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GWR 2301 'Dean Goods' Class
A class member as a War Department locomotive, Royal Engineers base supply park depot, Rennes, November 1939.
Type and origin
Power typeSteam
DesignerWilliam Dean
BuilderGWR Swindon Works
Order numberLots 61, 62, 63, 82, 87, 92, 99, 100, 104, 107, 108, 111
Build date1883–1899
Total produced260
Specifications
Configuration:
​
 • Whyte0-6-0
 • UICCn2g
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Driver dia.5 ft 2 in (1.575 m)
Loco weight36.8 long tons (37.4 t; 41.2 short tons)
Tender weight34.25 long tons (34.80 t; 38.36 short tons)
Fuel typeCoal
BoilerGWR 2301[1]
Boiler pressure180 psi (1,241.06 kPa)
CylindersTwo, inside
Cylinder size17 in × 24 in (432 mm × 610 mm), 17+1⁄2 in × 24 in (444 mm × 610 mm) from 1908
Performance figures
Tractive effort17,120 lbf (76.15 kN) or 18,140 lbf (80.69 kN)
Career
OperatorsGWR, BR
Class2301
Power classUngrouped (17 in or 432 mm cyls, 150 psi or 1,000 kPa)
A (17+1⁄2 in or 444 mm cyls, 180 psi or 1,200 kPa)
Numbers2301–2360 and 2381–2580
Axle load classUncoloured
Withdrawn1929-1957
DispositionOne preserved, remainder scrapped

The Great Western Railway (GWR) 2301 Class or Dean Goods Class is a class of British 0-6-0 steam locomotives.

Swindon Works built 260 of these goods locomotives between 1883 and 1899 to a design of William Dean. The 2301 class broke with previous GWR tradition in having inside frames only and changes were made in the boiler design during the period that they were being built. The first twenty engines were originally domeless though all were provided with domed boilers in due course. They were numbered 2301–2360 and 2381–2580 (2361–2380 were of the 2361 class, which were similar visually but had outside frames).

Construction

[edit]
Table of orders and numbers[2]
Year Quantity Lot No. Works Nos. Locomotive numbers Notes
1883 20 61 946–965 2301–2320
1884 20 62 966–985 2321–2340
1884 20 63 986–1005 2341–2360
1890 20 82 1181–1200 2381–2400
1891–92 30 87 1271–1300 2401–2430
1893 20 92 1361–1380 2431–2450
1895–96 20 99 1453–1472 2451–2470
1896 20 100 1473–1492 2471–2490
1896 20 104 1511–1530 2491–2510 Rebuilt as 2-6-2T locomotives in 1907
1897 20 107 1552–1571 2511–2530
1897 20 108 1572–1591 2531–2550
1897–99 30 111 1632–1661 2551–2580

Rebuild as 3901 class

[edit]

In 1907, twenty Dean Goods (numbers 2491-2510) were rebuilt as 2-6-2T 'Prairie' tank locos, forming the new 3901 class numbers 3901-3920.[3]

War Service

[edit]

In 1917, 62 engines were taken over by the Railway Operating Division and sent to France. 46 of these engines returned to England in the early summer of 1919, but the other 16 had been sent on to Salonika at the beginning of 1918. Two of these engines, nos 2308 and 2542, were sold to the Ottoman railways and renumbered 110 and 111. No 111 was withdrawn in September 1929, but 110 lasted until the 1950s. Of the 14 engines remaining at Salonika, five were written-off and the other nine returned to England in April 1921.[1]

At the outbreak of the Second World War, the War Department requisitioned 100 of these engines from the GWR and the GWR had to hastily reinstate some engines that had been recently withdrawn. The requisitioned engines were fitted with Westinghouse brakes and 10 were fitted with pannier tanks and condensing gear. All were painted black with their WD numbers painted on. In December 1940, the War Department requisitioned a further 8 engines. The War Department renumbered the locomotives 93 to 200.

