In recent decades, the demand for rails in the rail network of the ÖBB-Infrastruktur AG has been rising steadily due to increasing operational burdens and more modern drive technologies. In order to meet these increasing demands, higher-quality rail steels were researched and integrated into the rail network of ÖBB-Infrastruktur AG. As part of this change to higher quality materials, the topic of head checks raised up. Head checks are a type of rail failure on the rail surface and belong to the category of damage of rolling contact fatigue. In the contact surface of the railway wheel with the rail, large stresses arise which exceed the resistances of the rail material and result in damage to the rail surface (the contact surface). The emergence of head checks can be divided into several phases: the formation of a crack initiation, the continuous growth of the crack, up to breakouts of the driving edge as a result of head checks. In order to investigate the exact causes of head checks, the topic and origin of head checks will be explained in the first step on the basis of previously known literature. In the second step, track measurement data of ÖBB-Infrastruktur AG will be systematically analyzed and analyzed with regard to different influencing parameters. As influencing factors, the route parameters radius of curvature, superelevation excess, longitudinal inclination and the list of locally permissible speeds (VzG) are selected. The VzG represents the locally permissible maximum speeds and is not a parameter for the actually driven speeds. The rail network of ÖBB-Infrastruktur AG is subdivided into its individual routing elements (straight line, arch, transitional arch) for its systematic investigation, and the deepest cracks per routing element determined by head checks are used for analyzes. The results of the evaluations are presented on the basis of diagrams and placed in context with the theories of the literature search. Head checks occur mainly in arches of the rail outside with radius between 400 to 2000 meters, as well as increasingly towards the end in the direction of travel. A correlation between the radius of curvature and the emergence of head-checks could be proven, a theory for the occurrence of head-checks towards the end of the curve could not be established. The findings of the relationship between the radius of curvature and the growth of head checks as well as the increased emergence of head checks towards the end of the curve are consistent with the years of experience of ÖBB-Infrastruktur AG and can be regarded as plausible. As a final result, data of the rail grades R260 and R350 HT are displayed and visualized by means of correlation coefficients. No correlation could be found between one of the influencing factors excess surplus, longitudinal inclination and the VzG and the emergence of head checks.