Open consultation

RVAR 2010 exemption: London Underground Central line 1992 Tube stock

Published 4 June 2025

Full name of the applicant

Richard Jones, Director of Asset Performance Delivery, London Underground Limited

Address of the applicant

London Underground Limited
5 Endeavour Square
London E20 1JN

Background

London Underground is upgrading its Central line trains, which were introduced in 1992. The Central Line Improvement Programme (CLIP) will bring technical improvements to raise reliability and various accessibility enhancements for meeting the requirements of the relevant rail vehicle regulations. 

Some of these requirements, however, would require upgrades that are not technically feasible or economic for vehicle designed before the regulations were in place. 

Consequently, the application requests exemption for the duration of CLIP for some requirements and indefinite exemption for others, as set out below.

This is similar to London Underground’s request in 2019, which resulted in the Rail Vehicle Accessibility (Non-Interoperable Rail System) (Central Line 92 Tube Stock) Exemption Order 2019 (the 2019 order).  

This was granted, with conditions, for non-compliances identified earlier in anticipation of the CLIP programme and commenced on 1 January 2020, expiring on 1 January 2025. The 2019 order was granted for exemptions from regulations in schedule 1, part 1 (general requirements), to the Rail Vehicles Accessibility (Non-Interoperable Rail System) Regulations 2010 (RVAR 2010).

The application consists of this document, relating to the Central line trains, and a similar application document accompanying this one relating to the Central line platforms and an application relating to the Waterloo & City line.

Exemption orders made to date

To date, 1 RVAR exemption order has been made, as shown in the published List-of-rvar-exemption-orders.  

It is 2019 Order, for 1992 Tube Stock.

Exemption request summary

Exemption until 1 January 2032, to the end of the CLIP programme, is requested from regulations in part 1 of schedule 1 to the RVAR 2010 indicated by the paragraph numbers below. These correspond to articles 3(b), 3(c), 3(e), 3(g), 3(i) and 3(k) of the Rail Vehicle Accessibility (Non-Interoperable Rail System) (London Underground Central Line 92 Tube Stock) Exemption Order 2019, as shown:

• paragraph 8(2): floor of the vestibule to a passenger doorway in the side of a rail vehicle contrasts with the adjoining floor (2019 order 3(b))
• paragraph 8(6): band of single colour at passenger doorway contrasting with adjoining floor (2019 order 3(c))
• paragraph 10(4)(d): passenger handrail fitted to contrast with adjacent parts of the rail vehicle (2019 order 3(e))
• paragraph 11(1): public address system for audible and visual announcements (2019 order 3(g))
• paragraph 11(15): display not to be written in capital letters only (2019 order 3(i))
• paragraph 18(4): number of wheelchair spaces required (2019 order 3(k))

Indefinite exemption (for the life of the vehicles) is requested from the following RVAR Part 1 paragraph numbers below. These correspond to articles 3(d), 3(f), 3(h), 3(j) and 3(l) of the 2019 order:

• paragraph 10(1)(a): positions of handrails close to passenger doorways (2019 order 3(d))
• paragraph 10(6)(c): not less than 35 millimetres’ clearance between any part of the handrail and any other part of the rail vehicle (2019 order 3(f))
• paragraph 11(5): requirement to use a public address system fitted inside an exempt vehicle to announce the next stop (2019 order 3(h))
• paragraph 13(3): height of the priority seat’s base not less than 410 millimetres above the floor level (2019 order 3(j))
• paragraph 20(10) (a) Position of handrail protruding from the ceiling into a wheelchair space (2019 order 3(l))

Central line vehicles

Description of the rail vehicles to which the application relates

The Central line vehicle fleet, the 1992 Tube stock (92TS), was introduced from April 1993. Among London Underground fleets, the Central line serves the second highest passenger numbers after Northern line and provides the poorest reliability since 2015 to 2016. Main causes of poor reliability are the traction motors and obsolete electronic systems. 

In 2015, they were scheduled to be replaced as part of the Deep Tube Upgrade Programme (DTUP) by 2035. However, due to economic challenges at that time, London Underground entered into contract with Siemens Mobility Limited, which is currently being used to replace the Piccadilly line fleet. Central line fleet was later included as contractual options in the supply agreement with Siemens for new trains. 

Central line 1992 Tube stock - vehicle numbers:

Class number: 1992 Tube stock

Manufacturer: ABB Transportation, Derby, United Kingdom

Fleet formation: 85 trains consisting of 340 2-car units, 4 of which are coupled together to form an 8-car train.  

