BRUSH 280 - FALCON       
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INTRODUCTION • • •
FALCON is generally regarded as one of the prototypes that eventually led to the Class 47's, but this is something of an exaggeration. The urgency of the British Transport Commission to introduce a large class of lightweight Type 4 locomotives to replace steam traction by their self-imposed deadline of 1968, resulted in full production of the Class 47's commencing before the performance of the prototypes had been fully analysed and evaluated.
OVERVIEW • • •
Brush built FALCON was the first of a new breed of light-weight Type 4 diesel-electric locomotives to enter service with British Railways. During its' 14 year tenure FALCON covered more than 635,000 miles, making it the most enduring of the three prototypes introduced in the early 60's; although it is fair to point out that English Electric's DP2 would have certainly recorded more miles had it not been wrecked in 1967; as to whether it would have survived longer is subject to some doubt.

FALCON was a popular machine wherever it went; amongst enthusiasts, BR train crews and maintenance staff, and most of all, the Brush workforce. The failure, in 1976, to have this unique machine preserved for posterity (as explained below), was a sad loss to Britain's diesel heritage fleet.
ON THE DRAWING BOARD • • •
Following on from the BR and English Electric Type 4 diesel-electric locomotives built as part of the BTC's 1957 Modernisation programme, Brush were keen to develop a new prototype locomotive which would, they hoped, be the precursor to a large class of locomotives, designed and built to be both lighter and more powerful than those that had gone before.

When Brush Electrical Engineering Co. Ltd. became a part of the Hawker Siddeley group of companies in 1957, they gained access to the products of both their new parent company, and other subsidiaries. One such subsidiary was Bristol-Siddeley who held the sole UK licence to manufacture the German designed Maybach diesel engines, and it was these lightweight power units that attracted the attention of the designers and engineers at the Falcon Works. Thus was born 'Project Falcon' in 1959, allocated the Falcon works project number 280.

The prime mover of choice was the 12 cylinder Maybach MD655 unit which was, at the time, when used in pairs, the most powerful option available, and was already being installed in such a fashion into the new Type 4 'Western' class being built by BR at Swindon and Crewe. The original specification called for the twin engines to each be rated at 1,440hp at a continuous 1,500rpm, providing a total of 2,880hp; well above the top end of the Type 4 specification, but below that for a Type 5! This was acheived through a higher degree of super-charging and charge air-cooling than was implemented in the 2,700hp Class 52's. The engines were later down-rated to 1,350hp each giving a combined power output matching that of the Class 52's.
In the Class 52's the Maybach MD655's were allied with Voith L630rV hydraulic transmissions on a 6 axle C-C arrangement, but Brush were keen to use their TM73-68 MK.2 electric traction motors on a 6 axle Co-Co configuration. These were a modified version of the motors used in the successful Type 2 AIA-AIA Class 31 locomotives, that Brush began building in 1958 for the Eastern Region as their contribution to the 1957 Modernisation programme. To keep development costs (and overall weight) to the minimum modified 'Commonwealth' Class 31 bogies were used, only vacuum brakes were fitted, and only steam train heating was provided, using a Spanner Mk3B boiler - a modified version of the boiler used in several other classes, including the 'Westerns'. A water scoop was provided to replenish the boiler water supply; this was intended to scoop water from troughs laid between the rails. It is not known just how much use was made of this feature, the decline of steam motive power throughout the 1960's resulted in most of the troughs falling into disrepair, or being removed entirely. The absence of an ETH generator also meant that more power was available to the traction motors, although it was this omission as much as any other reason that brought about FALCON's eventual demise.

Each engine powered two generators: a Brush TG110-56 Mk.2 main generator giving power to the traction motors; and a Brush TAG auxiliary generator. Two roof mounted cooling fans were supplemented by radiators and grilles fitted to the locomotive sides giving a somewhat old-fashioned appearance, despite the symmetrical arrangement that resulted from having identical power units, generator groups, and cooling groups at each end. Another weight saving feature were translucent fibre-glass panels above each engine group.

