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{{Short description|Former Norwegian railway company}}
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[[Image:TRS 070922 040.jpg|thumb|[[Y1 (railcar)|Y1]] railcar at [[Skien Station]]]]
{{Good article}}
{{Use dmy dates|date=December 2023}}
{{Infobox company
| name = Timetoget Bratsbergbanen AS
| logo =
| type = [[Privately held company|Private]]
| genre =
| fate = Liquidation
| predecessor =
| successor =
| foundation = 1998
| founder =
| defunct = 2000
| location_city =
| location_country =
| location = [[Notodden]], [[Norway]]
| locations =
| area_served = [[Telemark]]
| key_people =
| industry =
| products = [[Bratsberg Line]]
| services =
| revenue =
| operating_income =
| net_income =
| aum =
| assets =
| equity =
| owner =
| num_employees =
| parent =
| divisions =
| subsid =
| homepage =
| footnotes =
| intl =
}}


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[[Image:NSB type Y1 ved Skien stasjon TRS 070922 040.jpg|thumb|[[Y1 (railcar)|Y1]] railcar at [[Skien Station]]]]
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'''Timetoget Bratsbergbanen AS''', trading as '''Timetoget''' (the Hourly Train), is a defunct [[railway company]] that tried to start operating passenger trains on the [[Bratsberg Line]] in [[Norway]]. The concept was launched in 1998, and in 1999 an agreement was made with the incumbent, [[Norges Statsbaner]] (NSB), to start operation in 2000. The founders were Gjermund Jamtveit and Halvor Grene, while NSB owned a thrid of the company. The company bought three used [[Y1 (railcar)|Y1]] railcars from Sweden.


⚫
'''Timetoget Bratsbergbanen AS''', trading as '''Timetoget''' ("the Hourly Train"), is a defunct [[railway company]] that tried to start operating passenger trains on the [[Bratsberg Line]] in [[Norway]]. The concept was launched in 1998, and in 1999 an agreement was made with the incumbent, [[Vy|Norwegian State Railways]] (NSB), to start operation in 2000. The founders were Gjermund Jamtveit and Halvor Grene, while NSB owned a third of the company. The company bought three used [[Y1 (railcar)|Y1]] railcars from Sweden.
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NSB soon bought all the shares of the company, and also made an agreement that operations on the [[Arendal Line]] would be taken over by Timetoget. However, the new company tried to take a short-cut in giving engineers only a six-week training program, instead of the usual 18 months. This made NSB want to discontinue operations. They bought the rest of the shareholders, and liquidated the company. Timetoget never ran anything but trials on the Bratsberg Line.


⚫
NSB soon bought all the shares of the company, and also made an agreement that operations on the [[Arendal Line]] would be taken over by Timetoget. However, the new company tried to take a short-cut in giving engineers only a six-week training program, instead of the usual 18 months. This made NSB want to discontinue operations. They bought out the rest of the shareholders, and liquidated the company. Timetoget never ran anything but trials on the Bratsberg Line.
==History==


