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M
/ F "FOLGEFONN"
(Translated from HSD's announcement flyer, first quarter 1979.)
HSD is the shipping company, hardanger, Sunnhordlandske Dampskipsselskap
Presently HSD is in a period of "anniversaries". Our 100th anniversary
next year is one thing, and there are plenty of others. Thus, 1978 marked
the 50th anniversaries of the launching of the express coastal steamer
in Sunnhordland and of the first ferry route (Kyrping -Fjaera) and the
40th anniversary of the launching of "Folgefonn", our first
specially built automobile carrying ferry with fore-and-aft ramps for
entering and departing autos, to travel between Alvik and Kinsarvik.
The idea of starting an auto ferry route across the Hardanger Fjord was
conceived along with the Akrafjord route. In the autumn of 1928 KNA (the
Royal Norwegian Automobileclub) inquired HSD about starting a regular
ferry connection between Eidfjord and Ring0y, which, together with the
Kyrping-Fjeera route would make it possible to travel by car from Haugesund
to Haugastol. At the same time the idea of offering the Kinsarvik- and
Kvamma districts a ferry route was brought up, but this idea was postponed
until the road from Tunes to Trengereid was completed. During the summer
of 1929 the two leased motor ships, "Varden" and "Olsok"
traveled the route between Eidfjord and Ring0y. A total of 250 automobiles
were carried that summer - enough for HSD to decide to build the combined
freighter/car carrier "Kinsarvik" which was launched in 1930.
In 1932
there was unbroken road connection between Bergen and Kvam, and the same
year "Tyssedal" was put to use between Norheimsund -Ring0y -
Eidfjord. The following year "Kinsarvik" was transferred to
the Akrafjord route, and the motor cutter "Jondal" was leased
from Bertin Underhaug to supplement "Tyssedal" on the Hardanger
Fjord route. Already when the Hardanger road from Bergen was opened, HSD
had talked about building a car carrier for the route across the fjord,
but this idea was postponed for several years for various reasons.
A
possible car carrier across the Hardanger Fjord would have to be planned
in close cooperation with the Highways Department, and in 1936 representatives
from HSD and Hordland Highways District went together on a study tour
to Denmark - the ferry country above all, to see various types of car
carriers. Upon returning home, engineer Daae started pre project work.
Other counties were working on new ferry projects as well, also in close
cooperation with the Highways Department. "Geiranger" and a
couple of smaller ferries were put to use in M0re and Romsdal.
The estimated cost of HSD's projected ferry was approximately 0.3 mill,
kroners. The financing of this was in the end arranged in such a way that
the State promised a yearly contribution of kr. 30.000,- for five years,
toward reduction of loans. HSD would then have to present their accounts
books upon request, and the State could at any time during this period
buy the ferry at its written down value. In addition to the technical
and economical problems one had to consider the competition. The leasing
contract for "Jondal" expired in 1936, and the following year
the owner put this ship into a competing route between Nordheimsund and
Kinsarvik. The large economical burden of building and running a big specially
built vessel, required the need to ensure the company against loss bringing
competition, if necessary through public regulation efforts. Road traffic
had been concession regulated ever since the Motor Vehicle Laws came into
effect at the beginning of the century, while traffic at sea remained
unregulated. However, HSD succeded in obtaining the necessary guarantee,
thanks to a small, but important amendment to paragraph 21 in the Motor
Vehicle Laws, which was passed by Parliament in August of 1937: Hereafter
concession was obligatory for conveyance of people or goods for payment
with a motor vehicle without a route, and also for ferrying of motor vehicles
for profit! As soon as this Amendment was made public, HSD decided to
go ahead and have the projected ferry built. On September 2, 1937, the
intention to build was announced, and several builders showed interest
in building the vessel. The proposal presented by Bergen1s Mek. Verk-steder
was not the lowest, but the shipyard needed work and employees were in
danger of having to be laid off. So in order to maintain employment, Bergen
City Council agreed to pay the difference between Bergen's Mek. Verksteder's-
and the lowest bid, and Bergen's Mek. Verk-steder won the contract. The
cost of building the vessel was 350.000,-kroners, and delivery was to
take place on June 1, 1938. This, in fact, was a very short time of delivery,
but on June 1, "Folgefonn" was ready to go from Solheimsviken
to Alvik, where the ship was to take on board the guests scheduled to
travel the maiden voyage to Kinsarvik the following day.
