at his office the following day if the issue was not resolved. The following day, the inspectorate gave permission for the trains to be taken into use, despite noting a series of non-conformities with safety regulations: the inspectorate lacked a list of the train's deviations from the safety regulations; lack of a system to automatically monitor the speed of the trains, particularly when automatic train stop was disconnected; lack of safety training for the crew; lack of an evacuation analysis; and lack of control of the marking of safety equipment. Most of the deviations were to be followed up within two weeks. Quale stated that the deviated issues were of a nature which had not previously been applied to trains and that it was therefore not critical. The first train was delivered on 22 October and was put into use on the Sørland Line from 1 November. Scheduled travel time was reduced by 40 minutes to 3 hours and 40 minutes. In December, the trains had problems with the pantographs not working correctly in cold weather, causing the trains to lose power and be several hours delayed. NSB stated that a contributing cause was the previous year's mild winter, which made it impossible to test the trains in extreme weather. After two and a half months of operation on the Sørland Line, every other train was at least 5 minutes late and every tenth train at least 20 minutes late. The trains also caused travel sickness, also among employees, particularly on the section from Kristiansand to Bø. NSB stated that this had also occurred on the old trains and that it was reports of the number of people affected were exaggerated. On 16 December 1999, NSB confirmed the option for another six Class 73 trains, costing NOK 680 million, for use on the Østfold Line. On 7 January 2000, the trains were put into service on the Dovre Line between Oslo and Trondheim, and on the Sørland Line between Kristiansand and Stavanger. The travel time from Trondheim to Oslo was 5 hours and 46 minutes. In an independent marketing survey, Signatur customers were more satisfied than the customers for the two main airlines, Braathens and Scandinavian Airlines, but the train service had a lower reputation than the airlines. By May, the number of passengers on the Sørland Line had fallen by 10 percent. The reason was the limited capacity during