At the time of the German invasion of France, 79 of these engines had been shipped to France. Some of the engines were destroyed in the retreat to Dunkirk whilst the remainder were used on the French railways by the German occupation forces. After the war, between 22 and 26 engines were sent to China under UNRRA auspices (where they were classified as class XK3), and 30 were returned to the UK, but were deemed unfit for service and scrapped. No.2435 (WD no.188) was sent to France in 1940[4] and was used in Silesia and then in Austria between 1944 and 1948 when it was claimed by the Russians before being handed back to the Austrians in 1952. Two further engines, nos. 2419 and 2526 (WD nos. 106 and 132). One locomotive, no.2489 (WD no.142), was in eastern Germany at the end of the War and was taken into Deutsche Reichsbahn (East Germany) stock as 53 7607; it was withdrawn in 1955.[5] The remaining engines are assumed to have been scrapped.

Of the engines that remained in England, most of them worked at War Department and Ordnance depots around the country, though in 1943, 6 were shipped to Tunisia and thence to Italy.

Some locomotives of the class have the unusual distinction of being shipped overseas in both World Wars. 32 of the 108 locomotives requisitioned during the Second World War had been previously requisitioned during the First World War, and of those 32, 24 were again sent overseas.[6]

British Railways

[edit]
No. 2483 at Llanidloes station 1949

Fifty-four locomotives passed to British Railways in 1948, mostly being used on Welsh branch lines due to their light axle loads. They were progressively replaced by new BR Standard Class 2 2-6-0 engines, and no 2538 was the last to be withdrawn in May 1957.

Preservation

[edit]
The backhead of preserved 2516

One locomotive, no. 2516 (built 1897), has survived into preservation. 2516 is currently a static exhibit at Swindon Steam Railway Museum, with the tender displayed far behind; visitors consequently have a clear view into the driving cab (see pictures).

Models

[edit]

Three companies have released models of the Dean Goods class:

Oxford Rail in 2017 in Great Western (no 2475 & 2534), RoD Khaki (no 2308) and British Railways Black (no 2409) liveries.[7]

Mainline Model Railways made a Dean Goods class in GWR Green (no 2516) and BR black (no 2538) in 1983.

Hornby Model Railways have released R2064/A/B/C (nos 2468, 2322, 2526, 2579), R2210 (no 2579) and R2275/A (nos 2322 & 2538) [8]

References

[edit]

Sources

[edit]
  • Allcock, N. J.; Davies, F. K.; le Fleming, H. M.; Maskelyne, J. N.; Reed, P. J. T.; Tabor, F. J. (1968) [1951]. White, D. E. (ed.). The Locomotives of the Great Western Railway, part one: Preliminary Survey. Kenilworth: RCTS.
  • Haresnape, Brian (1976). Churchward locomotives : a pictorial history. London: I. Allan. ISBN 0711006970.
  • Hütter, Ingo (2012). Die Dampflokomotiven der Baureihen 50 bis 53 der DRG, DRB, DB, und DR (in German). Werl: DGEG Medien. ISBN 978-3-937189-63-5.
  • Tabor, F.J. (February 1956). White, D.E. (ed.). The Locomotives of the Great Western Railway, part four: Six-wheeled Tender Engines. Kenilworth: RCTS.
  • Sterndale, A.C.; Parker, L.T.; Smith, C.; Reed, P.J.T.; Tabor, F.J.; Davies, F.K.; Allcock, N.J.; Lucking, J.H. (May 1974). White, D.E. (ed.). The Locomotives of the Great Western Railway, part twelve: A Chronological and Statistical Survey. Kenilworth: RCTS.
  • Davies, F.K.; White, D.E. (December 1983). White, D.E. (ed.). The Locomotives of the Great Western Railway, part thirteen: Preservation and Supplementary Information. RCTS. ISBN 0-901115-60-6.
  • Davies, Ken (April 1993). The Locomotives of the Great Western Railway, part fourteen: Names and their Origins - Railmotor Services - War Service - The Complete Preservation Story. Lincoln: RCTS. ISBN 0-901115-75-4.
  • Allan, Ian (2000) [February 1950]. Allan, Ian (ed.). British Railway Locomotives 1948-1950. Ian Allan Ltd. ISBN 07110-0401-3.
  • Pigott, Nick (2 July 2014). "The Engines that won the War". The Railway Magazine. Vol. 160, no. 1, 360. Horncastle, Lincs, UK: Mortons Media. ISSN 0033-8923.
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

