I have no idea. Are these service lives or “lifespans” increasing as these type locomotives evolve? I was reading some off the shelf costs…Are diesel rebuilders-leasors still around like Chrome Crankshaft…? How do the costs compare? During the course of another thread on EMD, I checked and found that Alco parts-engines are still available through Fairbanks-Morse…so then I went and checked and found how many Alcos are still in service…pretty surprising…so how that is how the question arose…
Back in the early days of dieselization (1940’s and 1950’s) the “rule of thumb” was 15 years…
and most first generation diesels operated for about that many years.
but now 20-30 years is closer to average.
plently of 30 year old GP38-2’s are still out there, and almost all diesel classes from the1970’s and 80’s have put in at least 20 years…(except maybe the U-boats) so I would say the current average is about a 25 year lifespan.
Scot
Thanks I appreciate the info.
Many GP-9s are still around, and they’re 50 years old now on average.
What the service life was intended to be and what it has proven to be are two different things. Plus, a lot of those engines have seen major rebuilds since first put in service. Not all, but many.
I find it interesting that a lot fewer GEs are kicking around compared to EMDs. Even as the initial dash 8s and 9s come off their expected lifespan, you here less about potential rebuilds.
GE has made it their policy to try to “recall” older locomotives to simplify their spare parts inventory. The majority of their units are financed by GE Credit, so when the leases are up, that’s it for most older GE’s.
Diesels have an amazing longevity. If you look around you can still find a couple first generation SW switchers still shoving cars around, and those pups were built around or before WW2.