A detailed cost benefit analysis needs to be completed for all these slow sections for the route NYP - WASH. Includes curves and any other impediments including CPs.

1. Take each type of equipment and determine how many seconds will be saved by eliminating that slow section. If 160 can be reached then that speed otherwise whatever speed.

2. Take the average number of passenger in each type of equipment that travels the section.

3. Multiply and add it all together to get total average number of passenger hours per some unit of time saved by doing the project.

4. Calculate savings of energy by not slowing,: less rail, CAT, grade, etc wear costs. Less wear and tear on rolling stock as well. Same units of time.

5. Add in total costs to eliminate slow section.

6. Use all these together and start eliminating these slow sections that will benefit the most passenger hours.

Some obvious slow sections are the curves between Newark and Frankford. Frankford to North PHL, B&P Tunnel, Susquehanna river bridge and the other bridges, Until these cost benefits are really known then where to start first is just subjective. Maybe the Elizabeth curve can be financially viable.?

Then there are the less obvious slow sections. Such as interference points like the NJT overpass, CP relocations, stations, additional tracks especially in MARC territory, Union station track lay out, etc.

Finally any location that might become a choke point in case of failure has to be moved ahead of line to be considered such as B&P Bore, Long Bridge, and Susquehanna bridge . Of course the biggie the new Hudson river Gateway bores are first.