GWR 2301 Class

View on Grokipedia
from Grokipedia
The GWR 2301 Class, commonly known as the Dean Goods, was a class of 260 British steam locomotives designed by William Dean for the Great Western Railway (GWR) and constructed at between 1883 and 1899. These inside-cylinder tender engines were primarily intended for freight and mixed-traffic duties, marking a departure from prior GWR conventions by employing inside frames exclusively without outside framing. Introduced as Dean's standard goods locomotive, the class featured 5-foot-2-inch driving wheels, 17-inch by 24-inch cylinders, and an initial pressure of 140 psi, delivering a of approximately 13,310 lbf and a power output of around 450 hp. Numbered 2301–2360 and 2381–2580, they were built across multiple lots over 16 years, with early examples using domeless s that were later upgraded to domed designs. From 1908 onward, many underwent significant rebuilds, including enlarged 17.5-inch by 24-inch cylinders, Belpaire fireboxes, and increased pressure to 180 psi, boosting to 18,140 lbf and power to about 600 hp while raising weight from 37.4 long tons to 41.2 long tons. The Dean Goods saw extensive service across the GWR network for hauling coal, minerals, and general freight, with some assisting on lighter passenger workings; their versatility extended to branch lines and even express freight in later years. During , 62 locomotives were dispatched to in 1917 for the Railway Operating Division, with others serving in Salonika and two sold to the ; in , over 100 were requisitioned by the War Department for operations in , , , , and , though some were lost to enemy action or scrapped abroad. Post-war, 54 survivors entered British Railways stock in 1948, primarily allocated to Welsh lines for light duties until the final withdrawal in May 1957. Notably, 20 engines were rebuilt in the as 2-6-2T tank locomotives under the GWR 3901 Class for suburban services. One example, No. 2516 built in 1897, has been preserved and is displayed at the Swindon Steam Railway Museum.

Design and Construction

Development

In the 1880s, the Great Western Railway (GWR) required a new generation of versatile freight locomotives to accommodate the expanding goods traffic across its network, particularly amid the ongoing transition from the distinctive 7 ft broad gauge to the national standard gauge of 4 ft 8½ in, a process that demanded adaptable designs for mixed-traffic duties. William Dean, who assumed the role of Locomotive Superintendent in 1877 following Joseph Armstrong's death, directed this evolution by prioritizing standard-gauge compatible engines that could efficiently handle both freight and lighter passenger workings, reflecting the GWR's strategic shift toward interoperability with other British railways. Under his leadership, the design emphasized an inside-cylinder wheel arrangement to improve stability, reduce wear on tracks, and enhance performance on undulating routes common to the GWR system. The 2301 Class drew initial influences from earlier GWR freight designs, notably the 850 Class of saddle-tank locomotives introduced in the , adapting their principles of straightforward mechanical layout for cost-effective production and reliable while transitioning to a tender engine format. This approach ensured simplicity in operation and maintenance, making the class suitable for widespread deployment on secondary lines and branch services. The first engine, No. 2301, entered service from in May 1883, initiating a production run that totaled 260 locomotives by 1899.

Specifications

The GWR 2301 Class locomotives were designed as tender engines, featuring driving wheels of 5 ft 2 in (1.575 m) diameter to suit mixed-traffic duties on the Great Western Railway's network. These inside-cylinder locomotives measured 51 ft 3 in (15.62 m) in overall length over buffers and had a locomotive weight of 36 long tons 16 cwt (82,432 lb or 37.4 t), with the tender adding 34 long tons 5 cwt (76,720 lb or 34.8 t). The was of Dean's standard design, initially domeless and operating at 140 lbf/in² (0.97 MPa), with later production examples featuring a dome; many examples were later raised to 150–180 lbf/in² (1.03–1.24 MPa) during service. During , the first 20 locomotives (Lot 61) were fitted with domeless 'SO' , while subsequent batches received domed of types S2 and S4. The evaporative heating surface totaled 1,193 sq ft (110.8 m²), supported by a grate area of 16.4 sq ft (1.52 m²). Power was provided by two inside cylinders measuring 17 in × 24 in (432 mm × 610 mm), yielding a starting of 13,313 lbf (59.25 kN) at the original pressure; this increased to approximately 14,290 lbf (63.58 kN) after pressure modifications. The tender carried 2,500 imperial gallons (11,356 L) of water and 4 long tons (4.1 t) of coal, enabling reliable operation on freight routes. In service, these locomotives achieved top speeds of around 50 mph (80 km/h) for goods workings, reflecting their lightweight construction and route restrictions.
SpecificationDetails
Wheel arrangement
Driving wheel diameter5 ft 2 in (1.575 )
Cylinder dimensions2 off, inside, 17 in × 24 in (432 × 610 mm)
Boiler pressure (as built)140 lbf/in² (0.97 MPa)
Heating surface (evaporative)1,193 sq ft (110.8 m²)
Tractive effort (as built)13,313 lbf (59.25 kN)
Locomotive weight36 long tons 16 cwt (36.8 t)
Tender capacity2,500 imp gal water (11,356 L); 4 long tons coal (4.1 t)
Top speed (typical)~50 mph (80 km/h)

