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Information on RRRG such as history and current Committee members.

Standing order mandate

RRRG relies on our members and shareholders to help fund our project. In particular we appreciate having a regular, predictable income to help us plan restoration tasks and reduce the need for big appeals when we need to raise a significant amount of money. The best way to do this as a supporter of our project is to set up a standing order in our favour for a sum each month. A form to do this is included below or you can use your online banking facility, if you have one, to set up a standing order to RRRG, sort code 20-25-85, account number 90952818. If you choose this option please get in touch with us to let us know of your contribution to our cause so that we can credit you with shares in the project.

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2013 AGM minutes



Darley Dale South Yard Training Room, 16th March 2014


Delegates: Mark Burrows [MB (chair)], Dominic Jackson [DBJ (minutes)], Ian Kemp [IK], Dave Rolfe [DR], Andy Rowlands [AMR], Peter Carter [PC], Chris Thorn [CT], Paul Sturm [PS], Edwin Fitchett [EF], Walter Kemp [WK]


Apologies: James Andrews, Ian Wright



MB welcomed all and offered thanks to all for coming. MB summarised the year: including areas that wouldn’t feature in other reports, e.g. four KV10s have been overhauled with new components and are stored off site (They have been rebuilt with new components). CU1 control units were also overhauled and repaired, tested at same time. Two motor blowers and two exhausters have been overhauled at Bowers and are ready to collect. DR has been preparing for undertaking the lifts to install these but the weather has been unkind of late.  Expected bill is around £2000 + VAT for the Bowers work.


MB presented the financial report provided by Ian Wright.  MB continued by noting that shares purchases are down compared to last financial year, but membership renewals are up, so are donations, change appeal and sales stand income. A calendar for FY 2012-13 was not done, however RRU has produced one for following year (2014), income as a whole was down in 2012-13. Outgoings and expenditure are more than last year overall. We have spent more than our income this financial year but this was mitigated by carrying a positive bank balance over from the previous year.


PS/EF asked about insurance for RRRG’s assets. We are covered for public liability but not assets at the moment. DBJ has looked into quotes but it depends on how we value the assets. New for old cover is astronomically expensive. Component theft is a more realistic threat than damage to the locomotives and RRRG has Smart Water as a deterrent against this.  DBJ’s has obtained some quotes which have been distributed amongst the Committee but no firm conclusions reached todate.  MB advised that he was keen to resolve this matter as soon as possible as a priority matter for 2014.


MB presented a report on sales and fundraising: FY 2012-13 struggled slightly because donated stock was virtually absent. FY 2013-14 will be better because of the very generous donation from Richard Atherton [RA] (of a very large quantity of models, books and DVDs from a sadly deceased member). The books and DVDs are being sold on the sales stand. The model railway items are initially beingoffered for sale via internal auctions to group members and other interested parties.  After offering to this group, models will be advertised on the RRRG website and placed in the sales stand stock. RA had largely kept the boxes for the models and they are in immaculate condition, as such they can be sold effectively in "as new" condition. EF noted that the web site can be slow to load at times and feels that the stock on offer is dated. DBJ feels the site itself could do with a ground-up rewrite but hasn't got time right now. We need to look at various strategies for revitalising web sales such as fixed percentage postage costs. MB will continue to circulate lists of models to interested parties. EF asked if lists of sales events can be circulated in advance in order to help with being able to calculate attendance. MB advised that this would be attempted wherever possible.


MB noted that little has happened on the publicity front because of other commitments. DBJ notes that any on site activity should be reported such that it can be added to the website news reports and keep the profile of the group high. MB asked DR, CT, AR and IK to send working party reports, ideally with pictures, to DBJ for inclusion on the website.


IK reported on the mechanical work, noting that it has been difficult to point out highlights for publicity as a result of the routine repetitive nature of the work being undertaken; most things coming in multiples of 16. The exhaust system has been refitted to the ex-50008 power unit, valve gear and pushrods have also been refitted, IK and PC have reset the valve clearances; a process which took several weeks. An injector test rig was purchased byRRRG’s commercial wing Renown Repulse Universal and this acquisition has saved significant amounts of money. 16 injectors have been refurbished and refitted ( and a spare refurbished). The injector tester came with several spare injectors. We should consider offering an overhaul service to other groups in future but RRRG work is the priority. Fuel pumps and pipes plus injector pipes have been refitted to the power unit (but temporarily as the fuel pumps will be overhauled). Water pipes and galleries have been cleaned out thoroughly and the pipes are ready to be refitted. Water pumps were fitted over the winter. IK advised that one of the jobs planned for this year is to clean out the sump and degrease. IK continued that we still need to refit the heat exchanger and filter housing to the ex-50008 power unit. However, the supporting sleepers are in the way for refitting all filters so a lift will be necessary. MB noted that other uses for the crane should be found to share costs once a decision has been made on a hire date. One consideration is to use it to lift the existing power unit out of 50030 to allow internal cleaning. AMR noted that the cable to the fuel lift pump in 50030 needs repairing/replacing and this cannot be done with the power unit in-situ. The intercoolers also need refitting to the 50008 power unit. CT would like to put 50030’s power unit on a wagon when it is removed. CT has a thick rubberised plastic sheet which could be pressed into service as a weatherproof cover for the power unit once removed.MB advised that if we did lift the power unit from 30, he had a strong preference that it be partially reassembled and made weather proof as a matter of priority following the lift.


