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The Oberbau K had a poplar board pad beneath the rail. The clamping plate was pressed to the rail by spring washers. Everything else was rigid in the beginning. The spring washers on the ribbed plate lag screws came after WWII, the elastomer rail pad even later. The first accident was Nuremberg-Stein in Germany. The poplar board had decayed, the lag screws got loose and broke from bending fatugue: <a>https://www.eisenbahn-unfalluntersuchung.de/SharedDocs/Downloads/EUB/Untersuchungsberichte/2009/017_Nuernberg-Stein.pdf?__blob=publicationFile&amp;v=4</a> The other accident was Duesseldorf. I remembered it wrong. The screw got loose without breaking because of a decomposed tie: <a href="https://www.eisenbahn-unfalluntersuchung.de/SharedDocs/Downloads/EUB/Untersuchungsberichte/2013/052_Duesseldorf_Derendorf.pdf?__blob=publicationFile&amp;v=4">https://www.eisenbahn-unfalluntersuchung.de/SharedDocs/Downloads/EUB/Untersuchungsberichte/2013/052_Duesseldorf_Derendorf.pdf?__blob=publicationFile&amp;v=4</a> Both problems were overlooked during regular maintenance. And here is the Canadian report: <a href="http://www.tsb.gc.ca/eng/rapports-reports/rail/2012/r12e0008/r12e0008.asp">http://www.tsb.gc.ca/eng/rapports-reports/rail/2012/r12e0008/r12e0008.asp</a> I read somewhere that lag screws were first used with spring washers in North America and that the new Arema standard is without spring washers. Is that correct? The Vossloh KS 24 linked above seems to reflect this. Regards, Volker
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