View source for GE E60

{{short description|Locomotive class}}
{{Use mdy dates|date=February 2018}}
{{good article}}
{{Infobox locomotive
| name             = GE E60
| powertype        = Electric
| image            = Amtrak 957 leading a northbound train through Bowie, December 1980.jpg
| alt              = Locomotive with a raised pantograph and nine cars trailing
| caption          = [[Amtrak]] E60CH {{Abbr|No.|Number}} 957 on the [[Northeast Corridor]] in 1980
| builder          = [[GE Transportation|General Electric]]
| ordernumber      =
| serialnumber     =
| buildmodel       =
| builddate        = 1972–1983
| totalproduction = 73
| rebuilder        =
| rebuilddate      =
| numberrebuilt    =
| aarwheels        = [[AAR wheel arrangement#C-C|C-C]]
| uicclass         = Co′Co′
| gauge            =  {{Track gauge|ussg|allk=on}}
| trucks           =
| bogies           =
| wheeldiameter    = {{Plainlist|
* {{convert|42|in|mm|0|abbr=on}} (E60C)
* {{convert|40|in|mm|0|abbr=on}} (E60CP and E60C-2)
}}
| trailingdiameter =
| minimumcurve     =
| wheelbase        = {{convert|13|ft|7|in|m|2|abbr=on}} (E60CP)
| length           = {{Plainlist|
* {{convert|63|ft|2|in|m|2|abbr=on}} (E60C)
* {{convert|70|ft|10+3/4|in|m|2|abbr=on}} (E60C-2)
* {{convert|71|ft|3|in|m|2|abbr=on}} (E60CP)
}}
| width            = {{convert|10|ft|7|in|m|2|abbr=on}} (E60CP)
| height           = {{convert|14|ft|7|in|m|2|abbr=on}} (E60CP)
| axleload         =
| weightondrivers  =
| locoweight       = {{convert|387000|-|426000|lb|kg|abbr=on}}
| sandcap          = {{convert|56|cuft|abbr=on}} (E60CP)
| electricsystem   = {{Plainlist|
* 11 kV 25 Hz AC
* 12.5 kV 60 Hz AC
* 25 kV 60 Hz AC
* 50 kV 60 Hz AC
}}
| collectionmethod = [[Pantograph (rail)|Pantograph]] Stone Faiveley
| alternator       =
| generator        =
| fuelcap          = {{convert|500|gal|abbr=on}} (E60CP)
| watercap         = {{convert|4800|gal|abbr=on}} (E60CP)
| tractionmotors   = {{Plainlist|
* 6 × GE 780B (E60C)
* 6 × GE 752AF (E60C-2)
}}
| transmission     = Alternating current fed through multi-voltage transformer to silicon [[thyristor]] type [[rectifiers]] using [[phase angle control]] to provide direct current to six traction motors.
| multipleworking  = AAR
| maxspeed         = {{convert|72|-|120|mph|km/h|0|abbr=on}}
| poweroutput      = {{convert|6000|hp|MW|1|abbr=on}}
| tractiveeffort   = {{Plainlist|
* {{convert|75000|-|125000|lbf|kN|0|abbr=on}} (starting)
* {{convert|34000|-|82000|lbf|kN|0|abbr=on}} (continuous)
}}
| factorofadhesion =
| trainheating     = {{Plainlist|
* Steam boiler (E60CP)
* HEP (E60CH and E60MA)
}}
| locobrakes       =
| locobrakeforce   =
| trainbrakes      = Air (schedule 26-L), dynamic<ref name="GE Manual" />
| safety           = [[Cab Signal System]], ATC
| operator         = {{Plainlist|
* [[Amtrak]]
* [[Black Mesa and Lake Powell Railroad]]
* [[Deseret Power Railroad]]
* [[Ferrocarriles Nacionales de México]]
* [[Navajo Mine Railroad]]
* [[New Jersey Transit]]
* [[Energy Future Holdings|Texas Utilities]]
}}
| operatorclass    =
| powerclass       =
| numinclass       =
| fleetnumbers     =
| officialname     =
| nicknames        =
| axleloadclass    =
| locale           = {{Plainlist|
* [[Mexico City]]–[[Querétaro City|Querétaro]]
* [[Northeast Corridor]]
* [[Western United States]]
}}
| deliverydate     =
| firstrundate     =
| lastrundate      =
| retiredate       = {{Plainlist|
* 1997 (NdeM)
* 1998 (New Jersey Transit)
* 2003 (Amtrak)
* 2011 (Texas Utilities)
* 2019 (BM&LP)
}}
| withdrawndate    =
| preservedunits   =
| restoredate      =
| scrapdate        =
| currentowner     =
| disposition      = Several in active service, three preserved, rest [[scrap]]ped
| notes            =<ref name="GE Manual">{{cite web|last=General Electric |title=Operating Manual – Class E-60CP Thyristor Type Locomotive (Ref: GEJ-5688B) |website=Bob Kise's Railroad Picture Archives |url=http://gg1bob.rrpicturearchives.net/showPicture.aspx?id=4392013 |type=pdf |access-date=January 28, 2016 |url-status=dead |archive-url=https://web.archive.org/web/20160202093917/http://gg1bob.rrpicturearchives.net/showPicture.aspx?id=4392013 |archive-date=February 2, 2016 | page=1}}</ref>
}}
The '''GE E60''' is a family of six-axle {{convert|6000|hp|MW|1|abbr=on}} [[AAR wheel arrangement#C-C|C-C]] [[electric locomotive]]s made by [[GE Transportation Systems]] (GE) between 1972 and 1983. The E60s were produced in several variants for both freight and passenger use in the [[United States]] and [[Mexico]]. GE designed the locomotive for use on the [[Black Mesa and Lake Powell Railroad]] (BM&LP), a dedicated coal-hauling route in [[Arizona]], which began operation in 1973. That same year GE adapted the design for high-speed passenger service on [[Amtrak]]'s [[Northeast Corridor]]. The largest customer was [[Ferrocarriles Nacionales de México]] (NdeM), the state-owned railroad in Mexico, which bought 39 for a new electrification project in the early 1980s.

