{"id":65024,"date":"2026-03-26T10:24:40","date_gmt":"2026-03-26T10:24:40","guid":{"rendered":"https:\/\/kepner-tregoe.com\/?post_type=white-paper&#038;p=65024"},"modified":"2026-03-26T12:00:25","modified_gmt":"2026-03-26T12:00:25","slug":"design-for-reliability-in-a-regulated-railway","status":"publish","type":"white-paper","link":"https:\/\/kepner-tregoe.com\/nl\/resources\/whitepapers\/design-for-reliability-in-a-regulated-railway\/","title":{"rendered":"Design for Reliability in a Regulated Railway"},"content":{"rendered":"\n<p class=\"is-style-tagline wp-block-paragraph\"><strong>Strengthening Product Acceptance through Structured Problem Analysis<\/strong><\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><em>By Kevin Rayment, Network Rail<\/em><\/p>\n\n\n\n<p class=\"wp-block-yoast-seo-estimated-reading-time yoast-reading-time__wrapper\"><span class=\"yoast-reading-time__icon\"><svg aria-hidden=\"true\" focusable=\"false\" data-icon=\"clock\" width=\"20\" height=\"20\" fill=\"none\" stroke=\"currentColor\" style=\"display:inline-block;vertical-align:-0.1em\" role=\"img\" xmlns=\"http:\/\/www.w3.org\/2000\/svg\" viewBox=\"0 0 24 24\"><path stroke-linecap=\"round\" stroke-linejoin=\"round\" stroke-width=\"2\" d=\"M12 8v4l3 3m6-3a9 9 0 11-18 0 9 9 0 0118 0z\"><\/path><\/svg><\/span><span class=\"yoast-reading-time__spacer\" style=\"display:inline-block;width:1em\"><\/span><span class=\"yoast-reading-time__descriptive-text\">Estimated reading time: <\/span><span class=\"yoast-reading-time__reading-time\">10<\/span><span class=\"yoast-reading-time__time-unit\"> minutes<\/span><\/p>\n\n\n\n<div class=\"wp-block-yoast-seo-table-of-contents yoast-table-of-contents\"><h2>Table of contents<\/h2><ul><li><a href=\"#h-introduction\" data-level=\"2\">Introduction<\/a><\/li><li><a href=\"#h-how-design-for-reliability-is-used\" data-level=\"2\">How Design for Reliability is Used<\/a><\/li><li><a href=\"#h-a-scalable-and-proportionate-approach\" data-level=\"2\">A Scalable and Proportionate Approach<\/a><\/li><li><a href=\"#h-special-cases-and-exceptions\" data-level=\"2\">Special Cases and Exceptions<\/a><\/li><li><a href=\"#h-commercial-off-the-shelf-products-and-modifications\" data-level=\"2\">Commercial Off the Shelf Products and Modifications<\/a><\/li><li><a href=\"#h-the-role-of-kepner-tregoe-problem-analysis-within-design-for-reliability\" data-level=\"2\">The Role of Kepner-Tregoe Problem Analysis within Design for Reliability<\/a><\/li><li><a href=\"#h-results-of-design-for-reliability\" data-level=\"2\">Results of Design for Reliability<\/a><\/li><li><a href=\"#h-reflections-and-wider-considerations\" data-level=\"2\">Reflections and Wider Considerations<\/a><\/li><li><a href=\"#h-network-rail-contacts\" data-level=\"2\">Network Rail Contacts<\/a><\/li><\/ul><\/div>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-introduction\">Introduction<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Design for Reliability (DfR) is a structured process that embeds reliability into railway products from the outset. At Network Rail (NR), DfR complements safety and regulatory requirements by proactively identifying and mitigating potential product failures before they reach the operational railway.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">DfR is the approach NR expects suppliers to apply when demonstrating that reliability has been designed into new or modified railway products that require an engineering assessment to achieve Product Acceptance for use on the live railway. While reliability is a key focus, DfR also addresses whole-life cost, maintainability, installability, manufacturability, system integration, and confidence in measurement.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The process integrates a range of proven engineering and quality tools, including <a href=\"https:\/\/kepner-tregoe.com\/training\/root-cause-analysis\/\" type=\"link\" id=\"https:\/\/kepner-tregoe.com\/training\/root-cause-analysis\/\">Kepner-Tregoe Problem Analysis<\/a>, to support effective problem solving throughout the design and development lifecycle. By embedding DfR within Product Acceptance assessments, NR helps suppliers deliver products that are reliable, maintainable, safe, and optimised for operational performance and whole-life value.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">DfR has been mandated within Network Rail since 3rd April 2017. <strong>This whitepaper explains how DfR is applied in a regulated railway environment, the role of Kepner-Tregoe Problem Analysis within that framework, and how structured problem analysis strengthens Product Acceptance decisions.<\/strong><\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-how-design-for-reliability-is-used\">How Design for Reliability is Used<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">DfR adds a formal reliability focus to what had previously been an almost exclusive emphasis on the legal and safety elements of Product Acceptance. While DfR is explicitly focused on reliability, it also supports safety outcomes. More reliable products require fewer manual interventions, reducing workforce exposure to the railway environment and lowering the likelihood of both safety\u2011related and non\u2011safety\u2011related asset failures.