PILBARA RAILWAY PAGES
Rio Tinto Road

Rio Tinto Iron Ore is the trading name for Hamersley Iron and the former Cliffs Robe River Iron Associates combined operations of Pilbara Rail and Pilbara Iron and currently operates some 225 locomotives across four different models with 11500 ore waggons in married pairs along approximately 1700 km of heavy haul standard gauge railway.
Rio Tinto wholly owns Hamersley Iron and 53 percent of Robe River Iron Associates following a buyout of North Ltd and also operates and manages the Hope Downs 1 and 4 mine projects on a 50/50 joint venture with Hancock Prospecting P/L. For more information, the Rio Tinto Iron Ore site is here.

The locomotive fleet is made up of the following four types:

  • 49 General Electric ES44ACi or EVO's, a modern and technologically advanced fleet with the GEVO-12 4400hp engine and AC traction. These units are numbered from 9100 onwards and more are on order. They are in the Rio Tinto silver with red stripes and numerals.
  • 100 General Electric ES44DCi or EVO, a 4400hp model with the GEVO-12 engine, road numbers 8100 to 8199. These units carry two liveries, the units 8100 to 8118 are all silver with black 'Rio Tinto' and the units 8119 to 8199 carry red stripes with red 'Rio Tinto' and numerals.
  • 72 General Electric Dash 9-44CW or Dash 9, an aging but very reliable locomotive with the 7FDL-16 engine of 4400hp with DC traction and road numbers of 9401 to 9409, 9428 to 9436 and 7043 to 7098 (excluding 7051 and 7052).
    These units wear a variety of liveries, from the original Pepsi livery of sliver with blue and red stripes, the combined colours of Pilbara Rail and Pilbara Iron and one unit 9406 carries the Rio Tinto all over grey following collision rebuilding.
  • 4 CM40-8M rebuilds 9411, 9418, 9419 and 9422, these much older former Robe River rebuilt with GE 7FDL-16 4000hp engine from ALCo frames, still on the roster as yard shunters. These units are in the former Robe yellow, red and black livery.
A complete motive power roster with serial numbers of the Rio Tinto roster including historical Hamersley Iron ALCo and GE C36-7 and CM40-8M rebuilds can be viewed here Rio Tinto Roster.

Three General Electric Dash 9-44CW units were originally purchased by Robe River and lettered for Pilbara Rail with ROBE identifying marks. They originally carried road numbers 9470, 9471 and 9472 with serial no. 53455, 53456 and 53457 built October 2001 and delivered on 21st February 2002 and subsequently re-numbered to fit into the combined locomotive roster as 9401-9402-9403 respectively.

The massive Rio Tinto railway system extends from three port complexes, East Intercourse Island and Parker Point located at Dampier and serviced by the Seven Mile yard complex and the greatly enlarged Cape Lambert facility at Port Walcott serviced by Cape Lambert yard. East Intercourse Island has one dumper, Parker Point two dumpers and Cape Lambert with five dumpers. All of these dumpers except the original Robe single waggon dumper are dual cell dumpers capable of dumping a pair or waggons each tip.
From these facilities a single track mainline with three passing sidings (Dingo 38 km, Dove 52 km and Dugite 63 km) runs south out of Seven Mile yard to Emu 77 km, and a double track mainline running south west out of Cape Lambert to Western Creek 72 km where the lines converge at Emu and the double track mainline starts the steep graded climb to the top of the Chichester range at Gull 105 km. Double track continues all the way to Rosella Siding 250 km where 'branch' lines head roughly south east to mine loadouts at Yandicoogina (2 of) 447 km, West Angelas 420 km, Hope Downs 1 460 km, Hope Downs 4 501 km and Marandoo 306 km. Another branch from Rosella heads west to Brockman 4 326 km via Nammuldi 290 km and Brockman 2 293 km, while the mainline continues from Rosella 250 km on to Wombat Junction 280 km where the Tom Price (291 km) mine spur branches off west before continuing finally into Paraburdoo 386 km.