===Establishment===
==Establishment==
The company was owned by NSB (34%), two individuals from Notodden, Gjermund Jamtveit and Halvor Grene (51%), and the county and some municipalities (15%). The trains would operate with a one-hour headway, twenty-four hours a day. It was the first private company allowed to operate passenger trains, since the algamation of operations into the [[Norwegian State Railways]].<ref name=startdate>{{cite news |url= |title=NSB sier ja til privat togdrift |author= |work= |agency= |page= |date=23 April 1999 |accessdate= |language=Norwegian}}</ref><ref>{{cite news |url= |title=Timetoget i år 2000 |author= |work= |agency= |page= |date=8 February 1999 |accessdate= |language=Norwegian}}</ref> The concept was based on [[TIMEkspressen]], an hourly [[coach (vehicle)|coach]] service between Notodden, that was operated by the Jamtveit and Grene-owned [[Øst-Telemark Automobilselskap]].<ref>{{cite news |url= |title=Busselskap vil kjøre tog |author=Wormnæs, Are |work=[[Aftenposten]] |agency= |page=11 |date=20 April 1998 |accessdate= |language=Norwegian}}</ref> The company bought three used [[Y1 (railcar)|Y1]] [[diesel multiple units|diesel]] [[railcar]]s from Sweden, despite that the Bratsberg Line is electrified. The trains cost NOK 6 million each, and have a capacity of 70 passengers.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000902&Kategori=NYHET&Lopenr=523364&Ref=AR |title=Timetogstart 5. november |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=2 September 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref><ref name=nelaugbanen>{{cite news |url=http://www.agderposten.no/apps/pbcs.dll/artikkel?AvisData=AP&Dato=20000922&Kategori=LOKAL1&Lopenr=109220020&Ref=AR |title=Vil overta Nelaugbanen |author=Mosberg, Nils |work=[[Agderposten]] |agency= |page= |date=22 September 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref>
The company was owned by NSB (34%), two individuals from Notodden, Gjermund Jamtveit and Halvor Grene (51%), [[Telemark County Municipality]] and some municipalities (15%). The trains would operate with a one-hour headway, twenty-four hours a day. It was the first private company allowed to operate passenger trains since the amalgamation of operations into the [[Norwegian State Railways (1883–1996)|Norwegian State Railways]].<ref name=startdate>{{cite news |title=NSB sier ja til privat togdrift |date=23 April 1999 |language=no}}</ref><ref>{{cite news |title=Timetoget i år 2000 |date=8 February 1999 |language=no}}</ref> The concept was based on [[TIMEkspressen]], an hourly [[coach (vehicle)|coach]] service between Notodden and Oslo, that was operated by the Jamtveit and Grene-owned [[Øst-Telemark Automobilselskap]].<ref>{{cite news |title=Busselskap vil kjøre tog |author=Wormnæs, Are |work=[[Aftenposten]] |page=11 |date=20 April 1998 |language=no}}</ref> The company bought three used [[Y1 (railcar)|Y1]] [[diesel multiple unit|diesel]] [[railcar]]s from [[SJ AB|SJ]] of Sweden, despite that the Bratsberg Line is electrified. The trains cost NOK&nbsp;6 million each, and have a capacity of 70 passengers.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000902&Kategori=NYHET&Lopenr=523364&Ref=AR |title=Timetogstart 5. november |author=Aulie, Kjell |work=[[Varden (newspaper)|Varden]] |date=2 September 2000 |access-date=6 February 2009 |language=no}} {{Dead link|date=September 2010|bot=H3llBot}}</ref><ref name=nelaugbanen>{{cite news |url=http://www.agderposten.no/apps/pbcs.dll/artikkel?AvisData=AP&Dato=20000922&Kategori=LOKAL1&Lopenr=109220020&Ref=AR |title=Vil overta Nelaugbanen |author=Mosberg, Nils |work=[[Agderposten]] |date=22 September 2000 |access-date=6 February 2009 |language=no}}</ref>


Initial plans called for operations to commence on 1 January 2000,<ref name=startdate /> but this soon proved difficult. In November, NSB paid out the other major shareholders, and were left with a 89% ownership of the company.<ref>{{cite news |url= |title=NSB overtar eierandeler i Timetoget |author= |work= |agency= |page= |date=30 November 1999 |accessdate= |language=Norwegian}}</ref> The company needed dispensation from the [[Norwegian Labour Inspection Authority]] to allow temporary employements of engineers. When the company had announced the positions, only one engineer had applied for the twelve jobs.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel%3FDato=20000603&Kategori=NYHET&Lopenr=647933&Ref=AR |title=Bare én vil føre Timetogene |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=3 June 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> Instead an agreement was made with NSB to rent personnel from them, thus delaying the start to 3 September. But because the engineers needed to be recertified, the start was delayed again, to 5 November. In the end, Timetoget was forced to recruit and train new drivers. It received criticism for not having an as extensive training as NSB, but the company stated that this would not affect safety.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000711&Kategori=NYHET&Lopenr=68555&Ref=AR |title=Timetogstart 5. november |author= |work=[[Varden]] |agency= |page= |date=24 June 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> The labor union recommended its members not to apply for jobs with Timetoget, since they did not provide a pension agreement, [[collective bargaining]] or guarentees to return to NSB, should the concept fail.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001025&Kategori=NYHET&Lopenr=956494&Ref=AR |title=Ikke negative til Timetoget |author= |work=[[Varden]] |agency= |page= |date=25 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref>
Initial plans called for operations to commence on 1&nbsp;January 2000,<ref name=startdate /> but this soon proved difficult. In November, NSB paid out the other major shareholders, and were left with an 89% ownership of the company.<ref>{{cite news |title=NSB overtar eierandeler i Timetoget |date=30 November 1999 |language=no}}</ref> The company needed dispensation from the [[Norwegian Labour Inspection Authority]] to allow temporary employments of engineers. When the company had announced the positions, only one engineer had applied for the twelve jobs.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel%3FDato=20000603&Kategori=NYHET&Lopenr=647933&Ref=AR |title=Bare én vil føre Timetogene |author=Aulie, Kjell |work=Varden |date=3 June 2000 |access-date=6 February 2009 |language=no}} {{Dead link|date=September 2010|bot=H3llBot}}</ref> Instead an agreement was made with NSB to rent personnel, thus delaying the start until 3&nbsp;September. But because the engineers needed to be recertified, the start was delayed again, to 5&nbsp;November. In the end, Timetoget was forced to recruit and train new drivers. It received criticism for not having as extensive training as NSB, but the company stated that this would not affect safety.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000711&Kategori=NYHET&Lopenr=68555&Ref=AR |title=Timetogstart 5. november |work=Varden |date=24 June 2000 |access-date=6 February 2009 |language=no |archive-url = https://web.archive.org/web/20030717185332/http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000711&Kategori=NYHET&Lopenr=68555&Ref=AR |archive-date = 17 July 2003}}</ref> 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.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001025&Kategori=NYHET&Lopenr=956494&Ref=AR |title=Ikke negative til Timetoget |work=Varden |date=25 October 2000 |access-date=6 February 2009 |language=no |archive-url = https://web.archive.org/web/20020727195709/http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001025&Kategori=NYHET&Lopenr=956494&Ref=AR |archive-date = 27 July 2002}}</ref>


