Increased traffic caused the construction of a second station building, designed by Balthazar Conrad Lange.

The Dovre Line past Hamar will be upgraded to double track, and in conjunction with this moving the station is being considered.

The goal was to provide train services across the valley ridge to Østerdalen, where Elverum acted as an important node.

From Hamar, the a steam ship service was proposed across the lake of Mjøsa to Eidsvoll, where passengers and cargo could be hauled by train to the capital and coast.

The place Gammelhusstranda was chosen, but gave the unusual result that the station was situated outside the city limits until a border change in 1878.

The station was designed by Georg Andreas Bull and construction of the wooden buildings were subcontracted to Chr.

[9] The main challenge was the inevitable break-of-gauge which would have to take place, as the Trunk Line had been built with standard gauge.

Balthazar Conrad Lange had become NSB's head architect, and was issued the task of designing a new main station building.

[7] With a connection to the capital, plans surfaced for the standard gauge line to be extended northwards through Gudbrandsdalen.

[13] Design of the third station building was commissioned to Paul Due, who was working as NSB's head architect at the time.

[16] After having been operated by Harald Larsen, the restaurant was taken over by Norsk Spisevognselskap on 1 January 1921, who paid NOK 87,786 for the inventory.

The following year they redecorated it based on drawings by Gudmund Hoel, with the dining room decorated by theater painter Jens Wang.

He made several large fresco paintings, including the ruins of Hamar Cathedral, motives from Mjøsa, Åkersvika and an old settlement in Hedmark style.

On the northern wall there were two large paintings, one of Høsbjør Tourist Hotel and one of a view of Mjøsa.

[19] It gathered historical items from various railways and had from the opening of the third station until 1912 a display in the upper floor of the terminus building.

Electrification further north had to wait until 1 November 1966, as part of the effort to electrify the entirety of the Dovre Line.

[21] Class 86 diesel multiple units were introduced on the Røros Line in 1956, and a shed was built for them that year.

[16] The station building was renovated in the 1970s in a brutal fashion which eliminated many of the original architectural interior elements.

The original station building was little suited for modern use and the outdoor areas served transfer to bus, car and taxis poorly.

[22] NSB therefore decided to demolish the cargo and electric buildings to make room for a new bus terminal.

[23] The remaining part of the station, including the restaurant building, were renovated to as close to the original plans and interior as feasible, largely undoing the work of the 1970s.

It features a prominent central section with plastered gables facing both towards the town and the platforms.

The historicist design is reflected through a neo-baroque central part, New Renaissance wings, all with New Gothic and Romanesque windows and decors.

The lower floor was initially designed as public areas and [14] The terminal building is widely regarded as Paul Due's magnum opus.

Track 1 is served by a 414-meter (1,358 ft) long side platform which is 62 centimeters (24 in) tall, normally used by southbound trains.

The station building features a heated waiting room, a café and kiosk, as well as luggage lockers, washrooms and ticket vending machines.

[30] The Norwegian National Rail Administration is in the process of building a new, double-track, high-speed network in Eastern Norway, the Intercity Triangle.