IK advised that the only forthcoming expenditure for the engine was that we still need to purchase gaskets and seals, hoses and pipes, fuel filters, engine oil and the overhaul of the fuel pumps, (Colchester Diesels) x 16 in order to complete the ex50008 power unit overhaul. IK has no prices for any of this yet. However, he doesn’t envisage it being a significant expense, and the fuel pumps are not deemed urgent. The Woodward governor also needs overhauling.


MB invited AMR to present the electrical report. Family commitments have prevented AMR’s attendance for several months. The electrical cubicle in 50030 is c 90% complete. New CU2 units have been manufactured and are stored off site. The new units have been manufactured to very closely physically resemble the old design.

The CU5 radiator fan unit, which RRRG was missing, was as originally specified massively over complicated and a good contact has built a modernised design to a very reasonable price. This new build unit is under test at the current time. Remaining work on the cubicle is to reinstate the air pipes between the motor contactors, reverser, field diverts and to replace the reverser which is an ex-Class 37 example. This had been fitted into the cubicle to allow wiring patterns to be determined. CT has now manufactured new auxiliary contacts to repair one of our Class 50 reversers for use in 50029, which now allows us to fit the better of our class 50 reversers into 50030. The brake frame needs rewiring, and we need to reinstate wiring to DSD box and governor. The load limiting potentiometer is missing a cover which we may be able to make. Some minor cabling and conduits need replacing. The cab wiring in 50030 is mostly intact but needs belling out to fully identify some severed cables. We need to make switch panels for above the driver seats in both 50029 and 50030 but have one as a template (we also have all of the necessary components in stock). The traction cables and battery cables under the cubicle also need replacing. AMR has been advised that it is not wise to crimp traction cabling; one way of saving some money will be to reuse the longer cables and cut them for shorter runs, but we will need to purchase new cabling for the long runs.


CT presented the technical report. Tom Thorn has been working on 50030’s no 2 cab and it is now up to the same standard as the no 1 end that Tom had previously been working on. However water ingress is becoming a serious problem. We need to cut the guttering off in order to facilitate welding the problematic areas under the head code box, new gutters will then be reinstated. CT may have a contact who can help. CT to investigate pricing andavailability. There is plenty of less urgent welding work for future volunteers to attend to, AMR advised of a contact he has that is interested in assisting with this. Once the cabs are water tight this year then we can look at driver desk rebuilding.CT outlined plans for the radiator compartment: we should aim to lift the radiators out of 50030 soon and get the fan motor to Bowers. This frees up the rad room for welding which is badly needed and is another use for crane hire. We now have the ability to heat the securing nuts on the radiators which will make removal easier. The nuts holding the rad fan in place on 50030 have been loosened as has the roof panel in question. Radiator bottom mounts are now the only things needing removing but are rusted solid. Options are being explored for this. Filtration compartment refurbishment should be tackled this year. The radiator shutters, pipe work, shutter frames and lots of loose stuff have been refurbished by DR. Replacing  the exhauster in the generator room (with an overhauled example) will allow rebuilding of the brake frame to commence. It was decided that a full body lift can wait as there is plenty to do this year. Bogie rigging has been freed up and greased together with all the spares (almost 95% of the rigging on 50030 can be reused). PS offered to part fund good quality welding work. CT is to research potential welding apparatus for AMR's volunteer Scott Bostock to use, the acquisition of which can be funded by RRU.




DR did not wish to continue as Site Manager/Volunteer Liaison Officer in a Committee role and it was agreed that this did not need to be a full Committee post in future.


All elected by unanimous showing of hands.


Fundraising - left vacant.