Central line trains are formed from:

• driving motor cars (A): 175 vehicles numbered 91001 – 91349 (odd numbers)
• non-driving motor cars (B): 340 vehicles numbered 92001 – 92349 (odd numbers), 92002 – 92266 (even numbers), 92402 – 92464 (even numbers)
• non-driving motor cars (C/D): 165 vehicles numbered 93002 – 93266 (even numbers), and 93402 – 93464 (even numbers)

Total number of vehicles is 680.

Services provided

The 92TS currently operates on the Central line that runs from Ealing Broadway/ West Ruislip in West London to Epping and Hainault (via the Loop) in North-East London.

The Central line serves 49 stations over 74 kilometres. All stations in central London are ‘deep Tube’, built 20 metres or more below ground level and served by smaller trains compared with the sub-surface trains on District, Circle, Metropolitan, and Hammersmith and City lines. 

The Central line interchanges with other services at Bank, Ealing Broadway, Liverpool Street, Tottenham Court Road and Stratford stations for National Rail, London Overground, Docklands Light Rail and buses.

Table 1: Eastbound services from Ealing Broadway and West Ruislip

Normal services are provided at these times:

Time of the week	First or last train	Eastbound services from Ealing Broadway	Eastbound services from West Ruislip
Weekday	First train	05:29	05:23
Weekday	Last train	23:55	23:53
Saturday	First train	05:29	05:23
Saturday	Last train	01:05	23:53
Weekend	First train	05:15	06:41
Weekend	Last train	23:16	22:58

Other service particulars include:

A Night Tube service operates between Ealing Broadway and Loughton/Hainault (via Newbury Park) overnight on Friday nights/Saturday mornings and Saturday nights/Sunday mornings.

First and last train through-services from Ealing Broadway terminates at Hainault. All other last train services from Ealing Broadway terminate at White City. Same applies to West Ruislip through-service to Epping. All other later services terminate at White City.

Westbound services can start from Epping and split after Buckhurst Hill to continue to Woodford or travel via Hainault to Leytonstone. All services joined at Leytonstone and run through central London all stations to North Acton, where the line splits again to travel to Ealing Broadway and West Ruislip.

Table 2: Westbound services from Epping and Hainault

Normal services are provided at these times:

Time of the week	First or last train	Westbound services from Epping	Westbound services from Hainault
Weekday	First train	05:10	04:50
Weekday	Last train	23:45	23:51
Saturday	First train	05:10	05:23
Saturday	Last train	01:33	23:51
Weekend	First train	06:42	06:10
Weekend	Last train	22:42	23:07

Other service particulars include:

A Night Tube service operates between Loughton/Hainault (via Newbury Park) and Ealing Broadway overnight on Friday nights/Saturday mornings and Saturday nights/Sunday mornings.

First and last train through-services from Epping through-service to West Ruislip.  All other later services terminate at Loughton or Woodford.

Hainault last through-service terminate at Ealing Broadway with the later services interchanging at White City towards West Ruislip.

The exemption provisions of RVAR

The application seeks exemption from the Rail Vehicles Accessibility (Non-Interoperable Rail System) Regulations (RVAR) 2010 schedule 1, part 1 (general requirements) as follows:

8(2) Subject to sub-paragraphs (3) and (5), the floor of a vestibule to a passenger doorway in the side of a rail vehicle must contrast with the adjoining floor of the passenger saloon of the vehicle;

8(6) At a passenger doorway in the side of a rail vehicle the floor must have a band of single colour running parallel with the full width of the entrance:

• (a) not less than 50 millimetres and not more than 100 millimetres wide
• (b) the edge of which furthest from the entrance must not be more than 100 millimetres from the edge of the floor at the entrance
• (c) which contrasts with the adjoining floor surface

10(1) Subject to sub-paragraphs (2) and (3), a handrail must be fitted in the following positions

• (a) in every rail vehicle, on the inside as close as practicable to, and on either side of, the passenger doorways in the side of the vehicle, extending vertically from a point not more than 700 millimetres above the floor to a point not less than 1200 millimetres above the floor

10(4) Subject to sub-paragraphs (5) and (6), any passenger handrail fitted in or to a rail vehicle must comply with the following requirements:

• (a) it must have a circular cross section with a diameter of not less than 30 millimetres and not more than 40 millimetres

10(6) The requirements referred to in sub-paragraph (5) are that:

• (c) there must be not less than 40 millimetres clearance for a passenger’s hand between any part of the handrail and any other part of the rail vehicle, excluding the mountings of the handrail to the vehicle

11(1) The interior of a rail vehicle must be fitted with a public address system for audible and visual announcements.