Production Details

The GWR 2301 Class, commonly known as the , consisted of 260 locomotives constructed exclusively at the Great Western Railway's between 1883 and 1899. These goods engines were produced to support the expanding freight requirements of the GWR network, with manufacturing focused on standardizing components for efficient assembly. All units featured inside frames and driving wheels of 5 ft 2 in diameter, adhering to the design specifications developed by William Dean. Production was divided into 12 building lots, spanning Lot Nos. 61 through 111, with quantities per lot generally ranging from 20 to 30 locomotives. The initial phase commenced in May 1883 with Lot 61, which yielded the first 20 engines numbered 2301–2320; these were followed immediately by Lots 62 (2321–2340) and 63 (2341–2360), each also of 20 units, completing 60 locomotives by the end of 1883. Subsequent lots were spaced over the following years to align with operational demands, including Lot 82 in 1890 (approximately 20 units, numbered around 2381–2400), Lot 87 in the early 1890s (including No. 2426), and Lot 108 in 1897 (such as No. 2550). The final lots, including 107, 108, and 111, were completed by January 1899, filling the numbering sequence from 2381 to 2580 after a gap for other classes. This phased approach allowed Swindon Works to balance production with ongoing maintenance and other locomotive builds, without documented major pauses, as GWR freight traffic steadily increased during the period.

Operational History

GWR Service

The GWR 2301 Class locomotives, known as the Dean Goods, were primarily utilized for freight and mixed-traffic duties on the Great Western Railway's main lines and branch lines throughout their service life. These tender engines handled a variety of loads, including goods trains and occasional passenger workings such as local services and excursions, demonstrating versatility in everyday operations. Allocations of the class were distributed across key engine sheds, including (82C), (81A), and Cardiff Canton (86C), enabling widespread deployment across the network. In particular, examples like No. 2537 were based at Cardiff Canton, supporting operations in the area where freight demands were high. This positioning allowed the locomotives to contribute to regional coal transportation efforts from the 1880s into the 1920s, forming a backbone of the GWR's goods services in that coal-rich region. In service, the Dean Goods proved reliable for their intended roles, often outperforming earlier and types in hauling capacity despite their lightweight construction. However, early locomotives equipped with round-topped, domeless boilers experienced limitations in steaming performance, leading to gradual replacements with boilers starting around 1901 and becoming widespread by 1911, which enhanced efficiency and reliability over time. Under GWR management, the class underwent renumbering as part of broader schemes, notably the 1901 adjustments and the comprehensive 1912 reorganization, which assigned numbers based on locomotive type while preserving the 2301–2580 sequence for the unmodified Dean Goods and maintaining their class identity. These changes ensured continuity in identification without disrupting operational use prior to later modifications.

