Regarding point 1, I think these are not going to be brand new coaches. Most probably, the LHB coaches currently being used will be overhauled with a pneumatic second stage suspension to provide more ride comfort and make it safer for higher speeds ( Currently the DD coaches have this and the original LHB rakes also had it).
LHB production is one problem, but a greater problem is the lack of HOG systems in our locos. Many zones are reluctant to switch to LHB rakes because currently they require diesel EOG cars, which greatly increases the running cost of the train. While LHB coaches are very safe and more advanced compared to the older ICF rakes, for the kind...
more... of speeds we see in IR, ICF coaches, when carefully maintained, can also be safe. LHB is still safer, but you can see that this is a matter of cost more than anything else. For the railways, it is more economical to spend some more time in maintenance and be more cautious while running the train, than spending on thousands of litres of diesel per trip! Only if HOG systems become common, will LHB become economical for all the zones. Currently, they are an attractive option only for the highly patronized, high income trains.
The Anubhuti concept is a good one, but IR should be more clear about communicating about the improvements in the coaches. First of all, these are not just repainted, 'worn-out' coaches. These are coaches that have been properly rehabilitated. During the overhaul done in the mid life coach rehabilitation workshop, the entire coach is completely refurbished. Parts that have reached the end of their codal life are replaced and the entire internals are stripped and updated. These are as good as newly manufactured coaches. Also, these coaches are provided with bogie mounted air brakes, making them have better braking performance and improving the coach integrity and safety. If the rake that is being converted has CBC couplers, then even the safety during crashes also increases. This kind of overhaul can be done on every kind of coach with only a small cost. This way, with the existing ICF rakes, IR can improve the safety and comfort for passengers without much cost overhead. you can check this link for a brief summary of what the Nishatpura Coach rehabilitation workshop does:
click hereThere is no problem with running Shatabdi services with WAM4/P1/P4 in sections where the MPS itself is not more than 110kmph. Even P1 is capable of 130kmph and the conventional locos, while not as advanced as their 3 phase counterparts, are no less than 3 phasers when it comes to reliability and safety. In fact, using P7 and P4 for Shatabdi kind of trains is a waste of a locomotive and first priority for P7 or P4 should be the longer, heavier trains. P5 ( in areas with higher MPS) and WAP1 ( in areas of lower MPS) are the best suited for such short trains and also the most efficient utilization of resources.