From 1957 BR had insisted that locomotives be designed so that major components (the engine(s), for example) could be removed and installed through the side of the locomotive (this was largely due to the fact that very few of the old steam motive power depots had sufficient overhead clearance and/or lacked the necessary equipment to hoist an engine out through the roof). By the time that discussions between BR and Brush regarding the Falcon Project were held, BR had decided to drop this requirement (presumably because it was supposed that such heavy duty work as engine replacement would always be undertaken at a Works facility, not at the MPD's). This meant that Brush were able to build a load bearing body for the prototype resulting in a lighter frame structure than would otherwise have been possible if a heavy weight-bearing underframe had been necessary. When designing the body frame Brush were able to call upon the expertise of Hawker-Siddeley's aircraft designers to ensure that it had the optimum balance of strength and weight.

Construction commenced during December 1960 in the former Turbine shop at the Falcon Works (the Turbine shop had been converted to a construction facility in order to accelerate the production of Type 2, Class 31's), and was completed in September 1961. The final 'in-service' weight of FALCON was 115 tons; at 19.16 tons per axle this was fractionally heavier than the 19 tons per axle that BRC&W later acheived with LION, and significantly heavier than the 17.5 tons per axle that English Electric acheived with DP2. The 115 tons was made up as follows:
  1. Diesel Engines - 13.8
  2. Electrical Equipment - 32.5
  3. Bogies - 27.0
  4. Superstructure & Cab - 21.5
  5. Radiators, Piping & Brake equipment - 6.4
  6. Boiler & Tanks - 4.9
  7. Diesel fuel, engine oil, coolant, water, sand, etc. - 8.9
Carrying the running number D0280, derived from the Brush project number 280, on each cabside; FALCON was outshopped in a unique livery consisting of lime-green bodysides, cabs and roof, with mid-green bands along the top and bottom of the body, and (later) around the windows. A white silhouetted falcon motif was painted in the centre of each bodyside with the name, in black, superimposed upon it and the legend:
THIS LOCOMOTIVE IS THE PROPERTY OF
BRUSH ELECTRICAL ENGINEERING CO LTD
LOUGHBOROUGH ENGLAND
was printed in white lettering beneath it. The top line was later removed.
ON TRIAL • • •
A number of test and driver training runs took place before FALCON was handed over to BR. Initial tests were done on the short test track behind the Falcon Works, but more substantive tests involved running FALCON to Chinley and back; these runs, the last of which took place on September 27th, involved FALCON running light to Derby where the ECS was attached (this consisted of disused ex-LMS stock). The test route through Derbyshire to Chinley and back was a regular route used by Brush at this time; which Class 31 D5500 was the first to be tested on. Chinley was probably used as the destiniation because of its triangular junction layout which enabled the train to be turned for the return journey to Derby.



On October 6th FALCON travelled to Doncaster Works for acceptance trials and pre-service testing. With the ER tests completed successfully, FALCON was officially handed over for testing on Eastern Region metals on October 13th 1961 at Finsbury Park MPD (34G), and was accompanied by Brush engineers who would ride in the cab on each outing. By this time the two mid-green bands on the bodyside had been repainted chestnut brown, and the footholds below the doors, and on the front solebar, were picked out in orange.

After crew training, FALCON's first revenue earning runs occurred on October 16th when it hauled the 06:52 1B66 King's Cross to Cambridge, the 10:50 return, the 13:05 King's Cross to Cambridge, and finally the 15:15 return. This was a popular "fill-in" diagram that was, at various times, handled by LION, DP2, Class 47 'Generators', and even Deltics; however it was actually a Type 2 diagram! Two days later FALCON appeared on the 08:15 1N62 King's Cross to Hull service, as far as Doncaster, returning at 13:35 with the 12:20 1E29 Hull to King's Cross.

A fire in one of the cab heaters, caused by a discarded hacksaw blade coming into contact with a live electrical circuit, necessitated a brief return to Loughborough. This incident happened while FALCON was working the 20:20 1A66 King's Cross to Edinburgh mail train. By October 27th FALCON had returned to the King's Cross to Hull 1N62/1E29 diagram, which it continued to haul until November 8th, at which time it was transferred to the Great Eastern line.

FALCON's first working on the GE was the 10:30 Liverpool Street to Norwich service. Once in East Anglia, D0280 worked a number of freight turns between Norwich and Whitemoor Yard (March).