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Network Rail expects suppliers to provide evidence of applying DfR when seeking Product Acceptance and during supplier selection. Greater emphasis is also placed on sharing the causes of historic failures with suppliers to support learning and proactive avoidance.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The strong link between DfR and Product Acceptance exists because there is little value in mandating DfR without a mechanism to confirm that it has been applied correctly. As a European rail infrastructure organisation, Network Rail must operate within a framework that ensures a level playing field for all potential suppliers, including those new to the rail sector. Products are deployed across the whole of Great Britain, and Product Acceptance is the only common checkpoint through which all such products pass.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-a-scalable-and-proportionate-approach\">A Scalable and Proportionate Approach<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Network Rail recognised the need for a scalable approach to DfR rather than a one\u2011size\u2011fits\u2011all model. Depending on the circumstances, as few as 11 of the 79 possible DfR activities may be required. A DfR path selection flowchart is used to determine which activities are applicable for a given situation, resulting in 37 main paths.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Although this approach may appear complex, it is more effective than requiring all products to complete all DfR activities regardless of an activity\u2019s value. Innovative products developed specifically for Network Rail generally present higher risk, but even in these cases certain activities may not be required depending on the nature of the product.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Many paths include three levels of application based on the consequence of a potential failure:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Level 3<\/strong> applies where product failure could affect safety or train performance<\/li>\n\n\n\n<li><strong>Level 2<\/strong> applies where failure does not affect safety or performance but could influence maintainability<\/li>\n\n\n\n<li><strong>Level 1<\/strong> applies where safety, performance, and maintenance are unaffected, but basic DfR activities are still required<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-special-cases-and-exceptions\">Special Cases and Exceptions<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">DfR is not required for all products. Uncontrolled products that do not require Product Acceptance are generally exempt, although drainage products are outside of PA but not exempt.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">DfR is not applied retrospectively to legacy products approved before DfR was mandated, as this would not be proportionate or cost effective. However, if such products are replaced or modified in a way that triggers Product Acceptance, DfR is then required.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">DfR is not mandated for Product Acceptance requests that relate exclusively to new software or software changes, as software reliability typically requires different approaches. It does, however, apply to any new or modified hardware associated with or containing software. DfR is also not mandated for on\u2011track plant designed prior to Network Rail involvement that is hired rather than purchased, although applying the principles is recommended where practicable.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">With these exceptions, all products seeking Product Acceptance that require engineering assessment by Network Rail or a Plant Assessment Body are expected to apply DfR to an appropriate extent.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Where Product Acceptance is required solely due to a manufacturing relocation or a change of supplier for an unchanged design, the primary reliability risks relate to manufacturing and measurement capability rather than product design. In such cases, a reduced DfR path focused on manufacturing and measurement activities is expected.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-commercial-off-the-shelf-products-and-modifications\">Commercial Off the Shelf Products and Modifications<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Cases where Product Acceptance is sought for products that are new to Network Rail, but were fully developed and already in use elsewhere without Network Rail involvement in their original design, are commonly referred to as Commercial or Configurable Off the Shelf (COTS) products. These products are still required to complete the early DfR activities related to setting and confirming requirements, as well as the steps associated with commissioning, railway trials, and early operational use.