Rebuilds as 3901 Class

In 1907, amid a surplus of Dean locomotives and a growing need for more powerful tank engines to handle expanding suburban passenger services, Great Western Railway Superintendent G. J. Churchward authorized the conversion of selected 2301 Class examples into a new subclass of 2-6-2T tanks. This approach allowed the GWR to augment its fleet without the full capital outlay required for entirely new constructions, leveraging existing chassis and components while adapting them for self-contained operation on shorter routes. Twenty locomotives from the 2301 Class, specifically numbers 2491–2510 of Lot 104, underwent rebuilding at between February 1907 and January 1910, emerging as the 3901 Class with new running numbers 3901–3920. The principal modifications included extending the main frames rearward by approximately 7 feet to accommodate a new trailing for improved stability at speed, the addition of large side water tanks holding 1,800 US gallons (equivalent to about 1,500 imperial gallons), and the installation of a redesigned with a capacity of 3 long tons to support extended runs without frequent refueling. The original tender was removed, and the was upgraded to a coned type with a , featuring 255 tubes measuring 1.625 inches in diameter and 10 feet 10 inches long; cylinders were enlarged slightly to 17.5 by 24 inches, fitted with piston valves for better efficiency. These changes shifted the from to 2-6-2T, with 5-foot-2-inch driving wheels retained for a balance of power and speed suitable for suburban duties, resulting in a of 20,155 lbf at 200 psi pressure and an overall engine weight of 139,328 pounds. The rebuilt 3901 Class locomotives were primarily allocated to the Birmingham district, where they replaced aging 2-4-2T types on local passenger workings, providing greater adhesive weight and hauling capacity for typical suburban trains of 4–6 coaches over routes like those to and . A few examples later saw use on London-area locals, but the class's core role remained in the , benefiting from the extended water and coal provisions that minimized downtime on these intensive services. was applied to the entire batch between and , further enhancing thermal efficiency and performance. All members of the 3901 Class were withdrawn from service between 1931 and 1934 as more modern designs like the tanks supplanted them, with the entire subclass subsequently scrapped at due to their specialized design limiting further utility.

War Service

During , the Great Western Railway loaned 62 locomotives of the 2301 Class, known as Dean Goods, to the Railway Operating Division (ROD) of the for overseas service. These engines were sent to support logistics on , handling goods and mixed traffic duties amid the demands of the Western Front; of these, 16 were transferred to Salonika (modern-day , ) at the beginning of 1918 as part of the Salonika Campaign, where they operated on supply lines in the . These featured modifications such as enlarged cabs with sunshades and bunker extensions to suit the harsh climate and extended operations, with some converted to oil-burning for in regions with limited supplies. 46 were repatriated from by 1919 and 9 from Salonika in 1921, totaling 55 returned to Britain, while 7 were lost due to wear, damage, or logistical decisions and scrapped abroad. Additionally, two locomotives were sold to the . In , the War Department requisitioned 108 Dean Goods locomotives, far exceeding the number from the previous conflict, for a range of military roles including troop trains and critical supply lines. Approximately 79 were exported to France in late 1939 and early 1940 for shunting and haulage on invasion preparations, but many were abandoned or captured during the in May-June 1940, with only about 30 repatriated afterward; some of these captured engines were repurposed by German forces in occupied territories. Further exports included shipments to the , such as and , for desert railway operations supporting Allied campaigns in , and a smaller number routed through the to under wartime aid efforts, where they aided resistance logistics against Japanese forces; three specifically traveled via , with one later redirected to . These overseas engines often saw heavy attrition, with additional losses in combat zones leading to more than 70 not returning, either scrapped in situ or sold postwar. Adaptations for wartime conditions enhanced the class's versatility abroad, drawing on its original lightweight design for rapid modifications. In both wars, some received armoring on cabs and bunkers for protection against shrapnel in forward areas, while fittings were added to several for night operations on supply runs. Gauge conversions, typically to or 1,000 mm for colonial lines in the and , were applied to a handful, alongside tank conversions replacing tenders for better maneuverability in tight yards and condensing gear for water-scarce environments like . Postwar repatriation efforts focused on survivors from and the , but condition assessments revealed extensive deterioration—boilers rusted, frames warped from overuse—leading to most being deemed uneconomical and promptly scrapped upon return, underscoring the toll of prolonged .

Post-Nationalization

British Railways Era

Upon nationalization on 1 January 1948, 54 surviving examples of the GWR 2301 Class, commonly known as Dean Goods locomotives, entered British Railways (BR) stock on the Western Region. These engines retained their pre-existing Great Western Railway numbers in the 2301–2580 series, as BR initially avoided widespread renumbering for many ex-GWR classes to minimize disruption. The locomotives were primarily allocated to sheds on Welsh branch lines, such as and , where they continued in freight and shunting roles on secondary lines and yards through the early . Their duties emphasized light mixed , leveraging the class's across the network without speed or weight restrictions. As BR accelerated dieselization under the 1955 Modernisation Plan, Dean Goods usage declined sharply, with most examples withdrawn by 1956; the final main line operations occurred on isolated Welsh branch lines, such as the Kerry Valley, ending around 1956–1957. The last locomotive, No. 2538, was withdrawn in May 1957. Under BR, maintenance focused on essential upkeep to extend service life, including periodic boiler replacements with standard saturated types from earlier GWR stocks and routine overhauls at regional works like ; no late-life superheating modifications were implemented on engines, reflecting their obsolescence relative to newer designs.

