Local railway Trieste – Parenzo

Trieste – Parenzo [–Canfanaro] TPC
U .37 1995 as a memorial in Koper
Parenzan Railway (Parenzana / Porečanka)
Route length:	122.88 km
Gauge :	760 mm ( Bosnian gauge )
Maximum slope :	31  ‰
Minimum radius :	60 m
Top speed:	35 km / h
Legend -0.8 Trieste - St. Andrea (Campo Marzio) (from 1906) 3 m to Trieste Centrale Scalo (1887-1981) 0.0 Trieste Campo Marzio Smistamento 3 m from Jesenice from Trieste Centrale 3.0 Trieste - Holzhafen (Scalo Legnami) (after 1918) 4 m 3.8 Trieste - Servola (after 1918) 8 m to Aquilinia 7.0 Monte Castiglione 4 m 8.4 Rosandra 6 m 8.7 Zaule / Žavlje - Val Rosandra 7 m 10.5 Ospo 15 m 10.7 Muggia / Milje 2 m 12.9 today's border between Italy and Slovenia 13.9 Spodnje Škofije / Scoffìe di Sotto 71 m 16.8 Dekani / Villa Decani 20 m Rižana / Risana Port area of Koper Koper Tovorna approx. 50 km from / to Divača 17.8 Razbremenilnik and Rižana / Risana 5 m 19.1 Lazzaretto Risano (from 1909) 4 m Škocjanski zatok (bird sanctuary) 22.3 Koper Bhf. (New + hist. ) 3 m 24.1 Semedella 2 m 28.2 Morar 5 m 29.1 Izola / Isola d'Istria 6 m 31.9 Šalet / Saletto - 213.5 m long 64 m 34.4 Strunjan / Madonna di Strugnàno 7 m 34.6 Castrolago 7 m 35.4 Valeta (Lucan / Monte Luzzan) - 544 m long 54 m 36.6 Portorož / Portorose (from 1904) 36 m 36.7 Connection to the tram to Piran / Pirano (no rail connection) 36 m 37.0 old stone bridge 45 m 38.2 Lucija / Santa Lucia di Portorose 3 m 39.5 Paderno / San Bortolo di Portorose 25 m 42.1 Sečovlje / Sicciole 5 m 43.5 Stara Dragonja 5 m 44.5 Dragonja , border river Slovenia / Croatia 5 m 47.9 Savudrija / Salvore 101 m , Projected connection from / to Umag / Umago 52.1 Markovac / Markovaz 116 m 53.9 Kaldanija / Caldania 126 m 58.6 Buje / Buie 173 m 61.9 Triban / Tribano 223 m 65.0 Villa Romana - ~ 50 m long 277 m 65.1 Grožnjan / Grisignana 285 m 65.9 Grožnjan (Kalcini / Monte Calcini) - 179 m long 293 m 69.8 Kostanjica / Castagna 252 m 70.5 Kostanjica - 70 m long 240 m 72.7 Završje / Piemonte d'Istria 176 m 72.9 Završje III - 35 m long 161 m 73.1 Završje II - 28 m long 161 m 73.3 Završje Viaduct - 62 m long, 20 m high 176 m 74.6 Antonci Viaduct - 80 m long, 25 m high 185 m 76.1 Freski Viaduct - 68.5 m long, 30 m high 174 m 77.1 Freski - 146 m long 155 m 77.8 Oprtalj / Pòrtole d'Istria 160 m 78.1 Oprtalj Viaduct - 75 m long, 25 m high 158 m 85.1 Livade / Bagni San Stefano Levade 13 m 87.5 Mirna / Quieto 13 m 89.7 Motovun / Montona 114 m 90.0 Motovun - 222 m long 120 m 94.1 Karojba / Caroiba 194 m , proj. Connection from / to Pazin / Pisino (Mitterburg) 94.2 Kvar Viaduct - 94 m long, 15 m high, Cervaro ? m 97.0 Rakotule / Raccotole 209 m 98.6 Rakotule Viaduct - 64 m long, 20 m high ? m 102.0 Vižinada / Visinada 269 ​​m 105.0 Baldaši / Baldassi (after 1918) 273 m 108.5 Labinci - Markovac / Santa Domenica 201 m 111.0 Višnjan / Visignano 175 m 115.2 Nova Vas / Villanova di Parenzo 130 m 122.2 Poreč / Parenzo 4 m projected continuation to Kanfanar / Canfanaro

