Editing Triangle Link (section)

===Pontoon bridge proposals===
[[File:Hordaland(1979).jpg|thumb|MF ''Hordaland'' at Skjersholmane in the early 1990s]]
The first recorded proposal for a connection between Bømlo and Stord was made in the 1960s by sheriff, and later mayor of Fitjar, Finn Havnerås. Christened the Island Road, he proposed a series of eleven bridges and causeways which would run from [[Kalveid]] in Fitjar via [[Brandasund]] to [[Rolfsnes]] in Bømlo. While local politicians were not opposed to the plan, the recent municipal merger between Bømlo, [[Bremnes]] and [[Moster]] made them prioritize other sectors and the project was abandoned without any official investigations.<ref name=h32>Hauge: 32</ref>

A new route was launched by Bømlo Mayor Malvin Meling, who proposed a [[pontoon bridge]] which would cross [[Stokksundet (Hordaland)|Stokksundet]]. He was inspired by the plans to build what would become the [[Nordhordland Bridge]] north of [[Bergen]]. In 1973, the municipal councils of Bømlo, Stord and Fitjar decided to launch a planning process, which concluded that a pontoon bridge between [[Sørstokken]] and [[Foldrøyholmen]] would be optimal. The report also considered bridges across the [[Fitjar Archipelago]] and a crossing via Spissøy and Føyno. There were protests from Wichmann Motorfabrikk who were concerned about their operations if the sound was closed for shipping traffic.<ref name=h32 /> Similar protests also came from the shipping industry, who wished to continue using Stokksundet; the protests were not remedied by the plans including a suspension bridge across [[Foldrøysundet]]. To illustrate their point, one shipowner let two of his ships cross in the middle of Foldrøysundet.<ref name=h33>Hauge: 33</ref> The shipping industry received support from [[Norwegian Coastal Administration]] and the plans were abandoned in 1974.<ref name=h32 />

In the early 1980s, plans for [[Stord Airport, Sørstokken]] were launched. The bridge plans across Stokksundet were again brought up in 1982 as the industry on Bømlo wanted to not have use a ferry to reach the airport. A committee with representatives from all three municipalities was established in May 1983 to look into the possibilities for a bridge. Led by Bømlo Mayor Arne M. Haldorsen, it issued Engineer Harald Møyner the task to author a report and recommendation. He made three proposals: a pontoon or suspension bridge between Foldrøyhomen and [[Litlaneset]]; a suspension bridge between [[Setraneset]] and [[Sokkbleikjo]], which would terminate just south of the new airport; and a combined fixed link between Spissøy and Digernes, without passing via the Fitjar Archipelago. The latter was the first time a fixed link to the mainland was proposed.<ref name=h33 /> The [[Norwegian Civil Aviation Administration]] protested against a possible suspension bridge near the airport, but stated that one closer further away would be fine.<ref name=h34>Hauge: 34</ref>

Mapping of traffic patterns on Bømlo was undertaken by Hordaland Public Roads Administration in 1984, and based on this and other feedback, a pontoon bridge between Foldrøyholmen and Sørstokken was recommended. It was estimated to cost NOK&nbsp;190 million, in addition to auxiliary roads for NOK&nbsp;40 million. Following the opening of the [[Vardø Tunnel]] in 1982, the first [[list of subsea tunnels in Norway|subsea tunnel in Norway]], Engineer Finn Nitter d.e. proposed a fixed link which involved a combined bridge, road and tunnels between the islands, including a suspension bridge over Digernessundet, a causeway and low bridge onwards to a {{convert|2.2|km|sp=us|adj=on}} subsea tunnel under Spissøysundet and a low bridge over Gassasundet. In addition, a {{convert|7.5|km|sp=us|adj=on}} long tunnel would have had to be constructed from Føyno to Ulveråker in Sveio.<ref name=h34 />

[[File:MF Bjørnefjord (1986).jpg|thumb|left|MF ''Bjørnefjord'' at Skjersholmane in the late 1990s]]
The company Johannes Sørlie launched an all-tunnel proposal in 1985, which would cost NOK&nbsp;700 million and give {{convert|18|km|sp=us}} of subsea tunnel connecting Bømlo to Stord and the mainland.<ref name=h34 /> The committee was positive to the proposals, while Josef Martinsen, director of Hordaland Public Roads Administration, stated that the project was unrealistic. Sveio Municipality was subsequently invited as a member of the planning committee. On 14 May 1985, the committee voted to encourage the municipal councils to pass planning which involved a bridge across Sørstokken, and aimed to get the plans into Norwegian Road Plan 1990–1993. The committee continued its work until it dissolved itself in October 1986 and was replaced by the limited company Ytre Sunnhordland Bru- og Tunnelselskap AS (SBT). The company was owned by the municipalities of Bømlo, Stord, Fitjar and Sveio, [[Hordaland County Municipality]] and the banks [[Bergen Bank]], [[Sparebanken Vest]], [[Vestlandsbanken]], [[Haugesund Bank]] and [[Christiania Bank]].<ref name=h35>Hauge: 35</ref>

A new master plan for the project was completed by the Public Roads Administration in December 1986. It proposed four main routes: via the Fitjar Archipelago; via Foldrøyhamn with a pontoon bridge to Sørstokken; a suspension bridge from Søtreneset to Stokkbleikjo; or via Spissøy, Naustøy and Føyno to Digernes. They recommended choosing the pontoon bridge. SBT stated that this was only to be a first stage, and that a second stage should involve a tunnel to the mainland. In a meetingbetween SBT and representatives for the shipping industry  at the end of 1986, it was decided that SBT would start working for a mainland connection that would not hinder sailing.<ref>Hauge: 36</ref>

A report published by SBT in 1987 looked at details for a subsea tunnel to the mainland. It was the first official document to use the "Triangle Link" term, although this had previously been used by the press. A delegation traveled to [[Washington (state)|Washington state]] in the United States and [[British Columbia]] in Canada to look at their seven pontoon bridges, while seismic surveys were undertaken in Bømlafjorden. SBT changed its name to Sunnhordland Bru- og Tunnelselskap and a majority of the board shifted towards being in favor of a fixed link. The issue became the subject of major local debate and was supplemented by a demand from residents in southern Bømlo that they did not want to lose their ferry service, which would be faster than driving via the fixed link.<ref>Hauge: 37</ref>