In August, twelve engineers were hired on contract with [[Baneservice]], a subsidiary of the [[Norwegian National Rail Administration]]. The engineers were subsequently recertified for the Y1 class, as well as being given a service course.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000908&Kategori=NYHET&Lopenr=427231&Ref=AR |title=12 førere til Timetoget |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=8 September 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> 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]], CEO of NSB, stated that he could not permit that a subsidiary ignore safety in such a way, and announced he would stop operations.<ref>{{cite news |url= |title=Privat togdrift kan bli utsatt NSB vil stoppe hurtig-opplærte lokomotivførere |author=Hultgren, John |work=[[Aftenposten]] |agency= |page= |date=3 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref>
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.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000908&Kategori=NYHET&Lopenr=427231&Ref=AR |title=12 førere til Timetoget |author=Aulie, Kjell |work=Varden |date=8 September 2000 |access-date=6 February 2009 |language=no}} {{Dead link|date=September 2010|bot=H3llBot}}</ref> 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.<ref>{{cite news |title=Privat togdrift kan bli utsatt NSB vil stoppe hurtig-opplærte lokomotivførere |author=Hultgren, John |work=[[Aftenposten]] |date=3 October 2000 |language=no}}</ref>


In August 2000, Timetoget offered [[Telemark County Municipality]] to take over the transport of school children between [[Drangedal Station|Drangedal]] and [[Nordagutu Station|Nordagutu]].<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000829&Kategori=NYHET&Lopenr=455196&Ref=AR |title=Timetoget vil redde skoletoget|author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=29 August 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> In September, the company also started negotiations with NSB to take over services on the [[Arendal Line]], the this was not excepted by NSB.<ref name=nelaugbanen />
In August 2000, Timetoget offered Telemark County Municipality to take over the transport of school children between [[Drangedal Station]] and [[Nordagutu Station]].<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000829&Kategori=NYHET&Lopenr=455196&Ref=AR |title=Timetoget vil redde skoletoget|author=Aulie, Kjell |work=Varden |date=29 August 2000 |access-date=6 February 2009 |language=no}} {{Dead link|date=September 2010|bot=H3llBot}}</ref> 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.<ref name=nelaugbanen />


===Disestablishment===
==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. Terje Bulling, the CEO of Timetoget, stated that he was aiming for 140,000 passengers in 2001, but was worried that NSB, due to lack of engineers, was driving passengers with by taxi between [[Notodden Station|Notodden]] and Nordagutu.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000802&Kategori=NYHET&Lopenr=132098&Ref= |title=Timetoget i siget |author=Heggenes, Knut |work=[[Varden]] |agency= |page= |date=2 August 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> 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.<ref>{{cite news |url=http://www3.nrk.no/distrikt/telemark/nyheter/267217.html |title=Store endringer i togtilbudet |author= |work=[[Norwegian Broadcasting Corporation]] |agency= |page= |date=5 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> At the same time, NSB said one possibility could be that NSB sold their 89% stake in the company, thereby bypassing NSB's rules for engineer training.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001005&Kategori=NYHET&Lopenr=1005003&Ref=AR |title=NSB vil ut av timetog-selskapet |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=5 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> Five days later, the engineers in NSB stated that they would not operate trains between [[Larvik Station|Larvik]] and Skien, and [[Kongsberg Station|Kongsberg]] and [[Bø Station|Bø]], if Timetoget was allowed to operate. They considered lack of sufficient training such a safety risk that it would not be secure to operate on the lines.<ref>{{cite news |url= |title=Togførarane på TIMEtoget kan bli ein risiko |author= |work=[[Norwegian Broadcasting Corporation]] |agency= |page= |date=10 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> At the same time, NSB announced that they would stop operating trains on the Bratsberg Line from 20 Ocotber.<ref>{{cite news |url= |title=NSB skuffar Naturvernforbundet |author= |work=[[Norwegian Broadcasting Corporation]] |agency= |page= |date=9 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref>
The first trial with the Y1 railcars was performed on 1&nbsp;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 New Station|Notodden Station]] and Nordagutu.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20000802&Kategori=NYHET&Lopenr=132098&Ref= |title=Timetoget i siget |author=Heggenes, Knut |work=Varden |date=2 August 2000 |access-date=6 February 2009 |language=no}} {{Dead link|date=September 2010|bot=H3llBot}}</ref> On 5&nbsp;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.<ref>{{cite news |url=http://www3.nrk.no/distrikt/telemark/nyheter/267217.html |title=Store endringer i togtilbudet |work=[[Norwegian Broadcasting Corporation]] |date=5 October 2000 |access-date=6 February 2009 |language=no }}{{Dead link|date=May 2019 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> 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.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001005&Kategori=NYHET&Lopenr=1005003&Ref=AR |title=NSB vil ut av timetog-selskapet |author=Aulie, Kjell |work=Varden |date=5 October 2000 |access-date=6 February 2009 |language=no}} {{Dead link|date=September 2010|bot=H3llBot}}</ref> 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.<ref>{{cite news |title=Togførarane på TIMEtoget kan bli ein risiko |work=[[Norwegian Broadcasting Corporation]] |date=10 October 2000 |language=no}}</ref> At the same time, NSB announced that they would stop operating trains on the Bratsberg Line from 20&nbsp;October.<ref>{{cite news |title=NSB skuffar Naturvernforbundet |work=[[Norwegian Broadcasting Corporation]] |date=9 October 2000 |language=no}}</ref>


