LHB COACH

INTRODUCTION
The present design of integral steel body coaches under operation by Indian Railways are based
on the technology imported during 50s, which has been updated by RDSO/IR over the years to
improve its maintainability, passenger comfort, use of air brake system etc. and fully optimized/
exploited till now. With ever increasing trend in the passenger traffic, a need has been felt for
inducting modern light weight coach with better passenger comforts, requiring less maintenance,
providing reliable and safe operational service at higher speed.
In view of the above Indian Railways entered into a contract with ALSTOM/LHB/GERMANY for
the supply of 24 Nos. of Air-conditioned modern light weight coaches at operational speed of
160 km/h, along with TOT (transfer of technology).
These coaches have following salient features :
Light weight
Longer coach thus permitting higher capacity
Higher speed - 160 km/h and above
Smoother riding
Corrosion resistant of shell
Improved interiors
Better heat and noise insulation
Improved reliability
Improved air conditioning
Modular state of the art lavatory
Basically complete coach comprises of following:-
a) Coach shell
b) Interior furnishing
c) Sub-systems
d) Bogie
COACH SHELL
SHELL DESIGN
Shell design is based on the principle of "Hollow Tubular Girder" construction. This principle calls
for close and solid unification of all the members. Coach strength must meet the loading
parameters as described in UIC-566.
In coach body roof beam and sole bar on either side covered with side wall, roof sheet and
trough floor on bottom makes the body nearly tubular. This tubular structure is strengthened by
providing number of frame work consisting of roof arch, body side pillar and floor cross beam
called as hoops.
Lavatories and vestibule at ends are less rigid than central passenger area. Coach ends are
covered with end walls having anti telescopic features.
- LHB coach profile is within the IR static profile EDO-590 as per Indian railway schedule of
Moving Dimension-1676mm gauge of 1939 (Reprinted in 1973). Condo nations have been
taken for coach length, inner axle distance etc. by Railway Board.
- LHB coach shell has been made according to the principle mentioned above and shell
also meets the requirement of strength as per UIC-566.
SHELL CONSTRUCTION
Longer coach - the coach length is 23540 mm against 21337 mm for ICF. The overhang of 4320
mm against 3277 mm of ICF gives higher end throw on 10 curve than ICF, so suitable taper of
70 mm on either side of end wall has been given in LHB coach to produce the same end throw
as in existing ICF coaches.
The bogie centers are located within the limit of IR standard lock bar length, therefore existing
lock bar length need not to be changed.
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Modern welding techniques for the joints of dissimilar materials
Use of more stainless steel for better corrosion protection. Materials for shell construction are as
under:
Component Material
Side wall and structure Ferritic stainless steel of the quality X2Cr11 as DIN 1.4003

