It runs westwards from Jernbanetorget in the city center, passing through the neighborhoods of Briskeby and Uranienborg before reaching its terminus at Majorstuen.

From the Inkognitogata stop, the line moves through the residential areas around the Royal Palace, in the streets named Riddervolds gate, Briskebyveien, Holtegata and Bogstadveien.

When Kristiania Elektriske Sporvei opened the line on 3 March 1894, it was the first electric tramway in Scandinavia.

The transit agency Ruter has proposed that parts of the route be realigned to run through Skovveien, so that the trams may serve Solli plass.

[5] There is a branch through Professor Dahls gate which allows trams to reach the Ullevål Hageby Line.

[6] On this section it serves the eponymous Bogstadveien stop, which replaced the earlier Rosenborg and Schultz' gate.

[5] The line continues along Valkyriegata for the very last bit before turning onto Kirkeveien and reaching Majorstuen.

[6] Via Valkyriegata there is a branch to the Oslo Tramway Museum and the closed Majorstuen Depot, which is no longer operational and also partially covered in asphalt.

Mainline railway services are provided at Nationaltheatret Station and Oslo Central Station—the latter located adjacent to Jernbanetorget.

Ownership and maintenance of the infrastructure are the responsibilities of Sporveien, a municipal company which also owns the operator.

In 1887 it rejected a proposal for L. Samson, a real estate developer, to build a line to Majorstuen to serve his projects.

[8] The group received permission to build two lines, one from Jernbanetorget to Majorstuen and a branch to Skøyen,[9] a total distance of 6 kilometers (3.7 mi).

[10] Use of overhead wires had been discouraged by the city engineer, but he later changed his mind after a trip to Germany.

[12] Trial runs on the line commenced on 10 January 1894, at first between the depot and corner of Bogstadveien and Sorgenfriveien.

This proved a difficult, as trams from Majorstuen were full and most passengers were forced to walk into town.

Therefore, from April KES introduced direct services from Skillebekk on the Skøyen Line to Jernbanetorget.

This involved laying double track from the intersection with Sorgenfrigata through Valkyrie gate to Majorstuen Depot.

The station at Majorstuen was rebuilt to allow passengers to transfer between the KES trams and those operated by Holmenkolbanen.

[13] KES was merged with KSS on 1 May 1924 and the Briskeby Line became part of the municipal Oslo Sporveier.

[13] All remaining older twin-axle trams were retired on 29 October 1967 and thus only used SM53, with a few Gullfisk on morning routes because of them spending the night at Majorstuen.

The city council granted 8 million krone on 12 April to allow the services via Homansbyen continue.

The threat of closing the line sparked a local outcry and spurred demonstrations to keep the tram.

[23] From 2001 Oslo Sporveier and later Ruter removed the Briskeby Line from its long-term investment plans, cutting maintenance to a minimum.

In addition to its low technical standard, it often sees operations interrupted by incorrectly parked cars, especially in Riddervolds gate.

The intersection of Inkognitogata and Riddervolds gate have a curve radius of 16.7 meters (55 ft), which hinders the newer SL95 trams from operating on the line.

Owing to the use of Inkognitogata, the services do not pass through the important transit hub at Solli plass.

[26] Ruter is working on plans to make a full upgrade of the line from Briskebyveien to Henrik Ibsens gate.

The agency is considering two lines of action: either building the route along the current right-of-way, or moving the section from Riddervolds gate and Inkognitoveien to Skovveien.

It will also allow trams access to Stortorvet and Jernbanetorget via the Ullevål Hageby Line's in case of disruptions.

[30] Construction is planned to start springtime 2025, with project completion and commissioning of the upgraded route late 2026/early 2027.