The Asker Line will improve regularity, and capacity will increase from 12 to 26 trains per hour in each direction.

Similar parallel, high-speed lines have been or will be built northeast and southeast of Oslo.

The line is built, owned and maintained by Bane NOR (previously the Norwegian National Rail Administration).

[1] The Gardermoen Line had shown that profits could be made by operating passenger trains, but that it would not be possible to debt-finance short-distance tracks in Eastern Norway.

[2][3] Prior to the construction, the Western Corridor had a capacity of 12–14 trains per hour in each direction west of Skøyen.

The latter immediately enters the Lieråsen Tunnel, allowing the same speeds as the Asker Line to Drammen.

It was officially opened by Torild Skogsholm, Minister of Transport from the Liberal Party, on 27 August.

[11] For the last 1.5 kilometres (0.93 mi) of track west of Sandvika, the Asker and Drammen Line have been built along the same, new, right-of-way.

The latter was preferred by the Rail Administration, since it allowed a shorter construction time, and a NOK 700 million saving.

[15] Lysaker Station serves as the main public transport hub for Eastern Bærum, parts of Western Oslo and Fornebu.

[18] The NOK 1 billion renovation has become a scandal, due to the station being built in a curve, and thus does not have straight platforms.

Norges Statsbaner claims they will have to buy new trains due to this station alone, costing the state-owned company NOK 1.5 billion.

[19] Minister of Transport, Liv Signe Navarsete from the Centre Party, has said that resolving the problems by building a straight station is not an alternative, since it would cost an additional hundred-millions of NOK, and delay the new station several years.

No specific route was finalised at that point, and proposed alternatives would either run parallel to the current Drammen Line, or by placing all four tracks through a new tunnel.

There are no intermediate commuter stations between Skøyen and Lysaker, so there is little regularity or speed potential to gain from the construction, since the Oslo Tunnel from Skøyen to Oslo Central Station will still remain a bottleneck with only two tracks.