in Slovenian). After the World War II several ideas arose to reconstruct the railroad 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 railway Parenzana 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, Percorso della salute e dell'amicizia in Italian) for pedestrians and cyclists 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 km/h; together with all stops, the whole journey between Trieste and Poreč took approximately 7 hours. At slower sections passengers often alighted the train to pick fruit from one of many orchards, or to relieve themselves (coaches were not fitted with toilets), then boarded the train anew. 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