End wall and structure - do -

Roof structure - do -
Roof sheet and trough floor Austenitic stainless steel of the quality X 5CrNi1810 as DIN
1.4301
Under frame Corten - A/IRSM-41
This stainless steel have no or very low corrosion potential.
STRENGTH TEST
The prototype shell is subjected to squeeze test for its strength as per test load prescribed in
UIC-566 as under:
A static compressive load of:
2000 KN at buffer level, i.e. 1000 KN on each buffer, 500 KN diagonally at buffer level, 400 KN
at a level 350mm above buffing centre line, 300 KN at the level of lower window sill, 300 KN at
the level of cant rail, 2000 KN on the rear traction stop of CBC
A static tensile load of:
1500 KN at front traction stop of CBC
-A static vertical gross load
Exterior Finish
After assembly, exterior finish for flatness has been given on side wall. Concavity/convexity of
not more than 1.5mm for 1000mm is flatness tolerance as per DBAG. To acquire flatness on
side wall skin tensioning method has been applied on side wall. This removes the waviness of
side panel as well as impart strength to the side wall panel by making it stiff against buckling and
shear.
Skin tensioning is done by applying flame with the help of special multi nozzled called flame gun
on to the side wall/end wall by the help of multiple holed fixture and permanent magnet.
Anti corrosive treatment
After skin tensioning the car body shell is ready for sand blasting and followed by anti corrosive
treatment and painting.
The prototype shell before sand blasting is subjected to squeeze test for its strength as per test
load prescribed in UIC-566
INTERIOR FURNISHING
INSULATION
a) Sound insulation b) Heat insulation
Sound insulation
Sound insulation has been used for the first time in Indian Railway.
Two components PU based sound insulation has been used in the coaches.
This insulation also serves the anti corrosion treatment.
Additional sound insulation properties have been desired from floor construction and materials.
Heat Insulation
Resonaflex alu. (PVC foam) insulation has been used for heat insulation below the window level
of side wall, end wall and entire floor (except below lavatories) to avoid any water seepage.
Glass fiber mats have been used above the window bottom level of side wall, roof and end wall.
Roof, side wall and end wall have 60mm thickness of insulation whereas floor has 30mm thick
resonaflex alu. Insulation.
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Seats, Paneling and Partition wall
Ergonomically designed reclining chairs for better comfort and use of PU foam cushions and
better fabrics for upholstery.
Side walls are furnished with GRP moulded panels to shape for improved aesthetics. No screws
are visible. Aluminum extrusions has been used to hold the panels.
Aluminum luggage racks with special profiles to take up coat hooks and roller blinds for
windows. Glass has been provided at the bottom of the racks. These racks also holds the
flushed reading light for each passenger.
Pictograms and self-adhesive foils for numbering and markings.
Partition walls are made of HPL sheets.
Floor
Sound damping features has been adopted in floor construction.
The whole floor is mounted on Rubber Decoupling elements and the floor is called "floating
floor."
Rubber decoupling elements reduce the transmission of vibrations from the bogie and car body
to the interior of the car body by separating the floor from the car body. This also improves the
sound insulation.
16mm floor board made of Macore ply with the insertion of 4mm thick cork in between two layers
of ply make the board light, good sound and heat insulator and resistance to termite and
waterproofness.
2mm thick PVC sheet is glued over floorboard fixed by water tight welding through hot air-gun.
Carpet has been provided inside the passenger compartment also.
Doors
Door flushed with side wall for mechanized car washing. Opening in floor for foot step is
automatically covered by a flap, when the door is closed.
Sliding door with glass for passenger compartment and vestibule with automatic closing feature.
Window
The windows of LHB coach are of modular design. The double sealed glass pane is fixed on to
the aluminium extrusion by the help of rubber profiles.
The complete window assembly is mounted from inside the coach by using special glue based
on adhesive and sealing substance.
Glass panes are suitable to withstand stresses at high speed running on open lines and tunnels.
Double glazed window panes can easily be exchanged from inside the coach.
The thickness of the double sealed glass pane is 18.38 mm which consists --
Outside ------ laminated glass ---------- 8.38 mm
Gap ---------- Krypton gas filling ------- 6.00 mm
Inside -------- toughened glass --------- 4.00 mm
Panes are coated with special coating so that minimum heat transmission is possible.
There are four types of windows provided on coach ---
(a) Fixed window ---- passenger area --------------- 1480 x 880 mm
(b) Emergency exit window --- passenger area --- 1480 x 880 mm
(c) Fixed window ------------ door ---------------------- 680 x 880 mm
(d) Hopper window ------ lavatory -------------------- 680 x 880 mm
In which top 1/3 portion openable upto an angle of 30 0.
Lavatories
Modular lavatory unit manufactured with GRP panels and floor.
Lavatory is fully assembled outside and then lowered in coach.
Floor has top layer with corrund for anti slip properties.
Taps will open for a specified time only on pressing the button.
Cutting ring type of pipe connections to avoid leakage.
Stainless steel pipes and fittings.