A typical consist on the Tom Price line system which takes in all the southern mines, is three locomotives and 240 ore waggons loaded up to approximately 130 tonnes of ore.
Bank locomotives, operated by a pair of units, are used to push loaded trains along the following track segments:
Paraburdoo (389 km) to Wombat Junction 280 km (Tom Price);
Yandicoogina 447 km (HIY), West Angelas 420 km, Hope Downs 1 460 km and Hope Downs 4 501 km to Hawk Siding (350 km).
The 'Lang Hancock Railway' is the name of the railway that connects the Hancock Prospecting owned Hope Downs 1 mine 460km (located 100km north west of Newman) to Rio Tinto system at Hancock Junction (406 km) on the West Angelas line and started railing ore in December 2007. Following the success of Hope Downs 1 North and South deposits, Hope Downs 4 (30 km north west of Newman) was then developed and commenced production including an additional 50km railway spur from Hope Downs 1 in 2013.

The other line is the Robe Valley line and continues on from Western Creek (72 km) on the Cape Lambert line past the original loading sites at the 168 km, the junction for the now branch to Mesa K and J is the 191 km, with Mesa K (193 km) and then Mesa J or Deepdale at the 196 km while the mainline continues onto Mesa A - Warramboo at the 233.9 km located 50 km west of Pannawonica.
Operations on the Robe Valley line utilise two General Electric ES44ACi AC traction locomotives and 167 ore waggons known as J Cars with five trains to Mesa A and one to Mesa J a day on average. These captive ore waggons are the original Robe River 'J cars' or Robe Valley Waggons as they are now known, built by Nippon Sharyo Nihon, Tomlinson Steel WA, Centurion WA and the latest versions from Bradken.
These waggons only run between Cape Lambert and the Robe Valley being either Mesa A up to six trains per day or Mesa J (Deepdale) one train per day. These trains are restricted to the original Robe River Car Dumper #1 at Cape Lambert which dumps a one waggon at a time.

Historical Information (requires cleaning).

On the Deepdale line from Cape Lambert to Deepdale (Mesa J) anything up to 4 Dash 9 locos can run a train. But most common is 2 Dash 9 and 2 Dash 8 units per train. One short service uses 3 locos, most trains are around 234 waggons long. At Western Creek (72 km) an interconnecting line runs round to the Tom Price line and joins this at Emu. This allows the West Angelas and Yandi trains to run direct to Cape Lambert.

The Tom Price railway runs from the Seven Mile Yard 280 km to Wombat Junction where the Tom Price (295 km) spur leaves the main to continue to Paraburdoo (385 km) with two branch lines diverting from Rosella Loop (251 km). One to Brockman (294 km) running west of Tom Price. And the other past Marandoo (300 km) and West Angelas to Yandicoogina (440 km) to the east of Tom Price.
The track side signals were removed years ago by Hamersley Iron and replaced with an 'Integrated Control Signalling System' (ICSS for short) which relays the limit of authority to the driver via the track to a display in the cab. The limit of authority is determined by the interlocking computers from commands that the train controller enters in a manner similar to CTC operation.

Train control over the whole network is carried out from Rio Tinto's state of the art remote control centre in Perth some 1500 kilometres from the operation. Control consisted of four train control desks. One desk is assigned to the Seven Mile Yard and both East Intercourse Island and Parker Point yards and dumpers, another assigned to the mainline from 7 Mile to the 238 kilometre on the mainline to Tom Price, another assigned to the south of the 238 kilometre on the Tom Price main, out to all the mines. And the forth desk is for the Deepdale line from Cape Lambert to Deepdale. Communications are carried out over a UHF radio network. A PDF file of all Pilbara railroad operating frequencies can be accessed here.

The rostering of the rail crews on the Tom Price mainline is similar to BHP Iron Ore, in that crews work an 'out and back' trip, with drivers located at Dampier, Tom Price and some mines on a 'Fly-in Fly-out' basis, working opposing trains and then changing over around the mid-way point of the journey when they need to cross. Pilbara Rail utilise single man crews and also have 'Mobile Enginemen' in motor cars to travel between mines and bank engine jobs.