The parenzana (ital. Parenzana , slow./kroat. Porečanka , German also Parenzana ) was from 1902 to 1935 operated in 760 mm gauge running narrow gauge railway in present-day Italy , Slovenia and Croatia . It ran from Trieste via Koper / Capodistria , Izola / Isola , Portorož / Portorose and Buje / Buie to Poreč / Parenzo and was planned in the final stage to Kanfanar / Canfanaro . Today's use of the route as a path of health and friendship  - a multinational cycle route .

history

Parenzaner Bahn train set in Koper station (1905)

As early as the late 1880s, a committee was formed in Parenzo for the construction of a Trieste – Parenzo railway , which in October 1889 requested support from the provincial government in the Istrian parliament . In autumn 1890 the Imperial and Royal Ministry of Commerce approved the result of the route revision carried out on the initiative of Soenderop and Companie (Berlin) and Count Peter Walderstein . In 1895 the project was taken over by the construction company Antonelli and Dreossi ( Cervignano ), whose engineers carried out investigations on the line in the autumn of that year. In April 1896, the overall project associated with reduced costs was submitted to the government for approval. This included in addition to leading from Trieste to Parenzo schmalspurigen than Dampftramway (km 119.6) to be operated line the narrow gauge track Parenzo-Canfanaro (34,6 km) and the standard gauge siding Trieste Muggia- San Rocco (8.4 km ). The continuation of the tow / wing lift from San Rocco to the San Bartolomeo Lake Hospital (today: Lazzaretto-San Bartolomeo, Muggia ) was also considered. On September 12, 1896, Imperial and Royal Prime Minister Kasimir Felix Graf Badeni (1846–1909) visited Parenzo and spoke out emphatically in favor of the construction of the Trieste – Parenzo railway at the reception in the state parliament building. On September 25, 1897, the deputy of the Imperial Council in Vienna, Pierre Antonio Gambini (1845–1936), leader of the Italians in the state parliament of Istria, submitted an urgency request for the construction of the railway (and renewed this in the autumn of the following year). In October 1897 the Imperial and Royal Ministry of Railways commissioned the Imperial and Royal Lieutenancy in Trieste to undertake the political inspection of the Capodistria – Buje line.

The concession for the construction and operation of a narrow-gauge local railway from Trieste to Parenzo, possibly to Canfanaro (with a connection to the Divača - Pula branch as the "Istrian State Railway" to the historic Vienna- Trieste Southern Railway ) was granted on April 15, 1899.

In December 1899 the Localbahn Triest – Parenzo ( Ferrovia locale Trieste – Parenzo ) joint stock company (located in Vienna ) was founded, on whose account the construction of the Trieste – Buje line advertised by the Imperial and Royal Ministry of Railways in April 1900 was realized (tender Buje – Parenzo im December of the year).

From April 1, 1902, the line was operated by the kk Staatsbahnen (kkStB) . In protest against the bilingual signage (trilingual on the railway translations) along the route , the Italian dignitaries boycotted the official inauguration ceremony by staying away. On the day it opened, the line from Trieste to Buje was completed with a total of seven stations serving all traffic (km 58.651), on December 15, 1902, the 63.552 km long remaining Buje – Parenzo line with a further six stations was opened for public use.

The Trieste-St. Andrae (Italian: Trieste-St. Andrea) was only the departure station of the Parenzana from 1902 to 1906 (km 0.0). On July 23, 1906, the new state train station Triest (official name Triest kk St. B.) was put into operation and at the same time the old station St. Andrae was closed. The line of the narrow-gauge railway was also extended to the new state train station and began at km −0.792 (0 point remained unchanged, therefore negative mileage!). It was not until 1919 that the FS renamed the state train station to St. Andrea, until the name Campo Marzio, which is still in use today, was introduced in 1923. After the break-up of Austria-Hungary (1918), the Italian State Railways (FS) took over operations, but closed the line on August 31, 1935 . A small part of the material was further used on other southern Italian narrow-gauge lines.

Since the railway line had been licensed to Kanfanar / Canfanaro (in case of contingency) , the hectometer stones had the abbreviation TPC (for T riest - P arenzo - C anfanaro).

A serious accident with three fatalities and several injuries befell the railway on the afternoon of March 31, 1910. The strong north-easterly wind Bora prevailed with gusts of over 160 km / h. The train, which consists of seven wagons and has around 180 people, was hit by a particularly strong gust shortly after leaving Trieste near the Muggia station. Except for the wheels on the front axle, the locomotive remained on the rails while the cars were overturned or pushed over one another.

