Eidsberg Station is a railway station of the Eastern Østfold Line located in at Finnestad in Eidsberg, Norway. Situated 68.63 kilometers from Oslo Central Station, it is only served by extra rush-hour L22 service of the Norwegian State Railways' Oslo Commuter Rail. The station, which provided a passing loop, was designed by Balthazar Lange and opened on 24 November 1882; the passing loop was demolished in the station unmanned. It was renovated as a heritage site in 2014. Discussion of a railway through Eidsberg was first debated in the municipal council on 5 January 1867; the municipality approved a grant of 20,000 Norwegian speciedaler on 25 January 1873. After it was decided in 1873 that the Østfold Line was to be built, the main route controversy regarding the Eastern Line was whether it should run via Mysen, or take a straight line from Askim to Rakkestad; the railway engineers favored a bypass, but this was overruled by Parliament on 4 June 1874. Eidsberg was granted three stations; the southern-most stirred up much local debate.
The main proposed locations were Finnestad and Gutu. The municipal council voted on 1 May 1880 to let the decision fall on the railway company; the station and line opened on 24 November 1882, although temporary traffic had taken place since July. Many of the protests from the southern part of the municipality were met in 1895, when Heia Station opened. Eidsberg Station grew up as a community hub and featured at various times a store, post office, café, bakery and fuel station. However, there never grew up a village around station like many other of the stations in the area; the post office opened in 1885, a year a warehouse for Felleskjøpet was erected next to the station. A road was built from the station to Huseby in 1910. Eidsberg and Mysen were split into two municipalities in 1920. Unlike around Mysen Station, Eidsberg Station had never developed into a town; some people called for the new municipal hall to be built next to the station so a new village could be built around them. This was not done and instead it was placed at Søndre Mysen.
Despite efforts, only nine lots were sold around Eidsberg Station the following one and a half decade. An interlocking system was installed at the station on 22 January 1971; the station became unmanned from 1 January 1989. The passing loop was disabled on 22 May; the station building was renovated by Rom Eiendom in 2014 for a cost of 2.5 million Norwegian kroner. In addition to bringing it up to modern standards, the work restored the window and door designs from 1882; this was part of a project to make the station a cultural heritage site. Eidsberg is the only station along either of the Østfold Lines. Eidsberg Station situated on the Eastern Østfold Line, 44.43 kilometers from Ski Station and 68.63 kilometers from Oslo S, at an elevation of 152.8 meters above mean sea level. The station has a simple asphalt side platform, 73 metres long with a platform height of 51 centimetres; the station has 10 parking spaces for cars. The station was designed by Balthazar Lange in Swiss chalet style, who had the responsibility for all stations along the Eastern Østfold Line.
The wooden building is a third-class station and has the same design as many other stations on the line, Kråkstad, Slitu, Mysen and Ise. The station building is 413 square meters, including a goods shed built as an annex; the station building is listed as a cultural heritage site. The upper floor is rented out as a residence. Eidsberg is served with two daily L22 trains operated by the Norwegian State Railways' Oslo Commuter Rail; the station had 3,400 daily boarding and disembarking passengers in 2012. Bjerke, Thor. Banedata 2004. Hamar / Oslo: Norwegian Railway Museum / Norwegian Railway Club. ISBN 82-90286-28-7. Hartmann, Eivind. Neste stasjon. Gyldendal. ISBN 82-05-25294-7. Langård, Geir-Widar. Sydbaneracer og Skandiapil – Glimt fra Østfoldbanen gjennom 125 år. Oslo: Norwegian Railway Club. ISBN 978-82-90286-29-8. Sandberg, Per-Øivind. Eidsberg gjennom 150 år. Mysen: Eidsberg Sparebank. ISBN 82-994680-0-0. Thorsen, Herman. Eidsberg herred – bidrag til en bygds beskrivelse. Kristiania: Norli
Oslo Commuter Rail
Oslo Commuter Rail is a commuter rail centered in Oslo, connecting the capital to six counties in Eastern Norway. The system is operated by the Norwegian State Railways and its subsidiary NSB Gjøvikbanen, using Class 69 and Class 72 electric multiple units; the network spans 128 stations, with Oslo Central Station as the central hub. The trains run on 553 kilometers of electrified mainline railway owned by the Norwegian National Rail Administration. Deficits are financed by the Norwegian Ministry of Transport and Communications, although the network has a ticketing cooperation with Ruter, the public transport authority in Oslo and Akershus; the network is the longest commuter rail network in the Nordic countries, among top ten in Europe. The commuter rail operates within Greater Oslo and two of the lines only provide services within the urban area. Six of the lines span beyond the urban area, reaching the counties of Østfold, Hedmark and Buskerud; the system is an airport rail link to Oslo Airport, Gardermoen.
