The Great North of Scotland Railway (GNSR) served all the major towns and cities to the northeast of the Cairngorms. Despite its impressive name, the network covered a relatively modest area of Scotland compared to the larger pre-grouping companies. Towards the end of the 19th century, traffic on the GNSR increased, prompting the railway to order ten new 4-4-0 locomotives from Neilson, Reid & Co.

These new engines, introduced in 1899, were requested to follow the design principles of the earlier T Class built by the same manufacturer. They featured saturated boilers and cab-side windows and were classified as Class V. However, after receiving the first five locomotives, the GNSR—facing financial difficulties—cancelled the remaining half of the order. By this time, Neilson, Reid & Co. had already completed the additional five locomotives and sold them instead to the newly formed South Eastern and Chatham Railway (SECR), which urgently required motive power. These were taken into service as the SECR G Class.

Over the following twelve years, GNSR Locomotive, Carriage and Wagon Superintendent William Pickersgill repeatedly proposed increasing the Class V fleet. The directors approved these requests only in small numbers, resulting in a total of 13 Class V locomotives being built between 1899 and 1921. After the First World War, Pickersgill’s successor, T.E. Heywood, ordered further engines to replace ageing stock. These new locomotives were similar in appearance to the V Class but were fitted with superheated boilers, leading to their classification as the F Class. Eight F Class locomotives were produced, and unlike their predecessors, they were all given names.

At the 1923 Grouping, the London and North Eastern Railway (LNER) inherited both the V and F Classes. Owing to their similarities, they were merged into a single class designation: the D40. Most of the locomotives continued to work across Scotland, with only three withdrawn under LNER ownership. Eighteen examples later passed into the hands of British Railways (BR). Withdrawals took place gradually throughout the 1950s, with the final example leaving service in 1958.

One locomotive, No. 62277 Gordon Highlander, was saved for railtour use and earmarked for preservation. Restored at Inverurie Works, it was repainted in the striking early GNSR green livery and renumbered as No. 49, even though it had never worn these colours in regular service. Gordon Highlander became a favourite with enthusiasts across Scotland until its retirement in 1966. After years at the Museum of Transport in Glasgow, the locomotive is now cared for by the Bo’ness & Kinneil Railway and the Museum of Scottish Railways.

Rapido Trains UK has recreated this history with its new OO Gauge LNER D40 4-4-0 range. The models cover both the saturated-boiler V Class and the superheated-boiler F Class, with liveries spanning pre-grouping, LNER, and BR eras—including the famous Gordon Highlander. In addition, the SECR G Class will be available exclusively through Rails of Sheffield in a variety of liveries.

The models feature a wealth of tooling variations, such as different chimneys, whistles, running plates, tender fittings, smoke boxes, lubricators, wash-out plugs, lamp iron positions, and other small details. Variants also include clack valves, snifting valves, steam heat and vacuum pipe valances, and boiler-side ejector pipes. Cosmetic inside valve gear adds further authenticity, while a detailing pack provides lamps, steam heating pipes, and tablet catchers for customisation.

Under the body, the locomotives are equipped with a smooth-running mechanism, factory-installed speakers, tender pickups, and a MoPower stay-alive capacitor. They also feature an ESU 21-pin decoder socket, NEM coupler pockets, and a dynamic firebox flicker with fire-draw effect, ensuring both operational reliability and visual realism.