The E60s were successful in the coal-hauling role. They ran on the BM&LP for decades and remain in use on several mining railroads in the [[Western United States]]. The passenger variants failed in their intended role. Problems with the truck design caused derailments above {{convert|90|mph}}, rendering the locomotives unusable for high-speed service. By the end of the 1970s Amtrak abandoned the E60 in favor of [[EMD AEM-7]] locomotives manufactured by [[Electro-Motive Division]]. In Mexico, the NdeM's project was delayed into the 1990s, then scrapped after three years of use. Most of the NdeM's electric locomotives never ran and were traded back to GE for diesels. Some were sold to various mining railroads.

== Design ==
[[File:Bmlpe6001.jpg|thumb|left|alt=Broadside view of a boxy red, white, and black locomotive|[[Black Mesa and Lake Powell Railroad]] E60C {{Abbr|No.|Number}} 6003 in 2010]]
The [[Black Mesa and Lake Powell Railroad]] (BM&LP) was a new railroad built to transport coal from the Black Mesa Mine near [[Kayenta]], [[Arizona]] to the [[Navajo Generating Station]] power plant at [[Page, Arizona]]. It was {{convert|78|mi|km|1}} long and isolated from the national railroad network. The BM&LP was electrified at [[50 kV AC|50 kV 60 Hz AC]], and was the first such electrification to use this voltage in the world.<ref>{{Harvnb|McSparran|1974|p=390}}</ref><ref name="lpc19760602">{{cite news|title=Railway transports coal|newspaper=[[Lake Powell Chronicle]]| location = Page, Arizona| date = June 2, 1976 | page=11| url=https://newspaperarchive.com/profile/charles-fulton/clipnumber/66125/}} {{open access}}</ref> The railroad was intended to run as a conveyor belt, with trains cycling between the coal mine and the plant. To operate this conveyor belt, [[GE Transportation Systems]] (GE) designed the '''E60C''', though it was suitable for general mainline freight operation.<ref name="McSparran-1974-385">{{Harvnb|McSparran|1974|p=385}}</ref>