Timetoget started negotiations with the Swedish company [[BK Tåg]], to try to establish a cooperation that would allow Swedish engineers to be used.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001010&Kategori=NYHET&Lopenr=287926&Ref=AR |title=Timetoget får svenskehjelp? |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=10 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> The minority shareholds, who owned 11% of the company, at the same time demanded that they could take over NSB's shares without compensation, and that all debt to NSB be deleted.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001019&Kategori=NYHET&Lopenr=84086&Ref=AR |title=Vil overta NSB-aksjene gratis |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=19 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> Arne Wam responded by stating that NSB wanted to liquidate the company.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001020&Kategori=NYHET&Lopenr=890223&Ref=AR |title=Wam vil avvikle Timetoget |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=19 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> NSB therefore offered to purchase all shares in the company at par value, despite the company not having any assets.<ref>{{cite news |url=http://www3.nrk.no/distrikt/telemark/nyheter/355245.html |title=NSB vil ikke ha konkurranse |author= |work=[[Norwegian Broadcasting Corporation]] |agency= |page= |date=26 October 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref>
Timetoget started negotiations with the Swedish company [[BK Tåg]] to try to establish a cooperation that would allow Swedish engineers to be used.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001010&Kategori=NYHET&Lopenr=287926&Ref=AR |title=Timetoget får svenskehjelp? |author=Aulie, Kjell |work=Varden |date=10 October 2000 |access-date=6 February 2009 |language=no |archive-url = https://web.archive.org/web/20030527002806/http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001010&Kategori=NYHET&Lopenr=287926&Ref=AR |archive-date = 27 May 2003}}</ref> At the same time, the minority shareholders, who owned 11% of the company, demanded that they could take over NSB's shares without compensation, and that all debt to NSB be deleted.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001019&Kategori=NYHET&Lopenr=84086&Ref=AR |title=Vil overta NSB-aksjene gratis |author=Aulie, Kjell |work=Varden |date=19 October 2000 |access-date=6 February 2009 |language=no |archive-url = https://web.archive.org/web/20030527001457/http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001019&Kategori=NYHET&Lopenr=84086&Ref=AR |archive-date = 27 May 2003}}</ref> Arne Wam responded by stating that NSB wanted to liquidate the company.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001020&Kategori=NYHET&Lopenr=890223&Ref=AR |title=Wam vil avvikle Timetoget |author=Aulie, Kjell |work=Varden |date=19 October 2000 |access-date=6 February 2009 |language=no |archive-url = https://web.archive.org/web/20030717191434/http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001020&Kategori=NYHET&Lopenr=890223&Ref=AR |archive-date = 17 July 2003}}</ref> NSB therefore offered to purchase all shares in the company at par value, despite the company not having any net assets.<ref>{{cite news |url=http://www3.nrk.no/distrikt/telemark/nyheter/355245.html |title=NSB vil ikke ha konkurranse |work=[[Norwegian Broadcasting Corporation]] |date=26 October 2000 |access-date=6 February 2009 |language=no |archive-url=https://web.archive.org/web/20051226235641/http://www3.nrk.no/distrikt/telemark/nyheter/355245.html |archive-date=26 December 2005 |url-status=dead |df=dmy-all }}</ref>


