a fault in a bearing in the connection between the bogie and the body which allowed for a movement of several millimetres (at least 0.1 in). In late August, problems occurred with the braking system causing the trains to automatically brake even when not receiving such signals from the automatic train stop system. The cause of the cracks was a rubber washer which had been installed on the first eight trains—rather than the conventional plastic cover—which was intended to protect the axles from ice and stones. Adtranz had delivered thousands of trains with the conventional method without cracks, but the washers trapped water and this caused them to corrode and crack. Adtranz had applied a coat of paint as the sole means to avoid corrosion to the axle. The DNV inspector had "hardly believed his ears" when he heard about it. In addition, the axles were undersized, and DNV stated that it was only under duress that they considered it safe to operate the trains at conventional speeds, and that all the axles would have to be replaced. On 30 August, NSB gave Adtranz two weeks to solve the axle issues unless the contract was to be revoked. In mid-September, the press announced that on 8 May 1996 NSB had agreed that Class 71's axles could receive a steel quality substandard to European standard and recommendation from the International Union of Railways. The reason was that the class would have a much higher weight than planned, and that this would cause the trains to operate more slowly and thus not be able to reach the airport in the desired 19 minutes. Class 73 inherited the same axle quality from the Class 71 order. On 11 September, Adtranz accepted responsibility for the axle problems, and stated that they would replace all axles free of charge, an operation which would cost them NOK 70 million. In October, Adtranz announced that they would also replace all the wheels on both classes. NSB was spending NOK 1.5 million on brake discs and brake shoes per month. The parties continued to disagree on the size of compensation Adtranz should give NSB, with NOK 100 million separating the two. In July, NSB replaced DNV with CorrOcean as their inspection supplier for the class. NSB stated that this halved the cost of the inspections. The same month, Bombardier Transportation, who by then had taken over Adtranz, stated