In February 2000, IR received a consignment of new lightweight all-metal passenger coaches from Alsthom LHB (Germany). The initial units were earmarked for the New Delhi - Amritsar Swarna Shatabdi, but later [5/01] allotted to the new New Delhi - Lucknow Swarna Shatabdi.
The coaches are approximately 2.2m longer than the standard ICF-built integral coaches (two additional rows for the chair cars, one additional sleeping bay for the sleeper coaches). The AC coaches are expected to carry 78 passengers. The body is by Alsthom LHB, with a stainless steel construction, mounted on Fiat bogies with disc brakes. The chair cars are lighter about 10% lighter than the standard IR integral coaches, having a tare weight of 40.3 tonnes.
Improvements for the passengers' comfort include better air flow for the air-conditioning, larger windows,...
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lamps for all seats, and sound insulation. The coaches are also provided with 'anti-climbing' features to reduce casualties in case of collisions. As a move to greater cleanliness at stations, the toilets are designed to allow waste discharge only when the train is in motion.
LHB coaches have an IGBT-based battery charger. The air-conditioned stock uses a 6kW alternator while the non-air-conditioned stock uses a 4.5kW alternator. Air-conditioning equipment is roof-mounted.
These coaches are not compatible with existing designs of ICF/RCF coaches, having two sets of brake and feed pipes and a different electrical coupler, and hence will initially be run in block rakes consisting entirely of the new coaches, until RCF begins producing them with modifications to make them compatible with existing passenger stock.
A total of 24 new coaches are expected to be imported initially (19 second-class AC chair cars, 2 AC chair cars, 3 generator-cum-brake vans), following which a technology transfer arrangement will enable RCF, Kapurthala, to manufacture these models. Later shipments from Alsthom will include composite first-class / AC sleeper coaches, second-class AC sleeper coaches (2-tier and 3-tier), and AC buffet coaches. (See above for some information on the interior arrangements.)
RDSO had the task (starting in June 2000) of developing specifications for all the variant designs of the LHB coaches. In addition to the layout of the compartments and specifications for the passenger accommodations, RDSO also worked on the design for the suspension, alternator drives, and other such details. The design of the General Second Class (GS) coach was done by July 2002, and by 2003 ten variants of the LHB coaches had been designed by RDSO. These include self-generating versions as well as versions powered by end-on generator cars, of air-conditioned first class, 2-tier, and 3-tier coaches, as well as general second class sitting and sleeper coaches.
The speed potential for all the AC variants of the LHB coaches is 160km/h, while the non-AC variants have a speed potential of 120km/h.
Now [2/03] ICF Perambur is also expected to produced these coaches. [1/03] Prototype versions of the AC 3-tier LHB coach have been spotted at New Delhi and are [3/03] undergoing trials on the New Delhi - Kanpur and New Delhi - Moradabad - Lucknow sections. [11/03] The second LHB rake, thought to be meant for the Mumbai Rajdhani, has been spotted around Mumbai (Jogeshwari yard, etc.). Update: [1/05] LHB rakes are used for the Mumbai Rajdhani as well as the August Kranti Rajdhani.
In late 2001 the LHB coaches were taken out of service following a series of incidents where the couplers parted. They were brought back into service on Jan. 1, 2002. Some problems also developed with certain bearings used by these coaches, which were later resolved. Now [3/03] they are expected to also be brought into use for trains other than the Swarna Shatabdis, such as the Mumbai Rajdhani.