andrew station (now a [[Trieste Campo Marzio Railway Museum|railway museum]]) in [[Trieste|Trieste (Trst)]]. It passed [[Muggia|Milje (Muggia)]] and entered present day [[Slovenia]] in [[Škofije]]. The route first passed [[Dekani]] then turned towards the coast, passed [[Koper]], [[Izola]], [[Strunjan]], [[Portorož]], [[Lucija, Piran|Lucija]], [[Sečovlje]], crossed the [[Dragonja]] river and entered the territory of the present day [[Croatia]]. Then it turned westwards, reached [[Valica]], where [[Savudrija]]'s station stood, then turned eastwards towards the Istrian interior. It passed [[Buje]], climbed to [[Grožnjan]], where soon, after passing this town, it reached its highest point at [[elevation]] of 293 meters above sea level, before starting to descend to [[Livade, Croatia|Livade]] (13m above sea level) where it crossed the [[Mirna (Croatia)|Mirna]] river. Then it started climbing again via [[Motovun]] and [[Vižinada]] to [[Baldaši]] where it reached another local extreme at 273 meters above sea level. From there it started to descend gradually, passing [[Višnjan]] and reaching [[Poreč]] after 123 kilometers from Trieste. Although initially planned and much effort made by local authorities, the fork from Valica to [[Umag]] was never built. On the other hand, since 1909 [[Piran]] was connected with the station in [[Portorož]] (at that time Portorož was a [[destination spa|spa]] and a stop for guests was arranged in a private [[villa]] two years after the rail line was completed), first with a [[trolleybus]], in 1912 replaced by an electrical [[tram]]way which was operating till 1953. === List of stations === {|class="infobox" style="width:260px;cell-padding:none;" |- |[[Image:Kolodvor Livade.jpg|thumb|center|250px|Livade railway station]] |- |[[Image:Tunel Freski.jpg|thumb|center|250px|Freski tunnel entrance]] |- |[[Image:U.37 locomotive (1).JPG|thumb|center|250px|U.37 locomotive monument in Koper (side)]] |- |[[Image:U.37 locomotive (2).JPG|thumb|center|250px|U.37 locomotive monument in Koper (front)]] |- |[[Image:U37 parenzana koper.jpg|thumb|center|250px|U.37 locomotive monument in Koper (with cars)]] |} In parentheses the Italian names. Present day in [[Italy]] * [[:it:Stazione di Trieste Campo Marzio|Trieste Campo Marzio]] * [[:it:Stazione di Trieste Scalo Legnami|Trieste Scalo Legnami]] * [[:it:Stazione di Trieste Servola|Trieste Servola]] * [[:it:Stazione di Monte Castiglione|Monte Castiglione]] * [[Rosandra Valley|Val Rosandra]] (Rožna dolina) * [[Muggia]] (Milje) Present day in [[Slovenia]] * [[Spodnje Škofije]] (Albaro Vescovà-Scoffie) * [[Dekani]] (Villa Decani) * [[Lazaret]] (Lazzaretto-Risano) * [[Koper]] (Capodistria) * Semedela ([[:it:Semedella|Semedella]]) * [[Izola]] (Isola d'Istria) * [[Strunjan]] (Madonna di Strugnano) * [[Portorož]] (Portorose) * [[Lucija, Piran|Lucija]] (Santa Lucia) * [[Dragonja]] (San Bortolo) * [[Sečovlje]] (Sicciole) Present day in [[Croatia]] * [[Savudrija]] (Salvore) * Markovac-Mažurija (Mazzoria) * [[Kaldanija]] (Caldania) * [[Buje]] (Buie) * [[:hr:Triban|Triban]] (Tribano) * [[Grožnjan]] (Grisignana) * [[:hr:Kostanjica|Kostanjica]] (Castagna) * [[:hr:Završje (Grožnjan)|Završje]] ([[:it:Piemonte d'Istria|Piemonte d'Istria]]) * [[Oprtalj]] (Pòrtole) * [[Livade, Croatia|Livade]] (Levade) * [[Motovun]] (Montona) * [[Karojba]] (Caroiba) * [[:hr:Rakotule|Rakotule]] (Raccosole) * [[Vižinada]] (Visinada) * [[Baldaši]] (Baldassi) * [[:hr:Kaštelir-Labinci|Labinci]]-[[:hr:Markovac (Višnjan)|Markovac]] ([[:it:Santa Domenica|Santa Domenica]]) * [[Višnjan]] (Visignano) * [[:hr:Nova Vas (Poreč)|Nova Vas]] (Villanova di Parenzo) * [[Poreč]] (Parenzo) ==Technical data== * total length: 123&nbsp;km * [[track gauge]]: {{RailGauge|760mm|lk=on}} * total number of [[railway station]]s and stops: 35 * the lowest point: 2 m above sea level (in Trieste and Koper) * the highest point: 293 m above sea level (near Grožnjan) * number of curves: 604 * the shortest [[bend radius]]: 60 m * the steepest [[inclination]]: 28‰ * number of [[tunnel]]s: 9, total length 1530 m * number of [[bridge]]s: 11 (the most important [[river]]s to cross: the [[Osp (river)|Osp]], the [[Rižana]], the [[Dragonja]] and the [[Mirna (Croatia)|Mirna]]) * number of [[viaduct]]s: 6 * average [[speed]]: 25&nbsp;km/h * the highest speed: 31&nbsp;km/h ==History== {{wide