[1] The station building was designed by Georg Andreas Bull in Swiss chalet style.

[1] There were few houses in the area and the railway felt that it was unnecessary to build more than one station to serve the line through Aker.

The arrival of the railway made it much easier to commute to the city center, and from the 1870s there was a significant increase in construction of houses along the route.

This was derived from the contemporary name of the innermost part of the bay of Bestumkilen, along the Bestum side between Vækerø and Sjølyst.

[1] The name change came at the behest of the Bygdøy Royal Estate, which occupied the northern portion of the peninsula south of the station.

Skabo Jernbanevognfabrikk moved to Skøyen in 1873 and the same year Frognerkilens Fabrikker, later Norsk Elektrisk & Brown Boveri was established there.

This was later made better by two weekly services calling at Vækkerø at 23:30, allowing the locals to enjoy the city's nightlife.

This made it necessary to demolish the original station building at Skøyen and replace it with one designed by Eivind Gleditsch of NSB Arkitektkontor.

The one scenario called for a tunnel under the city center, the other as a ring line which would connect Skøyen with Grefsen Station.

[10] When the Oslo Tunnel opened 30 May 1980, the Drammen Line branched off from its old course just east of Skøyen Station.

From the same date the interlocking system at Skøyen has been remotely controlled from Oslo Central Station.

As the industrial companies moved out, the lots were redeveloped into office space, transforming Skøyen into one of the largest commercial zones outside the city center.

[11] Establishment of a new station at Skøyen was prioritized ahead of the opening of the Gardermoen Line, to allow for sufficient capacity to serve the Airport Express Train.

Norges Varemesse wanted to build a new congress center at Skøyen, but the land for it came in conflict with the area needed for a new station.

The station features a staffed ticket sale, waiting rooms on each platform, toilets, kiosk, and parking for cars and bicycles.

The brick station building itself is designed in Baroque Revival architecture with steep roofs and domed towers.

[16] The modern platforms received a design with steep roofs which match that of the station building.

Surveys showed that as long as there was not laid double track onward to Oslo Central Station, it would have no effect on capacity or regularity.

[19] Current plans for the proposed Fornebu Line call for it to be part of the Oslo Metro.