to the pontoons. The section from the land anchoring to the first pontoon is subject to the most stress, and is made with steel with a higher yield point. The inside of the girder has two dehumidifiers which ensure that it does not rust. The clearance under the girder is . The two bridges are connected with a long steel viaduct, which runs on top of the floating bridge, bringing the road from above mean sea level. The viaduct weighs and has a gradient of 5.7 degrees. It consists of spans between , with the roadway also built as an orthotropic deck with thick plates. Overall, the construction of the bridge used of concrete, of which in the pontoons. The bridge was coated with of paint. The bridge is monitored by 132 sensors, including sensors on hatches to the pontoons, on doors to the steel box girder, for corrosion, strain gauges on the girder and on flexible elements, and weather information. On the cable-stayed section, the bridge is marked with navigation lights, as well as the center of the sailing area having a racon. The bridge is the second-longest bridge in Norway, behind the Drammen Bridge. History Planning Ship services in Nordhordland started in 1866, and in 1923 the first car was purchased. A car ferry service between Isdalstø in Lindås and Steinestø in Åsane on the mainland was established on 7 July 1936. A plan was launched whereby all traffic from Nordhordland would be collected in one place and transported across Salhusfjorden to Åsane. By moving the ferry quay from Isdalstø to Knarvik, the length of the ferry service could be reduced. However, the fares would be kept the same and the extra revenue used to finance a bridge from Flatøy to Lindås. This allowed the Alversund Bridge to open in 1958, and the ferry service from Flatøy and Meland to move to Knarvik. The proposal to cross Salhusfjorden was launched during the planning of the Alversund Bridge. Cost estimates were made based on the Golden Gate Bridge in the United States, but it proved too expensive for a suspension bridge crossing between Frekhaug and Salhus. In 1962, the issue was brought up again, this time as a pontoon bridge. The depth and steepness of the fjord would make it impossible to fasten the bridge to the sea bottom. However, a method without lateral anchorage had been developed for