West of Oslo, the system uses the Drammen, Spikkestad and Sørland lines, north of Oslo it uses the Gjøvik Line, east of Oslo it uses the Trunk and Kongsvinger lines and south of Oslo it follows the Østfold and Eastern Østfold lines. The system's predecessors date back to the opening of the Trunk Line in 1854. By 1902, all the routes used by the present commuter rail had been taken into service. Electrification started in 1922, Class 62 EMUs were introduced in 1931, followed by Class 65 units in 1936 and Class 67 in 1953. Electrification was completed in 1963. In 1980, the Drammen Line was connected to the rest of the system and all trains started operating to the new Oslo S; the high-speed Gardermoen Line opened in 1998. In 2013, new Stadler FLIRT units were taken into traffic, the Asker Line was completed just before. By 2018, the Follo Line is scheduled to open; the Oslo Commuter Rail runs on mainline railways owned and maintained by the Norwegian National Rail Administration. The commuter rail uses ten lines.
The lines consists of 128 stations. The Asker, Gardermoen and Østfold lines, part of the Trunk Line, have double track, accounting for 204 kilometers, while the rest of the network has single track. Oslo S is the central hub of the commuter rail. Located in the central business district of Oslo, all lines either terminate at, or run through the station. From Oslo S, there are four main corridors. All trains running through the West Corridor continue along either the North, South or East Corridor; because there are more services in the latter three, some of these terminate at Oslo S. The line numbers for the commuter and the regional lines are such that those going along the Eastern and Western corridor have 1 and 10-14, those going along the Southern corridor have 2 and 20-22, for the Northern corridor 3 and 30. Along the West Corridor, the Drammen Line runs straight into the Oslo Tunnel, which starts directly beneath Oslo S. Trains run through Nationaltheatret, Norway's second-largest station, while in the tunnel.
Just after surfacing, trains halt at Skøyen. One of the routes see their trains terminate at Skøyen, while the remaining nine continue onwards to Lysaker. After Lysaker, Line L1 continues stopping at all nine stations serving suburbs in Bærum and Asker, before reaching Asker Station, which serves as the terminus for most Line L1 services. For Line L1, Asker is 35 minutes and 24 kilometers from Oslo S. Lines L12, L13, L14, R10 and R11 only call at Sandvika before Asker, use the Asker Line between the two stations. Line L14 terminates at Asker. After Asker Station, Line L1 branches off along the Spikkestad Line and calls at six stations in Asker and Røyken before terminating at Spikkestad Station. Spikkestad is 44 minutes and 37 kilometers from Oslo S. Lines L12, L13, R10 and R11 continue through the Lieråsen Tunnel and make two more stops before reaching Drammen. Lines L13 AND R10 terminate at Drammen. Drammen is 39 minutes and 42 kilometers from Oslo S. Lines L12 and R11 continue, along the Sørland- and the Vestfold Lines, calling at seven stops in Eiker and Kongsberg before terminating at Kongsberg Station.
