not affect safety. The labor union recommended its members not to apply for jobs with Timetoget, since they did not provide a pension agreement, collective bargaining or guarantees to return to NSB, should the concept fail. In August, twelve engineers were hired on contract with Baneservice, at the time a subsidiary of the Norwegian National Rail Administration. The engineers were subsequently re-certified for the Y1 class, as well as being given a service course. While other engineers in the country are required to take an 18-month course, Timetoget felt it could meet sufficient safety standards with a six-week course. Arne Wam, chief executive officer of NSB, stated that he could not permit that a subsidiary ignore safety in such a way, and announced he would stop operations. In August 2000, Timetoget offered Telemark County Municipality to take over the transport of school children between Drangedal Station and Nordagutu Station. In September, the company also started negotiations with NSB to take over services on the Arendal Line, but it was stated that this was not excepted by NSB. Disestablishment The first trial with the Y1 railcars was performed on 1 August 2000. The one unit was not able to complete the route due to technical problems, but the other train was able to. Terje Bulling, the CEO of Timetoget, stated that he was aiming for 140,000 passengers in 2001, but was worried because NSB, due to lack of engineers, was driving passengers with by taxi between Notodden Station and Nordagutu. On 5 October, Vidar Østreng, vice president in NSB and chairman of Timetoget, announced that NSB, due to lack of engineers, would have to reduce the production of train services. He indicated that the least profitable routes, including the Bratsberg Line, would be closed. At the same time, NSB said one possibility could be that they sold their 89% stake in the company, thereby bypassing NSB's rules for engineer training. Five days later, the engineers in NSB stated that they would not operate trains between Larvik Station and Skien, and Kongsberg Station and Bø Station, if Timetoget was allowed to operate. These sections of the Vestfold Line and Sørlandet Line, respectively, are shared with the Bratsberg Line. The engineers considered lack of sufficient training such a safety risk that it would not be secure to operate on the lines. At the same time, NSB announced that they would stop operating trains