image|Piranski_zaljev_and_Parenzana.jpg|1600px|The Porečanka and the [[Sečovlje saltworks]]}} When [[law]]s of [[Austria-Hungary]] allowed constructing local narrow gauge railways, the first [[economy|economical]] [[Financial analysis|analyses]] of a west Istrian railway were prepared around 1880. In 1888 a [[Berlin]] based company ''Sanderop & comp'', led by [[Peter Walderstein]] started to prepare [[project plan]] of the route. A [[Trieste]] based company of [[Luigi Buzzi]] did the same independently of ''Sanderop & comp''. In 1898 a [[construction permit]] was obtained and in 1900 the TPC company was founded in [[Vienna]], its chief was [[Ludovico Rizzi]], then a [[Landeshauptmann|governor]] of [[Austrian Littoral]]. The construction started the same year. Several [[general contractor|contractor]]s were assigned the construction works. The section between Trieste and [[Portorož]] was constructed by ''Butoraz'' and ''Zifer'', both from Trieste, the section between Portorož and Buje was built by Filip Zupančič's company from [[Ljubljana]], the section between Buje and [[Vižinada]] was assigned to ''Brunetti'', ''List'' and ''Radl'', all from Graz, and the section between Vižinada and Poreč was constructed by ''Pellegrini'' and ''Strohmeier'', both from Vienna as well. On 1 April 1902 the first section between [[Trieste]] and [[Buje]] was opened. The other section between Buje and [[Poreč]] was opened on 15 December 1902. Initial plans included an extension to [[Kanfanar]], then a [[junction (rail)|rail junction]] of [[standard gauge]] rail lines from [[Divača railway station|Divača]], [[Pula]] and [[Rovinj]] (the section between Kanfanar and Rovinj is now defunct) but it was never built due to lack of funds and later due to upcoming World War I. The railrway brought economic progress to towns along its route. It was mainly used to transport [[agriculture|agricultural]] products (with [[fish (food)|fish]] and [[salt]]) to the Trieste [[marketplace|market]]. Products of [[Piran]]'s [[chemical industry]] and [[dimension stone]]s from [[quarry|quarries]] in [[Grožnjan]], [[Momjan]], [[Kanegra]], etc. were transported as well. During the [[World War I]] the railway was used to transport [[military]] and [[food]] supplies for the local population. After the war and the independence of most parts of Austria-Hungary, the whole of [[Istria]] became part of the [[Italy|Kingdom of Italy]]. The railway was taken over by Italians, its headquarters were moved from Vienna to [[Pula]], locomotives and personnel were brought from other parts of [[Italy]]. For about a decade the railway was still profitable, then the [[Great Depression]] arose and the railway could no longer compete with developing [[maritime transport|maritime]], [[bus]] and [[automobile]] [[transport]]. The [[fascism|fascist]] [[regime]] found an excellent opportunity to further [[persecution]] of [[Slovenes|Slovene]] and [[Croatians|Croatian]] population, forming [[majority]] of Istrian [[hinterland]] [[population]]. From [[Rome]] the order to abandon the railway arrived and the last train was operated on August 31, 1935. The economic situation deteriorated further as a result, and forced many people to [[emigration|emigrate]]. The rolling stock was sold to other Italian railways, mainly to [[Sicily]], and a legend tells that tracks were dismantled to be transported to [[Ethiopia|Abyssinia]], then an Italian [[colony]], but never reached [[Africa]] as the ship sank somewhere in the [[Mediterranean Sea]]. During the operation of railway several minor [[accident]]s occurred. Some were a consequence of [[Human error|human factor]] while others resulted from a fact that planners from interior of the [[Austria-Hungary]] did not know the local [[microclimate]] well. Especially around [[Muggia|Milje]] gusts of [[bora (wind)|bora]] caused several [[derailment]]s. The most tragic occurred on 31 March 1910 when three people were killed and many wounded. Another derailment near Muggia (Milje) happened in 1916, but no victims are reported. In 1917 [[Russians|Russian]] [[prisoner of war|prisoners of war]] deliberately caused a derailment. An [[engineer]] and a [[boiler-man|fireman]] were killed. The most tragic event in the railway's history occurred on 19 March 1921 at 18:20. A group of [[fascists]] was traveling to