Pilbara Rail acquired two ex BHP Dash 7 locos that were rebuilt by Goninan in Perth and numbered 5051 and 5052 in the Pilbara Rail colours. These 2 units work as shunters and are limited to 7 Mile yard and back and forth to the car dumpers. They are known locally as Bill and Ben, and are not very well liked.

For a current list of Pilbara Rail's locomotives, complete with -9 serial numbers, build dates and livery, click here: Rio Tinto Power Roster.

Hamersley Iron operates a modern fleet of General Electric Dash 9-44CW, or Dash 9 locomotives designated the 70 Class. These units are rated at 4,400 horsepower and allowed HI to totally replace their mixed ALCo, GE and EMD locomotive fleet in 1995, when a further 3 units arrived in early 2001 this delivery bolstered the fleet to 32 locos. These were the first locos in Australia to have the 'Rollerblade' style of bogie.
A typical consist is 2 Dash 9 locos on the point with up to 234 ore waggons trailing behind loaded with 105 tonnes of iron ore. They also use a banking pair of locos to push trains out of Paraburdoo up to Tom Price and also to push trains out of HIY (Yandicoogina). Hamersley Iron run the heaviest trains in the world with head end power.
Hamersley Iron operate their heavy haul railway from the Port of Dampier 280 km to Wombat Junction where the Tom Price (295 km) spur leaves the main to continue to Paraburdoo (385 km) with two branch lines diverting from Rosella Loop (251 km). One to Brockman (294 km) running west of Tom Price. And the other past Marandoo (300 km) to Yandicoogina (440 km) to the east of Tom Price.
Hamersley Iron removed their track side signals several years ago and replaced it with an 'In-cab Display', known as ICSS or Integrated Control Signalling System, which relays the trackage status to the driver from the train controller located in 7 Mile Yard (Dampier), and by extensive UHF radio coverage. The rostering of the rail crews differ somewhat from BHP Iron Ore, in that Hamersley crews work a type of change over arrangement with drivers located at both Dampier and Tom Price working opposing trains and then changing trains around the mid-way point of the journey where they need to cross. Hamersley Iron, like the rest of the Pilbara operators utilise single man crews. For more info here's Rio Tinto Iron Ore website.

Cliffs Robe River Iron Associates (ROBE)

Revised historical information, updated 11/2017.

Cliffs Robe River Iron Associates (CRRIA) originally operated a 168 kilometre railway built in 1971 by Morrison-Knudson-Mannix-Oman (MKMO) from the crushing and port facilities at Cape Lambert (Point Walcott), located 16km to the north of the pioneer town of Roebourne, 4km west of Point Sampson and immediately north of the company town of Wickham, running a roughly south westerly direction inland to the mining area known as the Robe Valley, later known as Middle Robe and located east of the 'closed' company town of Pannawonica.
Original operations involved three heavy haul ALCo locomotives and 135 ore waggons with the safe working system being a radio based train order type system.
The railway line was extended in 1975 with a further 4km spur branching off at the 162.2km to the #2 Robe loadout and Mesa 2402E mining area.
A map excerpt can be viewed here.
From 1982 mining started to move west along the Robe Valley to the East Deepdale involving mining of Mesa L, Mesa M and Mesa N before moving onto Mesa K in 1988 and then further to Mesa J (Deepdale) in 1992, where the current train loadout and yard is situated, 14km south west of Pannawonica.
The port consisted of an open air single waggon rotary dumper which empties the waggon into a gyratory 'secondary' crusher.
Loaded train consists were divided into two portions upon arrival in the yard from the mines for unloading through the car dumper, this also allows a faster train turnaround time.
The railway line heading south from Cape Lambert consisted of the car dumper at the 0 km with workshops and maintenance facilities. Further south was the ballast loading and turning triangle or wye located at the 8 km and then the rail maintenance yard at the 10km. On the line south the North West Coastal highway was crossed at a grade crossing at the 19.6 km and it also passed over the Hamersley Iron Dampier - Tom Price railway at the 74 km, and three crossing loops or passing sidings were also provided. These were originally just named as Siding One 42 km, Siding Two 92 km and Siding Three 133 km, before being renamed to Harding, Maitland and Murray Camp respectively.
In later years most train departures were timed to allow the crossing of empty and loaded trains at Maitland Siding (Siding Two) and involved unmanned bank engines on the rear of the loaded trains to assist them up the steep grades between here and the mine. A shunt locomotive was also provided at the mine to allow the train locomotives from the arriving empty train to be removed and placed on the waiting loaded train to improve utilisation and turnaround times.
Loaded trains that were banked out of Mesa J to Maitland Siding normally employed a pair of unmanned CM40-8M GE locomotives controlled by the driver up the front of the train and these were uncoupled 'on the fly' at Maitland Siding. Once this practice was discontinued, utilisation of quad or four head-end only CM40-8M locomotives became the normal operating model with 202 waggons.