The heavy loads of coal on BM&LP drove GE's design choices on the E60C. GE chose a six-axle (C-C) design, with {{convert|42|in|mm|0|abbr=on}} wheels instead of the standard {{convert|40|in|mm|0|abbr=on}} wheels. This was necessary because of the locomotive's 85:21 [[Gear ratio|gearing]]. With this gearing a maximum speed of {{convert|72|mph|0|abbr=on}} was possible, although the standard operating speed on the BM&LP was {{convert|35|mph|0|abbr=on}}.<ref name="McSparran-1974-385" /><ref name="lpc19760602" />  A transformer steps down the high-voltage AC which is then [[Rectifier|rectified]] with [[thyristor]] bridges to provide DC power to six GE780 traction motors, one per axle. The locomotive is rated at {{convert|6000|hp|MW|1|abbr=on}}, with a starting [[tractive effort]] of {{convert|125000|lbf|kN|0|abbr=on}} and a continuous tractive effort of {{convert|77000|lbf|kN|0|abbr=on}}.<ref>{{Harvnb|McSparran|1974|p=389}}</ref> Physically the locomotive is {{convert|63|ft|2|in|m|1|abbr=on}} long and weighs {{convert|426000|lb|kg|0|abbr=on}}, including some {{convert|100000|lb|kg|0|abbr=on}} of ballast.<ref name="McSparran-1974-385" />

GE made a number of changes when it redesigned the E60C for passenger use. The new design was lighter, at {{convert|387000|lb|0|abbr=on}}, and longer, at {{convert|71|ft|3|in|m|1|abbr=on}}. A gearing of 68:38 permitted a maximum design speed of {{convert|120|mph|0|abbr=on}}. The starting tractive effort was considerably lower at {{convert|75000|lbf|kN|0|abbr=on}}, with a continuous rating of {{convert|34000|lbf|kN|0|abbr=on}}.<ref name="GE Manual" /> Unlike freight locomotives, passenger locomotives have to supply heat to passenger cars. In the 1970s Amtrak operated both old-style [[steam generator (railroad)|steam-heated]] cars and new [[Amfleet]] cars with [[head end power|head-end power]] (HEP). GE designed two variants to handle these use cases: the '''E60CP''' had steam generators, while the '''E60CH''' had HEP generators.<ref>{{Harvnb|Solomon|2003|p=76}}</ref> Both models had a cab and pantograph at each end.<ref name="Simon-Warner-2011-76">{{Harvnb|Simon|Warner|2011|p=76}}</ref> Reflecting the varied electrification schemes on the Northeast Corridor the Amtrak units could operate at three different voltages: [[Amtrak's 25 Hz traction power system|11 kV 25 Hz AC]], [[12.5 kV AC railway electrification|12.5 kV 60 Hz AC]], and [[25 kV AC railway electrification|25 kV 60 Hz]].<ref>{{cite journal | title=Amtrak gets new electric passenger locomotives | journal=Railway Locomotives and Cars | volume=148 | issue=8 | date=December 1974 | page=18 | issn=0033-8915}}</ref> The wheels had a more standard diameter of {{convert|40|in|mm|0|abbr=on}}.<ref name="GE Manual" />

GE revised the design in the early 1980s for use by [[Ferrocarriles Nacionales de México]] (NdeM) on its new electrification project. The '''E60C-2''', like the passenger variants, had double cabs and double pantographs. They were geared at 83:20, for a maximum speed of {{convert|110|kph|mph|0|abbr=on}}. Although geared differently from the E60CP/CH it also used {{convert|40|in|mm|0|abbr=on}} wheels. The locomotives are {{convert|70|ft|10+3/4|in|m|1|abbr=on}} long and weigh {{convert|370000|lb|0|abbr=on}}.<ref name="Bailey-1983-301">{{Harvnb|Bailey|1983|p=301}}</ref> They employ six GE 752AF traction motors.<ref>{{Harvnb|Ephraim|1983|p=52}}</ref> The tractive effort was similar to the original E60C: {{convert|117000|lbf|kN|0|abbr=on}} starting and {{convert|82000|lbf|kN|0|abbr=on}} continuous. NdeM adopted [[25 kV AC railway electrification|25 kV 60 Hz]] electrification. A later buyer, the Deseret-Western Railway, like the Black Mesa and Lake Powell, adopted [[50 kV AC|50 kV 60 Hz AC]].<ref name="Bailey-1983-301" />