11(5) Whilst a rail vehicle is stationary at a station or stop any public address systems required to be fitted inside the vehicle, and on its exterior, must be used to announce the destination of the vehicle or, if it is following a circular route, the name or number of the route and, in the case of systems inside the vehicle only, to announce the next stop.

13(3) Each priority seat, and the space available to its user, must comply with the specifications shown in diagram C1 and in either diagram C2, C3 or C4 in schedule 2;

18(4) Where a train consists of the number of rail vehicles shown in a row of column A of the following table that train must have at least the number of wheelchair spaces shown in column B of the table set out below paragraph 18(4)

20(10) If a handrail is to be fitted to the ceiling of a rail vehicle, it may protrude into a wheelchair space provided that:

• (a) subject to sub-paragraph (11), it must not do so by more than 250 millimetres measured from the passenger gangway side of that space - (11) In its application to a narrow width vehicle, sub-paragraph (10)(a) has effect as if for 250 millimetres there were substituted 400 millimetres.

Technical, economic and operational reasons for the application

Amongst London Underground fleets, the Central line serves the second highest passenger numbers after Northern line and provides poorest reliability since 2015 to 2016. The main causes for its poor reliability are failing traction motors and obsolete electronic systems.

In 2015, the 92TS fleet was scheduled to be replaced as part of the DTUP by 2035. With the significant reduction in government grant funding for the cost of operating London’s transport network and the forecasted revenue, a consequence of the wholesale business review of costs means that only Piccadilly line fleet replacement could be affordable. Other fleets, including 92TS, were later included as an additional option in the supply contract with Siemens Mobility Limited in 2018.

Given that there are no immediate plans for a new fleet, Transport for London (TfL) is undertaking the CLIP to refurbish the existing 92TS into a modern reliable and RVAR compliant rail fleet. The upgrade programme commenced works in 2018 to 2019, at which point completion in 2023 to 2024 was anticipated.

Progress was impacted by the coronavirus pandemic, supply chain issues and technical problems since 2020. Further uncertainties from the Ukraine-Russian and Middle Eastern conflicts led to significant disruptions in raw materials (fuels) and led to fluctuating inflation. This coupled with slower than expected passenger recovery post the pandemic all contributed to a weaker Transport for London (TfL) financial position. A re-phasing of the programme is therefore needed for London Underground to balance all safety-critical renewals works and prioritise passenger service within a short-term funding envelope.

It is challenging to modify a fleet of 32-year-old 92TS rail vehicles whilst addressing reliability and obsolescence issues with the new traction and modern electronics such as the passenger information system (PIS). This is the first time London Underground have taken this approach to undertake a major refurbishment (traction conversion and accessibility modifications) and heavy overhaul of a fleet in-house. 

The prolongation of CLIP was also in large part due to the deteriorating asset condition where traction motor failures triggered an emergency timetable in February 2024. This service decline has diverted engineering services and resources away from the business to recover the service and normal timetable has returned in January 2025.

Funding uncertainty continues, but despite this challenge, the CLIP programme is expected to complete by financial year 2031 to 2032. This is in part because London Underground value accessibility improvements and has prioritised CLIP amongst other investments in the 2024 business plan. The programme is fully resourced and set up at Acton Works with trains lined up for production.

All the above challenges meant that as a result, the Central line is seeking to extend the expiry date of the current 2019 exemption order to 1 January 2032. Exemption is therefore requested for the period until the CLIP refurbishment removes the following non-compliances:

8(2) Subject to sub-paragraphs (3) and (5), the floor of a vestibule to a passenger doorway in the side of a rail vehicle must contrast with the adjoining floor of the passenger saloon of the vehicle;

8(6) At a passenger doorway in the side of a rail vehicle the floor must have a band of single colour running parallel with the full width of the entrance:

• (a) not less than 50 millimetres and not more than 100 millimetres wide
• (b) the edge of which furthest from the entrance must not be more than 100 millimetres from the edge of the floor at the entrance
• (c) which contrasts with the adjoining floor surface

10(4) (d) any passenger handrail fitted in or to a rail vehicle contrast with adjacent parts of the rail vehicle

11(1) The interior of a rail vehicle must be fitted with a public address system for audible and visual announcements.