Another accident occurred during the First World War when a military train derailed and the two locomotives U-21 and U-22 and all of the wagons were overturned. Two train drivers lost their lives. The cause is suspected to be sabotage by Russian prisoners of war. The third episode is very sad. A group of fascists (Istria was then part of Italy) returned from an unsuccessful event. In Strujano / Strugnano, children were playing near the track and were shot at by the fascists for no apparent reason. Two children lost their lives, one was disabled for life from seven gunshot wounds and other children were injured. No investigation was initiated.

During the planning of the railway line, it was planned to extend the route beyond Kanfanar to Rovinj . In the area of ​​the former full- gauge railway station there are still buildings that are very similar in style and proportions to the buildings of the Parenzana.

Route description

The route started at the Trieste State Railway Station ( Stazione dello Stato , since 1923 Campo Marzio (English: Field of Mars ), also known as: St. Andrea or Sant'Andrea ) and led via Muggia / Milje , Koper / Capodistria , Portorož / Portorose , Buje / Buie , Motovun / Montona to Poreč / Parenzo . One characteristic was the extremely steep route, which resulted in long loops to gain altitude and, accordingly, less attractive travel times . The priority task was obviously the transport of goods .

At the Portorož / Portorose station there was a track connection to the 760-mm-lane tramway to Piran / Pirano (1912–1953) , which was licensed on June 30, 1912 . Previously there was a connection to the trackless railway from Pirano to Portorose from 1909 to 1912 .

Locomotives

Parenzana class P steam locomotive

As on most of the old Austrian narrow-gauge railroads, the Imperial and Royal State Railways initially used the U series . For reasons of performance, the company ordered the P series from Lokomotivfabrik Krauss / Linz after a few years of operation, which was named after the first letter of Parenzo. In 1903, the KkStB 1 / s.0 multiple unit from the Komarek machine works was procured for times of low traffic . However, this is said to have been overwhelmed on the steep route and was therefore passed on to the Pinzgauer Lokalbahn in 1906 .

Of the locomotives built for the Parenzana, two examples of the U series have survived, including the U.37 in Koper / Capodistria . In the Technology Museum of Milan is that of the Italian State Railways ordered P.7. The P.3 erected as a monument in the Slovenian town of Izola / Isola is not an original Parenzana machine, but comes from a replica lot of the Austrian Federal Railways .

After the line was closed, the existing U series locomotives were scrapped, the P series locomotives were partially relocated to the Italian narrow-gauge width of 950 mm and relocated to southern Italian narrow-gauge lines.

Technical specifications

• Number of stations and stops: 36
• Lowest point: 2 m above sea level (in Muggia and Koper)
• Highest point: 293 m above sea level (near Grožnjan / Grisignana )
• Number of turns: 604
• Number of tunnels : 9, total length 1530 m
• Number of bridges : 11
• Number of viaducts : 6
• Travel time Trieste (St. Andrea train station) - Parenzo: 6 h 55 min
• Average speed : 21.9 km / h

Artifacts

Despite the long period of shutdown, there are still an unusually large number of structural remains ( artifacts ), including station buildings, tunnels and viaducts , in the Slovenian and Croatian sections of the former Parenzana . According to a recent survey, 94% of the facilities in the Croatian section are still completely intact. Almost all of the former train stations on the route are still there, mostly used as residential buildings, e.g. B. in Poreč, Motovun, Livade, Grožnjan, Buje (used here as a car repair shop). With a trained eye, railroad enthusiasts can easily see these former stations, the uniform construction is striking.

One curiosity stands out at the former bus stop near Završje / Piemonte d'Istria : when the building was converted into a barn, you have plenty of kilometer stones and hectometer stones with TPC engraving (see above) from z. T. walled in distant sections. The former tunnels along the route can still be easily recognized and found, for example at Završje, where a dirt road runs through the two short tunnels. Other tunnels were temporarily walled up (see below) (near Grožnjan and Motovun), where mushrooms were apparently grown. Also at Završje: a curved viaduct over a deep gorge. Cuts and other engineering structures can be seen very well in the area.

Project Path of Health and Friendship

A reconstruction project as a multinational cycle path by the architecture faculty of the University of Zagreb received media attention, but beyond media reports, there were initially hardly any activities.

The route of the Parenzana Marathon , an annual mountain bike race , runs over part of the section that is now in Croatia .

