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Bergensbanen
Already at the beginning of the 1870s demands were made that there had to be a railway connection between Bergen and East Norway. The first section between Bergen and Voss was finished in 1883. The route alternatives further on were many: Lærdal-Valdres, Aurland-Geiteryggen, Raundalen-Finse and Ulvik-Finse. Following a long dispute, an agreement was finally reached that the middle route alternative, Raundalen- Myrdal- Finse, was the best alternative. In 1894 the government passed a resolution that the Bergen railway should be built, but only the section Voss-Taugevatn. This was a political gamble in order to make the rest of the country participate in the plans. In 1898 it was approved that the railway be continued eastwards from Taugevatn to Oslo. This high mountain project was one of the most challenging railway projects in Europe. The Bergen railway was to be built across a mountain plateau without roads.
Bergensbanen- snow measurements
Opponents of the Bergen Railway used the snow argument for all it was worth. During the debate in Parliament before the decision about the route was reached in 1894, fears of snowfalls of over 20 metres were presented.
Børtveit
Børtveit is known to be a place with a lot of rain. We must go to Samnanger or Indre Matre to find a higher rainfall. The average rainfall on Børtveit is 2871 millimetres, Slåtterøy has only 1328 millimetres and Fitjar 1610 millimetres.
Leirvik- The trading post
Already in the Middle Ages the good harbour at Leirvik provided a connecting point. Here was a court of law, and a guesthouse was established here in the 1600s. But Leirvik never achieved the status of a trading post or a ship-loading place. In the census of 1865 parts of the farms Nordre Bjelland, Leirvik and Orninggård are mentioned as the “Coastal district of Lervig”. And the community grew around the old guesthouse location early in the 1800s.