18(4) Where a train consists of the number of rail vehicles shown in a row of column A of the following table that train must have at least the number of wheelchair spaces shown in column B of the table set out below paragraph 18(4).

In addition to the above, London Underground also seeks Indefinite exemption for the non-compliant features from regulations 10(1), 10(6), 11(5), 13(3) and 20(10) are needed for the life of the vehicle. This is because a replacement plan for a new-build (compliant) fleet is not anticipated prior to completion of the CLIP given TfL’s financial situation.

Effect of non-compliance on a disabled person’s ability to use the rail vehicles

London Underground does not believe that an extension period for which the current non-compliances remain before being removed will cause any worse detriment to the ability of disabled persons to use the rail vehicles. 

To date, the 92TS vehicle is the least accessible fleet across the London Underground network. It currently lacks:

• wheelchair bays with height-adjusted emergency alarms
• passenger information system (PIS) in the saloon car
• single-band colour doorsills
• colour-contrast handrails and flooring  

In addition, due to the deep underground structures, the number of step-free stations on the Central line is limited. They are:

• Buckhurst Hill
• Debden
• Ealing Broadway
• Epping
• Greenford
• Hainault
• Newbury Park
• Roding Valley
• South Woodford
• Stratford
• Woodford 

London Underground believes that CLIP will bring significant improvements for our disabled customers. All trains will be installed with 2 wheelchair bays and accessible passenger emergency alarms (PEA) in cars number 2 and 7 in an 8-car train formation. Every vehicle will also be fitted with:

• audio and visual passenger information systems
• colour contrast flooring and handrails
• better LED lighting
• priority seating 

In addition, there are newly fitted closed circuit television (CCTV) cameras for safety and security reasons. These improvements will be brought about progressively over the CLIP programme, as each train is completed. The first 2 trains completed with all of the RVAR features included were brought into passenger service in December 2024.

London Underground also believes that the condition of the 92TS fleet needs to be addressed in parallel with the accessibility modifications. This refers to the overhauling and retrofitting of the rail vehicles with new traction motors and fault-diagnostic systems to improve its current service performance levels. These works will improve reliability and relieve crowding to make the journeys easier for our disabled customers. CLIP has overhauled 5 trains and is expected to return more 92TS trains into service progressively until 2031 to 2032.

The effects on passengers of each non-compliance are indicated below:

Paragraph 10(1) a: handrails in doorways

The handrails adjacent to the 92TS rail vehicle doorways comply with RVAR. However, the usable height is between 660mm and 1135mm from floor height. The total measurement of the handrail as fitted to the 92TS is between 610mm and 1360mm high. RVAR states that a handrail must be between 700mm and 1200mm from floor height.  

London Underground understands that the usable height does not consider the radius of the handrails at both ends owed to the curvature of the car body.

While it would be possible to replace the handrail in all door positions, London Underground believes that a redesign of the handrails and methods to fit them onto the narrow-width vehicle would not provide good value when weighed up against the limited benefit that this circa 100mm difference would bring to customers. Figure 1 shows the handrails in question with height measurement taken from the floor level of the rail vehicle.

Figure 1: useable handrail height of a 92TS rail vehicle

Top of vertical handrail measured from floor at 1135mm and bottom of same vertical handrail measured from floor at 660mm.

Paragraph 10(6)(c): handrail in a narrow width vehicle

Owing to the dimensions of the Central line rail vehicles, an ovular handrail was fitted above the doorways. This allows for significantly more space to hold on when the vehicle is moving than if they were not fitted. It is assumed that at the time of construction, this profile was chosen so as not to impede on the space above the doorways which may have led to a risk of a person striking their head whilst boarding or alighting the vehicle. The current handrail follows the shape of the interior bodywork of the rail vehicle which would have had a protrusion if the handrail had a circular profile.

Although the current handrail is compliant in size with RVAR, the clearance between the top of the handrail and the bodywork is 35mm. This falls outside the required 40mm. To comply with this requirement, the handrail would need to be lowered and this would introduce a hazard in the already restricted head height above the door. As such, London Underground cannot recommend adjusting the handrails.

London Underground also believes that there is little benefit provided by moving the handrail 5mm and any work which could take place to adjust the location of the handrails would also represent little or no value to customers. This was previously exempted in the 2019 order as it is not thought that there would be noticeable passenger benefit for the modification cost.