By 2 November, all owners, except the [[Norwegian Society for the Conservation of Nature]] and [[Natur og Ungdom]], had sold their shares to NSB. The two environmental organization owned 7 of 40,000 shares of the company. At the general meeting the same day, the company was liquidated, even though the two organizations were opposed. Prior to the meeting, the other minority owners had held a tactics meeting to discuss what to do. Several municiaplities were concerned that they would loose even more money if they did not sell. The other minority owners agreed to cover the costs of the two environmental organizations, and let them make the principal stand to oppose the liquidation.<ref>{{cite news |url=http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20001102&Kategori=NYHET&Lopenr=1102002&Ref=AR |title=Vurderer å saksøke NSB etter togfadese |author=Ringen, Lars Erik |work=[[Telen]] |agency= |page= |date=2 November 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref>
By 2&nbsp;November, all owners, except the two environmental organizations the [[Norwegian Society for the Conservation of Nature]] and [[Nature and Youth]], had sold their shares to NSB. The two environmental organizations owned 7 of 40,000 shares of the company. At the general meeting the same day, the company was liquidated, even though the two organizations opposed. Prior to the meeting, the other minority owners had held a tactics meeting to discuss what to do. Several municipalities were concerned that they would lose even more money if they did not sell. The other minority owners agreed to cover the costs of the two environmental organizations, and let them make the principal stand to oppose the liquidation.<ref>{{cite news |url=http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20001102&Kategori=NYHET&Lopenr=1102002&Ref=AR |archive-url=https://web.archive.org/web/20010414185800/http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20001102%26Kategori=NYHET%26Lopenr=1102002%26Ref=AR |url-status=dead |archive-date=14 April 2001 |title=Vurderer å saksøke NSB etter togfadese |author=Ringen, Lars Erik |work=[[Telen]] |date=2 November 2000 |access-date=6 February 2009 |language=no }}</ref>


===Aftermath===
==Aftermath==
By 14 November, the concept had been approved by the Railway Inspectorate. Following the announcement, Wam stated that NSB would continue to operate the service, and use the Timetoget concept.<ref>{{cite news |url=http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20001114&Kategori=NYHET&Lopenr=1114004&Ref=AR |title=Nytt håp for timetoget? |author=Slettemo, Knut |work=[[Telen]] |agency= |page= |date=14 November 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> An internal document the newspaper ''[[Varden]]'' received access to, showed that NSB needed to calm down the heated discussions with the labor unions, and that their negativity to Timetoget was a tactical move to satisfy the labor unions.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001109&Kategori=NYHET&Lopenr=288504&Ref=AR |title=Derfor stoppet Arne Wam Timetoget |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=9 November 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref> [[Minister of Transport and Communications (Norway)|Minister of Transport]], [[Terje Moe Gustavsen]] from the [[Norwegian Labour Party|Labour Party]], stated in a meeting with two parliamentarians from Telemark, that he would allow a new private company, wihtout NSB ownership, to operate the line.<ref>{{cite news |url=http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20001102&Kategori=NYHET&Lopenr=1102002&Ref=AR |title=Ja til timetogdrift med privat kapital |author=Johansson, Henning |work=[[Telen]] |agency= |page= |date=17 November 2000 |accessdate=6 February 2009 |language=Norwegian}}</ref>
By 14&nbsp;November, the concept had been approved by the [[Norwegian Railway Inspectorate]]. Following the announcement, Wam stated that NSB would continue to operate the service, and use the Timetoget concept.<ref>{{cite news |url=http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20001114&Kategori=NYHET&Lopenr=1114004&Ref=AR |archive-url=https://web.archive.org/web/20030515120651/http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20001114&Kategori=NYHET&Lopenr=1114004&Ref=AR |url-status=dead |archive-date=15 May 2003 |title=Nytt håp for timetoget? |author=Slettemo, Knut |work=[[Telen]] |date=14 November 2000 |access-date=6 February 2009 |language=no }}</ref> An internal document the newspaper ''[[Varden (newspaper)|Varden]]'' received access to showed that NSB needed to calm down the heated discussions with the labor unions, and that their negativity to Timetoget was a tactical move to satisfy the labor unions.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001109&Kategori=NYHET&Lopenr=288504&Ref=AR |title=Derfor stoppet Arne Wam Timetoget |author=Aulie, Kjell |work=Varden |date=9 November 2000 |access-date=6 February 2009 |language=no |archive-url = https://web.archive.org/web/20030716115749/http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001109&Kategori=NYHET&Lopenr=288504&Ref=AR |archive-date = 16 July 2003}}</ref> [[Minister of Transport and Communications (Norway)|Minister of Transport]], [[Terje Moe Gustavsen]] from the [[Labour Party (Norway)|Labour Party]], stated in a meeting with two parliamentarians from Telemark, that he would allow a new private company, without NSB ownership, to operate the line.<ref>{{cite news|url=http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20001102&Kategori=NYHET&Lopenr=1102002&Ref=AR |archive-url=https://web.archive.org/web/20010414185800/http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20001102%26Kategori=NYHET%26Lopenr=1102002%26Ref=AR |url-status=dead |archive-date=14 April 2001 |title=Ja til timetogdrift med privat kapital |author=Johansson, Henning |work=[[Telen]] |date=17 November 2000 |access-date=6 February 2009 |language=no }}</ref>


