As the AEM-7s arrived Amtrak began disposing of its E60s. It sold two E60CHs to the Navajo Mine Railroad in 1982. 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. 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 . When the E60s returned to service, they were used on heavy, long-distance trains, such as the New York–New Orleans Crescent, the New York–Florida Silver Service, and the Washington, D.C.–Montreal Montrealer. They could also be found in push–pull service on the Keystone Service trains in the late 1980s. New Jersey Transit began buying ABB ALP-44s, an improved version of the EMD AEM-7 from Asea Brown Boveri, in 1990. It would acquire 32 altogether by the end of 1996. The E60 was off the New Jersey Transit roster by 1998. No. 958 was preserved by the United Railroad Historical Society of New Jersey. All Amtrak E60s were retired in 2003. In April 2004, the Railroad Museum of Pennsylvania acquired No. 603 for preservation. 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. NdeM intended to use the locomotives on a new railway line between Mexico City and Querétaro. 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. 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 and GO Transit in Toronto. TFM traded 22 of the E60C-2s to GE for GE AC4400CW diesel locomotives. Three were sold to Texas Utilities to serve the company's Martin Lake Line, displacing GE E25Bs. They lasted in service until the end of electrified operations in 2011. EMD SD50 diesel locomotives replaced them. The E25Bs, smaller