Meanwhile, line R11 stops at ten stops in Sande, Horten, Tønsberg, Sandefjord, Larvik and Skien before terminating at Skien. Along the East Corridor, Line L1 follows the Trunk Line and makes twelve stops serving suburban areas in Oslo, Lørenskog and Skedsmo before reaching Lillestrøm Station, where the line terminates. For Line L1, Lillestrøm is located 29 minutes and 21 kilometres from Oslo S. Lines L12, L13, L14, R10 and R11 use the Gardermoen Line and the Romerike Tunnel to run directly to Lillestrøm. From there, lines L12, L13, R10 and R11 run along the Trunk Line and the Gardermoen Line, making four and no stops, respectively. After Kløfta Station, Line L13 continues along the Trunk Line, making three more stops until terminating at Dal Station. Dal is 34 minutes and 57 kilometers from Oslo S. Lines L12, R10 and R11 call at Oslo Airport Station and Eidsvoll Verk Station before terminating at Eidsvoll Station. Eidsvoll is 51 minutes and 64 kilometers from Oslo S. Line L14 operates along the Kongsvinger Line.
It enters Hedmark after Årnes Station. Årnes is 53 minutes and 58 kilometers from Oslo S. After Årnes, trains call at another station, Skarnes before reaching Kongsvinger Station, 1 hour and 10 minutes, 100 kilometers from Oslo S. A few Swedish inter-city trains to Karlsta
Norway the Kingdom of Norway, is a Nordic country in Northern Europe whose territory comprises the western and northernmost portion of the Scandinavian Peninsula. The Antarctic Peter I Island and the sub-Antarctic Bouvet Island are dependent territories and thus not considered part of the kingdom. Norway lays claim to a section of Antarctica known as Queen Maud Land. Norway has a total area of 385,207 square kilometres and a population of 5,312,300; the country shares a long eastern border with Sweden. Norway is bordered by Finland and Russia to the north-east, the Skagerrak strait to the south, with Denmark on the other side. Norway has an extensive coastline, facing the Barents Sea. Harald V of the House of Glücksburg is the current King of Norway. Erna Solberg has been prime minister since 2013. A unitary sovereign state with a constitutional monarchy, Norway divides state power between the parliament, the cabinet and the supreme court, as determined by the 1814 constitution; the kingdom was established in 872 as a merger of a large number of petty kingdoms and has existed continuously for 1,147 years.
From 1537 to 1814, Norway was a part of the Kingdom of Denmark-Norway, from 1814 to 1905, it was in a personal union with the Kingdom of Sweden. Norway was neutral during the First World War. Norway remained neutral until April 1940 when the country was invaded and occupied by Germany until the end of Second World War. Norway has both administrative and political subdivisions on two levels: counties and municipalities; the Sámi people have a certain amount of self-determination and influence over traditional territories through the Sámi Parliament and the Finnmark Act. Norway maintains close ties with both the United States. Norway is a founding member of the United Nations, NATO, the European Free Trade Association, the Council of Europe, the Antarctic Treaty, the Nordic Council. Norway maintains the Nordic welfare model with universal health care and a comprehensive social security system, its values are rooted in egalitarian ideals; the Norwegian state has large ownership positions in key industrial sectors, having extensive reserves of petroleum, natural gas, lumber and fresh water.
The petroleum industry accounts for around a quarter of the country's gross domestic product. On a per-capita basis, Norway is the world's largest producer of oil and natural gas outside of the Middle East; the country has the fourth-highest per capita income in the world on the World IMF lists. On the CIA's GDP per capita list which includes autonomous territories and regions, Norway ranks as number eleven, it has the world's largest sovereign wealth fund, with a value of US$1 trillion. Norway has had the highest Human Development Index ranking in the world since 2009, a position held between 2001 and 2006, it had the highest inequality-adjusted ranking until 2018 when Iceland moved to the top of the list. Norway ranked first on the World Happiness Report for 2017 and ranks first on the OECD Better Life Index, the Index of Public Integrity, the Democracy Index. Norway has one of the lowest crime rates in the world. Norway has two official names: Norge in Noreg in Nynorsk; the English name Norway comes from the Old English word Norþweg mentioned in 880, meaning "northern way" or "way leading to the north", how the Anglo-Saxons referred to the coastline of Atlantic Norway similar to scientific consensus about the origin of the Norwegian language name.
