The first passenger trains to serve Wolverhampton Low Level were those of the Oxford, Worcester & Wolverhampton Railway (OW&WR). They were broad gauge trains that ran between Wolverhampton and Oxford.  

On 14 November 1854 passenger services to and from Shrewsbury began to use Wolverhampton Low Level station. These services were standard gauge. On the same day the Great Western Railway (GWR) started to run trains between Birmingham Snow Hill and Wolverhampton Low Level. They ran both broad and narrow gauge trains as their line between Birmingham and Priestfield had been built as mixed gauge and the OW&WR was mixed gauge at Wolverhampton.

On 1 May 1857 the GWR introduced a Birmingham Snow Hill – Birkenhead Monks Ferry express service. The lines between Wolverhampton and Birkenhead were of the standard gauge and the introduction of the service was made possible because of the dual gauging of the line between Wolverhampton and Birmingham. The service gave access to the important port city of Liverpool which was connected to the Birkenhead terminus by a steam ferry service.

During 1861 the GWR dual gauged their broad gauge line that linked London Paddington to Birmingham. This allowed them to introduce a Paddington – Birkenhead service on 1 October 1861. The service became one of the premier trains of the GWR and it would be presence at Wolverhampton Low Level for over a hundred years.

The February 1863 (extract seen below) timetable showed thirty up trains from Wolverhampton Low Level Monday-to-Saturday. They ran to destinations includinf Birmingham Snow Hill, Didcot, Hereford, Leamington Spa, London Paddington, Solihull and Worcester. In the up direction there were twenty-one trains Monday-to-Saturday. They served destinations including Birkenhead Monks Ferry (with advertised ferry connection to Liverpool), Chester, Shinfal and Shrewsbury. There were also twelve services from the down direction that terminated at Wolverhampton Low Level.

The fastest trains between Wolverhampton Low Level and London Paddington in February 1863 did the journey in 4 hours and 7 minutes. Birkenhead Monks Ferry could be reached in 3 hours and 42 minutes. A Wolvehampton passenger could depart from the low level station at 4.03pm and be at Monks ferry by 7.45pm. They could be in Liverpool city centre by 8.05pm which was competitive with the LNWR service from the high level station to Liverpool Lime Street.

On 1 November 1864 broad gauge passenger trains between Birmingham and Wolverhampton ceased to run (the line between Priestfield and Birmingham being converted to standard gauge only shortly after). On 1 July 1869 broad gauge trains over the OW&WR line ceased when it was converted to standard gauge (the OW&WR had been absorbed into the GWR in 1863).

From 7 March 1892 Wolverhampton Low Level was served by the GWR's first steam heated and gangwayed corridor train. The train was introduced onto Paddington - Birkenhead services.

The December 1895 timetable showed eighteen trains each way Monday-to-Saturday over the former OW&WR line. They ran to and from Worcester, Stourbridge Junction and Kidderminster. There were nineteen up trains via the Birmingham line and seventeen down services which ran in the Shrewsbury direction. As well as the Paddington - Birkenhead expresses there were trains to Birmingham Snow Hill, the south-west, Shrewsbury and Chester.

In the early 1900s dinning cars were introduced on express services running from Wolverhampton Low Level.

By 1922 Wolverhampton Low Level passengers could travel to Aberystwyth, Birkenhead Woodside, Birmingham Snow Hill, Chester General, Kidderminster, Leamington Spa, London Paddington, Penzance, Pwllheli, Shrewsbury, Stourbridge Junction, Wellington, Weston-super-Mare and Worcester.

The BR[WR] timetable for 1949 showed thirty-five departures Monday-to-Thursday in the up direction towards Birmingham as shown in the table below. In the down direction towards Shrewsbury there were twenty-six departures Monday-to-Friday. Extra trains ran in the up direction on Fridays and Saturdays and in the down direction on Saturdays.

On the Stourbridge line there were twenty departures (up direction) Monday-to-Saturday as shown in the table below. There were thirteen arrivals Monday-to-Friday and fourteen on Saturdays. On Sundays there were nine departures (up direction) and seven arrivals.

