proved too stiff. Trials in 1964 showed that the issues had been resolved, and the line too the class into use from 1965. The last steam locomotive was used in 1968. Closing of the Treungen Line During the 1950s, iron ore and lumber were the main use for the upper section of the line. By 1960, there were two or three weekly pure ore trains in addition to hopper cars in ordinary freight trains. A new lumber crane was installed at Treungen in 1962, with Hunsfoss Fabrikker stating they would be sending an additional of lumber. In 1964, a five-year contract was signed with the mine for of ore per year, but the following year the mine closed. The same year, only of lumber were being sent by the line. There was a 23 percent drop in passenger traffic between 1962 and 1965, to 45,300 people, and the line lost NOK 700,000 that year. During the last years, the upper part of the line had three daily services with Class 87 trains and three weekly freight trains hauled by Di 2. NSB proposed that the line be closed in 1966, and in April 1967, the Standing Committee on Transport and Communications had an inspection of the area, particularly looking at roads. The decision to close the line from 1 October 1967 was made by parliament on 22 June, and included NOK 12 million for new roads. There was a proposal to use part of the line to build an airport for Treungen. The line remained in sporadic use for some years, both for access to Fjone Power Station, and for the railway to have access to a gravel pit at Bjorevja. Passenger traffic was replaced by buses. Parliamentarian Osmund Faremo attempted to reopen the line in April 1968, but this was rejected by Minister Håkon Kyllingmark. Work to demolish the line in May, starting at Treungen. On 26 October 1971, a sawmill at Nidarå opened. The section from Nelaug to Simonstad was reopened, and a long branch line was built from Simonstad. Di 2 was set to haul the freight trains. Similar industry was planned at Suplandsfoss, further north; plans to reopen the line to there were launched, but in 1970, NSB agreed that the Norwegian Public Roads Administration could use the remaining part of the line for National Road 415. In 1984, the Di 2 locomotives were replaced with