== History ==
=== Black Mesa and Lake Powell Railroad ===
[[File:Blackmesaandlakepowellmay2007.jpg|left|thumb|267x267px|Ex-NdeM E60C-2 No. EA034 leads a train on the [[Black Mesa and Lake Powell Railroad]] in 2007]]
The planned weight of a loaded coal train at the Black Mesa and Lake Powell (BM&LP) was {{convert|11424.5|-|12989.5|ST}}. GE intended that the E60Cs work in multiple, three per train, to handle this load.<ref name="McSparran-1974-385" /> The BM&LP ordered a total of six locomotives between 1972–1976, allowing it to operate two trains at once.<ref>{{Harvnb|Pinkepank|Marre|1979|p=95}}</ref><ref>{{Harvnb|Morgan|1974|p=19}}</ref> The BM&LP acquired six former [[Ferrocarriles Nacionales de México]] E60C-2s after the latter discontinued electric operations in the late 1990s. These displaced the original E60Cs.<ref name="Middleton-2001-409" /> The [[Arizona State Railroad Museum]] of [[Williams, Arizona|Williams]], [[Arizona]] took possession of ex-BM&LP E60C {{abbr|No.|Number}} 6001 in 2010.<ref>{{Cite web |url=http://trn.trains.com/news/news-wire/2010/09/arizona-article |title=Arizona museum gets electric locomotive delivery by truck |date=September 3, 2010 |website=[[Trains (magazine)|Trains News Wire]]}} {{subscription required}}</ref>




=== Amtrak and New Jersey Transit ===
[[File:Amtrak E60 603.JPG|thumb|left|Ex-Amtrak E60MA No. 603 preserved at the [[Railroad Museum of Pennsylvania]]]]
[[File:Amtrak E60 at Cos Cob, September 1975.jpg|thumb|left|Amtrak E60CH No. 960 pulls a train through Cos Cob, Connecticut in September 1975]]
[[Amtrak]] assumed control of almost all private sector intercity passenger rail service in the United States on May 1, 1971, with a mandate to reverse decades of decline. It retained approximately 184 of the 440 trains which had run the day before.<ref>{{cite web | url=http://ctr.trains.com/railroad-reference/operations/2001/06/amtraks-beginnings | title=Amtrak's beginnings | work=Classic Trains | date=June 5, 2001 | access-date=September 13, 2016 | author=Kelly, John | archive-date=October 15, 2015 | archive-url=https://web.archive.org/web/20151015103725/http://ctr.trains.com/railroad-reference/operations/2001/06/amtraks-beginnings | url-status=dead }}</ref> To operate these trains, Amtrak inherited a fleet of 300 locomotives ([[electric locomotive|electric]] and [[diesel locomotive|diesel]]) and 1190 [[passenger car (rail)|passenger cars]], most of which dated from the 1940s–1950s.<ref>{{Harvnb|Simon|Warner|2011|p=108}}</ref>

Operation on the electrified portion of the [[Northeast Corridor]] was split between the [[Budd Metroliner]] [[electric multiple units]] and [[PRR GG1]] locomotives. The former suffered from poor reliability, and the latter were over 35 years old and restricted to {{convert|85|mph|0|abbr=on}}.<ref>{{Harvnb|GAO|1976|p=29}}</ref> Amtrak faced a choice with the GG1s: completely rebuild the fleet, or replace them with a new locomotive. While no United States manufacturer had a dedicated electric passenger locomotive in its catalog, GE was proposing a passenger version of the E60C before the BM&LP locomotives even entered service. Importing and adapting a European locomotive would require a three-year lead time; GE promised delivery within a year. With few other options, Amtrak turned to GE to adapt the E60C for passenger service.<ref>{{Harvnb|Phillips|1971|p=10}}</ref><ref>{{Harvnb|GAO|1976|p=30}}</ref>

Amtrak ordered 26 E60s in 1973; 15 on March 26, 1973, and a further 11 on October 12. The total cost of the order was $18.4 million.<ref>{{harvnb|Congress|1974|p=41}}</ref> The initial order was for 15 locomotives with steam generators and 11 with head-end power,<ref>{{Harvnb|Ingles|1975|p=25}}</ref> but 9 of the first type were switched to using head-end power as Amtrak ramped up acquisition of [[Amfleet]] cars.<ref name="Simon-Warner-2011-76" /> Amtrak anticipated that E60-hauled Amfleet trains could displace both the GG1s and the mechanically-unreliable Metroliners.<ref>{{Harvnb|GAO|1976|p=31}}</ref>