"Folgefonn" weighed 197 tons gross, and had a maximum capacity
of 20 automobiles and 300 passengers. Her total length was 119,7 feet
(36,5 m) and the width 26,6 feet (8,1 m). The free height for driving
between car- and boat decks was 2,95 meters, which in 1938 was considered
a good margin for busses and lorries of that period. The engine was a
4 cylinder, 2-beat, single operation, crude oil motor of 300 horsepower,
built at Rubbestadneset. One thing some people may remember about "Folgefonn"
from earlier years, is that the power generator was connected directly
to the main engine, so that the salon lights were dimmed when the engine
was running at low speed, and it was pitch dark when the engine was switched
from forward to reverse or visa versa. "Folgefonn" was not built
to be a shuttle ferry, but even so it had two wheel houses. The aft one
was intended for use during backing up the ferry channel, but was not
used very much. Even so, the large helm was connected to the rudder wire,
and it was always fascinating to watch that invisible man guiding the
ship safely to the automobile ramp. June 2, 1938 was a red-letter day
for the company, for Hardanger and Hordaland, as a matter of fact for
Norwegian communications as a whole. "Folgefonn", nicely decorated
with flags, was lying by the pier in Alvik, ready to take on board the
100 or so invited guests for the maiden voyage. Here were representatives
from the Highways Department, the railroad, tourist trade, business and
the press, in addition to the entire county board. The visitors from Bergen
had arrived in chartered buses, and now there was no longer any problems
getting the buses on board. They just drove on board across the aft ramp,
and had plenty of room alongside the auto deck. While the guests looked
around the ship and complimented HSD and especially engineer Daae, for
an excellent project, Captain Sivert Bakke guided "Folgefonn"
safely from Alvik to Kinsarvik, where the new ferry pier had just barely
been completed in time for the arrival. Thereafter the guests boarded
the buses again, and travelled to Fossli Hotel, where they celebrated
the new vessel. According to the program, they were to be back in Bergen
around midnight, but during the festivities at Fossli, there was a rock
slide which blocked the road at Mab0dalen. However, with three road engineers
among the guests, it did not take long to plan and carry out the removal
of the debris, and by morning the participants were back in Bergen.
"Folgefonn" only travelled the route during the summers in the
years before the war, and so it had only been in use for two seasons when
the Germans invaded the country in 1940. "Folgefonn" was requisitioned
for transports in Hardanger, and when the Norwegian troops pulled back
from Eidfjord, "Folgefonn" remained there. The Germans wanted
the vessel for transport of war supplies etc., but were at the same time
interested in keeping her in the increasingly more important communications
service between east and west Norway, which this route was becoming a
part of. The road north from Alvik was completed to Kvanndal in the autumn
of 1940, and at that time the ferry port was moved there. The following
year there was a continuous road from Bergen to Granvin. "Folgefonn"
started putting in at Utne in 1941 until the Utne quay got a temporary
ferry ramp in 1945 and "Folgefonn" was fitted with side gates.
The route started running on a year-round basis already in the autumn
of 1940, and "Folgefonn" stayed in this route during the whole
war.
As previously mentioned, Sivert Bakke was the first captain, but even
so most people will probably associate "Folgefonn" with captain
Arnfinn Utne. Officially he became captain in 1947, but he had in fact
led the vessel since the beginning of the war. To become a fire fighter
or a policeman is usually the goal of boys 8-10 years old, but to become
the captain of "Folgefonn" ranked almost as high in those days.
With arm movements like a French traffic constable, and with his inviting
"come on - come on", Utne stood at the ferry ramp directing
the cars on board, and the ferry gate was scarcely in place when he was
already in the salon or on boad deck with his ticket bag on his stomach
- he was busy, but even so he always had time for a word or two with friends
and strangers alike. Another busy person was the restaurant keeper, Olav
Lysen, in his white apron behind the small counter down in the salon.
"Folgefonn" was designed with the future in mind, something
that is proven by the fact that she was the only vessel carrying automobiles
between Kinsarvik and Kvanndal up until 1945. The question of an auxiliary
ship had been put forth a couple of times, and the company had looked
at several used ferries, also in Denmark. But none had been bought, and
an English gangwayship which the company aquired in 1948 with the intention
of converting it to a car carrier, was sold again shortly afterwards.
However, in 1953 "Folgefonn" had a new and larger successor
in M/F "Har-dangerfjord" (now named "V0ringen") which
was launched on June 21. After this date "Folgefonn" was used
partly as an auxiliary on the Kinsarvik-Kvanndal route, partly on the
Brimnes-Ulvik route. In the summer of 1957 "Folgefonn" took
over the Leirvik-Valevag-Moster-hamn-Halsn0y-Sunde route, and she remained
in this route for several years. Even though "Folgefonn" has
been used for an auxiliary ship on various routes in the district, she
was mostly tied to Sunnhordland during the later years. Around 1960 "Folgefonn"
got a more "up-to-date" appearance after the shelter on the
boat deck was painted white instead of the earlier brown. The aft wheel
house and the railing were made of teak and remained oiled for a few years
longer, but were painted white in the end as well. This probably had some
practical advantages, but to paint over golden brown teak somehow is not
quite "ship-shape and Bristol fashion" as the British would
say. Certain modernizations have been made inside as well, in the salon
under deck and in the shelter on boat deck, which was fitted with doors
and windows on the aft side and thus became much warmer in wintertime.
In 1965 the original engine was replaced by a new Wichmann 400 HP. The
free height on the auto deck, on the other hand is the same as it was
40 years ago. This, along with the central engine casing and the staircase
dividing the auto deck lengthwise, are probably the largest drawbacks
"Folgefonn" has at the present time 40 years is a respectable
age for a ship of our time.
It
does credit to engineer Daae's reputation that the last ship he designed
for his company is still running its route and is doing a good job of
it. "Folgefonn", being one of the very first tourist ships in
this country , is today a piece of living history - in the very best sense
of the word. She represents an important chapter in the history of Norwegian
communications, and this is something to be considered, by communications-
as well as cultural historians, now that she is probably approaching her
retirement.
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