By late 2000 Robe River was in the advanced stages of developing its new West Angelas iron ore mine located 100km to the north west of Newman and the associated rail infrastructure and it also, through a court process, was in a very good position to be granted 'third party access' to portions of Hamersley Iron's railway network to allow it to reduce the outlay of building a parallel railway to run 170 waggon trains with two locomotives from Western Creek (on the Cape Lambert line) to the top of the Chichester Range and again through Karijini National Park along the Marandoo railway to gain access to West Angelas.
This in turn led to Rio Tinto launching a takeover or buyout of North Ltd (controlling interest) shares in Robe River in 2001, thus extinguishing the need for any third party rail access agreement.
Robe River had three new locomotives ordered from General Electric and these were specified to be identical to the current thirty two Hamersley Iron Dash 9-44CW units including the 'in -cab' ICSS signalling system, automatic train protection and direct locomotive control (DLC) which is a requirement to operate over the Hamersley Iron network and were the first locomotives to be delivered in the new Pilbara Rail livery but with ROBE reporting marks. They originally carried road numbers 9470, 9471 and 9472 with serial no. 53455, 53456 and 53457 built October 2001 and delivered to Cape Lambert on the 21st February 2002. They were subsequently re-numbered to better fit into the rest of the pooled Pilbara Rail locomotive roster of Dash 9-44CW locomotives as 9401-9402-9403. Also Robe ordered 336 ore waggons from Bradken NSW along the style of Hamersley Iron's modern 'S' series waggons.

Following the takeover of North Limited by Rio Tinto and the subsequent delisting of North Ltd which was the majority shareholder in Robe River Iron Associates two new operating companies were formed to manage the now combined assets;
One to manage both Hamersley Iron and Robe River's rail based assets called Pilbara Rail, and;
Secondly called Pilbara Iron and used to manage the joint groups mining and port infrastructure. Capital for new locomotives and waggons comes from both Hamersley Iron and Robe River with locomotives and the 'S' series ore waggons carrying reporting marks of who supplied what, HI waggons were also painted 'Pilbara Red' and Robe waggons a grey colour.

The Robe River and Hamersley Iron railways then needed to have an interconnecting track at Western Creek, which leaves the Robe River Cape Lambert-Mesa J railway at the 72 km and joins the Hamersley line at the 76.3 km at the north end of Emu on the east mainline of the Dampier-Tom Price railway to allow West Angelas trains to access the HI network. As part of this 2002 network upgrade Siding One (later named Harding) was also increased in length to allow standard Hamersley Iron length trains of three locomotives and for 240 waggons. Standard Robe practice at the time was for two locomotives and 170 waggons, and their original West Angelas proposal was based on this. A new car dumper to suit the 'M' waggon types was also built at Cape Lambert to allow the West Angelas ore to be dumped there.

Train Control over the line from Cape Lambert to Deepdale was done out of Cape Lambert yard and utilised a train order method of safe working.
Following the merger, train control moved to Hamersley Iron's Seven Mile yard complex and then CTC was also bought into operation on the line from Cape Lambert to Western Creek, with train orders being used from Western Creek to Mesa J (Deepdale). The Cape Lambert-Mesa J railway line also utilises a number of voice announcing defect detectors for hot box (bearing) detection and these can be readily heard over the UHF radio system if you have a scanner and help to locate trains and their direction.