Trieste. During the stop in [[Strunjan]] they shot from the train at a group of children playing near the track. Two children were killed, 2 maimed and 3 wounded. In memory of this event [[Božidar Tvrdy]] later composed a poem ''Za Šentjanom je utonilo sonce'' (the [[Sun]] drowned at Šentjan, [https://web.archive.org/web/20050310212904/http://www.rex-mk.si/parencana/druga/pesem.html full text in Slovenian]). After the [[World War II]] several ideas arose to reconstruct the railway at least partially for the purpose of [[tourism]], however this never happened. The last such [[initiative]] came from the Croatian association for reconstruction of the ''Parenzana'' railway in 2003. However, at the moment this does not seem likely to happen. During preparation of railway's centennial celebration, the Italian and most of Slovenian sections were, with the financial help of the [[European Union]], converted into a [[recreation]] ''Trail of Health and Friendship'' (''Pot zdravja in prijateljstva'' in [[Slovenian language|Slovenian]], ''Percorso della salute e dell'amicizia'' in [[Italian language|Italian]]) for [[pedestrian]]s and [[cyclist]]s and similar works started at the Croatian side as well. On the Croatian side, viaducts have had new safety rails installed and some tunnels are now illuminated. The section between Vizinada and Motovun has been popular with walkers for some years. The section between Livade and Grosnjan is also accessible. In 2008, the section between Markovac and Visnjan was cleared. In 2010 it was apparent that efforts were being made to clear other sections of bushes and self seeded trees that were blocking them. Clearing has been going on near Salvore/Savudrija. The section from Vizinada to the Ypsilon (the fast road from Pula to the Slovenian border) was cleared in January 2011. In two places near Ohnici and Baldasi, vineyards appear to have been grown right across the trackbed, which is no longer visible at these points. When the Ypsilon was constructed, it caused the only major cut in the trackbed and it is unfortunate that an accommodation arch was not incorporated when it was planned. Beyond the Ypsilon, the trackbed has been cleared through to Markovac and the section from there to Višnjan was previously cleared. There is some sign of clearing starting between Višnjan and Nova Vas. ==Travelling== Due to frequent bends, curves and ascents the train's average speed was a mere 25&nbsp;km/h; together with all stops, the whole journey between Trieste and Poreč took approximately 7 hours. At slower sections [[passenger]]s often alighted the train to pick [[fruit]] from one of many [[orchard]]s, or to relieve themselves (coaches were not fitted with toilets), then boarded the train anew. [[Fare evasion|Fare dodgers]] would also board the train in such a manner, so as to avoid ticket controls. At the steepest grades the [[steam locomotives]] often had trouble ascending the slope, prompting passengers alight the train and help push it. Trains occasionally had to stop after children would grease the rails with [[ficus|figs]], and the journey could only continue once the tracks were cleaned. [[Image:Parenzana locomotive.jpg|thumb|250px|A P class steam locomotive on the ''Parenzana'']] ==Locomotives and rolling stock== During the first years of the railway U-series 4-axle (0-6-2 / C'1) [[steam locomotive]]s without [[tender locomotive|tenders]] were used to operate trains. They proved underpowered for the many ascends and bends, so more efficient [[locomotive]]s of P-series were ordered. These 0-8-2 (D'1) locomotives were designed by [[Karl Gölsdorf]] (as a combination of a larger version of U-series and a smaller version of a [[tender locomotive]] that were already operating in [[Bosnia (region)|Bosnia]]) and the first three were assembled and delivered by the ''Krauss'' factory in [[Linz]] in 1911. Additional 3 were ordered but never finished due to the [[World War I]]. In 1903 a small single car train with a [[steam engine]] at one end, a BCM/s51, produced by ''Komarek'' factory in [[Vienna]], was introduced. It did not meet all expectations so in 1906 it was sold to a local railway in [[Pinzgau]]. After Italian annexation of Istria the new administration of the railroad ordered four additional locomotives (copies of the P-series) from ''Officine