The E60s began arriving in November 1974; they were the first locomotives to carry Amtrak's new [[Amtrak paint schemes|Phase II livery]]. Problems soon developed, as the locomotives yawed sideways when accelerating, stressing the rails. The [[National Transportation Safety Board]] investigation after a derailment at [[Elkton, Maryland]] on February 24, 1975, revealed problems with the [[truck bolster|truck and bolster]] design.<ref>{{Harvnb|Holland|2009|p=59}}</ref> The [[Federal Railroad Administration]] restricted the maximum speed of the E60s to {{convert|85|mph|0|abbr=on}}. While Amtrak accepted the locomotives and publicly expressed "confidence" that they would be cleared for {{convert|110|mph|0|abbr=on}} operation, it also arranged for a trial of the Swedish-built four-axle [[SJ Rc|Rc4]] electric locomotive.<ref>{{Harvnb|GAO|1976|p=32}}</ref> The problems with the E60 persisted into 1977, at which point Amtrak developed the specification for a locomotive based on the Rc4 design.<ref>{{Harvnb|USDOT|1978|p=71}}</ref> In 1977–78 Amtrak ordered the first of 53 [[EMD AEM-7]]s, a twin-cab [[AAR wheel arrangement#B-B|B-B]] electric locomotive produced by [[Electro-Motive Diesel|Electro-Motive Division]].<ref>{{Harvnb|Cudahy|2002|p=86}}</ref>

As the AEM-7s arrived Amtrak began disposing of its E60s. It sold two E60CHs to the [[Navajo Mine Railroad]] in 1982.<ref name="Simon-Warner-2011-76" /> A grant from the [[Urban Mass Transportation Administration]] enabled [[New Jersey Transit]] to buy ten of the E60CHs in 1984 for use on the [[North Jersey Coast Line]].<ref>{{Cite news| page = A4| title = Kean reveals transit grants| work = Daily Register| location = Red Bank, NJ| date = October 13, 1983| url = http://209.212.22.88/Data/RBR/1980-1989/1983/1983.10.13.pdf| access-date = February 25, 2017| archive-date = September 13, 2013| archive-url = https://web.archive.org/web/20130913060133/http://209.212.22.88/Data/RBR/1980-1989/1983/1983.10.13.pdf| url-status = dead}}</ref><ref>{{Cite news| page = B13| title = Ask price cut on locomotives| work = The Sunday Register| location = Red Bank, NJ| date = May 15, 1983| url = http://209.212.22.88/Data/RBR/1980-1989/1983/1983.05.15.pdf| access-date = February 25, 2017| archive-date = February 25, 2017| archive-url = https://web.archive.org/web/20170225132155/http://209.212.22.88/Data/RBR/1980-1989/1983/1983.05.15.pdf| url-status = dead}}</ref> Between 1986 and 1988, those E60s that remained with Amtrak were rebuilt, reclassified and renumbered. All E60CPs had their steam generators removed and four of these had HEP fitted. Those with HEP, both the E60CHs and the converted E60CPs, were rebuilt and renumbered as '''E60MA''' in the 600 series. The locomotives were regeared for a maximum speed of {{convert|90|mph|0|abbr=on}}. When the E60s returned to service, they were used on heavy, long-distance trains, such as the New York–New Orleans ''[[Crescent (train)|Crescent]]'', the New York–Florida ''[[Silver Service]]'', and the Washington, D.C.–Montreal ''[[Montrealer (train)|Montrealer]]''.<ref>{{Harvnb|Ingles|1986|p=11}}</ref><ref>{{Harvnb|Simon|Warner|2011|pp=75–76}}</ref> They could also be found in [[Push–pull train|push–pull]] service on the ''[[Keystone Service]]'' trains in the late 1980s and on {{lnl|Amtrak|Clocker}} trains in the early 1990s.<ref>{{Harvnb|Cupper|1988|p=57}}</ref><ref>{{cite magazine |title=Amtrak |magazine=Passenger Train Journal |page=6 |date=February 1993 |issue=2 |volume=24 |issn=0160-6913}}</ref>