Paragraph 11(5): rail vehicles stationary at a station

London Underground is committed to providing sufficient timely, accurate and accessible customer information to enable our customers to travel confidently, make informed decisions and to minimise the impact of disruption. 

RVAR compliance states that there must be an audible announcement of ‘next station’ whilst in platform at a station, however we are concerned that operation of the passenger service could be impeded in delivering the required travel information whilst stationary at a station. The dwell time is carefully balanced with run times to deliver the train service. An extended time to announce ‘next station’ information whilst stationary can have knock on effects to service robustness and over-crowding.  

It is believed that announcing the ‘destination’ information provides the same benefit to passengers whilst at a station. This is because the direction of travel can be ascertained from the destination, as routes are simple, and maps are available inside the train. On top of that the ‘next station’ and destination announcement is made during the interstation run. As such, London Underground is seeking a permanent exemption that would allow the removal of the ‘next station’ information inside the saloon whilst the train is stationary at a platform. 

London Underground also believes that it is a better service to passengers by reducing the amount of pre-recorded information given. This allows a driver to give real-time information about service disruption, interchange with other services, step free access and where appropriate high-level local and tourist information. All pre-recorded information will still be given inside the train between stations in audible and visual format once the PIS is in place. 

On the platform, passengers get information from audible station announcements and signage on platforms, platform ‘next train’ display indicators, and new destination displays on the front of the vehicle. Supplementing this are Platform Help Points which allow passengers to communicate with station staff for help. London Underground believes that an exemption from ‘next stop’ announcement when the train is stationary at the platform can be adequately mitigated. This is consistent with other London Underground lines operating on the network.

Paragraph 13(3): heights of priority seats

The priority seats in the 92TS rail vehicles are the same height as the rest of the seats in the saloon. This height is 410mm which is 20mm below the minimum RVAR stipulated height of 430mm. It would be technically possible to raise the seat height; however, London Underground is concerned that raising only one seat would have aesthetic disadvantages.

Though it is possible to raise the seat height across the whole fleet, it is deemed on economic ground there was little benefit to raising the seat height. Figure 2 shows the priority seat at the end of the aisle with a consistent height with all other seating.

Figure 2: priority seat height from the floor of the 92TS rail vehicle

Priority seat height measured from floor is 410mm.

A user in the priority seat is unlikely to be impacted by the seat height being 20mm lower than required in the regulation. All priority seating is next to a handrail which can be used to aid standing and sitting.

Paragraph 20(10)(a) Wheelchair Space Handrails

London Underground is seeking a permanent exemption that would allow the overhead handrail to extend 446mm only into the wheelchair space.  This is because the wheelchair space is being retrofitted to the rail vehicles which was initially built before RVAR was introduced. London Underground needed to adjust the overhead handrails in the wheelchair area safely to accommodate the standing users.  

The wheelchair bay area is located between 2 double-leaf doors in cars number 2 and 7.  Existing seat bays are removed to create the area; and this allows more space for standing passengers closer to the carriage side. Only the overhead handrails retained for standing passengers such as carers of wheelchair users and other users are modified.

TfL human factors engineering assessment concluded that the original 405mm position presented risk of head impact of standing passengers represented by 45% of male population and 2% female population. By adjusting to the new position, the risk is reduced to 20% of male population and 0.2% female population. The original and new handrail positions are shown below.

Figure 3a: original overhead handrail position

Figure 3b: new overhead handrail position

Originally protruding at 451mm, the new position resulted in a 446mm protrusion from the edge of the gangway side of the wheelchair space.  This is a non-compliance to RVAR requirements 20(10)(a) as shown in the diagram.

Figure 4: diagram of wheelchair bay area

On the handrails, London Underground does not believe that there is detriment to any customers’ use of the rail vehicles due to the position above the wheelchair spaces. Feedback from Independent Disability Advisory Group (IDAG) and the local stakeholders is that it presents little or no impact to the disabled persons. The vertical handrail between the 2 wheelchair bays and the doorway handrails are retained as an alternative support.

The measures proposed, if the application is granted, to enable a disabled person to use the rail vehicle

London Underground has sought to minimise the effect of these exemptions on disabled peoples’ ability to travel on the Central line vehicles.  Mitigating services such as journey planner comprising of static and real-time information provision, assistance from operational staff at the station and online, as well as safety features such as CCTV are in place to enable disabled persons to use the rail vehicle if exemptions are granted.

