The line had up to ten daily round trips with diesel multiple units, until passenger traffic was terminated in 1955.

When the line opened, Ganddal Station was located south of the creek Stokkelandselven, but it was moved further north in 1935 to simplify operations.

[3] The line continues over Stokkelandsevlen on a 7.5-meter-long (25 ft) bridge, and follows the creek until it reaches Foss-Eikeland, 3.43 kilometers (2.13 mi) from Ganddal.

The station building was built in wood, had a single story and was 57 square meters (610 sq ft).

The Norwegian National Rail Administration retains ownership and can in the future renovate the line for operation.

Sejersted proposed a line running through Høgsfjord, Dirdal, Hunnedalen, Sirdal and Hylestad and onwards through Telemark to Kongsberg.

The following year, the committee recommended that a line be built branching from Orstad in Klepp, which would cost 348,000 Norwegian krone (NOK).

[15] A new committee was established in 1910, led by Mayor Sven Nilssen of Gjesdal, who was also director at Ålgårds Ullvarefabrikker.

The final cost estimate was NOK 2.82 million and the plan was passed by Parliament on 20 July 1921, with construction commencing on 21 December.

[18] The first train to operate on the line went from Stavanger on 20 December 1924, with the official opening by Minister of Labour Lars Oftedal taking place when it reached Ålgård.

[20] In 1923, Parliament voted for a plan for the Sørlandet Line to run via Bjerkreim instead of the city of Egersund, and then onwards via Gjesdal.

This changed the NSB board's and Rogaland County Council's opinion, and the Jæren alternative was chosen.

Led by Sigval Bergesen, it considered the possibility of extending the Ålgård Line towards Hunnedalen via Setesdalsheiene to Lunde in Telemark.

After considering the impact and value of the various railways that had been proposed in the 1940s, it recommended not building the Inner Trunk Line, as the expansion had been christened.

[3] During World War II, the multiple units were disused, and instead the trains were hauled with steam locomotives.

From 1 May 1944, the line was converted to standard gauge, and NSB Class 14 multiple units were taken into use, running on wood gas until the end of the war.

[10] In the early 1950s, discussion started about closing the line, and on 1 November 1955, all passenger transport was terminated,[22] after a decision in parliament on 26 May 1955.

[22] After it was decided that passenger transport on the railway was to be terminated, both NSB's bus division and other private companies, particularly Sverre Hage, wanted to have the concession to operate the line.

At the peak of the conflict, NSB's operations were at one point stopped by the police, although in the end, the concession was granted to them.

As a response, Haga applied for concession to operate passenger transport on the railway, but this was denied by the authorities.

Without making any investments to the Sørlandet Line, it would be possible to extend the two hourly services that terminate at Sandnes to Ålgård.

However, the Ålgård Line would need a full upgrade, including new tracks, electric system and signaling.

[28] The borough council of Figgjo has voted to convert the line to a bicycle path, but this has been rejected by the National Rail Administration.