Meccaniche Italiane'' in [[Reggio Emilia]]. They were delivered in 1922 and 1923. All [[railroad car|cars]] were 8.5 meters long. Passenger cars had 30 [[Chair|seat]]s and were [[Kerosene|paraffin oil]] lit. They had [[balcony|balconies]] but no [[toilet]]s. In addition, [[freight]] cars (both open and covered ones) and [[luggage]] cars were in use. In 1935, just before the decision to close down the line, a total of 180 cars of all types were in use. ==Remains== [[Image:Parenzana railway above Mirna.jpg|thumb|250px|right|A preserved viaduct Freski - 68.5 m long, 30 m high.]] Although all tracks were removed, a large part of other railway [[infrastructure]] ([[Embankment (transportation)|embankment]]s, [[cutting]]s, bridges, viaducts, etc.) survives today. According to the Croatian association ''Porečanka'' it could still be possible to reconstruct the railway at 94% of the original route. Several [[milestone]]s with the inscription "T.P.C." still stand along the former route. Most of [[railway station]]s survive as well, mostly they were converted into homes, [[workshop]]s, [[warehouse]]s. The former "Savudrija station" in Valica still carries the original sign with an inscription "Salvore". All 9 [[tunnel]]s also still exist. Some of them were used to grow [[mushroom]]s. The others were and still are used by foot travellers and cyclists as "shortcuts". Probably the most famous of such tunnels is the tunnel Valeta between [[Strunjan]] and [[Portorož]]. Of the original U-series of locomotives, U-37 is still preserved. After withdrawing from the Porečanka it was sold to the [[Austria]]n railway between [[Weiz]], [[Birkfeld]] and [[Ratten]], during World War I it was moved to a Bosnian [[logging]] railway and later it was operating at the [[brickworks]] in [[Busovača]]. After its "retirement" it was exhibited in front of the new railway station in [[Koper]] (built in 1967 for the new standard gauge line from [[Divača]]) together with a few Bosnian cars, that were never used at the Porečanka. Another preserved U-series locomotive, U-40, is still in operation at Austrian [[Murtalbahn]]. Two of P-series locomotives survived. P-7 is now exhibited in the technical museum [[Leonardo da Vinci]] in [[Milan]]. P-4 arrived to [[Bosnia (region)|Bosnia]] and [[Serbia]] during World War II. Before "retirement" it was in use around [[Čačak]]. In front of [[Izola]]'s [[petrol station]] a P-3 was exhibited in 2002 but this locomotive never operated at the Porečanka. In the 1980s the railway museum in [[Ljubljana]] acquired another interesting locomotive of P-series. It was assembled after World War I by ''Krauss'' from the parts that were initially intended for three additional locomotives ordered by the TPC administration but the war canceled the order. == See also == * [[Istria]] * [[Poreč]] == References == {{Reflist}} == External links == {{Commons category|Parenzana}} * A site about the railroad's centennial: in [https://web.archive.org/web/20141008053704/http://www.rex-mk.si/parencana/druga/start.html Slovenian] and [https://web.archive.org/web/20160303171817/http://www.rex-mk.si/parencana/druga-ita/i-a-start.html Italian] * [https://web.archive.org/web/20051024204840/http://www.zusterna.si/index.php?id=3 Žusterna.si] (in Slovenian only) * [http://freeweb.siol.net/suhmar/ZGODOVINA%20SAVUDRIJE/PARENZANA.htm History of Savudrija]{{dead link|date=March 2018 |bot=InternetArchiveBot |fix-attempted=yes }} (in Slovenian only) * istrianet.org [http://www.istrianet.org/istria/index.html] (in English) * <s>[https://web.archive.org/web/20070614214903/http://www.arhitekt.hr/xsite/_hr/nastava/dodiplomski/ls/ls_motovun/motovun/parenzana/index.html Croatian association for reconstruction of the railway] (in Croatian only)</s> defunct {{Authority control}} [[Category:Railway lines in Friuli-Venezia Giulia]] [[Category:Railway lines in Slovenia]] [[Category:Closed railway lines in Croatia]] [[Category:Defunct railroads]] [[Category:Railway companies established in 1900]] [[Category:Railway lines opened in 1902]] [[Category:1902 establishments in Austria-Hungary]] [[Category:1935 disestablishments]] [[Category:760 mm gauge railways in Italy]] [[Category:760 mm gauge railways in Slovenia]] [[Category:760 mm gauge railways in Croatia]] [[Category:Slovenian Riviera]] [[Category:Rail trails]]'