New Jersey Transit began buying [[ABB ALP-44]]s, an improved version of the EMD AEM-7 from [[Asea Brown Boveri]], in 1990. It would acquire 32 altogether by the end of 1996.<ref>{{Cite web|url = http://www.njtransit.com/AdminTemp/njt_commuter_rail_fleet2014.pdf|title = Commuter Rail Fleet Strategy 2014–2020|date = 2014|access-date = August 12, 2016|publisher = [[New Jersey Transit]]|page = 45|archive-date = June 15, 2016|archive-url = https://web.archive.org/web/20160615045555/http://www.njtransit.com/AdminTemp/njt_commuter_rail_fleet2014.pdf|url-status = dead}}</ref> The E60 was off the New Jersey Transit roster by 1998.<ref>{{Harvnb|Del Vecchio|1998|p=39}}</ref> No. 958 was preserved by the [[United Railroad Historical Society of New Jersey]].<ref>{{Cite web |url=http://urhs.org/blog/urhs-equipment-roster/#njt-958 |title=URHS Equipment Collection |date=January 7, 2016 |publisher=[[United Railroad Historical Society of New Jersey]] |archive-url=https://web.archive.org/web/20170312152205/http://urhs.org/blog/urhs-equipment-roster/#njt-958 |archive-date=March 12, 2017 |access-date=March 11, 2017}}</ref> All Amtrak E60s were retired in 2003, having been replaced mostly by the [[Bombardier–Alstom HHP-8|HHP-8]]. In April 2004, the [[Railroad Museum of Pennsylvania]] acquired No. 603 for preservation.<ref>{{cite web |last=Railroad Museum of Pennsylvania |url=http://www.rrmuseumpa.org/about/roster/e60.shtml |archive-url=https://web.archive.org/web/20080617130321/http://www.rrmuseumpa.org/about/roster/e60.shtml |url-status=dead |archive-date=June 17, 2008 |title=Amtrak E60 No. 603 – Originally No. 964 |access-date=January 11, 2016 }}</ref>

=== Ferrocarriles Nacionales de México ===
The single largest order of E60Cs was by [[Ferrocarriles Nacionales de México]] (NdeM), the national railroad of Mexico. NdeM ordered 39 E60C-2 locomotives, built between 1982 and 1983.<ref name="Bailey-1983-301" /> NdeM intended to use the locomotives on a new {{convert|155|mi|km|0|adj=on}} railway line between [[Mexico City]] and [[Querétaro City|Querétaro]].<ref>{{Harvnb|Ephraim|1983|p=51}}</ref> The line operated from 1994 to 1997; many locomotives never ran in revenue service. After privatization in 1997, [[Transportación Ferroviaria Mexicana]] (TFM) dismantled the electrification.<ref>{{Harvnb|Murray|2003|p=34}}</ref> The locomotives were made available for sale; eight were still owned by GE and, never delivered, stored in [[Brownsville, Texas]]. The availability of several dozen lightly used electric locomotives sparked interest from several commuter operators, including [[Caltrain]] in the [[San Francisco Bay Area]]<ref>{{Cite web |url=http://sonic.net/~mly/Caltrain-Electrification/2000-08-Rolling-Stock-Draft/4.pdf |title=Electric Rolling Stock Equipment Power | work=25 kV ac Electrification Project | author=Raul V. Bravo and Associates | publisher=Peninsula Corridor Joint Powers Board | date=August 2000 | pages=4–6}}</ref> and [[GO Transit]] in [[Toronto]].<ref>{{Harvnb|GO Transit|2001|p=1-1}}</ref>

TFM traded 22 of the E60C-2s to [[GE Transportation|GE]] for [[GE AC4400CW]] diesel locomotives.<ref>{{Harvnb|Harbour|1999|p=22}}</ref><ref>{{Cite magazine |title= Transportacion Ferroviaria Mexicana |magazine= [[Railway Age]] |url-access=subscription |via=[[HighBeam Research]] |access-date= March 11, 2017 |date= April 1, 1998 |url= https://www.highbeam.com/doc/1G1-20581383.html|archive-url= https://web.archive.org/web/20170312061158/https://www.highbeam.com/doc/1G1-20581383.html|url-status= dead|archive-date= March 12, 2017}}</ref> Three were sold to [[Texas Utilities]] to serve the company's [[Martin Lake Line]], displacing [[GE E25B]]s. They lasted in service until the end of electrified operations in 2011. [[EMD SD50]] diesel locomotives replaced them.<ref>{{Harvnb|Harwell|2012|p=50}}</ref> The E25Bs, smaller versions of the E60, had been in use since 1976.<ref name="Middleton-2001-407">{{Harvnb|Middleton|2001|p=407}}</ref> Another six went to the Black Mesa and Lake Powell, replacing its aging E60Cs.<ref name="Middleton-2001-409">{{Harvnb|Middleton|2001|p=409}}</ref> Five went to the Deseret Power Railroad.<ref name="trains-2010-66" /> Texas Utilities discontinued electric operation in January 2011.<ref>{{Harvnb|Harwell|2012|p=51}}</ref>

