Various proposals were made, including placing the bridge further east and closer to Bergen, and building a submerged floating tunnel.

[9] The chief-of-administration commented that the estimates had only vague guesses at the frequency at which people would use the bridge and that if these fell short the toll company would have large losses which would have to be covered by the municipality.

[10] Estimates also showed that travel time from Askøy to Bergen would remain the same as with the ferry, and that few people would use cars to work with the prospected tolls.

[13] Because of the depth of Byfjorden, which reaches 320 meters (1,050 ft) below mean sea level, Trumpy had not looked into a conventional subsea tunnel.

[14] On 21 March 1969, Engineer Per Tveit held a lecture in Bergen, where he projected that a tunnel to Askøy at Kvarnen would cost NOK 28 million.

[21] In 1974, the administration stated that they would pay for maintenance of the bridge and auxiliary roads, which would save the toll company NOK 700,000 per year.

[21] This was in part motivated by a report that showed that 46% of the traffic on the ferry was going to places south and west of the city center—traffic which would not contribute to congestion with a bridge.

The plans at the time involved connecting the bridge to the existing county road at Kjøkkelvik and use it onwards to Loddefjord.

[35] Because of the opposition, Askøy Municipal Council on 26 August 1982 voted to instead work to upgrade the ferry quay at Nøstet.

Although Bergen Mekaniske Verksted (BMV) previously had accepted a height of 60 meters (200 ft), that was in a time when drilling rigs could have their towers lowered, which was no longer the case.

[43] In 1978, Rutelaget Askøy–Bergen started planning possible bus routes from the island across the bridge, and also proposed purchasing new fast ferries which could run from Kleppestø to Nøsten in less than ten minutes.

[48] In a letter dated 30 April 1982 to Mayor Kåre Minde, Kjell Kristensen and sixteen other former councilors from northern Askøy stated that they were not satisfied with the progress in the planning, and proposed that advanced tolls be placed on the ferry.

The National Roads Administration stated that the advanced tolls would reduce the capital need for the bridge by NOK 30 million.

[54] Johan Sørensen stated that it was necessary to have advanced tolls for the bridge to be included on the Norwegian Road Plan, but this was denied by the Ministry of Transport.

[57] Because of the lack of opposition in the elected bodies, it was expected that the Parliament would pass the advanced tolls; however, Askøy's only parliamentarian, Mons Espelid from the Liberal Party, stated that he was opposed.

[58] Alv Nepstad, who was chair of Rutelaget Askøy–Bergen, board member in the toll company and councilor for the Progress Party, made an alternative proposal.

The Labour Party did a good election, as they captured many votes from people north and west on Askøy, who were generally positive to the advanced tolls.

The money was only permitted used to plan the bridge's auxiliary roads on Askøy, consisting of the section from Krokåsskiftet to Storeklubben and on to Kleppestø.

[63] This would result in the pylons being over 200 meters (660 ft) tall, making them second only to Golden Gate Bridge in height.

[64] In response, the Public Road Administration proposed that tall rigs could sail to Bergen via Herdlafjorden, which is located on the east side of Askøy.

The toll company subsequently offered to cover the costs of the blasting and the port authority agreed to allow the bridge height be 62 meters (203 ft).

[66] Askøy Municipal Council voted on 26 August 1982 that they preferred that connection from the bridge to the city center to run via a tunnel from Kjøkkelvik to Gravdalsvatnet.

[68] In 1982, a consortium consisting of Kristian Jebsens Rederi, BMV and Lau Eide made a proposal to borrow money privately abroad and hire Ishikawajima-Harima Heavy Industries of Japan to build the bridge.

The Public Roads Administration continued to work with a model which involved a foreign loan,[70] but eventually failed to receive permission from the Ministry of Finance.

[74] The agreement with DnC was made on 9 January 1989,[72] but Nevi had fallen into financial difficulties and the toll company feared it would not be able to meet its obligations.

In March, the toll company contacted the Ministry of Transport to attempt to gain a state guarantee for the loan, which would result in a lower interest.

[78] Production of the suspension cables was done by Thyssen of Germany, while the vertical suspenders were built by Bridon Ropes in England.

[85] In 2003, the Public Road Administration took initiative for the Askøy Bridge to use the Autopass electronic toll collection system.

[88] The petitioners were concerned that they no longer could purchase tickets for friends visiting them from the mainland, as these would only receive the discount if they signed an agreement with Askøybrua.

[87] On 23 January 2004, the Public Roads Administration announced that they would allow all cars with an Autopass chip to receive the 30 percent discount, even if they had an agreement with a different toll company.