The rival London and North Western Railway went to great lengths to frustrate the amalgamation, but ultimately failed, and the merger took place in 1847.

The Great Western Railway built a branch line as far as Oxford, reaching the city on 12 June 1844.

It was independent, and it was portrayed in the Parliamentary committee process as being local in nature, serving as many industrial sites as possible.

During the time in Parliament it agreed to omit that part of its scheme, relying on the Stour Valley Railway for the link between Wolverhampton and Birmingham.

[6] Having got authorisation, the directors of the BW&DR and of the B&OR took stock of the situation, and recognising that they had an affinity, set about arranging amalgamation.

Some B&OJR shareholders objected to the intended amalgamation with the GWR, saying that negotiations with the LNWR would be worthwhile, and a procedural issue prevented the matter being finalised at the meeting.

It took until 31 August 1848 for the Royal Assent to be given to the B&OJR part of the amalgamation, and the laying of broad gauge rails.

As the OW&WR had not yet made the Priestfield line, the GWR applied for powers to do so itself, but in the 1852 session when this was asked for, the Commons Committee demurred, instead inserting heavy penalties into the act of Parliament if the OW&WR failed to complete their line promptly.

Even then it was not until 1853 that the GWR obtained statutory running powers over the OW&WR between Priestfield and Cannock Road Junction, where the Wolverhampton Railway started.

[15] Both the BW&DR and the B&OJR had now been absorbed by the Great Western Railway, and it was the larger company that set about construction, in 1851.

The line was considered ready in August 1854: by this time the OW&WR section onward from Priestfield was open.

enabling running powers over the Stour Valley Railway stipulated that on this event taking place, the S&BR running powers would cease; however contrary to its previous policy of disrupting competitors, the LNWR as controller of the Stour Valley line allowed continued usage of the line until the (delayed) opening of the BW&DR.

[16][13] The BW&DR connected Birmingham and Wolverhampton, and was a key link in the through route from London to Birkenhead.

At Chester the S&CR connected with the Birkenhead, Lancashire and Cheshire Junction Railway, in which the GWR acquired a half share.

The South Staffordshire Railway had to complete their line to Dudley within three years or the BW&DR could take it over; they did so, but it was a close run thing.

[17] Construction of the connecting line was much delayed, but the GWR opened it from Swan Village to Horseley Fields Junction on 1 September 1866.

Three South Wales Express trains left Snow Hill and ran via Stourbridge Junction.

[24][25][26] The line from Birmingham Snow Hill to Wolverhampton continued to carry a sparse local passenger service.

A single line northwards from Wednesbury led to Wolverhampton steel terminal at Monmore Green; this continued until May 1983.

The trams run through to Wolverhampton, but beyond Priestfield they leave the former railway route, due to housing development on the former trackbed there.