The Anglo-Saxons of Britain referred to the kingdom of Norway in 880 as Norðmanna land. There is some disagreement about whether the native name of Norway had the same etymology as the English form. According to the traditional dominant view, the first component was norðr, a cognate of English north, so the full name was Norðr vegr, "the way northwards", referring to the sailing route along the Norwegian coast, contrasting with suðrvegar "southern way" for, austrvegr "eastern way" for the Baltic. In the translation of Orosius for Alfred, the name is Norðweg, while in younger Old English sources the ð is gone. In the 10th century many Norsemen settled in Northern France, according to the sagas, in the area, called Normandy from norðmann, although not a Norwegian possession. In France normanni or northmanni referred to people of Sweden or Denmark; until around 1800 inhabitants of Western Norway where referred to as nordmenn while inhabitants of Eastern Norway where referred to as austmenn. According to another theory, the first component was a word nór, meaning "narrow" or "northern", referring to the inner-archipelago sailing route through the land.
The interpretation as "northern", as reflected in the English and Latin forms of the name, would have been due to folk etymology. This latter view originated with philologist Niels Halvorsen Trønnes in 1847; the form Nore is still used in placenames such as the village of Nore and lake Norefjorden in Buskerud county, still has the same meaning. Among other arguments in favour of the theor
Rakkestad Station is located in Rakkestad, Norway on the Eastern Østfold Line. The station is served by the Oslo Commuter Rail line L22 from Oslo S with two trains during rush hour. Rakkestad Station was opened in 1882 as part of the eastern section of the Østfold line and is the terminal station for the commuter rail services
Norwegian State Railways
Norges Statsbaner AS, trading as NSB AS and known in English as the Norwegian State Railways, is a government-owned railway company which operates most passenger train services in Norway. Owned by the Norwegian Ministry of Transport and Communications, it is engaged in real estate through Rom Eiendom, bus transport through Nettbuss, cargo trains through CargoNet and Swedish train transport through Tågkompaniet. NSB transported 52 million train passengers and 104 million bus passengers in 2009; the current company was established on 1 December 1996, when the former Norwegian State Railways was split into the new NSB, the infrastructure company the Norwegian National Rail Administration and the Norwegian Railway Inspectorate. In 2002 the freight operations were split to the subsidiary CargoNet, the maintenance department became Mantena. On 1 December 1996 the largest structural change in Norwegian railway history in the 20th century occurred; the old Norwegian State Railways was split into three separate governmental agencies.
The ownership and construction of the track was transformed to the newly created government agency Norwegian National Rail Administration while a new Norwegian Railway Inspectorate was created to supervise all railway operations in the country. NSB was renamed NSB BA and created as a limited company, wholly owned by the Ministry of Transport and Communications. NSB was made a concern, with NSB Biltrafikk and NSB Eiendom made subsidiaries of NSB. In 1998 the new Oslo Airport, Gardermoen opened, replacing the old Oslo Airport, Fornebu, too small since the 1980s. Part of the political compromise to build the new airport was a twofold consequence for NSB. First of all it was decided that the new airport was to have an as environmentally friendly ground infrastructure as possible, resulting in the decision to build a high speed railway on the 56-kilometre stretch from Oslo Central Station to the airport, which would only take 19 minutes, but at the same time it was a political demand that the new airport not cost the tax payers any money, it was decided that the entire construction was to be financed with loans.