It was not until February 2008 that the expansion of the Parenzana planum started as a cycle and hiking trail D-8 , largely funded by tourism development funds from the EU. The previously closed tunnels at Grožnjan and Motovun have been cleared and can be walked through or driven through. The tunnel at Freski has received lighting. The beautiful viaducts between Završje and Livade were provided with new galvanized railings by screwing them to the old brackets from 1902.

On the weekend of May 10th to 11th, 2008, a “cycling day” took place between Grožnjan and Livade with official representatives from Croatia and Italy.

Current situation

The cycle path is well signposted and easy to drive on with mountain or trekking bikes. There are also rest areas and information boards next to the route.

From the border crossing, the Parenzana route in Slovenia is signposted as "D-8" and is mostly paved . In Croatia, the signposting of the cycle path is given by yellow signs with the Parenzana logo, but hardly asphalted. In Izola (web link see below) there has been a railway museum with a focus on Parenzana since 2000 - German is also spoken. Another small museum about and along this route has been located in Livade (Croatia), a place known for searching for truffles , since November 4th, 2007 . The expansion of the path on the Croatian side is not very far advanced: it is better to take a mountain bike with you for the gravel or gravel paths .

A locomotive model (of the U20 locomotive that actually ran on the Parenzaner line) is on a 1: 1 scale in Vižinada / Visinada . For the time being, the signposting of the route ends there at about 102 km, a good 20 km from Poreč / Parenzo - this is to change with the expansion in phase II, which was completed in 2013. In September 2017, the route to the beginning of Poreč / Parenzo was signposted, and by chance you will pass the old train station with an information sign (ul. Nicole Tesle 24).

If you want to drive from Poreč / Parenzo to Trieste, you will find the beginning of the cycle route near Ilirska ul. 21, on the road to Kastellir, where the city ends east of the road.

literature

• Egbert Peinhopf: Railways in Istria - then and now . Vienna 2017, ISBN 978-3-9503921-8-0 at bahnmedien.at
• Giulio Roselli: La ferrovia Trieste – Parenzo . (Italian). 1967.
• Giulio Roselli: Parenzana . (Italian). 2nd edition, 1972.
• Giulio Roselli: Cara Parenzana! . (Italian). Edition Fachin, Trieste 1987.
• Franca Chersicla, Massimo Medeot (ed.): I cent'anni della Parenzana. HE "Vincenzo de Castro" Pirano . (Italian). Pigraf, Pirano 2002, OVB .
• Franz Gemeinböck: The Series P . In: Schmalspur , No. 4/2003. Schmalspur Association, Vienna 2003, ZDB -ID 2102646-4 .
• Gerhard Sammer, Josef Flack: Beloved Parenzana! A journey into the past with the narrow-gauge railway Trieste – Poreč (Parenzo) . (German, Slovenian). In: signal. Annual journal of the Pavelhaus , winter 2006/07 edition. Pavelhaus, Graz 2007, ZDB -ID 2180795-4 .
• Giulio Ruzzier: La Parenzana . (Italian, Slovenian; 20 pages). Piran City Council, Piran 2012.
• Janko Ferk , Sandra Agnoli (photo): The Parenzana. Go. Enjoy. To go biking. From Trieste to Poreč . Verlagsgruppe Styria, Vienna / Graz / Klagenfurt 2013, ISBN 978-3-7012-0127-3 .
• Illustrated guide to the kk Österr. State railways for the lines Trieste – Pola, Canfanaro – Rovigno, Herpelje-Kozina – Divaca, Trieste – Parenzo, Monfalone – Cervignano (–Grado), Görz – Haidenschaft. Sea steamship: Trieste – Pola – Fiume (–Abbazia). Trieste – Venice. Newly edited using official data from the Imperial and Royal State Railway Administration. Steyrermühl 1896

Web links

Commons : Parenzana  - collection of images, videos and audio files

• Website of the Parenzana Museum in Izola
• Description of the Parenzobahn
• Website of the official Slovenian tourism information portal on Parenzana
• Illustrated directions for the “new” Parenzana
• Description of the bike tour with a relief map and photo gallery (section Grožnjan – Livade)
• From the coastal country. (…) News from Istria. (...) Also an improvement on the Parenzaner Bahn. In:  Grazer Tagblatt , morning edition, No. 51/1910 (XXth year), February 20, 1910, p. 8, top right. (Online at ANNO ). .