=== Deseret-Western Railway ===
[[File:Deseret Power Railway, Deserado Mine - Flickr - chief huddleston.jpg|left|thumb|E60C-2 No. DPR-1 leads a coal train on the [[Deseret Power Railway]] to the Bonanza Power Plant.]]
In addition to the 39 locomotives delivered to NdeM, GE built two E60C-2s for the [[Deseret-Western Railway]]. The Deseret-Western, like the Black Mesa and Lake Powell Railroad, is a dedicated line hauling coal between a mine and a power station. The line opened in 1984.<ref>{{Harvnb|Middleton|2001|p=408}}</ref> The Deseret-Western, now called the Deseret Power Railroad, supplemented its fleet with two ex-NdeM locomotives in the late 1990s, and another three in the 2000s.<ref name="trains-2010-66">{{Harvnb|Trains|2010|p=66}}</ref>

==Notes==
{{reflist}}
==References==
* {{cite journal | title=They Run Coal Trains Where? | journal=[[Trains (magazine)|Trains]] | volume=70 | issue=4 | pages=66–71 | date=April 2010 | issn=0041-0934 | ref={{Harvid|Trains|2010}} }}
* {{cite conference |title=The New E60C High Efficiency Electric Locomotive for Heavy Duty Service |last1=Bailey |first1=William A. |date=1983 |publisher=[[Institute of Electrical and Electronics Engineers]] |book-title=Conference record, Industry Applications Society, IEEE-IAS-1983 annual meeting |pages=301–306 |location=New York |conference=IEEE – IAS – 1983 Annual Meeting }}
* {{Cudahy-Hudson}}
* {{cite journal | last=Cupper | first=Dan | title=Amtrak's Keystone Service | journal=[[Railfan & Railroad]] | volume=7 | issue=7 | date=July 1988 | pages=54–59 | issn=0163-7266 }}
* {{cite journal | last=Del Vecchio | first=Mike | title=New Jersey Transit: Big and Getting Bigger | journal=[[Trains (magazine)|Trains]] | volume=58 | issue=8 | date=August 1998 | pages=32–41 | issn=0041-0934 }}
* {{cite journal | last=Ephraim | first=Max Jr.  | author-link=Max Ephraim Jr | title=Electric Locomotives for the 1980s | journal=[[Transportation Research Record]] | date=1983 | issue=939 | pages=51–54 }}
* {{cite book | title=How much Federal subsidy will Amtrak need? | author=General Accounting Office | date=1976 | publisher=[[General Accounting Office]] | url=http://www.gao.gov/assets/120/113954.pdf | oclc=2282654 | ref={{harvid|GAO|1976}} | author-link=General Accounting Office }}
* {{cite web | title=Electrification Study – Update: Lakeshore Line | url=http://www.gotransit.com/electrification/en/project_history/docs/L3084.pdf | author=Hatch Mott MacDonald | author-link=Hatch Mott MacDonald | publisher=[[GO Transit]] | date=April 2001 | ref={{harvid|GO Transit|2001}} | url-status=dead | archive-url=https://web.archive.org/web/20160907032226/http://www.gotransit.com/electrification/en/project_history/docs/L3084.pdf | archive-date=September 7, 2016 }}
* {{cite journal | last=Harbour | first=Mike | title=New spur, more electrics on tap for Texas utility | journal=[[Trains (magazine)|Trains]] | date=July 1999 | volume=59 | issue=7 | pages=19–22 | issn=0041-0934 }}
* {{cite journal | last=Harwell | first=Jeffrey A. | title=From Electric to Diesel | journal=[[Trains (magazine)|Trains]] | date=February 2012 | volume=72 | issue=2 | pages=50–51 | issn=0041-0934 }}
* {{cite journal | last=Holland | first=Kevin J. | title=Amtrak's F40PH: From dark clouds, a silver lining | journal=Railroad History | date=Spring–Summer 2009 | issue=200 | pages=56–65 }}
* {{cite journal | volume = 36| issue = 2| pages = 22–29| last = Ingles| first = J. David| title = The power behind the pointless arrow| journal = [[Trains (magazine)|Trains]]| date = December 1975 | issn=0041-0934 }}
* {{cite journal | volume=46 | issue=7 | pages=10–11 | last = Ingles | first = J. David | title=Arrivals & Departures |  journal = [[Trains (magazine)|Trains]] | date=May 1986 | issn=0041-0934 }}
* {{cite journal | last=McSparran | first=L. W. | title=E60C Electric Locomotives For the Black Mesa and Lake Powell Railroad | journal=IEEE Transactions on Industry Applications | volume=IA-10 | issue=3 | date=May 1974 | pages=385–390 | doi=10.1109/TIA.1974.349165 | issn=0093-9994 }}
* {{Middleton-Electrified-2nd}}
* {{cite journal | last=Morgan | first=David P. | title=America's finest railroad | journal=[[Trains (magazine)|Trains]] | volume=34 | issue=12 | date=October 1974 | pages=17–21 | issn=0041-0934 }}
* {{cite journal | last=Murray | first=Tom | title=U.S. railroading's new frontier | journal=[[Trains (magazine)|Trains]] | volume=63 | issue=11 | date=November 2003 | pages=28–41 | issn=0041-0934 }}
* {{cite journal | last=Phillips | first=Don | title=Amtrak Q. & A. | journal=[[Trains (magazine)|Trains]] | volume=31 | issue=10 | date=August 1971 | pages=10–11 | issn=0041-0934 }}
* {{cite book | last1=Pinkepank | first1=Jerry A. | last2=Marre | first2=Louis A. | title=Diesel Spotter's Guide Update | date=1979 | publisher=[[Kalmbach Publishing]] | location=Milwaukee, Wisconsin | isbn=0-89024-029-9 }}
* {{Amtrak By the Numbers}}
* {{cite book | last=Solomon | first=Brian | title=Electric Locomotives | publisher=[[MBI Publishing]] | location=St. Paul, Minnesota | date=2003 | isbn=978-0-7603-1359-6 }}
* {{cite book | title=Amtrak authorization—1975 hearings before the Subcommittee on Transportation and Aeronautics of the Committee on Interstate and Foreign Commerce, House of Representatives, Ninety-third Congress, second session, on H.R. 15427 and H.R. 15428 ... June 17 and 20, 1974 | author=United States. Congress. House. Committee on Interstate and Foreign Commerce. Subcommittee on Transportation and Aeronautics | date=1974 | location=Washington, D.C. | publisher=[[United States Government Printing Office]] | url=http://memory.loc.gov/service/ll/pdbs/pdbs13a/PDBS_300_test/00078709959/00078709959.pdf | ref={{Harvid | Congress | 1974}} }}
* {{cite book | title=Two-year report on the Northeast Corridor | author=United States Department of Transportation | author-link=United States Department of Transportation | date=1978 | location=Washington, D.C. | publisher=[[United States Department of Transportation]] | url=https://www.fra.dot.gov/Elib/Document/2766 | format=PDF | oclc=22749371 | ref={{Harvid|USDOT|1978}} | access-date=February 24, 2017 | archive-date=April 29, 2017 | archive-url=https://web.archive.org/web/20170429232146/https://www.fra.dot.gov/Elib/Document/2766 | url-status=dead }}