On December 17th FALCON was transferred to the Western Region to undertake testing on Lickey Incline and Dainton Bank with the new Swindon 'Hawksworth' dynamometer car. The first of these tests on Lickey took place on February 6th 1962 and involved another prototype locomotive: the purpose built 0-10-0 steam locomotive that had for many years worked as a 'banker' on the 1 in 37.7 incline. The loading for the trial was the dynamometer car and 18 coaches weighing a total of 628 tons. A tank engine was provided for banking assistance if required. The first aassault on the incline was by the 0-10-0 which stalled very early on amidst clouds of fruitless steam and smoke, and had to be assisted by the tank engine. FALCON however, accelerated away from its' standing start and picked up speed all the way to, over, and beyond the summit; leaving the tank engine trailing far behind. The dynamometer recorded a tractive effort of 70,300 pounds on this test. These tests were repeated three times a day over the following days - with equal success. Further successful trials on Lickey involved mineral trains well in excess of the Incline's limit of 500 tons. A standing start test on an unspecified 1 in 90 gradient with just one engine running, and 457 tons trailing, was successfully completed with 26,000 pounds T/E being recorded. Subsequent tests on level track saw FALCON attaining its' maximum speed of 100mph hauling 273 tons, and 75mph with 600 tons.

During the following week FALCON made its' way from Swindon to Plymouth faultlessly tackling the notorious Devon gradients west of Newton Abbott. On February 13th, exactly one week following the first successful ascent of the Lickey Incline, FALCON was ready to tackle the 1 in 36 Dainton Bank with the dynamometer car attached once more, and 527 tons behind. These trials were performed in conjunction with similar trials involving Class 52 'Western', number D1001 WESTERN PATHFINDER. Both locomotives successfully completed the trials although precise results are unavailable.

Various other. equally satisfactory tests took place on the Western Region before FALCON was returned to Loughborough for a full inspection in March.
ON EASTERN LINES • • •
Following the return to the Falcon Works after its' trial period on the WR, D0280 was despatched to Sheffield Darnall MPD (41A) in April 1962. Two noticeable external changes had been made: the application of a cast aluminium Falcon crest and nameplate, replacing the previous painted version; and the fitting of an additional lamp bracket, centrally beneath the headcode panel, which was intended primarily for the fitting of a train headboard.



Throughout the Summer of 1962 FALCON worked on Eastern Region services, notably the "The Master Cutler" and "Sheffield Pullman", Sheffield Victoria to King's Cross diagrams. During this period FALCON was recording 3,200 miles per week with no reports of any technical problems being encountered. The typical diagrams worked during this period were as follows:
  1. 1B20 07:20 Sheffield Victoria to King's Cross (the "Master Cutler")
  2. 1G60 11:20 King's Cross to Sheffield Victoria (the "Sheffield Pullman")
  3. 1B21 15:20 Sheffield Victoria to King's Cross (the "Sheffield Pullman")
  4. 1G61 19:20 King's Cross to Sheffield Victoria (the "Master Cutler")
In the Autumn FALCON was switched to freight duties, principally to coal traffic, hauling two round trips a day between Langwith Junction and March or New England yards with loads up to 1,800 tons. Again, there are no reports of any problems with the prototype during this period.

1963 saw FALCON still based at Darnall, working on a variety of passenger diagrams; and by the end of the year had accumulated more than 125,000 miles in traffic.

Much of FALCON's reliability during its' tenure on the ER can be attributed to two factors:
  1. A large proportion of the work undertaken, especially the passenger services, were lightly loaded diagrams usually operated by steam locomotives, and consequently did not require the 2,800hp locomotive to be operated at, or close to, full power.
  2. Being officially designated as a test locomotive, and still owned by Brush, FALCON received an increased amount of inspection and attention (from both BR and Brush engineers), so that potential problems were identified and rectified much earlier than they might have been otherwise.
At the end of 1963 Brush decided that their prototype had been adequately tested and FALCON was recalled to Loughborough, its' future uncertain at this time.
ON HOLIDAY • • •
At the conclusion of testing and the subsequent recall from the Eastern Region, FALCON spent almost a year at the Falcon Works whilst a decision was made regarding its' future. It was rumoured at one time that it was to be re-engined, and an article in the November edition of Modern Railways mentioned a Paxman-Ventura engine. However such speculation probably emanated from outside Brush rather than within. Not only would such work have been difficult to justify financially without a sponsor, but replacing FALCON's twin Maybach engines with a single prime mover would have presented a number of serious technical difficulties. Furthermore production of Class 47's was in progress by this time so space in the assembly shops for such major work as an almost total re-build would have been hard to find, and probably harder to justify.