Individual evidence

1. ↑ ^{a b} http://www.eisenbahn-tunnelportale.de/lb/inhalt/eisenbahn-slowenien.html#parenzana
2. ↑ A survey according to the book Istria in prehistoric times . On a new tourist map, the station is called Markovac-Mažurija (Markovaz or Mazzoria), with the Mažurija also representing an elevation.
3. ↑ provisional end of the designated Parenzana cycle path - "Path of Health and Friendship"
4. ↑ The Italian name of Markovac is San Marco .
5. ↑ The Diet. (...) Parenzo, October 24th. In:  Die Presse , Abend-Ausgabe, No. 294/1889 (XLII. Year), October 25, 1889, p. 4 middle. (Online at ANNO ). .
6. ↑ Trade, Industry, Transport and Agriculture. Local railway Trieste – Parenzo. In:  Wiener Zeitung , No. 233/1890, October 9, 1890, p. 7, column 1. (Online at ANNO ). .
7. ↑ Volkswirthschaftliche Zeitung. (...) Local train Trieste – Parenzo – Canfanaro. In:  The Fatherland. Newspaper for the Austrian Monarchy , Morgenblatt, No. 207/1895 (XXXVI. Volume), October 2, 1895, p. 6, column 3. (Online at ANNO ). .
8. ↑ Der Volkswirth. (...) Vienna, April 10th. (...) Localbahnprojecte. In:  Morgen-Presse , No. 99/1896 (XLIX. Volume), April 10, 1896, p. 7, column 4. (Online at ANNO ). .
9. ↑ Communications. (...) Local train Trieste – Parenzo – Canfanaro. In:  Der Bautechniker , No. 21/1896 (XVIth year), May 22, 1896, p. 405, center right. (Online at ANNO ). .
10. ^ The Journey of the Minister-President. In:  Abend-Presse , No. 254/1896 (XLIX. Volume), September 14, 1896, p. 1. (Online at ANNO ). .
11. ↑ Domestic. In:  Wiener Zeitung , No. 221/1897, September 26, 1897, p. 2, top center (online at ANNO ). .
12. ↑ Trade, Industry, Transport and Agriculture. (...) Local train Trieste – Parenzo. In:  Wiener Zeitung , No. 244/1897, October 23, 1897, p. 10, bottom left (online at ANNO ). .
13. ↑ ^{a b} Certificate of concession for the narrow-gauge local railway from Trieste to Parenzo, possibly to Canfanaro. In:  Reichsgesetzblatt for the kingdoms and countries represented in the Reichsrath , year 1899, RGBl. 1899/77, pp. 137-142. (Online at ANNO ). .
14. ↑ K. k. State Railway Directorate in Vienna. Opening of the first section from Trieste to St. A. – Buje of the narrow-gauge local railway Trieste – Parenzo. In:  Neues Wiener Abendblatt. Evening edition of the "Neue Wiener Tagblatt" , No. 92/1902 (XXXVI. Year), April 4, 1902, p. 4, top right. (Online at ANNO ). .
15. ↑ What's new? (...) Opening of the Trieste-St. A. – Buje. In:  Illustrirtes Wiener Extrablatt , evening edition, No. 91/1902 (XXXI. Volume), April 3, 1902, p. 3 middle. (Online at ANNO ). .
16. ↑ The Economist. (…) Opening of the Buje – Parenzo railway line. In:  Grazer Volksblatt , morning edition, No. 582/1902 (XXXVth year), December 20, 1902, p. 7, center left. (Online at ANNO ). .
17. ↑ Daily news. (...) snow and storms. In:  Agramer Zeitung , No. 74/1910 (LXXXV. Volume), April 1, 1910, p. 4, top center (online at ANNO ). as well as
    daily news. (...) The Muggia railway accident. In:  Agramer Zeitung , No. 75/1910 (LXXXV. Year), April 2, 1910, p. 3 middle. (Online at ANNO ). .
18. ↑ Announcement by the Ministry of Railways regarding the concession of a narrow-gauge small railway from Pirano to Portorose to be operated with electric power. In:  Reichsgesetzblatt for the kingdoms and countries represented in the Reichsrath , year 1912, RGBl. 1912/132, p. 621 ff. (Online at ANNO ). .
19. ↑ Description ( Memento of the original from September 15, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. of the Komarek railcar 
20. ↑ Parenzana officially as the path of health and friendship
21. ↑ With the Bora in the back in FAZ of July 11, 2013, page R2