western has become dominant due to it always having had a higher standard and serving all through trains. At Loenga in Oslo the line branches, the main part heading to the Central Station and the Loenga–Alnabru Line branching off to Alnabru Freight Terminal. This section is only used by freight trains. The Eastern Østfold Line is and runs from Ski to Sarpsborg via the municipalities of Tomter, Hobøl, Eidsberg, Mysen and Rakkestad. Normally only serving commuter trains, it can be used as a bypass when needed. Oslo−Halden via Moss Østfold Line turns southward right after Oslo Central Station and runs alongside Bunnefjorden`s shoreline until Ljan, where the route takes a more eastern inland corridor to Moss. This means following flat valleys in north-south direction, passing Kolbotn, Ski and Vestby. In Moss Østfold Line again reaches Oslofjord shore but soon deviates eastward and, for the second time, crosses over in the coastal hinterland, this time to Fredrikstad. From there on, heading northeast, the line uses the Glomma valley to Sarpsborg, bridges the river, turns southward and reaches Halden after running through mostly flat terrain in southern Viken (county). History Planning The lack of early interest in a railway in Østfold was caused by the ice-free Oslofjord and the perceived non-necessity of build a line where a suitable waterway already existed. Proposals for a railway through the county then known as Smaalenene were first launched with two independent letters to the editor in 1866. They exemplified the debate which would follow, with one proposing a route along the coast through the larger coastal towns, while the other proposed an inner route via Askim and Rakkestad. Preliminary surveys were carried out the following year, which also investigated two routes to the Swedish border, one via Tistedalen and one along Iddefjord. The government was at first less enthusiastic, in part because they were concerned that no line would be built on the Swedish side. By 1872 the disagreement over an interior or coastal route was raging and a compromise was proposed in which the line would be built with two branches. The government recommended a twin-armed line on 5 April 1873 and was approved in Parliament on 5 June. Detailed surveying was led by Carl Abraham Pihl and concluded on 31 March 1874. The route was still controversial, especially relating to how Fredrikstad should be served. The main line could be shortened by if