Withdrawal

Post-nationalization, the withdrawal of GWR 2301 Class accelerated due to the class's limitations in power and efficiency compared to larger GWR classes like the Collett 5700 pannier tanks and the emerging British Railways Standard Class 2 2-6-0 tender engines, which offered greater and adaptability to modernization efforts. Economic factors, including the high maintenance costs of aging 19th-century designs amid austerity and the push toward dieselization, further hastened their replacement. By 1955, only four survivors were active: No. 2474 at Reading, No. 2513 at , No. 2516 at , and No. 2538 at , all handling residual work on branch lines in and the borders. The final phase saw rapid decommissioning, with No. 2474 withdrawn in April 1955, No. 2513 in July 1955, and No. 2516 in May 1956, leaving No. 2538 as the last operational Dean Goods. This locomotive, built in 1897, performed its final duties shunting at shed before withdrawal in May 1957, concluding nearly 60 years of service for the class on such routes. No. 2538's last runs exemplified the class's end-of-life role, hauling light freights on declining rural networks where its low remained advantageous until the bitter end. Of the original 260 locomotives built between 1883 and 1899, most were ultimately scrapped, including losses during the world wars—such as 5 written off in Salonika during and some of the 79 shipped to France destroyed or abandoned amid the 1940 . Most surviving British examples were scrapped at , the primary disposal site for GWR and early BR locomotives in the Western Region, with a smaller number processed at other facilities like Barry prior to the yard's peak scrapping era in the 1960s.

Preservation and Modeling

Preservation

Of the 260 locomotives built for the GWR 2301 Class, only one survivor remains: No. 2516, constructed at in 1897. Withdrawn from service in May 1956 at shed, it was retained for preservation and entered the GWR Museum upon its opening in 1962, later acquired by the in 1978, avoiding the fate of its 259 sisters, which were all scrapped by 1957. Currently displayed as a static exhibit at the STEAM Museum of the Great Western Railway in , No. 2516 is owned by the and maintained in unlined GWR green livery, evoking its appearance in the late era. The locomotive underwent cosmetic restoration in the to prepare it for public display, with further maintenance work ensuring its condition for ongoing exhibition. Although proposals emerged in 2013 to return it to steaming condition, it has remained non-operational, focusing instead on interpretive and educational roles within the museum. No. 2516 has participated in commemorative events, including static displays during GWR heritage anniversaries and alongside related artifacts like a period-appropriate Dean tender (No. 1273), which incorporates elements compatible with other class members. Parts from scrapped Dean Goods locomotives have occasionally informed restoration decisions, aiding authenticity in detailing boilers and frames. These efforts underscore the locomotive's role in heritage initiatives. As the lone representative of the class, No. 2516 has significantly influenced broader GWR preservation movements by exemplifying Dean's pioneering inside-frame design and the 2301 Class's foundational impact on freight operations. Its survival addresses the operational gap in preserved early GWR mixed-traffic locomotives, inspiring educational programs and research into Victorian-era .