In January 2001, [[Veolia Transport Norway|Connex Norway]] (now Veolia) offered to purchase Timetoget from NSB, and start operations.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001220&Kategori=NYHET&Lopenr=585045&Ref=AR |title=Fransk selskap i timetogforhandlinger |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=20 January 2001 |accessdate=6 February 2009 |language=Norwegian}}</ref> However, by February, Connex had changed their mind, and no longer wanted to purchase the company.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20010207&Kategori=NYHET&Lopenr=666117&Ref=AR |title=Connex sier nei til Timetoget |author=Aulie, Kjell |work=[[Varden]] |agency= |page= |date=7 February 2001 |accessdate=6 February 2009 |language=Norwegian}}</ref> Terje Bulling admitted that Timetoget had a very good agreement for operating the Arendal Line, and that a fourth Y1 railcar had been bought from Sweden for this route. However, when NSB had tried to sell Timetoget, this agreement was not part of the estate.<ref>{{cite news |url=http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20010216&Kategori=NYHET&Lopenr=216006&Ref=AR |title=NSB sukret ikke pillen |author=Aulie, Kjell |work=[[Telen]] |agency= |page= |date=16 February 2001 |accessdate=6 February 2009 |language=Norwegian}}</ref> By April, NSB estimated that they had lost NOK 10 million on their engagement in Timetoget. However, they had three Y1 trains, and would be able to start using them on the Bratsberg Line and the Arendal Line.<ref>{{cite news |url=http://www3.nrk.no/distrikt/telemark/nyheter/944685.html |title=NSB tapte 10 millioner på Timetoget |author=Aulie, Kjell |work=[[Norwegian Broadcasting Corporation]] |agency= |page= |date=6 April 2001 |accessdate=6 February 2009 |language=Norwegian}}</ref>
In January 2001, [[Connex Norge]] offered to purchase Timetoget from NSB, and start operations.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001220&Kategori=NYHET&Lopenr=585045&Ref=AR |title=Fransk selskap i timetogforhandlinger |author=Aulie, Kjell |work=Varden |date=20 January 2001 |access-date=6 February 2009 |language=no |archive-url = https://web.archive.org/web/20030519215917/http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20001220&Kategori=NYHET&Lopenr=585045&Ref=AR |archive-date = 19 May 2003}}</ref> However, by February, Connex had changed their mind, and no longer wanted to purchase the company.<ref>{{cite news |url=http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20010207&Kategori=NYHET&Lopenr=666117&Ref=AR |title=Connex sier nei til Timetoget |author=Aulie, Kjell |work=Varden |date=7 February 2001 |access-date=6 February 2009 |language=no |archive-url = https://web.archive.org/web/20030716121810/http://www.varden.no/apps/pbcs.dll/artikkel?Dato=20010207&Kategori=NYHET&Lopenr=666117&Ref=AR |archive-date = 16 July 2003}}</ref> Terje Bulling admitted that Timetoget had a very good agreement for operating the Arendal Line, and that a fourth Y1 railcar had been bought from Sweden for this route. However, when NSB had tried to sell Timetoget, this agreement was not part of the estate.<ref>{{cite news |url=http://www.telen.no/apps/pbcs.dll/artikkel?Dato=20010216&Kategori=NYHET&Lopenr=216006&Ref=AR |title=NSB sukret ikke pillen |author=Aulie, Kjell |work=[[Telen]] |date=16 February 2001 |access-date=6 February 2009 |language=no}} {{Dead link|date=September 2010|bot=H3llBot}}</ref> By April, NSB estimated that they had lost NOK&nbsp;10 million on their engagement in Timetoget. However, they had three Y1 trains, and would be able to start using them on the Bratsberg Line and the Arendal Line.<ref>{{cite news |url=http://www3.nrk.no/distrikt/telemark/nyheter/944685.html |title=NSB tapte 10 millioner på Timetoget |author=Aulie, Kjell |work=[[Norwegian Broadcasting Corporation]] |date=6 April 2001 |access-date=6 February 2009 |language=no }}{{Dead link|date=May 2019 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>


==References==
==References==
{{reflist|2}}
{{Reflist|30em}}


[[Category:Defunct railway companies of Norway]]
[[Category:Defunct railway companies of Norway]]
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[[Category:Railway companies established in 1999]]
[[Category:Railway companies established in 1999]]
[[Category:Railway companies disestablished in 2000]]
[[Category:Railway companies disestablished in 2000]]
[[Category:1999 establishments in Norway]]

Latest revision as of 15:10, 15 December 2023

Timetoget Bratsbergbanen AS
Company typePrivate
Founded1998
Defunct2000
FateLiquidation
HeadquartersNotodden, Norway
Area served
Telemark
ProductsBratsberg Line
Y1 railcar at Skien Station

Timetoget Bratsbergbanen AS, trading as Timetoget ("the Hourly Train"), is a defunct railway company that tried to start operating passenger trains on the Bratsberg Line in Norway. The concept was launched in 1998, and in 1999 an agreement was made with the incumbent, Norwegian State Railways (NSB), to start operation in 2000. The founders were Gjermund Jamtveit and Halvor Grene, while NSB owned a third of the company. The company bought three used Y1 railcars from Sweden.