Finally it was decided that the prototype was far from being life-expired, and BR and Brush came to an agreement whereby FALCON would be leased to BR at a cost of £8,750 per annum, with Brush responsible for maintenance of the electrical equipment, and BR responsible for non-electrical equipment. The agreement (which ran for five years) was made subject to an annual mileage figure of at least 80,000; a figure that was only acheived once - in 1968.

The division of maintenance responsibilities led BR to decide that the best place for FALCON would be on the Western Region where Swindon Works had experience of working with Maybach engines, gained from their association with the 'Warships' and 'Westerns'. It would also provide BR with a further opportunity to compare the performance of FALCON with that of the WR's diesel-hydraulic fleet. The agreement was signed on January 1st 1965 and was followed by Brush treating FALCON to a complete overhaul and renovation, which included repainting into a two-tone green livery with small yellow warning panels. Being still owned by Brush, the number D0280 was retained. This work, the last to be carried out by Brush upon their prototype, was completed towards the end of January at which time FALCON travelled south to Swindon.
ON WESTERN LINES • • •
After being equipped with the WR's AWS apparatus at Swindon, FALCON was despatched to Bristol Bath Road depot (82A) for crew training. Revenue-earning service commenced during February on Paddington-Bristol diagrams, which it shared with Type 4 diesel-hydraulics. These Type 4 diagrams were very different from those FALCON had worked on the Eastern region, and required high-speed operation with the twin MD655's pushed to their limit. It was not long before problems began to occur.

By early April the No.2 engine had twice failed due to a fractured water jacket; and following the second failure FALCON was returned to Swindon Works where it spent the next three months being overhauled - again. FALCON returned to service during August, by which time both engines, the boiler, the compressors, and the exhausters were overhauled; the tyres were turned, the springs had been reset, and the redundant water scoop removed. During September two more failures of the No.2 engine occurred; both times due to a cracked cylinder head. Worse was to come in December when three instances of a cracked cylinder head brought about engine failure. In 1965 only 29,400 miles were recorded - a long way short of the 80,000 written into the lease agreement signed at the start of the year.

1966 was a better year with 57,500 miles recorded - almost twice as many as in the previous year. However this was still well short of the target and there were 92 days lost service due to three visits to Swindon Works, the most serious resulting from a failure of the No.1 engine due to a fractured con-rod caused by water entering the No.3 cylinder. The improvement in mileage and availability during 1966 did not continue into 1967 when 144 days were lost. The most serious problem, burnt out controls on the boiler, accounting for over 60 of them, and just 46,000 miles were recorded. When in service FALCON was kept on Paddington-Bristol diagrams - probably to keep it in reasonable proximity to Swindon Works!

Availability and mileage were much improved during 1968. Total mileage was 90,400; not only well above the agreed level, but also higher than the 85,000 average acheived by the Class 42 & 43 'Warships' - the only time that such a result was attained. The only serious problem that occurred during this year was a failed turbocharger during December.

In late 1968, two spectres arose to threaten the future existence of FALCON:
  1. Practical: The lack of train air-braking preventing it from hauling the new MK.2 air braked stock.
  2. Political: Early rumblings inside BR of 'standardisation'. Any prototype is, by definition, 'non-standard' and it seemed that FALCON would become an early casualty of BR's policy of running a locomotive fleet which conformed to laid-down standards of design and construction - the policy that resulted in the eradication of the WR's diesel-hydraulic fleet in the 1970's.
Two surprises were in store however. Firstly, BR decided to equip FALCON with air-brakes; and secondly, talks were held with Brush to purchase the locomotive outright, thereby ending the lease agreement, and any involvement by Brush in FALCON's maintenance. A figure of £20,000 was agreed upon (this being the estimated scrap-value of the locomotive at that time). The air-braking conversion, plus a further overhaul was costed at £43,000, and it was not until April 1970 that the expenditure was authorised by BR management. Shortly after the purchasing and financial situations were resolved FALCON disappeared into Swindon Works once more, where it remained until December.

The fitting of air brakes necessitated the removal of the extant vacuum braking equipment, thus FALCON would become a solely air-braked locomotive, rather than dual-braked.

