Update of railway infrastructure in Pragersko in the 2020-2024 period

The paper is based on the update of the railway infrastructure in Pragersko from 2020 to 2024. The modernization of the railway infrastructure in Pragersko is one of the significant projects in our country. Just by upgrading the infrastructure, the railway, and the town will gain a lot.

In the past, Pragersko it was considered that the biggest traffic jam was the level crossing, where a huge number of vehicles crossed at the time. However, because the rail traffic had increased so much, it was practically impossible to cross the railroad tracks at this level crossing without having to stop and wait for them to clear.

Most of the rail movement took place, as the railway station is a junction, which means that several lines are shared at this station. The main line named G30 is Zidani’s most – Šentilj and on to the national border. The second route is named G40 Pragersko – Ormož – ( Čakovec / Croatia and detour to Lendava ) – Murska Sobota – Hodoš. Line G 45 Gaj pri Pragerskem – Lave allows direct journeys past Pragersko station.

With arch, we gain at least 5 minutes of time, which the train would have spent on stopping, changing locomotive cabins, and leaving the station.

At the beginning of the paper, attention is focused on the history of the Pragersko station and its development through the years to the present. Due to its location, the station has gained immense importance over time.

However, due to the increased number of trains and necessary locomotive changes, as well as train shunting, the environment suffered great exposure to pollution. Firstly because of queuing cars standing in front of the level crossing barrier, and furthermore due to the smoke of the locomotives, that were used for moving the carriages up and down the station to assemble the trains headed to a specific location.

It was at this location, that most trains to Hodoš and Čakovec were assembled. Even if the train had already been assembled for one of these directions, it was still necessary to change the locomotive.

Additionally, I have described the ongoing reconstruction of the station’s building, the renewal of the tracks and their contraptions, the underpass, the safety-signaling devices, and the catenary systems. The second part of the work is focused on the comparison of materials and environmental effects, as well as the erection of the railway underpass, which will significantly improve the quality of life in surrounding areas.

The vehicles will cross the railway line from one side to the other without stopping. Long-term noise will be reduced because the trains are powered by electric traction.