connecting Meland and Lindås. Both bridges were partially financed with tolls. The plans for a pontoon bridge were presented to the Standing Committee on Transport and Communications on 31 March 1981. They supported the choice of a pontoon bridge. The decision to construct the bridge was taken by parliament on 9 December 1987, but they demanded that a larger ship channel be constructed. Detailed planning started in March 1990, and at first two technical methods for constructing the pontoon bridge were considered: a continuous concrete floating caisson between the abutments, and a steel version incorporating a truss bridge carrying concrete pontoons. However, they were both rejected in favor of a concrete or steel box section borne on concrete pontoons. Construction Design of the bridge was awarded to Aas-Jakobsen and Det Norske Veritas, the former who also performed dynamic analysis and structural engineering. Architects were Hindhammer–Sundt–Thomassen, Lund & Løvseth, and Lund & Slaatto. An H pylon was chosen instead of an A pylon both because it was more functional, and would be more aesthetic in conjunction with the other bridges in the area, particularly three suspension bridges. The technology for the bridge was based on recent technology for pontoon bridges combined with Norwegian offshore technology. Among the technologies initially considered, but later ruled out, was that used in the Homer M. Hadley Memorial Bridge and the Hood Canal Bridge in the United States. Instead, an orthotropic deck was chosen, such as the Bergsøysund Bridge had used. The choice of a box girder bridge and the orthotropic deck were chosen because it gave the lower material use. Conventional pontoon bridges have lateral anchorage systems which fasten the bridge to the seabed. The technique had previously been used down to , but Salhusfjorden is deep, making the method prohibitively expensive. The choice of a cable-stayed section allowed reduced traffic hazards in storms, a reduction in corrosion on the bridge deck, and improved passage of water beneath the bridge in support of wildlife. The contract for construction of the pontoon bridge was awarded in August 1991 to a consortium, Arbeidsfellesskapet Salhus Bru, which consisted of Norwegian Contractors, Aker Entreprenør, Veidekke and Kværner Eureka. The components were built in Moss and Fredrikstad and then shipped to Lonevågen, a branch of Osterfjorden which was suitable to connect the parts. There were problems welding the high-strength low-alloy steel, which resulted in the work being halted for several