The Robe River locomotive fleet in 2000-2 consisted of:

  • 4 ALCo M-636 units 9412, 9413, 9215, 9416;
  • 2 ALCo C-636R - Comeng rebuild units 9426 and 9427;
  • 12 CM40-8M GE rebuild units 9410-9411, 9414, 9417-9425, which ended up assigned as shunt units at Seven Mile and Cape Lambert and as extra power on Deepdale services;
  • 3 GE Dash 9-44CW units 9470-9472, renumbered 9401 to 9403 and added to the Pilbara Rail pooled fleet.
A Cliffs Robe River Iron Associates ALCo roster with rebuild data can be found here.

Some brief individual locomotive histories notes are (updated 3rd March 2022):

  • 9410 (1st) was built by AE Goodwin NSW as an ALCo M636 model in July 1971 with serial number G-6060-1, part of the original order for five units. Locomotive was delivered with Bechtel Pacific road number 262.001 for use on construction and changed when completed to 1710.
    The unit was later fitted with air-to-air intercooling and subsequently scrapped in 2000.
  • 9410 (2nd) was built by Comeng NSW as an ALCo M636 model in November 1975 with serial number C6098-05 for Mount Neman Mining with road number 5500. Sent to Goninan but not rebuilt.
    Eventually sold to Robe and rebuilt by Goninan WA to an CM40-8M model in March 1996 with serial number 2160-03/96-202.
    Was damaged in Maitland collision Jan 2007, rebuilt in Perth returning Oct 2007, would be the last unit repainted in the Robe livery.
    Ended up in CFCLA ownership in 2012 and rebuilt by Goninan WA and reclassed and numbered to CD 4301 'The Victory'.
    Has seen lease periods on both FMG and Roy Hill.
    Sold to FMG and sent to Perth with Fortescue Future Industries for alternate fuel trials late 2021.
  • 9411 was built by AE Goodwin NSW as an ALCo M636 model in July 1971 with serial number G-6060-2 and part of the original order for five units. Locomotive was delivered with Bechtel Pacific road umber 262.002 for construction use and changed to 1711 once completed.
    This and 9410 were both delivered with the two 40 class units in September 1971.
    4th February 1973 was leading a fifty waggon train when ended up in Western Creek following a washout. Subsequently repaired by AE Goodwin at Cape Lambert and returned to service June 1973.
    Unit was rebuilt by Goninan WA in February 1992 to become an CM40-8M model with serial number 8206-02 / 92-125.
    Retired 27th February 2019 and stored.
    As of 2021 9411 came out of storage and is currently on the Koodaideri line construction trains operated under John Holland ownership with Watco crews.
    9411 transferred to Sell and Parker Port Hedland and subsequently scrapped February 2022.
  • 9412 was built by AE Goodwin NSW as an ALCo M636 model in December 1971 with serial number G-6060-3 and part of the original order for five units. Locomotive was delivered to Robe River in January 1972 with Bechtel Pacific road number 262.003 for construction use and was renumbered to 1712 when completed.
    22nd February 1979 9412 was 2nd unit on an empty train involved in head on collision at Siding One. Repaired at Cape Lambert and returned to service.
    After a long period of storage at Cape Lambert and then Seven Mile yard it passed to GTSA ownership in 2007 and was subsequently scrapped ~2010.
  • 9413 was built by AE Goodwin NSW as an ALCo M636 model in December 1971 with serial number G-6060-4 and part of the original order for five units. Locomotive was delivered to Robe River in January 1972 with Bechtel Pacific road number 262.004 for construction use and was renumbered to 1713 when completed.
    22nd February 1979 9413 was third unit on a loaded train involved in head on collision at Siding One. Repaired at Cape Lambert and returned to service.
    The unit was later fitted with air-to-air intercooling.
    After a long period of storage at Cape Lambert and then Seven Mile yards it passed to GTSA ownership in 2007 and was subsequently scrapped in December 2010.
  • 9414 was built by AE Goodwin NSW as an ALCo M636 model in December 1971 with serial number G-6060-5 and part of the original order for five units. Locomotive was delivered to Robe River in January 1972 with Bechtel Pacific road umber 262.005 for construction use and was renumbered 1714 when that was completed.
    9414 was rebuilt by Goninan WA in November 1991 to become an CM40-8M model with serial number 8206-11 / 91-124.
    Ended up in CFCLA ownership in 2012 and was dismantled in 2019 as a parts source for the CFCLA CD class unit rebuilds by Goninan WA.