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Discharge of refuge outside station premises only after attaining speed of 30 kmph and above.
Ventilation system linked to air conditioning scheme of the coach.
Foldable sliding door for space saving.
Pantry
Well-planned pantry in limited space has been provided at the one end of the coach.
Food is distributed by trolley.
Painting
Panting of car body shell on inner and outer surface is a functional requirement against
corrosion protection, and for identification purpose of user. Painting is always done after sand
blasting of complete coach.
The inside of coach is protected against corrosion and noise suppression by two component
epoxy metal prime followed by two component insulating spray. The outside of coach is coated
with two component epoxy metal primer and followed by two component PUR top coat paint.
Painting interval of coach is around two years.
SUB-SYSTEM
Centre buffer coupler
LHB shell under frame structure has been designed to accommodate CBC as well as screw
coupling and side buffer with minor modification.
Tight lock CBC has been provided in LHB coaches to facilitate elimination of -
Shuttling effect.
Derailment proneness.
Climbing of coaches over each other in case of accident.
Parting of rake.
Tight lock CBC fitted in coach is also couplable with IR loco's AAR type coupler.
Strength of coupler body is as per UIC: 522.
Capacity of draft gear is adequate to meet operating requirement of a train hauled by two locos
and 18 coaches at 160 kmph.
Operational requirements on curves, turnouts and negotiability on curves are covered.
In addition to CBC, generator van is also equipped with side buffers as per IRS - R-10 at both
ends.
Brakes
Disc Brake system with two discs per axle. Wheel slide prevention device with EP features.
Handbrake in power cars.
Achieved emergency braking distance with in the limit of 1200 meters from the speed of 160
kmph on level track.
Provision of alarm pull box inside the coach for emergency braking. Cutting ring type of pie joints
to avoid air leakage.
Stainless steel pipes for air propagation.
BOGIE
EUROFIMA type bogie is manufactured by FIAT/SIG - Switzerland, with a suspension given ride
index value within the limit of 2.75. Body bogie connections designed for the deceleration of 5g,
likely to be sustained in the event of accidents. Flexicoil spring suspension. Permanent earthing
connections to avoid passage of welding current through roller bearings.
Bogie has modular constructions i.e. same frame can accommodate combination like air
suspension and different braking system etc. with minimum modifications. Easy buffer height
adjustment. Speed potential of 160 kmph and above.
FITMENT OF CBC ON LHB COACHES
IR entered into a contract with M/S LHB ALSTOM for supply of 24 high speed state of art light
weight AC coaches along with transfer of technology. IR decided to adopt CBC on these
coaches and accordingly, technical specifications for supply contract was framed as per
following requirements:

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 a) The coaches shall be provided with tight lock center buffer couplers and shall be
couplable with AAR type coupler fitted on locomotives to IR specifications 56-BD-92
b) All provisions of AARs manual of standard and recommended practices section A pert III
(passenger car requirement) in respect of Draw and Buffing Gear shall be incorporated in the
design
c) Capacity of Draft Gear shall be adequate to meet operating requirement of a train
hauled by two locomotives in a multiple consist having 26 coaches at 110 kmph and 18 coaches
at 160 kmph. Longitudinal coupler forces on emergency braking from any coach of the train shall
be within acceptable limits
In addition to the center buffer coupler, the generator cum brake van shall also be provided with
side buffers as per IRS R-10 on both ends
M/S LHB ALSTOM have provided a couple similar to AAR H type tight lock centre buffer coupler
with a draft gear fitted with RINGFEDDER friction spring
The coupler system is designed to suit the bodies of the vehicles designed according to UIC 566
The coupler so fitted is capable to negotiate the sharpest curve for 175m radius on Indian
Railways
Coupler is capable of automatic coupling in straight lines and in curves with some limitations
The gathering range of coupler is 225mm in horizontal and 90mm in vertical. This also allows
vertical angle of deflection of 7deg. and horizontal of 17 deg.
The contour for the used H type tight lock coupler as per AAR standard S-168
Draw Gear is housed in the pocket of 510mm length of the centre sill. The stroke of a buff/draw
gear is 58mm under both buff and draw load. The energy absorption capacity is 30 KJ.
Provision of manual uncoupling device is provided from each end of the coach.