Construction powers were obtained in the London and North Western Railway (New Lines) Act, 1866 which received Royal Assent on 16 July 1866.

[c][4] Tenders for the construction works were invited in February 1870 and a contract was awarded to Scott & Edwards of Wigan by April 1870.

The L&NWR appointed William Clarke,of Westminster as the Principal Engineer with work commencing on 18 April when the 'first sod' was cut with minimal ceremony.

[16] By 1887 the service pattern was seven daily departures in each direction, with at least one each way going to or from Shrewsbury, the afternoon train still did not stop at Tattenhall.

[f][22] By the end of World War I the advantages of oil fired ships became apparent, and the Navy began building or rebuilding its fleet accordingly.

In the ‘up’ direction, the return coal empties from Mold Junction to Abergavenny ran on Mondays only.

During the First World War the Royal train carrying George V and Queen Mary stayed at the station in May 1917.

[4] Likewise during the Second World, George VI stopped the night at Malpas in July 1942 before touring munitions factories in the Midlands.

It was on the eve of an official visit to The Potteries by Elizabeth II, and her husband Prince Philip.

[32] When there were suggestions in 1974 that an attempt might be made to reopen the branch, the Chester Chronicle pointed out that none of its stations had been well sited or used.

[13][33] Shortly after the line opened, a 70 year old lady was killed at Grindley Brook crossing when she was hit by a train heading towards Whitchurch, the driver had sounded his whistle but was unable to stop in time to avoid the woman.

[16] On 1 January 1874 a goods train driver heading towards Chester observed a body lying in a ditch on the side of the line.

The track shifted under the train due to thermal stress causing the last three carriages to derail killing two children and injuring 26 people.