  • 9415 was built by AE Goodwin NSW as an ALCo M636 model in February 1973 with serial number G-6060-06 as an extension to the original order following an uplift in ore orders and delivered with road number 1715.
    22nd February 1979 9415 was third unit on an empty train involved in head on collision at Siding One. Repaired at Cape Lambert and returned to service.
    The unit was later fitted with air-to-air intercooling.
    After a long period of storage at Cape Lambert and then Seven Mile yard it passed to GTSA ownership in 2007 and was subsequently scrapped in December 2010.
  • 9416 was built by AE Goodwin NSW as an ALCo M636 model in January 1973 with serial number G-6046-16 for Hamersley Iron with road number 4045.
    Robe River purchased this unit off HI during construction due to a motive power shortage and the unit was delivered in HI livery and road number before repainting into Robe livery and renumbered to 1716.
    22nd February 1979 9416 was 2nd unit on a loaded train involved in head on collision at Siding One. Sent to Comeng WA for repairs and eventual return to service.
    The unit was later fitted with air-to-air intercooling.
    After a long period of storage at Cape Lambert and then Seven Mile yard it passed to GTSA ownership in 2007 and was subsequently scrapped in December 2010.
  • 9417 (1st) was built by ALCo Schenectady NY USA as an ALCo C630 model in October 1967 with serial number 3486-01 for the Chesapeake and Ohio Railroad Company (USA) with road number 2100.
    2100 was purchased by Morrison Knudsen for Robe River (along with three sister units) and delivered in January 1975. Repainted and renumbered as 9417 on arrival.
    22nd February 1979 9417 was lead unit of a loaded train involved in a head on collision at Siding One resulting in it being scrapped.
  • 9417 (2nd) was built by ALCo Schenectady NY USA as an ALCo C630 model in November 1968 with serial number 6010-1 for the Spokane, Portland and Seattle RR (USA) with road number 340, then Chesapeake and Ohio (USA) 2100 and then Burlington Northern (USA) 4366.
    Purchased off Chrome Crankshaft USA late 1980. Major components sent to Goninan WA and was the first CM40-8M rebuild in May 1989 with serial number 6266-05 / 89-83.
    Ended up in CFCLA ownership in 2012 and was supposed to be rebuilt by Goninan WA to be reclassed and numbered to CD 4304.
    It was scrapped by CD Dodd in September 2020.
  • 9418 was built by ALCo Schenectady NY USA as an ALCo C630 model in October 1967 with serial number 3486-02 for the Chesapeake and Ohio Railroad Company (USA) with road number 2101.
    2101 was purchased by Morrison Knudsen for Robe River (along with three sister units) and delivered in January 1975 and repainted and renumbered as 9418 on arrival.
    9418 was rebuilt by Goninan WA in December 1990 to become an CM40-8M model with serial number 8109-12 / 90-118.
    Retired on 27th February 2019 and stored.
    As of 2021 9418 came out of storage and is currently on the Koodaideri line construction trains operated under John Holland ownership with Watco crews.
    9418 transferred to Sell and Parker Port Hedland and subsequently scrapped February 2022.
  • 9419 was built by ALCo Schenectady NY USA as an ALCo C630 model in October 1967 with serial number 3486-03 for the Chesapeake and Ohio Railroad Company (USA) with road number 2102.
    2102 was purchased by Morrison Knudsen for Robe River (along with three sister units) and delivered in January 1975 and repainted and renumbered as 9419 on arrival.
    9419 was rebuilt by Goninan WA in October 1990 to become an CM40-8M model with serial number 8109-10 / 90-117.
    Retired on 27th February 2019 and stored.
    As of 2021 9419 came out of storage and is currently on the Koodaideri line construction trains operated under John Holland ownership with Watco crews.
    9419 transferred to Sell and Parker Port Hedland and subsequently scrapped February 2022.
  • 9420 was built by ALCo Schenectady NY USA as an ALCo C630 model in October 1967 with serial number 3486-04 for the Chesapeake and Ohio Railroad Company (USA) with road number 2103.
    2103 was purchased by Morrison Knudsen for Robe River (along with three sister units) and delivered in January 1975 and repainted and renumbered as 9420 on arrival.
    9420 was rebuilt by Goninan WA in March 1991 to become an CM40-8M model with serial number 8109-03 / 91-119.
    Ended up in CFCLA ownership in 2012 and rebuilt by Goninan WA and reclassed and numbered to CD 4305 'Arsenal'.
    Had seen lease periods on both FMG and Roy Hill.
