The station building is designed by Paul Due in Romanesque style, is preserved and has been listed as a cultural heritage site.

The station initially saw heavy intercity traffic as it served the coastal ferries onwards to Agder until 1927.

The main traffic was however a commuter train service to Porsgrunn and Skien, which operated until 1 February 1964.

Proposals for a railway to Brevik were first put forward in 1875,[1] but not until 4 July 1891 did Parliament pass legislation to build the line.

[2] With national funding secured, the political debate moved to the location of the station in Brevik.

The issue was then discussed in the municipal council's executive board, where four against one members supported the Strømtangen alternative.

[3] The location was finally decided by the municipal council on 25 June 1892, when sixteen against four aldermen voted in favor of Strømtangen,[5] and subsequently approved by the Norwegian State Railways (NSB).

[6] A two-story station building was erected,[4] and a new dock for steamships was built lower down, to allow a shortest possible correspondence time between the train and the ships.

While this previously had been a less develop part of the village, several merchants, hotels and restaurants were established in the vicinity of the station.

Its revenue peaked at NOK 25,000 annually in 1925, but then declined significantly after the Kragerø Line opened in 1927.

In addition there were employees related to other divisions, such as track and rolling stock maintenance, engineers and conductors.

[15] Following the 1962 opening of the Brevik Bridge the railway saw a sharp decline in patronage as the bus service was rerouted, capturing more of the traffic.

Brevik Management bought the building in 1988, fixed it up and moved their head office there from December 1988.

There was also a privately run restaurant in the station building and it served as a hub for a courier service.

Until the end of the 1940s the station had between ten and twelve daily round trips, but during the 1950s this increased to as high as nineteen, often running at a fixed hourly headway, following the introduction of electric trains.