Chairman - MB - proposed by DBJ, seconded by IK

Treasurer - IW - prop MB sec AMR

Secretary - DBJ - prop AMR sec EF

Technical - CT - prop MB sec AMR

Electrical - AMR - prop DBJ sec PS

Mechanical - IK - prop CT second PC

Webmaster - DBJ - prop EF sec PS

Newsletter - AMR with DBJ assistance; aim for three issues a year

Publicity - AMR volunteered with assistance from MB where required - prop CT sec PC


Membership sec - EF volunteers jointly with PS - prop DBJ sec MB.  DBJ is to train PS and EF on the RRRG website admin backend which controls membership records these days.


EF asked if it was possible to publicise work parties in advance as well as what work is planned? Especially low skilled jobs such as repainting and cleaning internally. Could we coordinate this with welding work?  MB advised that this should be possible. He would like to give 50030 a spruce up this year, and a scheme of promoting this work might hopefully enable it to be achieved without diverting effort form the internal restoration work.


AOB - MB has a £6000 loan to the Group.  At the last AGM the decision was taken to repay this in installments of £1000 each year. MB proposed that this year he would be happy to spend the repayment on RA model stock, which will negate any effect on the group's finances. The repayment of £1000 in this way was approved and will be processed in due course.


MB raised the matter of bank signatories on the RRRG account - currently Tim Snowball [TS]/MB/IW but as TS is not currently a member of the Committee, this needs to be reviewed. DBJ volunteers to replace TS who resigned as Chairman. This was approved.


AMR asked about re-acquiring a set of keys as his had been passed to another volunteer some time ago and not returned (due to being damaged).  


EF suggested a signed register of key holders.


MB thanked all for coming, and declared the meeting closed.

HMS Renown

HMS Renown HMS Courageous HMS Furious 1934

HMS Renown (R) with HMS Courageous (C) and HMS Furious (L) in 1934.


Eight ships of the Royal Navy have borne the name HMS Renown, whilst three others have borne the name at various stages in their construction.

The first recorded HMS Renown was a 20-gun fireship, previously the French ship Renommée. She was captured in 1651 by HMS Nonsuch and sold in 1654. The second was a 30-gun fifth rate, previously a French warship also coincidentally named Renommée. She was captured in 1747 by HMS Dover and broken up in 1771. The third Renown was a 50-gun fourth rate launched in 1774 and broken up in 1794. The fourth was a 74-gun third rate launched in 1798. She had been built under the name HMS Royal Oak, but was renamed in 1796. She was on harbour service from 1814 and was broken up in 1835. The fifth was a 91-gun second rate launched in 1857 and sold to Prussia in 1870.

The sixth Renown was to have been a Victoria-class battleship, but she was renamed HMS Victoria in 1887 and launched later that year. The seventh was to have been a Royal Sovereign-class battleship but she was renamed HMS Empress of India in 1890 and launched in 1891. The eigth was a Centurion-class battleship launched in 1895 and sold for scrap in 1914. The ninth Renown was to have been a Revenge-class battleship but she was renamed HMS Revenge in 1913 and launched in 1915. The tenth  was a Renown-class battlecruiser launched in 1916 and sold in 1948. The most recent vessel to carry the name HMS Renown was a Resolution-class nuclear powered ballistic missile submarine launched in 1967. She was paid off in 1996 and is currently awaiting disposal. This vessel was designated an SSBN, which means Submarine System (vessel type), Ballistic (armourment), Nuclear (power source).

Perhaps the most famous of these ships was the 1916 HMS Renown battlecruiser. She was the lead ship of her class of battlecruisers of the Royal Navy built during the First World War. She was originally laid down as an improved version of the Revenge-class battleships. Her construction was suspended on the outbreak of war on the grounds she would not be ready in a timely manner. Admiral Lord Fisher, upon becoming First Sea Lord, gained approval to restart her construction as a battlecruiser that could be built and enter service quickly. The Director of Naval Construction, Eustace Tennyson-D'Eyncourt, quickly produced an entirely new design to meet Admiral Lord Fisher's requirements and the builders agreed to deliver the ships in 15 months. They did not quite meet that ambitious goal, but the ship was delivered a few months after the Battle of Jutland in 1916. Renown, and her sister HMS Repulse, were the world's fastest capital ships upon completion.

Renown had an overall length of 794 feet, a beam of 90 feet, and a maximum draught of 30 feet. She displaced 27,320 long tons at normal load and 32,220 long tons at deep load. Her Brown-Curtis direct-drive steam turbines were designed to produce 112,000 shaft horsepower (84,000 kW), which would propel the ship at 32 knots. However, during trials in 1916, Renown's turbines provided 126,000 shp (94,000 kW), allowing her to reach a speed of 32.58 knots (37.49 mph). The ship normally carried 1,000 long tons of fuel oil, with a maximum capacity of 4,289 long tons. At full capacity, she could steam at a speed of 18 knots for 4,000 nautical miles.