    Scrapped at Port Hedland by CD Dodd February 2022.
  • 9421 was built by Comeng NSW as an ALCo M636 model in August 1977 with serial number C6103-1 and delivered to Robe River in November 1977.
    9421 was rebuilt by Goninan WA in February 1993 to become an CM40-8M model with serial number 8297-02 / 93-137.
    Ended up in CFCLA ownership in 2012 and rebuilt by Goninan WA and reclassed and numbered to CD 4302 'Lord Fury'.
    Has seen lease periods on both FMG and Roy Hill.
    Sold to FMG and sent to Perth with Fortescue Future Industries for alternate fuel trials late 2021.
  • 9422 was built by Comeng NSW as an ALCo M636 model in August 1977 with serial C6103-2 and delivered to Robe River in November 1977.
    22nd February 1979 9422 was lead unit on empty train involved in head on collision at Siding One. Repaired at Cape Lambert and returned to service.
    9422 was rebuilt by Goninan WA in March 1993 to become an CM40-8M with serial number 8297-03 / 93-138.
    Retired on 27th February 2019 and stored.
    As of 2021 9422 came out of storage and is currently on the Koodaideri line construction trains operated under John Holland ownership with Watco crews.
    9422 transferred to Sell and Parker Port Hedland and subsequently scrapped February 2022.
  • 9423 was built by Comeng WA as an ALCo M636 model in February 1980 with serial C6116-1 / WA112 and delivered February 1980. This unit was to replace the written off 9417.
    9423 was rebuilt by Goninan WA in April 1992 to become an CM40-8M with serial number 8206-04 / 92-126.
    Ended up in CFCLA ownership in 2012 and rebuilt by Goninan WA and reclassed and numbered to CD 4303 'Warrior'.
    Has seen lease periods on both FMG and Roy Hill.
    Sold to FMG and transferred to Thomas yard Port Hedland late 2021.
  • 9424 was built by ALCo Schenectady NY USA as an ALCo C630 model in November 1968 with serial number 6010-4 for the Spokane, Portland and Seattle RR (USA) with road number 343 then Burlington Northern (USA) 4369.
    Purchased off Chrome Crankshaft USA late 1980. Arrived Cape Lambert May 1981 and was overhauled in the workshops with in-service date of November 1981.
    9424 was rebuilt by Goninan WA in July 1989 to become an CM40-8M with serial number 6266-07 / 89-84.
    9424 was the only CM40-8M unit painted into the Pilbara Iron livery in ~2005.
    Ended up in CFCLA ownership in 2012 was earmarked to be rebuilt by Goninan WA and become CD 4306 but placed on hold.
    Scrapped at CD Dodd in August 2020.
  • 9425 was built by AE Goodwin NSW as an ALCo C636 in April 1970 with serial G-6041-4 for Mount Newman Mining with road number 5468.
    It was sold to Robe in August 1982 and repainted and renumbered to 9425.
    9425 was rebuilt by Goninan WA in August 1989 to become an CM40-8M model with serial 6266-8 / 89-85.
    Ended up in CFCLA ownership in 2012 was earmarked to be rebuilt by Goninan WA and become CD 4307, eventually scrapped in May 2018.
  • 9426 is a Comeng WA rebuild from ALCo Schenectady NY built ALCo model C636 with serial number 3499-3 originally built in January 1968 for Pennsylvania RR (USA) with road number 6332, then Penn Central 6332 and finally Conrail 6782.
    Purchased by Robe River in December 1985 and shipped minus cab and was rebuilt by Comeng WA into ALCo C636R with serial number WA143-1 before final delivery to Robe River in November 1986.
    After a period of storage at Cape Lambert and Seven Mile yards it was sold to Coote Industrial in 2007.
    This loco went on to become DR 8401 after rebuilding by GTSA Engineering for Coote Industrial and leased to ARMS for the construction of FMG's railway in 2007-08.
    Subsequently scrapped in January 2013 under Engenco Ltd ownership.
  • 9427 is a Comeng WA rebuild from ALCo Schenectady NY built ALCo model C636 with serial number 3499-2 originally built in January 1968 for Pennsylvania RR (USA) with road number 6331, then Penn Central 6331 and finally Conrail 6781.
    Purchased by Robe River in December 1985 and shipped minus cab and was rebuilt by Comeng WA into ALCo C636R with serial number WA143-2 before final delivery to Robe River in January 1987.
    After a period of storage at Cape Lambert and Seven Mile yards it was sold to Coote Industrial in 2007.
    This loco went on to become DR 8403 after rebuilding by GTSA Engineering for Coote Industrial and leased to ARMS for the construction of FMG's railway in 2007-08.
    Subsequently scrapped in January 2013 under Engenco Ltd ownership.