Information on the rail vehicle modifications for disabled users is also featured on different media from railway publications, social networks, and news broadcast. London Underground has continuously engaged with our wider TfL customer experience and stakeholder relationship teams including IDAG on CLIP progress and the requested exemptions.

London Underground has considered our users’ feedback that readily available information is important for accessible journey planning. These include:

• travel advice (guides, maps and journey planner such as step-free and avoiding the stairs Tube guides)
• passenger assist service with National Rail services
• travelling with a guide dog
• assisted transport services (door-to-door)
• real time Central line service and live status updates

Assistance is available on a ‘turn up and go’ basis meaning that delays to a journey are minimised as much as practical and do not need to be planned or booked in advance. This is enabled by live information on the TfL Go App. Station staff will also check the disabled user’s planned journey on the Central line is free from disruption and if an alternative is needed, they can arrange assistance. This service can be helpful to visually disabled persons when audio announcements of next stop to determine train destinations are hard to hear during crowded periods.

On board the rail vehicles, the train drivers have in-cab CCTV that relays pictures from multiple cameras so they can see the platform-train gap along the whole length of the platform even if crowded. Central line operators achieve the same visibility using multiple CCTV monitors on the platform, opposite the driving position, to ensure disabled users board and alight the rail vehicles safely.  

London Underground periodically reviews all messages displayed on our electronic passenger information system which is broadcast to customers that ensures it remains appropriate and relevant. All London Underground stations and rail vehicles messages are also reviewed to be consistent across the network when required.  

As more modified Central line rail vehicles return to service, London Underground will communicate the improvements and areas of remaining non-compliance to the disabled persons through various media and local disability groups. A migration plan relating to the CLIP programme has been developed to introduce more RVAR compliant rail vehicles into service.

At present, the accessible boarding and alighting position is at car 6. With the new wheelchair bays fitted by CLIP, customer experience and operations staff have been briefed on the new boarding and alighting positions is now at car 7. Bulletins distributed to the staff outlined the instructions when helping passengers use the Central line at every station. 

Customer service will use compliant labelling on the designated carriage to help the disabled persons to wait and board at the new positions (see figure 5). The labels will also be able to prevent any issues regarding communication whereby the staff waiting for the wheelchair user to exit the train will know which carriage to use. Signs are also used in the wheelchair bay area to delineate the space for the disabled persons.

Figure 5: external signage on wheelchair-compatible doorway

The period for which the exemption order is requested to be in force

There are currently no proposals for modifications of these rail vehicles once scope of the CLIP programme is completed. It is intended that the vehicles will be subject to an exemption order until their end of life, which could be up to 12 years’ time subject to current assumptions on funding.

RVAR compliance on the Central line, subject to the requested exemptions, is dependent on funding certainties across the London Underground fleet. As seen in recent service decline, CLIP work programmes have been impacted where limited resources are distributed across all fleets to maintain a minimum service level. Priority has been given to recover Central line service and investments are in place to ensure CLIP can deliver to the requested timescales. The exemptions will allow funding and resources to be focused on the CLIP programme which is the most efficient way to achieve RVAR compliance.

By mid-2025, London Underground will have delivered 3 RVAR compliant trains for service and progressively, more RVAR compliant trains will be made operational. This will continue at the rate of approximately 10 to 20 trains per year, until all works on all 85 trains are complete in late 2030 and handover to service in 2031.

In summary, London Underground seeks exemption for the Central line 92TS for the following:

• exemption until 1 January 2032 (when the CLIP programme ends) from RVAR regulations 8(2), 8(6)(a), (b) and (c), 10(4), 11(1), 11(15) and 18(4) (corresponding to articles 3(b), 3(c), 3(e), 3(g), 3(i) and 3(k) of the 2019 order)
• permanent exemptions from RVAR regulations 10(1)(a), 10(6)(c), 11(5), 13(3) and 20(10)(a) for the life of the vehicle due to the issues with compliance as set out above. (These correspond to articles 3(d), 3(f), 3(h), 3(j) and 3(l) of the 2019 order)

Prior consultation with vehicle operator

London Underground is both owner and operator of the 92TS. Consequently, in this case the requirement for consultation with the vehicle operator is not relevant.

How to respond

If you have any comments or feedback you would like to provide regarding this consultation, you will find contact details under our ways to respond section.

The consultation period began on 4 June 2025 and will run until 11:59pm on 2 July 2025. Please ensure that your response reaches us before the closing date.