Models

The GWR 2301 Class, known as the Dean Goods, has been represented in several commercial model releases, primarily in OO and O gauges, catering to British outline model railway enthusiasts. These models emphasize the locomotive's 0-6-0 wheel arrangement and goods train heritage, with variations capturing different eras of service. In OO gauge (1:76 scale), the most notable ready-to-run (RTR) model is from Oxford Rail, introduced in 2017. This release features detailed bodywork including inside frames, a representation of the Dean boiler, and options for era-specific detailing such as the garter crest on early GWR versions. Models are available in liveries like lined GWR green (e.g., No. 2475 and No. 2534), unlined green, BR black (e.g., No. 2443), and Railway Operating Division (ROD) khaki (e.g., No. 2308), with many variants offering DCC compatibility and factory-fitted sound functions for realistic operation, including whistle and chuff effects housed in the tender. Earlier OO gauge models trace back to Mainline Model Railways, which released an RTR Dean Goods in 1982 using tooling originally developed from an Airfix GMR proposal in 1980. These models depicted the class in GWR green (e.g., No. 2516) and BR black (e.g., No. 2538) liveries, with basic motorization but limited detailing compared to modern standards, such as simplified frames and tension-lock couplings. The tooling later passed to Dapol, but Hornby distributed compatible versions without producing new tooling specifically for the class. For finescale modelers seeking greater accuracy, 7mm scale (O gauge) kits are available from Finney7, offering etched and whitemetal components for the 2301 Class locomotive and Dean tenders (2500 or 3000 gallon). These kits include options for inside motion conversion via Brassmasters etches, designed by Martin Finney, with wheelsets from Slater's (e.g., 5'2" 16-spoke drivers) and compatibility for Canon motors and gearboxes. imports, often from overseas manufacturers like those distributed by Brassmasters, provide high-fidelity etched kits for advanced builders, focusing on prototypical details such as the extended on later variants. Some releases include adaptations for the rebuilt 3901 Class, featuring Collett boilers and , in BR black . As of 2025, Oxford Rail's models remain widely available through retailers like Hattons and Hornby, with new production runs in popular liveries and DCC sound variants, while second-hand Mainline examples appear on auction sites like . 7mm kits from Finney7 and Brassmasters continue to be produced on demand for finescale layouts. For hobbyists, digital options include 3D-printable files for custom Dean Goods components, such as tenders or cab details, available through specialized model STL repositories, allowing personalization beyond commercial offerings.

References

  1. https://caledoniaworks.com/product/gwr-dean-goods/
  2. https://www.loco-info.com/view.aspx?id=13871
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  6. https://collection.sciencemuseumgroup.org.uk/objects/co205777/steam-locomotive-dean-goods-great-western-railway
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  8. https://www.loco-info.com/view.aspx?id=13871&t=
  9. https://spotlog.org/locolist/class/UKP/2301%2BDean%2BGoods
  10. http://www.finney7.co.uk/gwr-2301.html
  11. http://www.finney7.co.uk/gwr-2500g.html
  12. https://steamcommunity.com/sharedfiles/filedetails/?id=930352560
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  14. http://www.gwr.org.uk/notes/Loco_lot_nos.xls
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  18. http://www.greatwestern.org.uk/m_in_gwr_sheds.htm
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  24. https://www.brassmasters.co.uk/Downloads/2301%20Instructions%20Parts%20List%20Diagrams.pdf
  25. https://www.warwickshirerailways.com/gwr/gwrwe2847.htm
  26. https://88d.uk/pups/GWR_39xx.asp
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  30. https://www.wheeltappersdccsounds.co.uk/page177/index.html
  31. https://www.gaugemasterretail.com/media/downloads/OR76DG_Maint_Sheet_V2.pdf
  32. https://www.ianrathbonemodelpainting.co.uk/british-railways-liveries.php
  33. https://sites.google.com/view/union-mills-model-railway/loco-information-sheets
  34. https://www.rmweb.co.uk/forums/topic/74135-dean-goods-passenger-operations-in-the-1950s/
  35. http://www.gwr.org.uk/no-boilers.html
  36. https://preservedbritishsteamlocomotives.com/2516-2/
  37. https://www.steam-museum.org.uk/collection/locomotives/
  38. http://everythinggwr.com/2013/03/dean-goods-restoration-to-steam-a-chink-of-light/
  39. http://www.gwr.org.uk/no-tenders.html
  40. https://www.hattons.co.uk/directory/vehicledetails/1003148/0_6_0_class_2301_dean_goods
  41. https://srmg.org.uk/news-blog/2017/7/27/review-oxford-rail-00-dean-goods
  42. https://uk.hornby.com/products/2475-dean-goods-unlined-or76dg003
  43. https://www.modelrailways.co.uk/202879/Oxford_Rail_OR76DG001XS_Class_2301_Dean_Goods_0_6_0_2309_in_Great_Western_green_with_garter_crest_DCC_S/stockdetail
  44. https://www.modelrailways.co.uk/directory/versiondetails/1963/mainline_oo_0_6_0_class_2301_dean_goods
  45. https://www.rmweb.co.uk/forums/topic/58270-mainline-or-hornby-dean/
  46. https://www.brassmasters.co.uk/gwr_2301_dean_goods_0-6-0.htm
  47. http://www.finney7.co.uk/kits.html
  48. https://www.ebay.com/itm/375366744845
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