==Further reading==
* {{cite news | last=Burks | first=Edward C. | title=AMTRAK WILL USE NEW LOCOMOTIVES: New York-Washington Run to Get 6 by Next Week | newspaper=[[The New York Times]] | date=December 19, 1975 | page=18 }}
* {{cite book | last=Myrick | first=David F. | title=New Mexico's railroads: a historical survey | date=1993 | publisher=[[University of New Mexico Press]] | location=Albuquerque | isbn=978-0-8263-1185-6 }}
* {{cite journal | last=Withuhn | first=William L. | title=Risk and the Real Cost of Electrification | journal=Railroad History | date=1999 | issue=181 | pages=80–91 | issn=0090-7847 }}

== External links ==
{{Commons category|GE E60 locomotives}}
* [http://www.mexlist.com/photo/eatx/front.htm NdeM E60C-2 Photo Gallery by Jorge Luna Helú]

{{GE electrics}}
{{Amtrak rollingstock}}

[[Category:Amtrak locomotives]]
[[Category:General Electric locomotives|E60]]
[[Category:C-C locomotives]]
[[Category:11 kV AC locomotives]]
[[Category:25 kV AC locomotives]]
[[Category:50 kV AC locomotives]]
[[Category:Passenger locomotives]]
[[Category:Electric locomotives of the United States]]
[[Category:Preserved electric locomotives]]
[[Category:Standard-gauge locomotives of the United States]]
[[Category:American Passenger Locomotives]]
[[Category:Railway locomotives introduced in 1972]]