Jersey Transit 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. To operate these trains, Amtrak inherited a fleet of 300 locomotives (electric and diesel) and 1190 passenger cars, most of which dated from the 1940s–1950s. Operation on the electrified portion of the Northeast Corridor was split between the Budd Metroliner electric multiple units and PRR GG1 locomotives. The latter were over 35 years old and restricted to . 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. 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. The initial order was for 15 locomotives with steam generators and 11 with head-end power, but 9 of the first type were switched to using head-end power as Amtrak ramped up acquisition of Amfleet cars. Amtrak anticipated that E60-hauled Amfleet trains could displace both the GG1s and the mechanically-unreliable Metroliners. The E60s began arriving in November 1974; they were the first locomotives to carry Amtrak's new 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 and bolster design. The Federal Railroad Administration restricted the maximum speed of the E60s to . While Amtrak accepted the locomotives and publicly expressed "confidence" that they would be cleared for operation, it also arranged for a trial of the Swedish-built four-axle Rc4 electric locomotive. The problems with the E60 persisted into 1977, at which point Amtrak developed the specification for a locomotive based on the Rc4 design. In 1977–78 Amtrak ordered the first of 53 EMD AEM-7s, a twin-cab B-B electric locomotive produced by Electro-Motive Division.