The result was that the airport was to be financed and operated by the Civil Aviation Administration subsidiary Oslo Lufthavn AS while the rail connection was to be financed and operated by the NSB subsidiary NSB Gardermobanen. But problems arose during the construction of the Gardermoen Line because of a leak in the tunnel Romerike Tunnel, resulting in major budget overruns and a delay in the opening of the tunnel. Still, Norway's first high speed railway line opened on time on 8 October 1998 at the same time as the new airport, though Romeriksporten was not opened until 22 October 1999, more than a year after its scheduled opening; the service is operated using 16 custom built Class 71 electric multiple units, with a capacity for 168 passengers and maximum speed of 210 kilometres per hour. NSB tried to modernize itself in the late 1990s through the acquisition of new rolling stock and a new brand image; the first stock to be delivered were 22 El 18 electric locomotives. These were to take over the passenger train traffic in Southern Norway while the El 16s and El 14s were moved to the freight division and the El 17s were scrapped, relegated to shunting or sold to the Flåm Line.
The new locomotives were capable of speeds up to 200 kilometres per hour. For the diesel lines NSB attempted to buy 12 Di 6 from Siemens, but had to return them after they failed to operate sufficiently in the Northern Norwegian cold. NSB decided to re-brand itself with three district brands: NSB Signatur, NSB Agenda and NSB Puls. At the same time NSB ordered new electric multiple units, first of all for the new Airport Express Train service, Class 71; this was followed up with 16 new Signatur trains of Class 73 that were to be used on the express services on the Bergen Line, the Dovre Line and the Sørlandet Line and equipped with tilting technology. This was an attempt to create a high speed railway service using existing rail track, though the operating times between Oslo and the termini were only reduced by about 10 minutes; these trains were painted blue and grey, were the first non-red trains to be operated by NSB in decades. At the same time NSB announced the introduction of the Agenda concept, to replace the NSB InterCity Express services and the diesel services.
While the Class 70s were repainted, the diesel services on the Nordland Line, the Rauma Line and the Røros Line were upgrades with 15 new Class 93 units in 2001, though criticized for lack of comfort, have increased the speed on the railways. NSB discontinued night train services on the Rauma Line and Røros Line. NSB received, starting in 2002 36 new electrical local trains, Class 72; these were put in the Oslo Commuter Rail and Jæren Commuter Rail. NSB has now discontinued the use of brand names on its rail products. By 2002 the Bondevik's Second Cabinet wanted to further deregulate the Norwegian railway sector, made NSB a limited company NSB AS on 1 July. NSB had been through a process of making the company more of a corporation, with the IT section made the subsidiary Arrive and the maintenance transformed to Mantena. NSB purchased part of the Swedish Tågkompaniet while the old freight train section NSB Gods was transformed to CargoNet. 45% of the subsidiary was sold to the Statens Järnvägar successor Green Cargo.
In 2004 the government split NSB Gardermobanen in two, deleting the companies debt, transferring the track it owned to Jernbaneverket and the train operations to a new, government-own
Oslo Central Station
Oslo Central Station is the main railway station in Oslo, the largest railway station within the entire Norwegian railway system. It is the terminus of Gardermoen Line, Gjøvik Line, Hoved Line and Østfold Line, it serves express and local rail services by four companies. The railway station is operated by Bane NOR while its real estate subsidiary, Bane NOR Eiendom owns the station, was opened in 1980. Oslo Central was built on the site of the older Oslo East Station, the combining of the former east and west stations being made possible by the opening of the Oslo Tunnel. Oslo Central has nineteen tracks; the station has two buildings, the original Oslo East building and the newer main building for Oslo Central. Each building houses a large shopping centre; the square in front of the station is called Jernbanetorget. When the first railway line, was built between Oslo and Eidsvoll in 1854, the terminus in Oslo was constructed as an ad-hoc solution located at Gamlebyen. Alternate sites included Grünerløkka and Vaterland Bridge.