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9103 Green Pool 9103 Green Pool 9103 Green Pool 9103 Green Pool 9103 Green Pool 9110 Green Pool 9110 Green Pool 9110 Green Pool 9110 Green Pool 9424 Cape Lambert 7097-93 Dugite 5052-51 7Mile 7085 Harding 9404-7079 Dugite 7069-77 Gull 7069-77 Ibis 7098 Ibis fuel waggons 82k 9407-7075-67 82k 9434-7095 WC 7089 9433-29 67k 9417-20 7Mile 7096-7073 PP 9419 7Mile 7094 7Mile 7097-93 7Mile 7083 Dingo 7061-9402-7085 CL 9470 7 Mile 9470-71 loaded 7 Mile 9472 Cape Lambert 9472 Cape Lambert 9472 Cape Lambert
7089 7094 @ Pelican 7089 7094 @ Cockatoo 7087 @ Cockatoo Loop 7089 7074 X 7087 @ Cockatoo 7089 7074 X 7087 @ Cockatoo 7089 7074 X 7087 @ Cockatoo 7088 @ Cockatoo 7088 @ Cockatoo 7080 7082 at Robe flyover 7080 7082 distance 7072 Possum 72-74 B end 7082-72 Possum 7082 Possum 7082 Possum Cross at Pelican 7068 7067 at Pelican 7068 7067 at Pelican 7084 & 89 with loaded 1171 wagon HI Grinder HI Grinder 7074 30km 9412 ALCo 9415 ALCo 9413 ALCo 9416 ALCo 9427 7Mile Stored ALCo's CL Departure 7077 DD train 7km 9414 11km Ore waggon 853 Ore waggon 730 Ore waggon 074 9405 PRHS 9405 PRHS 9401 Wickham 9401 Wickham

Older Robe River images.

9414 Cape Lambert 9414 Cape Lambert 9426 Cape Lambert 9420 Cape Lambert fuel point 9426 Cape Lambert 9414 at Siding 1 Loaded downgrade at 36 km Loaded at pipe xing 9425 at Siding 2 9425 at Siding 2 9417 x 9414t at Siding 2 9414 loaded @ 89k xing Empty at 71k xing 9426 Cape Lambert 9426 Cape Lambert 9426 Cape Lambert 9426 Cape Lambert 9415 Cape Lambert M636's Cape Lambert 9413 Cape Lambert 9413 Cape Lambert 9416 Cape Lambert
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