NSB soon bought all the shares of the company, and also made an agreement that operations on the Arendal Line would be taken over by Timetoget. However, the new company tried to take a short-cut in giving engineers only a six-week training program, instead of the usual 18 months. This made NSB want to discontinue operations. They bought out the rest of the shareholders, and liquidated the company. Timetoget never ran anything but trials on the Bratsberg Line.

Establishment

[edit]

The company was owned by NSB (34%), two individuals from Notodden, Gjermund Jamtveit and Halvor Grene (51%), Telemark County Municipality and some municipalities (15%). The trains would operate with a one-hour headway, twenty-four hours a day. It was the first private company allowed to operate passenger trains since the amalgamation of operations into the Norwegian State Railways.[1][2] The concept was based on TIMEkspressen, an hourly coach service between Notodden and Oslo, that was operated by the Jamtveit and Grene-owned Øst-Telemark Automobilselskap.[3] The company bought three used Y1 diesel railcars from SJ of Sweden, despite that the Bratsberg Line is electrified. The trains cost NOK 6 million each, and have a capacity of 70 passengers.[4][5]

Initial plans called for operations to commence on 1 January 2000,[1] but this soon proved difficult. In November, NSB paid out the other major shareholders, and were left with an 89% ownership of the company.[6] The company needed dispensation from the Norwegian Labour Inspection Authority to allow temporary employments of engineers. When the company had announced the positions, only one engineer had applied for the twelve jobs.[7] Instead an agreement was made with NSB to rent personnel, thus delaying the start until 3 September. But because the engineers needed to be recertified, the start was delayed again, to 5 November. In the end, Timetoget was forced to recruit and train new drivers. It received criticism for not having as extensive training as NSB, but the company stated that this would not affect safety.[8] 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.[9]

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.[10] 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.[11]

In August 2000, Timetoget offered Telemark County Municipality to take over the transport of school children between Drangedal Station and Nordagutu Station.[12] 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.[5]

Disestablishment

[edit]

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.[13] 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.[14] 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.[15] 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.[16] At the same time, NSB announced that they would stop operating trains on the Bratsberg Line from 20 October.[17]

Timetoget started negotiations with the Swedish company BK Tåg to try to establish a cooperation that would allow Swedish engineers to be used.[18] At the same time, the minority shareholders, who owned 11% of the company, demanded that they could take over NSB's shares without compensation, and that all debt to NSB be deleted.[19] Arne Wam responded by stating that NSB wanted to liquidate the company.[20] NSB therefore offered to purchase all shares in the company at par value, despite the company not having any net assets.[21]

By 2 November, all owners, except the two environmental organizations the Norwegian Society for the Conservation of Nature and Nature and Youth, had sold their shares to NSB. The two environmental organizations owned 7 of 40,000 shares of the company. At the general meeting the same day, the company was liquidated, even though the two organizations opposed. Prior to the meeting, the other minority owners had held a tactics meeting to discuss what to do. Several municipalities were concerned that they would lose even more money if they did not sell. The other minority owners agreed to cover the costs of the two environmental organizations, and let them make the principal stand to oppose the liquidation.[22]

Aftermath

[edit]

By 14 November, the concept had been approved by the Norwegian Railway Inspectorate. Following the announcement, Wam stated that NSB would continue to operate the service, and use the Timetoget concept.[23] An internal document the newspaper Varden received access to showed that NSB needed to calm down the heated discussions with the labor unions, and that their negativity to Timetoget was a tactical move to satisfy the labor unions.[24] Minister of Transport, Terje Moe Gustavsen from the Labour Party, stated in a meeting with two parliamentarians from Telemark, that he would allow a new private company, without NSB ownership, to operate the line.[25]

In January 2001, Connex Norge offered to purchase Timetoget from NSB, and start operations.[26] However, by February, Connex had changed their mind, and no longer wanted to purchase the company.[27] Terje Bulling admitted that Timetoget had a very good agreement for operating the Arendal Line, and that a fourth Y1 railcar had been bought from Sweden for this route. However, when NSB had tried to sell Timetoget, this agreement was not part of the estate.[28] By April, NSB estimated that they had lost NOK 10 million on their engagement in Timetoget. However, they had three Y1 trains, and would be able to start using them on the Bratsberg Line and the Arendal Line.[29]