When FALCON emerged from Swindon Works - again, apart from now being an air-braked locomotive, a number of other changes were immediately evident:
  1. Most obvious of all was the repainting into the standard BR blue livery, complete with white double arrow BR logo, and full yellow ends wrapping round to the side window surrounds.
  2. Now being BR owned it had been renumbered into capital stock as 1200. The "D" which had prefixed the numbers of diesel locomotives since 1957 was obsolete by 1970 and, contrary to some reports, the 1200 was never prefixed.
  3. Under the TOPS system introduced in 1968, FALCON was now designated as Class 53, and carried a TOPS data panel on the cabside.
FALCON spent most of December 1970 and January 1971 performing a number of tests; mainly between Swindon and Old Oak Common and Didcot, but with some high speed testing on the line between Bristol and Taunton. In February 1971 another fire in the boiler control panel resulted in yet another lengthy visit to Swindon and it was May before 1200 was back in operational status, returning to its' usual Paddington-Bristol diagrams. The Bristol Bath Road Turn 1 Diagram worked by FALCON from May 3rd 1971 is shown below:




By July 1972 technology had, once more, caught up with FALCON in the shape of electrically heated, air-conditioned coaching stock, and this time there was to be no reprieve. FALCON had been built with steam heating capabilities only and the installation of ETH equipment was neither technically, or financially, viable. Consequently the troublesome Spanner MK3B boiler was isolated and FALCON was transferred to freight duties in South Wales, initially based at Cardiff Canton and working Newport Docks to Llanwern Steel Works duties. By 1973 FALCON had been transferred to Ebbw Junction depot, where it became a resident 'celebrity' machine, to spend the remainder of its' working life on iron ore trains.
ON THE SCRAP HEAP • • •
The end of FALCON's working life came on October 5th 1975 when a traction motor bearing failed. After a few months stored at Ebbw Junction, it was sold to Newport scrap merchants Cashmore's for £5,125. FALCON arrived at Cashmore's yard on March 26th, still numbered 1200; having never been renumbered 53001, and was apparently reduced to scrap within a matter of days - thereby satisfying the wishes of its' builders to have the locomotive scrapped rather than preserved.

A number of theories have abounded over the years as to what happened to the Maybach MD655 engines, but the most likely explanation is that they, like the rest of FALCON, were 'recycled' as scrap metal.
LIVERIES • • •
Almost every account ever written on FALCON documents three different liveries carried during the prototype's life: Lime-green and chestnut-brown, Brunswick-green and light-green, and finally, BR 'corporate' blue. There were, in fact, four liveries. The livery in which FALCON was initially outshopped consisted of a lime-green body with darker green bands along the top and bottom of the bodysides. This initial livery did not survive for long and was replaced before FALCON's was put into service on the Eastern Region during October 1961. The second livery varied from the first in respect to the upper and lower bodyside bands which became chestnut-brown; as did the window surrounds. A unique, additional touch were orange painted foot-holds on the lower front of the locomotive and below the doors. When FALCON was leased to the Western Region in 1965 it was repainted into Brunswick green with pale-green bodyside bands and a, now statutory, yellow warning panel. The final livery carried by FALCON was the standard BR blue, with full yellow ends, which was applied at Swindon Works in 1970. The number 1200, together with the TOPS data panel, were applied to diagonally opposite cabsides, and the BR arrow logo (the 2'6" version which was initially used on the first blue 47's) to the other diagonally opposite cabsides.

The photographs below illustrate the four different liveries:
PRESERVATION • • •
When FALCON was withdrawn by BR during the Autumn of 1975, the Diesel Traction Group (the saviours of Class 52 'Western' D1015 WESTERN CHAMPION) attempted to save it for posterity. Despite offering a reasonable sum, the DTG's plan was thwarted due to an unusual clause in the contract that was drawn up when FALCON was purchased from Brush by BR in 1971. Brush believed that only they should profit from their prototype so, as a condition of the sale, Brush insisted that when BR had no further use for the locomotive it was to be cut-up; and not sold into preservation. The DTG approached Brush in a last ditch attempt to save FALCON but its' builders were not interested. Coincidentally, the £5,125 that Cashmore's paid BR for FALCON was the same sum that the DTG had paid for D1015.
AULD LANG SYNE? • • •
In late May/early June 1974 (noted on June 4th) FALCON made a sudden, and unexpected appearance at Loughborough Midland station - the first time it had been back there since early 1965. This surprised the station manager who didn't have a clue what he was supposed to do with it; and even more surprised were Brush themselves - who didn't know what they were supposed to do with it either! Transferring the machine into the works was not an available option as the entry tracks had been lifted some years earlier, so FALCON lay in the station sidings for a few days whilst the matter was sorted out, during which time rumours on its' future became rife.