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Flexibility is permitted in the application of DfR for certain design\u2011stage activities, particularly those related to risk management and testing, where acceptable alternative evidence can be demonstrated. Off the shelf measurement devices and low\u2011risk changes to Network Rail\u2011approved measurement devices typically require just 17 of the 79 possible steps applicable.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Modifications generally require fewer DfR activities than entirely new or innovative products. Where DfR was applied during the original development of the product, updating the existing evidence with particular focus on the interactions of new or changed features is normally sufficient. If the Product Acceptance lead reviewer determines that the reliability risk associated with a modification is normal or low, the applicable DfR path may be further reduced. Very minor modifications that do not affect other components, such as changing a fastener from an imperial to a metric thread, further reduce the expectations.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The standard also allows the Product Acceptance lead reviewer to revise or remove the need for specific DfR activities for some of the simpler paths. Where fewer than ten products are planned to be manufactured, the DfR process may be further simplified.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-the-role-of-kepner-tregoe-problem-analysis-within-design-for-reliability\">The Role of Kepner-Tregoe Problem Analysis within Design for Reliability<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>DfR is focused on avoiding problems rather than fixing them. More than half of the DfR activities are applied before a prototype is produced, reflecting the well\u2011established principle that it is far less costly to design a product correctly than to change it once it has been built or deployed. Nevertheless, situations still arise where problems must be addressed.<\/strong><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Where a product modification intended to resolve a problem triggers the need for Product Acceptance, DfR requires evidence that an appropriate problem\u2011solving approach has been used to confirm that the correct cause or causes have been identified and addressed. DfR has also been applied to improve the reliability of products designed prior to its introduction. Problem\u2011solving activities are integrated throughout DfR and are typically applied following testing steps to validate product performance.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Selecting the most appropriate problem\u2011solving approach is important. If the cause is already known, or if understanding the cause is not required, the focus may be on selecting the most suitable resolution. Where only a small number of failures have occurred, physical examination and measurement may be sufficient. Where failures arise from multiple interacting sources of variation, approaches focused on variation reduction may be more appropriate. If a product has never performed as intended, this often indicates the need to revisit the design rather than pursue problem resolution.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Where a problem has an unknown cause, affects multiple units, and available evidence suggests a single underlying cause, Kepner\u2011Tregoe Problem Analysis provides a particularly effective and efficient approach. <\/strong>It enables teams to move quickly from symptoms to verified cause by applying a disciplined, fact\u2011based method that distinguishes where the problem occurs and where it does not, systematically tests cause theories against the available evidence, and requires confirmation rather than assumption. This reduces the risk of addressing the wrong cause, supports consistent decision\u2011making across suppliers and reviewers, and strengthens confidence that corrective actions will be effective, proportionate, and sustainable within the DfR framework.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-results-of-design-for-reliability\">Results of Design for Reliability<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">It is relatively straightforward to measure the benefit of fixing known historic problems. DfR, however, is focused on the more cost\u2011efficient and customer\u2011focused approach of proactive avoidance, where the value of a problem never occuring is inherently difficult to quantify. A product designed using DfR may have been reliable regardless, or it may otherwise have become one of the least reliable assets on the railway.