The ship mounted six 42-calibre BL 15-inch Mk I guns in three twin hydraulically powered turrets, designated 'A', 'B', and 'Y' from bow to stern. Her secondary armament consisted of 17 BL 4-inch Mark IX guns, fitted in five triple and two single mounts. She mounted a pair of QF 3 inch 20 cwt anti-aircraft guns mounted on the shelter deck abreast the rear funnel. She mounted two submerged tubes for 21-inch torpedoes, one on each side forward of 'A' barbette.

Renown's waterline belt of Krupp cemented armour measured six inches thick amidships. Her gun turrets were 7–9 inches thick with roofs 4.25 inches thick. As designed the high-tensile-steel decks ranged from 0.75 to 1.5 inches in thickness. After the Battle of Jutland in 1916, while the ship was still completing, an extra inch of high-tensile steel was added on the main deck over the magazines. Renown was fitted with a shallow anti-torpedo bulge integral to the hull which was intended to explode the torpedo before it hit the hull proper and vent the underwater explosion to the surface rather than into the ship. Despite these additions, the ship was still felt to be too vulnerable to plunging fire and Renown was refitted in Rosyth between 1 February and mid-April 1917 with additional horizontal armour, weighing approximately 504 long tons, added to the decks over the magazines and over the steering gear. Flying-off platforms were fitted on 'B' and 'X' turrets in early 1918. One fighter and a reconnaissance aircraft were carried.

Renown did not see combat during the war and was reconstructed twice between the wars; the 1920s reconstruction increased her armour protection and made other more minor improvements, while the 1930s reconstruction was much more thorough. The ship frequently conveyed royalty on their foreign tours and served as flagship of the Battlecruiser Squadron when HMS Hood was refitting.

HMS Renown bringing HRH Prince of Wales to Melbourne in May 1920
HMS Renown bringing HRH Prince of Wales to Melbourne in May 1920.

Renown's second major reconstruction began in September 1936, based on that of the battleship HMS Warspite. Her superstructure and funnels were razed to the level of the upper deck, her masts taken out and the ship's main and secondary armament was removed. The engines and boilers were replaced by Parsons geared turbines and eight Admiralty three-drum boilers operating at 400 psi. This saved some 2,800 tons of weight and allowed the two forward boiler rooms to be converted to 4.5-inch magazines and other uses. Renown's deck protection was somewhat upgraded by adding non-cemented armour where it had not been added earlier and protecting the new 4.5-inch magazines. As in Repulse hangars were built abreast her rear funnel and a catapult was fitted between the rear funnel and the aft superstructure.

The ship's 15-inch gun turrets were modified to the Mark I standard with their elevation increased to 30°. Twenty dual-purpose QF 4.5-inch Mark III guns in twin BD Mark II mountings replaced all of the four inch guns. Six of the gun turrets, three on each side, were abreast the forward funnel while the remaining four were mounted on abreast the main mast. The BD Mark II mounts had elevation limits of −5° to +80°. The Mark III gun fired a 55-pound high explosive shell and it's rate of fire was 12 rounds per minute. They had a maximum effective ceiling of 41,000 ft. The guns were controlled by four dual-purpose Mark IV fire-directors, two mounted on the rear of the bridge structure and the remaining two on the aft superstructure. Each gun was provided with 400 rounds of ammunition. Three octuple Mark VI 2-pounder mounts were fitted, two on a platform between the funnels and the third at the rear of the aft superstructure. Each was provided with a Mark III director. Four quadruple Vickers .50-calibre Mark III mounts were also added, two each on the forward and rear superstructures. The submerged torpedo tubes were removed and eight above-water torpedo tubes added. This reconstruction, at £3,088,008, was more than three times as expensive as her earlier reconstruction.

