Div/Zone, Lobby, Purchasing Power &...whts next for limited Infra-Single Line-Steep Gradient BG??
Enhanced purchase power upsurge Bus movement..y nt Cab/Car!! No impact on Station Infra & Track Lay-out to bolster enhanced service sector??
With enhanced purchase power, still u demand train while Politician quite active to boost self fortune to run Buses/Lobby, remain adamant to train demands & still stay in power...can sense significant development of Politician!!
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Service Development is centric to metro/metropolitan, since decades..while all countryside are in same historic way!!
BTW blogs here remain full of MAS-LTT/SBC-LTT/SBC-MAJN etc..seems Politicians are good not to even raise any demand which compel Blogger to segregate myths n tales!!

mumbai-pune and mumbai-nashik are similar steep limited infra lines which are overloaded beyond its limit. Both the lines carry around 150% of its capacity, yet more trains are added there.
The thing with Braganza ghat that irks people is shit load of freights are operated by SWR for milking revenue due to port in goa but ask them for a single passenger train and suddenly lines get full.
There are ghat sections in India which have a far better ratio of passenger to freight while maintaining profitablity.
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the zone is keen on only profitablity, and the lack of decision making from politicans derails the whole thing further.

i dnt like to blame any zone in specific here
But when asked for a train to VSG from SBC the replies are
1 Ghat constraints
2 Running short of rake and maintenance facilities.
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leave abt ghat constraints but is shortage of rake a valid reason
If really SWR is shortage of rake,insted of YPR-PVR Bi weekly spl they can run YPR-PVR weekly and YPR-VSG weekly right
Same in case of UBL-MAS bi weekly spl,there is long demand to run UBL-MAQ but says ghat constraints,HMRDA constraints and rake constrants and no approval from KR and SR.
Whom to blame and what to do here.
Initially KOP-HYB was bi weekly with scr rake,after introduction scr asked VSG bi weekly in slot of KOP-HYB but rejected at higher meetings so scr proposed to make daily by changing rsa patterns of mahalaxmi and KOP exp.
When SCR asked for KCG-VSG when gowda was RM they gave route via CBE-MAJN - Karwar - MAO - VSG

I mean both have an impact and are inter-related. There is considerable political influence at play and the zone is also reluctant to expand operations. I am just saying that the zone is not completely blameless and there has been a serious lack of efforts from the zone regarding this section.
Infrastructure usage is not at a peak. It is far from optimal. No one is asking for round the clock services. The section currently sees a maximum of 6 trains per day on Mondays, to a minimum of 3 trains on Fridays. All that is to be done is to at least make sure that the empty slots are utilized so that...
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the maximum train (apparently 6) count is met on all the days. For trains from HWH/HYB/MAS the respective zones had agreed to provide the rakes and the loco links for the GTL-VSG stretch will be mostly provided by SCR, removing a burden from the zone in providing rakes and loco links.
While it is a very challenging ghat section ( the ruling gradient is the same as the Kasara ghats!), routine maintenance is never done by blocking the line. The capacity of the line is only determined by the slowest section, in this case the CLR-QLM section ( which again has 3 spots with sidings for enabling cross-overs). The same point (regarding the maximum capacity) has been mentioned by the zone in the HMRDA agreement on the Shiradi ghats also.
There are some infrastructural constraints and political limitations, but the zone is not entirely blameless in it's method of handling this section. Even with existing limitations, there is still quite some good services that can be provided to people.