The Grand Junction Railway aspired to make its long-distance route from Birmingham to Liverpool and Manchester, and acquire the W&NR so as to use it from Warrington northwards.

The GJR opened its line in 1837, connecting at Warrington to the W&NR and gaining access to Liverpool and Manchester over the L&MR.

[1] Although this was a purely west to east line, primarily connecting the manufactories of Manchester with the great docks of Liverpool, there were already thoughts of forming a British railway network.

[2][3] It was to run from a terminal at Dallum Lane[note 1] in Warrington, to Newton (later Newton-le-Willows) on the L&MR, a distance of a little over 4 miles.

There was to be a branch at Warrington to Bank Quay, close to the River Mersey, and a northward extension at Newton to coal pits at Haydock.

[2][9] The Bank Quay branch was not completed at first, and it was probably opened about 1835, diverging from the Dallam line at Jockey Lane.

This compromise lengthened the distance by rail between Birmingham and the two Lancashire towns, but the greater convenience and economy was decisive,[10] and the necessary authorising Act was secured on 6 May 1833.

"[12] In February 1835 the W&NR agreed to sell their line for shares at par, with the GJR adopting their outstanding debt of about £22,000.

The GJR undertook to pay the W&NR shareholders 4 per cent until their main line was open throughout: the purchase price was around £67,000, and the takeover was authorised by the Warrington and Newton Railway Act 1835 (5 & 6 Will.

The GJR knew it would have to upgrade the permanent way on the W&NR for stronger materials appropriate for a main line railway.

[14][2][3] When the Grand Junction Railway line was completed to Warrington on 4 July 1837, the connection was made at Bank Quay and through trains used a station there.

Reed says that portion working was adopted, with northbound passenger trains dividing at Newton, and portions continuing to Liverpool and Manchester respectively, but Holt and Biddle say that "Trains to Liverpool and Manchester did not divide at Newton, but ran independently between Warrington and the L&MR."

The Newton East Curve was exceptionally sharp, and Reed attributes this to the fact that building it like that obviated the necessity of a further Act of Parliament, by avoiding a land take.

[17] Night postal trains continued to use the original route as Newton had become an established exchange point for mails.