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Train delay is not a suitable measure of DfR effectiveness, as it is influenced by many external factors unrelated to product design. These include changes to service levels, increased traffic on the network, heavier or longer trains, altered operating patterns, infrastructure constraints, and wider operational disruptions. It would therefore be misleading to attribute changes in train performance directly to DfR when so many other variables are at play.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Despite this, suppliers and Network Rail engineers have reported tangible benefits from applying DfR. Suppliers have indicated that the measurement system analysis step has prevented the use of measurement methods that were incapable of detecting manufacturing deterioration, as well as methods that were unsuitable for their intended purpose. Suppliers have also become more willing to challenge ambiguity in product requirements, as encouraged by DfR.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Development testing is increasingly representative of real\u2011world conditions, enabling more issues to be identified and addressed before products reach the railway. Greater consideration is being given to installation and maintenance during development, with one supplier describing how an impractical maintenance task was identified and avoided because DfR required it to be simulated during the design phase. Suppliers are also encouraged to challenge less effective problem\u2011solving approaches that do not confirm an assumed root cause against the available failure data. Based on verbal feedback, the types of historic post\u2011launch issues that originally drove the case for DfR are now occurring far less frequently.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Independent benchmarking conducted up to June 2020 showed Network Rail\u2019s DfR process performing strongly, ranking in the top position in seven out of twelve categories when compared with practices across aerospace, automotive, defence, energy, nuclear, and rail sectors.<\/strong><\/p>\n\n\n\n<h2 class=\"wp-block-heading\" id=\"h-reflections-and-wider-considerations\">Reflections and Wider Considerations <\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Much effort has been invested in making DfR one of Network Rail\u2019s most adaptable standards. The approach has become more efficient and effective through feedback from users, delegates attending DfR training, and practical questions raised from the community. While DfR draws on a wide range of proven tools, experience has shown that any structured approach must be tailored to the specific industry and product context in order to achieve the greatest benefit.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Rail differs significantly from many other sectors. Aircraft and cars are not installed in the same way as railway assets.\u00a0 In contrast to manufacturing, the railway effectively operates as a geographically distributed factory, extending from Penzance in Cornwall to Wick in Scotland. Installation, use, and maintenance are carried out by different people, in different environments, and under varying constraints. This is why DfR explicitly considers variation introduced by people during installation, operation, and maintenance. In some respects, rail has it easier, as many consumer products operate globally and are exposed to even greater climatic variation.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Since the first passenger fatality on the public railway at the opening of the Liverpool and Manchester Railway, safety has rightly been the primary focus of the rail industry. This long\u2011standing emphasis has delivered significant safety improvements and made rail safer than many other forms of transport. However, until the introduction of DfR, reliability had not historically received the same level of structured attention as safety.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">It is often Network Rail employees, rather than suppliers, who raise questions about whether DfR adds cost to a product. Where suppliers do raise concerns, these are typically focused on how costs are recovered, which is no different from other aspects of designing, manufacturing, and bringing products to market. In practice, DfR shifts effort earlier in the lifecycle, where changes are less costly and outcomes are more predictable.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Innovation must ultimately meet customer requirements rather than being pursued for its own sake. Network Rail has moved from a push approach, where suppliers attempt to anticipate what the railway might wish to buy, to a pull approach that clearly articulates needs. This has proved more efficient, avoiding the Product Acceptance process becoming congested with unwanted products and enabling innovation to be focused where it delivers value. Stopping the development of unneeded products early is a positive outcome.