Renown was recommissioned on 28 August 1939 as part of the Home Fleet. Much like her sister Repulse, she spent September patrolling in the North Sea, but was transferred to Force K in the South Atlantic in October to help search for the German pocket battleship Admiral Graf Spee. The ship joined Force H at the Cape of Good Hope in November to prevent Admiral Graf Spee from breaking into the South Atlantic. She was unsuccessful in this, but sank the blockade runner SS Watussi on 2nd December. She remained in the South Atlantic even after Admiral Graf Spee was scuttled on  December 13th and did not return to the Home Fleet until March 1940. The ship became flagship of the Battlecruiser Squadron when Hood was paid off to refit that month. Renown supported British forces during the Norwegian Campaign and briefly engaged the German battleships Scharnhorst and Gneisenau on 9th April. Renown spotted the Germans ships and fired first, but she was hit first by two 11 inch shells that only slightly damaged her. A few minutes later she hit Gneisenau with one 15-inch and two 4.5-inch shells that knocked out the ship's main fire-control director and damaged the rangefinder on 'A' turret. The German ships were faster than Renown in the heavy weather and were able to successfully disengage after about 10 minutes. Renown underwnt repairs from 20th April to 18th May and provided cover during the evacuation from Norway in early June. Renown was transferred to Force H at Gibraltar in August and relieved Hood as flagship. She was transferred to the Home Fleet in November 1941 and became deputy fleet flagship when Duke of York was detached to take Winston Churchill to the Arcadia Conference in Washington, D.C. on 9th December. She provided cover for the inbound and outbound convoys to the Soviet Union in early March 1942. 
HMS Renown USS Texas 25 Jan 1942 Hvalfjord Iceland
Renown and USS Texas at Hvalfjord, Iceland, 25th January 1942.


Renown returned to Britain to refit from February to June 1943. Her catapult and aircraft were removed while the hangars were converted to offices. She received a total of 72 Oerlikon 20 mm light AA guns in 23 twin mounts and 26 single mounts were fitted between July 1942 and August 1943.   The ship brought Winston Churchill and his staff back from the Quebec Conference in September and conveyed them to the Cairo Conference in November. She rejoined the Home Fleet in December, just in time to be transferred to the Eastern Fleet a few weeks later. Renown arrived in Colombo at the end of January 1944 where she became flagship of the 1st Battle Squadron. In April she participated in Operation Cockpit, an air strike against port and oil facilities on Sabang, off the island of Sumatra. She bombarded Japanese-occupied facilities on Car Nicobar in the Nicobar Islands and Port Blair in the Andaman Islands between 30th April & 1st May. Renown supported the air strike against Surabaya, Java (Operation Transom) on 17th May as well as the follow-on attack against Port Blair on 21st June. After another air strike on 25th July on Sabang the ship bombarded the city. She bombarded facilities in the Nicobar Islands from 17th -19th October. On November 22nd Renown was replaced as flagship by HMS Queen Elizabeth and the ship began a refit at Durban from December to February 1945. She was recalled in March in case the remaining German heavy ships made a final sortie, and reached Rosyth on April 15th. She was given a brief refit when the concern about the German Navy proved illusory and was placed in reserve in May 1945. She was partially disarmed in July when six of her 4.5-inch turrets were removed as well as all of her light guns. The ship hosted a meeting between King George VI and President Truman on 3rd August when the latter was en route home to the US aboard the heavy cruiser USS Augusta. She was placed in reserve at the end of the war, and was decommissioned in 1946. The decision to dispose of the ship was announced on 21 January 1948 and she was towed to Faslane for scrapping on 3rd August.

The most recent ship to carry the name was the third of the Royal Navy's Resolution-class ballistic missile submarines. Built by Cammell Laird and launched on 25 February 1967, she was decommissioned in 1996. She was 425 feet long, with a beam of 33 feet and a draught of 30 feet. She displaced 7500 tons on the surface, and 8400 tons submerged. Powered by a Vickers / Rolls Royce pressurized water reactor, she produced 27,500 shp and could travel at 25 knots submerged. She carried a crew of 143.

HMS Renown submarine
Resolution-class SSBN HMS Renown at sea.









How to help RRRG

RRRG membership conveys benefits and the purchase of shares brings additional entitlements over and above membership alone, as detailed in our Shareholder benefits page.  Share purchases are extremely important to RRRG as they help us fund our project.  If you don't wish to purchase a share for £100 in one go, we strongly encourage you to set up a standing order in favour of the Group.  This can be for as little as £5 or £10 per month but your contribution will go towards share purchases unless you instruct us otherwise.  Standing orders give us regular income and help us plan our expenditure and as such we encourage all our members and supporters to set up a monthly standing order in our favour!

Please note that RRRG membership applications are handled exclusively by the site registration system (rather than the online shop).  Please visit the registration page to purchase membership.


The Peak Express reports

This page lists the reports written (usually by Mark Burrows) for Peak Rail's house magazine The Peak Express.  Select an issue to read the report.


RRRG Committee information

Brief biographies of the RRRG Committee members.

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