In 1852 an architectural competition was held, a plan based on Crown Street Station in Liverpool won. The station was located east of the river Akerselva, but could not serve as a permanent solution, as it was close to neither the city centre nor the port. In 1859 the freight section of the station was expanded with the purchase of land between Loelva and the port, part of Bjørvika. From the beginning, rail traffic increased after the expansion of the Trunk Line to Hamar in 1862, the opening of the Kongsvinger Line in 1865. In 1872 Oslo got its second terminal station, located at Pipervika near Aker Brygge and the city hall. Oslo West Station was built to allow the narrow-gauged Drammen Line between Drammen and Oslo to terminate in downtown Oslo; the two stations were located about 2 km apart and were not connected by rail until 1907 when the Oslo Port Line was built. There had been discussions about building a central station to connect the Drammen Line with the eastern station, but this idea involved building it via Majorstuen and Grefsen.
Oslo V always remained a secondary railway station in Oslo, since it served local traffic to Buskerud and Vestfold in addition to the Sørland Line. The year after the western station opened, in 1873, the Norwegian legislature, the Storting, decided to build a new railway from Kornsjø at the Swedish border through Østfold to Oslo, the Smaalenene Line. Traffic at the station was expected to explode due to this railway and it was decided that a new station had to be built; the engineers within NSB wanted to locate this new station west of the river Akerselva, between Jernbanetorget and Bjørvika. But a conflict arose between Carl Abraham Pihl, director of NSB at the time, the City of Oslo. While Pihl wanted a separate station for the Smaalenene Line, the city wanted to concentrate the stations in one place in Oslo; the engineers insisted on moving the station closer to the city. The architect Georg Andreas Bull drafted four plans for a new station with nine tracks over the river Akerselva. In 1878 the legislature decided to build the smallest suggested station—with only seven tracks over the river, claiming that the station was oversized.
Oslo East Station opened in 1882. But it was soon recognized; the population of Oslo doubled to 150,000 between 1875 and 1890 and from the opening of the station to 1890, the traffic increased from 400,000 passengers annually to more than a million. The most critical part was the freight section, where the trains had to use the main railway for switching. One of the proposed solutions was to build the line from Østfold on a viaduct into the station and elevate it on a level above the other tracks. Another problem arose in 1893; some suggested a station at Grefsen with one via Majorstuen to Oslo West. The Storting decided in 1895. To start the expansion of the station, the Storting announced a competition in 1896, won by Sam Eyde, his plan was to move the freight section away from the passenger sections to Lodalen. The plan was put to the Storting in 1899, with 70 against 39 votes, the new station was delayed because of the high projected costs. A committee was appointed to look at other possible solutions.
The committee split in its final decision, but both factions agreed that a new railway had to be built between the two stations, proposed a line past the city hall in a tunnel under Akershus Fortress. But again the plan was weakened by the Storting and the only construction to take place was new extensions of the Smaalenene Line and Gjøvik Line and some minor changes to the freight section; the new Oslo Port Line that connected the two stations opened in 1907. Another committee was created in 1938 to work out plans for a central station; this was the first project to propose a tunnel under the entire city that would branch off from the Drammen Line before Oslo West. The committee proposed two plans, one where all traffic was directed to the new central station and one where the suburban traffic went to Oslo West, it considered construction of a line north of the city via Grefsen to Oslo East, but this was not recommended. The proposed tunnel below the city was to be 1,660 metres long; the plan included a twelve-story building for NSB's administration at the station, which at the time was spread around at 14 different locations in the city.
The committee delivered its
Skøyen Station is a railway station located at Skøyen in Oslo, Norway. It is situated on 4.36 kilometers from Oslo Central Station. It is served by regional trains and the Oslo Commuter Rail, operated by the Norwegian State Railways, as well as by the Airport Express Train; the station has two island platforms and four tracks. The station opened along with the Drammen Line on 7 October 1872 with a station building designed by Georg Andreas Bull; the station was named Tyskestranden, taking the name Bygdø in 1876, Skøien in 1903 and the current name in 1921. The station received a major upgrade between 1915 and 1922, which included elevating the trakcs, a new station designed by Eivind Gleditsch, double track and electrification; the station was further upgraded by plans designed by Arne Henriksen to the current state between 1996 and 1998. Skøyen Station was one of five original stations on the Drammen Line, which opened on 7 October 1872; the line was narrow gauge, single track and lot electrified.
