* Will you consider premium trains only to be a factor of speed upgradation? Why are then, other non premium superfast trains along NCR upgraded to 130? MAS-BZA serves huge traffic from Delhi-Chennai line, Howrah-Chennai line. Hence, the traffic is not just from these areas only, but also from adjoining regions like Northeast in case of Howrah and Northern & Western India in case of Delhi-Chennai line? While introducing surge pricing in premium trains, Railways confessed that premium trains carry 0.6 % passengers. I find it hard to believe that policies of speed upgradation are framed by keeping that 0.6% passenger share in the mind.
* Can you provide source that claims BZA-MAS is 130 kmph certified? And by the logic of...
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premium trains, MAS-SBC section has decent number of premium trains to invest in. Still nothing for last 20 years.
* 15 years time is too much to give an excuse of track geometry. And at the end, you are proving my point, that while other routes that carry significant passenger segment are still lingering around speed of 100 or 110, some are upgraded to even higher. LHB technology is in place for around a decade or so. Rake conversion and line upgradation can allow 130 kmph speed in central/south India as well. Similar thing has been possible along Delhi-HWH chord line just because everything was in place. But now we have LHB trains along South India, more are coming; but we do not have infrastructure to run them at MPS, just like there are no intentions to do so.
At the end when, a particular part has been ignored, ignoring it further wont create harm because focusing on one area is enough to generate required media hype and applause.

Sir ..think above zones ..actually its trunk route and part of golden quadrilateral....
The zone has nothing to do with that...
NCR having 130 kmph sanction because ..its a part of ndls - hwh route ..
WCR having 130 because of ndls - BCT route ..
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don't feel that WCR was keen to upgrade its track for 130 ..
The one who gets proposal will accept it from railway board ...the one who didn't will not...:-)

Improvement in track layout/geometry is a costly proposition and should be carried out if there are sufficient number of trains/rakes which can be operated at 130kmph speeds.
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Till date trains with non ac coaches are limited to 110kmph speed, and 130 kmph non ac LHB trains are just a few in number. (Surprisingly their avg speeds have not improved significantly after speed increase from 110-130kmph, and their avg. speeds are too less than Raj speeds on the routes). Probably IR is testing their performance, before makig it a policy decision.
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Scope for large scale upgradation of IR tracks to 130kmph shall take place once IR make it a policy to operate all non ac LHB trains at 130kmph.
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Track geometry which put speed restriction on trains is gift of British era. Since most of the tracks were laid pre independence era when much lower operating speeds were prevalent, the track geometry was not planned for higher speeds. Not much/enough has been done in 70 years of independence to improve the track geometry & train speeds in IR. Many Gauge converted routes with good pax. traffic potential like SBC-MAC, SBC-CBE etc are badly suffering due to poor track geometry.
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IR was busy with continuous struggle to raise funds (with minimal raise in pax fares) for absolutely essential capacity augmentation needed to carry the traffic offerings and funds for improving track geometry for increasing speed could not get due attention.

To be frank, almost all non-AC LHB with 130 run on the grand chord route. And it is not the inefficiency of speed but high congestion that holds back the performance of those trains. This is coupled with the fact that most of the other trains still run at 110 MPS. Once all are upgraded to LHBs and cleared for 130, average speeds will go up. And trains trains along Delhi-Kanpur are getting LHB one by one (which is more than other routes) which will make this thing real, in future.
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click here This document will give an insight that Delhi-Kolkata/Mumbai are not the only Grade A lines in the Railways network. Improvement in track layout/geometry is absolutely a costly proposition but should be carried out on a large scale unbiased basis rather than prioritizing a couple of particular railway lines. This is same as the rich getting richer and poor remaining unchanged.