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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.
Frøystein
The farm Frøystein by the Ulvik fjord is commonly called Fryste. In 1614 the name was written Frøstemb – an obvious Danish influence – and the form Frøsten was used up until the land register in 1886 and 1907. It is probable that the name of the farm originally was Frystvin; a vin-name. Thus it has no connection with neither Frøy (Norse fertility god) nor stein (stone).
Holmen
HOLMEN AND THE KØLLE FAMILY Holmen lies by the fjord, innermost in Ulvikpollen. Originally this was a small smallholding or coast dweller’s place belonging to the farm Håheim. Major Johan Henrik Palludan obtained leasehold for a part of Holmen in 1773, and erected a grand house, as he was the head of Nordre Hardangerske kompani. In 1806 Mrs Palludin sold Holmen to the somewhat eccentric theologian Kristian Kølle, and thus the Kølle family came to Ulvik. Today the Kølle house in Holmen is gone, today it is the residence of the principal of the State horticultural school that occupies the ground – a villa in the dragon style from the turn of the previous century.
Osa
At the bottom of the Osa fjord there is a cultural landscape marked by great contrasts; the wide terraces and the river delta at the fjord contrast with the steep hillsides in the background, where Norddalen leads up to the mountain. There are two farms here. Osa and Sævartveit – the farm at the river mouth and the hollow by the sea.
Einstapevoll- the farm
Einstapevoll (from einstape: “bregne” (fern)) lies on the west side of the Tittelsnes peninsula. Up to 1831 the farm was a vicarage belonging to Stord parish. The priests had leasing rights. Land rent and other fees from the farm was part of their salaries.
In Memory of Fartein Valen
“Fartein Valen is the key figure within newer Norwegian music. Not by way of being more popular than other younger composers, but because he aims at things higher, which he is fully confident of being able to reach since he commands all techniques. But there is a price to pay for reaching above the ordinary, and there is a price to pay for demanding more than the ordinary from the listeners. This is something Valen has experienced”.
Haugsbø
The single unit farm without a road to it, Haugsbø, is situated on the east side of the Tittelsnes peninsula facing Ålfjorden. As far back as the Middle Ages the farm has probably belonged to Stord Parish, up to the 1800s. In 1590 it was thought to be abandoned, but in 1601 Mickel Hougsbøe paid a tithe on the farm.
Ryvarden
In the Islandic Landnåmabok there is a story that the explorer Floke Vilgjerdsson built a cairn “where meetest Hordaland and Rogaland” and the cairn was named Flokavarði. Tormod Torfæus wrote in Historia Norvegica (1711) that this name was still in use, but that the farmers used “Ryvarden” for the same place.
Tjernagel
For almost three thousand years Tjernagelshaugen (the Tjernagel cairn) has lain as a landmark at the Bømlo fjord. The poet Torarin mentions the cairn in his account of Knut the Mighty, who in the year of 1028 sailed from Denmark to Nidaros: “And in front of the old cairn at Tjernagel sailed soldiers sharp with peace”.
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.