The BR[WR] timetable for 15 September 1958 to 14 June 1959 showed thirty-eight up services via the Birmingham line Monday-to-Thursday as shown in the table below. There was an extra up service on Fridays and Saturdays. There were thirty-one down services Monday-to-Friday and thirty-three on Saturdays. On Sundays there were nineteen up and thirteen down services.

There were also ten departures for destinations along the former OW&WR line Monday-to-Friday and thirteen on Saturdays.Arriving from destinations on the OW&WR line there were also ten trains with eleven on Saturdays. On Sundays there were four trains in each direction. By this time most of the services on this line ran between Wolverhampton and Stourbridge but there were also services to Worcester and a Paddington train used that route departing from Wolverhampton Low level at 2.15pm Monday-to-Saturday.

In 1960 BR[WR] introduced DMUs onto many of the local services that served Wolverhampton Low Level and diesel locomotives began to appear on main line services. On 12 September 1960 BR[WR] introduced a new Monday-to-Friday Pullman service between Wolverhampton Low level and Paddington. Called 'The Birmingham Pullman' the service was operated by new specially built eight coach diesel multiple unit trains that were painted in a striking shade of blue. The trains offered high standards of modern luxury. The 'Birmingham Pullman' departed from Wolverhampton Low Level at 7.00am and reached Paddington at 9.30am. The return working left Paddington at 4.50pm and arrived back at Wolverhampton Low Level at 7.15pm.

On 30 July 1962 passenger services between Wolverhampton Low Level and Stourbridge Junction via Dudley were withdrawn.

Although Wolverhampton Low Level was transferred to British Railways [London Midland Region] on 1 January 1963 little changed at first. At that time the former LNWR main line to London (part of the West Coast Main Line) was being electrified and because of the disruption BR[LMR] diverted many trains to run via the former GWR route.

Even by 1965 there were still thirteen express services each way. The Birkenhead Woodside sleeping train still ran departing from Wolverhampton Low Level at 4.30am. There were five trains to Birkenhead Woodside Monday-to-Friday and six on Saturdays. Wolverhampton Low Level had ten Paddington services at this time including a sleeping train which departed at 12.10am.

By the end of 1966 the electrification of the line between Wolverhampton High Level and London was complete and BR[LMR] considered that the route through the low level station was no longer required. The big changes came on 5 March 1967 when the last Birkenhead Woodside express services ran (the 'Birmingham Pullman' ran for the last time on Friday 4 March 1967). From 7 March 1967 most services from the north were diverted to run via Wolverhampton High Level.

The March 1967 – May 1968 timetable showed only four northbound departures and five arrivals from that direction Monday-to-Friday, confined to morning and evening rush-hours, with an additional early afternoon train in each direction on Saturdays. There was no Sunday service.

In 1969 passenger trains to and from the north of Wolverhampton Low Level ceased. The line closed between the station and Cannock Road Junction on 18 January 1970.

Only the service to Birmingham Snow Hill remained. There were six trains in each direction Monday-to-Friday and seven on Saturdays. No trains ran on Sundays. The service was usually operated by a single car DMU.

The newly-formed West Midlands Public Transport Authority (WMPTA) recognised the importance of the route between Wolverhampton Low Level and Birmingham Snow Hill although, as it did not become responsible for local rail services until 1972, it could not react to the next move that BR made. Closure notices were posted by BR on 31 March 1971 with the final date for objections to be received as 19 May 1971. The TUCC received 199 objections in total, and on 25 May they, along with representatives from BR and WMPTE (the Executive body of the WMPTA), inspected the route and all the stations travelling from Snow Hill by train to Wolverhampton Low Level; ironically they returned by bus! A Public Hearing was held at the Rainbow Suite in Birmingham on 14 July 1971 for objections to be voiced and for the fate of the line to be decided. One objection from D J Yew Tree of West Bromwich stated, ‘I use the train from West Bromwich to Snow Hill to get to work…… I shall suffer hardship because it will mean me having to get three buses, thus more than doubling my journey time each day’. Despite the best efforts of the TUCC and the folk who objected to the closure it was granted, by the Minister, on 24 January 1972 with BR (LMR) swiftly announcing that the final trains would run on Saturday 4 March 1972.

On the last day three car DMUs were run on the line as many people turned out to make a last journey on the line. The last train left Wolverhampton Low Level at 17.47 and with its departure the station saw its last passengers.