The fusions of companies
Early it was clear that some kind of a fusion between railroad companies was necessary. Every branch line wes it's own company. By doing this the traffic operation could be rationalized.

in the year of 1902 a delegation was set up to investigate the issue. After negotiations for an agreement the railway company Skara - Kinnekulle - Wänerns Järnväg (SKWJ) was bought by VGJ during 1903 for the amunt of 458 836:90 SEK.

It was not the purpose to let SKWJ be the extension of VGJ. The railroad was to weakly built for this. The reason to buy the company was , hopefully, to increase the traffic on the VGJ. It was planned for the extension of VGJ to Mariestad on the shortes way through Timmersdala and further on to Gullspång.

This plans took the board of the railway company Mariestad - Kinnekulle Järnväg (MKJ) as an alarming sign and 1905 MKJ offered VGJ to buy MKJ. On the 22^ndof August 1908 VGJ bought MKJ av VGJ for 445 136:85 SEK.

There were no extension to Gullspång because the plans of Nora Bergslags Järnväg (NBJ) to build a standard gauge railroad between Otterbäcken and Töreboda, parallel to the suggested extension for a long distance. VGJ preffered instead to connect to the main line between Stockholm and Göteborg at Gårdsjö. After an extensive improvement of the recently bought railroads (MKJ och SKVJ) the main line of the VGJ stood finished in 1910 from Göteborg through Skara and Mariestad to Gårdsjö, a distance of 222 km.

Before the VGJ main line was finished, discussions was lead in 1903 with among others Håkantorp - Lidköpings Järnväg (HLJ), Kinnekulle - Lidköpings Järnväg (KiLJ) and with the interim boards of the planned, but not yet built, railroad Skara - Timmersdala Järnväg (STJ). This didn't lead to anything, and HLJ och KiLJ was later on merged into Lidköpings Järnvägar (LJ) with the town of Lidköping as a large stock holder.

The fusion goes on
Since VGJ bought SKWJ in 1904 and 5 years later MKJ the company tried to buy also the railroad companyLidköping - Skara - Stenstorps Järnväg (LSSJ). But VGJ met with stiff opposition and a rather compact opinion. The debates was going on for several years until 1915 when the town of Skara finally sold their share of the stocks in LSSJ to VGJ. Soon VGJ was the only stock holder in LSSJ and from 1916 also LSSJ was a part of VGJ.

Later on also Mariestad - Moholms Järnväg (MMJ) was bought for the amount of 234 995:80 SEK and was incorporated into VGJ from 1^st of February 1925.

Skara - Timmersdala Järnväg (STJ)
When VGJ bought LSSJ also the railroad Skara - Timmersdala Järnväg (STJ) followed. STJ was opened in 1909 but had no own engines or coaches. From the beginning they had an agreement with LSSJ for the operations. But in the year of 1920 the company STJ went bankrupt.
The railroad was nationalized and was operated by the Swedish State Railway (SJ). But the railroad was isolated from all other lines so SJ sold the railroad to VGJ for 125 000 kr. From the 1^st of July 1925 STJ was a part of VGJ.
STJ was never a profitable piece of business. In the year of 1932 the traffic was only sporadic, mainly with calcium oxide from the station of Dämman. The passenger traffic was operated by bus and from the 15^th of September 1940 the part Dämman - Timmersdala (4 km) was closed.

Trollhättan - Nossebro Järnväg (TNJ)
Also Trollhättan begun to show a interest for a connection to the railroad in Västergötland. The captain John Nyström (Traffic Inspector at VGJ) was commissioned to lead the work to investigate the railroad building between Trollhättan and Nossebro. He suggested in 1906 a railroad built by and owned by TNJ but operated by VGJ. In the recommendation by Mr Nyström there were two suggestions of a narrow gauge railroad, one with traditional steam operation and one with operation carried out by electrical locomotives. Trollhättan had a large power station for electricity located at the water falls.
At this time there were almost no railroad operated by electrical locomotives i Sweden. The cost for traditional steam operation was calculated to 880 000 SEK and the cost increase due to electricity was calculated to 220 000 SEK. The railroad was, however, built for traditional stean oparations.

TNJ was opened for public use in 1916 but was never a profitable piece of business. In the year of 1923 the company TNJ went bankrupt. In the same way as for STJ the railroad was nationalized was operated by VGJ on a contract from the Swedish State Railway (SJ). The railroad was sold to VGJ, together with STJ, in 1925 for 225 000 SEK. From the 1^st of July 1925 TNJ was a part of VGJ.

To the top
Finally, in 1935 VGJ bought Skövde - Axvalls Järnväg (SAJ) of LSSJ (owned by VGJ).
SAJ was built in 1904 for the purpose to connect Skövde to the station of Axvall on the railroad LSSJ. The town of Skövde was worried to maybe loose the traffic from Västergötland to the main line from Stockholm to Göteborg. This, together with military interests, Skövde had many regiments and in Axvalla the military held their exercises, made the railroad possible. But also SAJ was never a profitable piece of business.

At the end of 1947 the railroad of VGJ comprised no less than 401 km railroad, 40 steam engines, 1 motor engine, 2 tractors, 4 diesel motor units (d.m.u), 6 railbuses, 16 coaches to d.m.u or railbuses, 90 passenger coaches, 15 combined passenger and freight coaches and 1071 freight coaches.
The bus routes comprised the distance of 450 km and was operated by 27 buses and 17 lorries.

VGJ was at this time maybe the largest narrow gauge railroad in Sweden.