In the wake of the power crisis that plagued Britain during the winter of 1973-74, British Rail had devised a cunning plan to sell FALCON back to Brush for use as an emergency generator; however, it appears that nobody in BR had thought to consult Brush on the matter! Once the error had been realised (and Brush, presumably, had declined BR's kind offer!) FALCON returned to freight duties in South Wales.
TECHNICAL DETAILS • • •

1 Brush No.280 Diagram depicting internal components. For a descriptioon of a component, move mouse pointer over a number; or refer to the list below. This diagram relates to FALCON in "as-built" condition that is, without air braking.





2 Brush No.280 Diagram illustrating external features. Move mouse pointer over a feature for a description. The use of twin Maybach power units meant that FALCON, at 68'10", was 5'4" longer than LION and the Class 47's with their single Sulzer power unit, actual dimensions are listed in the table below the diagram. This diagram relates to FALCON in "as-built" condition that is, without air braking. When air brakes were fitted the vacuum pipe was removed, and an air brake pipe was added in (more or less) the same position as on a standard Class 47.



3
The Maybach MD655 Engine. FALCON was not the only Brush prototype to be powered by a Maybach MD655 engine. The HAWK prototype (BR number 10800) was originally built in 1948 by the the North British Locomotive company using a Davey-Paxman 16 cylinder engine, but was purchased by Brush in 1962 and rebuilt with a single Maybach MD655 engine for experimental purposes.

Despite Maybach being an established German company the only DB (Deutsche Bundesbahn) locomotive to be powered by MD655 engines was a Krauss Maffei built prototypical variant of the prolific V200 class (that inspired the Class 42 'Warship' design) introduced in 1958. In this case the twin engines were rated at a combined 3,000hp and allied with Mekydro K184 hydraulic transmission units on 6 axles. The prototype, classed as V300 and numbered ML3000 was, like FALCON, overtaken by technology and the design was not propogated, even though DB eventually bought the locomotive from Krauss Maffei (just as BR had bought FALCON from Brush). In 1968 under the DB equivalent of TOPS, ML3000 became classed as 230 and renumbered to 230.001. The loco was withdrawn by DB in 1975 (the same year as FALCON's withdrawal by BR!) and stored, but was later refurbished and sold to Italy in 1977; and then to France in the late 1980's where it was finally cut-up in 1998. Before being scrapped however, ML3000 was offered to several German preservation groups, none of whom, sadly, registered any interest in the unique machine. Despite the striking number of similarities between ML3000 and FALCON the temptation to refer to it as "Die deutsche Falke" should be resisted!

Another twin MD655 prototype 3,000hp machine was built in Germany in 1962 and exported to the USSR. Designated G3000CC, and equipped with Voith L306 hydraulic transmissions (similar to those used on the North British built D6XX (Class 41) 'Warships') on C-C bogies, little is known of it once behind the Iron Curtain.
Engine Specification for FALCON
  1. Cylinders: 12 comprising 2 V-formation banks of 6
  2. Maximum Power Rating: 1,440bhp (later 1,350bhp) at a continuous 1,500rpm
  3. Bore: 7.28"
  4. Stroke: 7.88"
  5. Compression Ratio: 15.5:1
  6. Weight: 16.9 tons
Photographs reproduced by kind permission of Paul Garvey & Brush Traction.

ACKNOWLEDGEMENTS • • •
I am indebted to George Toms, the author of "Brush Diesel Locomotives 1940-78" for his time and patience in answering my questions regarding FALCON's early liveries and other minutiae.

Also, to David Rogers, for sharing his knowledge, photograph collection, and documentary material; and Paul Garvey for his Maybach photographs and information.
RELATED PAGES & SITES • • •
  • History Summary
  • Photo Gallery
  • Name Details
  • More on FALCON by Graham Turner.
  • Maybach Traction by Paul Garvey
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    Version 2.3a 02/2012