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">DfR remains relatively new within the rail sector, creating a competence challenge when compared with industries where DfR practices are long established. While some suppliers bring experience from other sectors, rail teams within multi\u2011division organisations may have less exposure. Addressing this capability gap remains an important part of embedding DfR consistently across the supply chain.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Further reading:<\/strong> see our previous <a href=\"https:\/\/kepner-tregoe.com\/about\/client-success-stories\/network-rail\/\" type=\"client-success-story\" id=\"43534\">Network Rail case study<\/a> to find out how the organization used Kepner-Tregoe Problem Analysis to audit a supplier\u2019s root cause findings & corrective actions <\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Find out more about how you can <a href=\"https:\/\/kepner-tregoe.com\/training\/root-cause-analysis\/\">train your teams<\/a> in Kepner-Tregoe problem analysis<\/p>\n\n\n\n<div class=\"wp-block-wsfirst-responsive-spacer responsive-spacer\" aria-hidden=\"true\"><div class=\"responsive-spacer-fullsize\" style=\"height:1.5625rem\"><\/div><div class=\"responsive-spacer-tablet\" style=\"height:1.4375rem\"><\/div><div class=\"responsive-spacer-mobile\" style=\"height:1.25rem\"><\/div><\/div>\n\n\n\n<h2 class=\"wp-block-heading is-style-h3\" id=\"h-network-rail-contacts\">Network Rail Contacts<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Design for Reliability enquiries and training: <a href=\"mailto:DFR@networkrail.co.uk\">DFR@networkrail.co.uk<\/a><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">DfR audit and assurance enquiries: <a href=\"mailto:NCBEnquiries@networkrail.co.uk\">NCBEnquiries@networkrail.co.uk<\/a><\/p>\n\n\n\n<div class=\"wp-block-wsfirst-responsive-spacer responsive-spacer\" aria-hidden=\"true\"><div class=\"responsive-spacer-fullsize\" style=\"height:1.8125rem\"><\/div><div class=\"responsive-spacer-tablet\" style=\"height:1.5625rem\"><\/div><div class=\"responsive-spacer-mobile\" style=\"height:1.25rem\"><\/div><\/div>\n\n\n\n<p class=\"wp-block-paragraph\"><a href=\"https:\/\/kepner-tregoe.com\/resources\/whitepapers\/\" type=\"post\" id=\"64496\">BACK TO ALL WHITEPAPERS<\/a> \u2192<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n","protected":false},"excerpt":{"rendered":"<p>Strengthening Product Acceptance through Structured Problem Analysis By Kevin Rayment, Network Rail Introduction Design for Reliability (DfR) is a structured process that embeds reliability into railway products from the outset. At Network Rail (NR), DfR complements safety and regulatory requirements by proactively identifying and mitigating potential product failures before they reach the operational railway. DfR [&hellip;]<\/p>\n","protected":false},"author":85,"featured_media":65038,"template":"","white-paper-type":[],"class_list":["post-65024","white-paper","type-white-paper","status-publish","has-post-thumbnail","hentry"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO Premium plugin v27.7 (Yoast SEO v27.7) - https:\/\/yoast.com\/product\/yoast-seo-premium-wordpress\/ -->\n<title>Design for Reliability in a Regulated Railway - Kepner-Tregoe<\/title>\n<meta name=\"description\" content=\"Design for Reliability: Kepner-Tregoe Problem Analysis helps Network Rail to apply a structured approach when issues arise\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/kepner-tregoe.com\/nl\/resources\/whitepapers\/design-for-reliability-in-a-regulated-railway\/\" \/>\n<meta property=\"og:locale\" content=\"nl_NL\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Design for Reliability in a Regulated Railway\" \/>\n<meta property=\"og:description\" content=\"Design for Reliability: Kepner-Tregoe Problem Analysis helps Network Rail to apply a structured approach when issues arise\" \/>\n<meta property=\"og:url\" content=\"https:\/\/kepner-tregoe.com\/nl\/resources\/whitepapers\/design-for-reliability-in-a-regulated-railway\/\" \/>\n<meta property=\"og:site_name\" content=\"Kepner-Tregoe\" \/>\n<meta property=\"article:modified_time\" content=\"2026-03-26T12:00:25+00:00\" \/>\n<meta property=\"og:image\" content=\"https:\/\/kepner-tregoe.com\/wp-content\/uploads\/2026\/03\/reliability-meter.webp\" \/>\n\t<meta property=\"og:image:width\" content=\"800\" \/>\n\t<meta property=\"og:image:height\" content=\"587\" \/>\n\t<meta property=\"og:image:type\" content=\"image\/webp\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:label1\" content=\"Est. reading time\" \/>\n\t<meta name=\"twitter:data1\" content=\"10 minutes\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\\\/\\\/schema.org\",\"@graph\":[{\"@type\":\"WebPage\",\"@id\":\"https:\\\/\\\/kepner-tregoe.com\\\/nl\\\/resources\\\/whitepapers\\\/design-for-reliability-in-a-regulated-railway\\\/\",\"url\":\"https:\\\/\\\/kepner-tregoe.com\\\/nl\\\/resources\\\/whitepapers\\\/design-for-reliability-in-a-regulated-railway\\\/\",\"name\":\"Design for Reliability in a Regulated Railway - 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