References

[edit]
  1. ^ a b "NSB sier ja til privat togdrift" (in Norwegian). 23 April 1999.
  2. ^ "Timetoget i år 2000" (in Norwegian). 8 February 1999.
  3. ^ Wormnæs, Are (20 April 1998). "Busselskap vil kjøre tog". Aftenposten (in Norwegian). p. 11.
  4. ^ Aulie, Kjell (2 September 2000). "Timetogstart 5. november". Varden (in Norwegian). Retrieved 6 February 2009. [dead link‍]
  5. ^ a b Mosberg, Nils (22 September 2000). "Vil overta Nelaugbanen". Agderposten (in Norwegian). Retrieved 6 February 2009.
  6. ^ "NSB overtar eierandeler i Timetoget" (in Norwegian). 30 November 1999.
  7. ^ Aulie, Kjell (3 June 2000). "Bare én vil føre Timetogene". Varden (in Norwegian). Retrieved 6 February 2009. [dead link‍]
  8. ^ "Timetogstart 5. november". Varden (in Norwegian). 24 June 2000. Archived from the original on 17 July 2003. Retrieved 6 February 2009.
  9. ^ "Ikke negative til Timetoget". Varden (in Norwegian). 25 October 2000. Archived from the original on 27 July 2002. Retrieved 6 February 2009.
  10. ^ Aulie, Kjell (8 September 2000). "12 førere til Timetoget". Varden (in Norwegian). Retrieved 6 February 2009. [dead link‍]
  11. ^ Hultgren, John (3 October 2000). "Privat togdrift kan bli utsatt NSB vil stoppe hurtig-opplærte lokomotivførere". Aftenposten (in Norwegian).
  12. ^ Aulie, Kjell (29 August 2000). "Timetoget vil redde skoletoget". Varden (in Norwegian). Retrieved 6 February 2009. [dead link‍]
  13. ^ Heggenes, Knut (2 August 2000). "Timetoget i siget". Varden (in Norwegian). Retrieved 6 February 2009. [dead link‍]
  14. ^ "Store endringer i togtilbudet". Norwegian Broadcasting Corporation (in Norwegian). 5 October 2000. Retrieved 6 February 2009.[permanent dead link‍]
  15. ^ Aulie, Kjell (5 October 2000). "NSB vil ut av timetog-selskapet". Varden (in Norwegian). Retrieved 6 February 2009. [dead link‍]
  16. ^ "Togførarane på TIMEtoget kan bli ein risiko". Norwegian Broadcasting Corporation (in Norwegian). 10 October 2000.
  17. ^ "NSB skuffar Naturvernforbundet". Norwegian Broadcasting Corporation (in Norwegian). 9 October 2000.
  18. ^ Aulie, Kjell (10 October 2000). "Timetoget får svenskehjelp?". Varden (in Norwegian). Archived from the original on 27 May 2003. Retrieved 6 February 2009.
  19. ^ Aulie, Kjell (19 October 2000). "Vil overta NSB-aksjene gratis". Varden (in Norwegian). Archived from the original on 27 May 2003. Retrieved 6 February 2009.
  20. ^ Aulie, Kjell (19 October 2000). "Wam vil avvikle Timetoget". Varden (in Norwegian). Archived from the original on 17 July 2003. Retrieved 6 February 2009.
  21. ^ "NSB vil ikke ha konkurranse". Norwegian Broadcasting Corporation (in Norwegian). 26 October 2000. Archived from the original on 26 December 2005. Retrieved 6 February 2009.
  22. ^ Ringen, Lars Erik (2 November 2000). "Vurderer å saksøke NSB etter togfadese". Telen (in Norwegian). Archived from the original on 14 April 2001. Retrieved 6 February 2009.
  23. ^ Slettemo, Knut (14 November 2000). "Nytt håp for timetoget?". Telen (in Norwegian). Archived from the original on 15 May 2003. Retrieved 6 February 2009.
  24. ^ Aulie, Kjell (9 November 2000). "Derfor stoppet Arne Wam Timetoget". Varden (in Norwegian). Archived from the original on 16 July 2003. Retrieved 6 February 2009.
  25. ^ Johansson, Henning (17 November 2000). "Ja til timetogdrift med privat kapital". Telen (in Norwegian). Archived from the original on 14 April 2001. Retrieved 6 February 2009.
  26. ^ Aulie, Kjell (20 January 2001). "Fransk selskap i timetogforhandlinger". Varden (in Norwegian). Archived from the original on 19 May 2003. Retrieved 6 February 2009.
  27. ^ Aulie, Kjell (7 February 2001). "Connex sier nei til Timetoget". Varden (in Norwegian). Archived from the original on 16 July 2003. Retrieved 6 February 2009.
  28. ^ Aulie, Kjell (16 February 2001). "NSB sukret ikke pillen". Telen (in Norwegian). Retrieved 6 February 2009. [dead link‍]
  29. ^ Aulie, Kjell (6 April 2001). "NSB tapte 10 millioner på Timetoget". Norwegian Broadcasting Corporation (in Norwegian). Retrieved 6 February 2009.[permanent dead link‍]
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