Oslo S Central Station is preparing for its most extensive transformation yet, in a project that goes far beyond a simple station modernization. Norwegian authorities and stakeholders involved in rail infrastructure development believe that the future of the capital’s transportation system depends largely on Oslo S’s ability to meet ever-increasing demand.

Today, Oslo S Station is Norway’s main rail hub and the country’s busiest station, serving as a convergence point for regional, long-distance, airport, and commuter trains. Every day, 150,000 passengers pass through the station, and estimates used in the planning process indicate a significant increase in traffic between 2040 and 2050. Given that Oslo’s climate strategy calls for public transportation, walking, and cycling to become the primary mobility options, pressure on the rail infrastructure will continue to grow.

For this reason, the “Nye Oslo S” (“New Oslo Central Station”) project is not viewed merely as a renovation of an existing building, but as a strategic investment intended to prepare the rail network and the urban space surrounding the station for the coming decades. The proposed plan aims both to increase the station’s capacity and accessibility and to transform the entire area into a modern, connected urban center focused on sustainable mobility.

The development of Oslo S Station is estimated to cost over EUR 520 million; the regulatory plans are currently undergoing a formal political review, and construction is scheduled to begin once the Oslo City Council officially approves the master plan.

In June, Norway’s railway infrastructure manager, Bane NOR, launched a tender for the modernization of the platforms at Oslo S Station, with the goal of ensuring universal access to the country’s busiest railway station. The project will be carried out under a “design and build” contract with integrated collaboration, and work is scheduled to begin in 2028.

In the first phase, at least four of the ten platforms will be rebuilt to meet universal accessibility standards. The platforms selected for the first phase of modernization currently serve approximately 70% of the station’s total traffic.

The contract also includes options for modernizing six additional platforms, as well as supplementary work on the tracks, power supply systems, and signaling systems. Furthermore, plans call for the construction of a rail loop that will increase train operational flexibility in the area of two other platforms.

One of the most important components of the project is preparing the infrastructure for the future expansion of the Norwegian capital’s rail capacity. The planning documentation reserves space for the construction of a new underground rail tunnel and for the development of through lines through the station—elements considered essential for increasing the number of trains that will be able to run through Oslo in the future. According to Bane Nor, the project is designed to ensure the station remains optimal for the next 150 years, with the project proposal set to be presented to the public in April 2026.

Specifically, the project creates the necessary conditions for building a new underground rail structure that could allow Lines 14 and 15 to be converted into through lines, eliminating the current operational limitations typical of a terminus station. For rail industry experts, this is likely the most important aspect of the project, as it offers the possibility of expanding capacity without requiring a complete reconstruction of the rail hub.

At the same time, the plan calls for modernizing access to the platforms and reorganizing passenger flows so that the station can handle higher volumes of traffic. New entrances, more efficient connections between different modes of transportation, and better distribution of pedestrian flows inside and around the station are planned.

The project also includes significant investments in active mobility. At least 1,000 bicycle parking spaces are planned, a measure that aligns with Oslo’s climate goals. The climate strategy adopted by the municipality aims to reduce direct emissions by 95% compared to 2009 levels and to strengthen the role of public transportation in the urban mobility system.

The transformation of Oslo S is not limited to rail infrastructure but includes a comprehensive redesign of the public spaces surrounding the station and a large-scale urban development project intended to create a new hub of activity in the center of the Norwegian capital.

The plan calls for the construction of a building 82 or 100 meters tall, which will replace the current Flytoget terminal. The new building will house office and hotel space and will have a gross floor area of up to 42,200 square meters. In addition, a new structure will be built between the historic Østbanen building and the current central station; this structure will take over the existing functions and add space for cultural activities, hotels, and offices.

In total, the project calls for approximately 48,620 square meters of new construction. Furthermore, the documentation specifies the creation of at least 1,000 square meters for cultural activities and a minimum of 7,500 square meters of accessible public spaces.

Special attention is being given to the redevelopment of the urban space surrounding the station. Christian Frederiks plass will be modernized, the historic Paléhagen park will be rebuilt and better adapted for pedestrians and recreational activities, and areas such as Øvre Trafikktorg and Trelastgata will be reorganized to facilitate access and traffic flow around the station.

Given its scale, the project reflects a trend observed in major European rail hubs, where rail infrastructure development is integrated with urban regeneration and sustainability goals. In the case of Oslo S Station, the goal is not only to modernize Norway’s most important railway station but also to create a mobility hub capable of supporting the growth of rail transport, the capital’s economic development, and the city’s climate goals in the coming decades.