The station building was designed by Georg Andreas Bull in Swiss chalet style. It was located on the east of Drammensveien; the original building has since been demolished. There were few houses in the area and the railway felt that it was unnecessary to build more than one station to serve the line through Aker; the station received a significant catchment area including the neighborhood of Bestum. The arrival of the railway made it much easier to commute to the city center, from the 1870s there was a significant increase in construction of houses along the route; the station was named Tyskestranden. This was derived from the contemporary name of the innermost part of the bay of Bestumkilen, along the Bestum side between Vækerø and Sjølyst; the station took the name Bygdø in December 1876. The name change came at the behest of the Bygdøy Royal Estate, which occupied the northern portion of the peninsula south of the station. Skøyen became a center for railway-related industry. Skabo Jernbanevognfabrikk moved to Skøyen in 1873 and the same year Frognerkilens Fabrikker Norsk Elektrisk & Brown Boveri was established there.
Thune was established in 1902. It and Skabo both received a spur. Skøyen became a mix of residential and industrial areas, with many of the housing projects being started during the 1930s; the last agricultural land in the area was used for housing during the 1980s. Norges Varemesse opened at Skøyen in 1962. Train services were at first limited with only some trains calling at the station. In the evenings this was regarded by the residents as a problem, as the last train from Oslo arrived before 20:00; this was made better by two weekly services calling at Vækkerø at 23:30, allowing the locals to enjoy the city's nightlife. The station changed its name to Skøien on 1 May 1903, named after the farm, in the area; the spelling was modernized in April 1921. The Oslo Tramway's Skøyen Line was extended to Skøyen Station in 1903; the suburban Lilleaker Line extension was completed in 1919. Commuter traffic on the Drammen Line increased and Parliament decided in 1911 to modernize the line from Oslo West Station to Sandvika Station.
The entire line was elevated so that roads could pass below the tracks. This made it necessary to demolish the original station building at Skøyen and replace it with one designed by Eivind Gleditsch of NSB Arkitektkontor. Completed in 1916, it was placed west of the bridge over Drammensveien. Standard gauge traffic ran on the northern track from 27 February 1917. A southern track was built, used by narrow gauge trains. However, both were dual gauge. All operations switched to standard gauge from 9 February 1920, although the dual gauge was not removed until 1922. Electric traction became operations from 30 August 1922. From 1922 the station was served every thirty minutes by the Oslo Commuter Rail service between Sandvika Station and Oslo West Station. An interlocking system was installed on 14 July 1924. A 1938 started looking at possibilities for rerouting the Drammen Line so it would connect to Oslo East Station, rather than the smaller Oslo West Station. Two main concepts were explored, both.
The one scenario called for a tunnel under the city center, the other as a ring line which would connect Skøyen with Grefsen Station. The final plans for the tunnel route were passed by Parliament in 1968, construction started in 1971; when the Oslo Tunnel opened 30 May 1980, the Drammen Line branched off from its old course just east of Skøyen Station. The old part became the Skøyen -- Filipstad Line. From the same date the interlocking system at Skøyen has been remotely controlled from Oslo Central Station. Centralized traffic control became operational from 3 December 1992. Skøyen has since the 1980s became subject to substantial de-industrialization and urban redevelopment; as the industrial companies moved out, the lots were redeveloped into office space, transforming Skøyen into one of the largest commercial zones outside the city center. The area has thus become an important commuting destination; the Norwegian State Railways launched plans for Skøyen in 1992. The station would be expanded to four tracks and a new double track would be built to Asker Station—to allow both for higher speed and increased traffic.
Establishment of a new station at Skøyen was prioritized ahead of the opening of the Gardermoen Line, to allow for sufficient capacity to serve the Airport Express Train. However, there arose a dispute regarding zoning. Norges Varemesse wanted to build a new congress center at Skøyen, but the land for it came in conflict with the area needed for a new station; the land intended for the congres