The key part of my post was it referred to routes/services that were historically operated by Intercity i.e longer distance, higher speed, limited stop services. If some of these services arent commercially viable, should they run at all? If they didn't run, could the capacity released be better used for a service that is commercially viable or of more use in some other way.
If anything what I am suggesting is that there should be two entirely different models for passenger services. One for long distance/higher speed services and another for local/regional services.
The latter should be subject to some form of contracting in my opinion. The powers to specify the services and the funding to procure them should be entirely handed over to existing Integrated Transport Authorities, where they exist and/or new ones created specifically for the purpose answerable to the local authorities they cover. The ITAs could buy services from a state owned operator, set up their own operator or sign an operating contract with a private operator. Whichever would be a local decision.
This isnt all that revolutionary or radical. As with the commercial model for longer distance services, this is happening across Europe at this very moment and has been for decades in some cases - Germany since the mid-1990's. It would effectively roll out what already happens in parts of the UK to all of England.
The problem you have is that there would be more than one ITA along the WCML. I working on the basis that the ITA would not be any different than say what was West Midlands Passenger Transport Executive, who basically in the 1980's and 1990's prior to privatisation. Pretty much all of the old WMPTE services are run by West Midlands Trains, who is the owner of LNR.
Also, many of the 'Suburban services' where originally run by Network South East, again prior to privatisation.
Now, after privatisation some services from the Midlands that terminated at Birmingham International go extended to Northampton, where passengers had to change to then be travelling on to London which if you split the services out to ITA's is what travelling on the faster 'Suburban services' would end up being. Now, that would be fine for able bodied people, but what about people that are disabled especially those that are having to use wheelchairs to get around?
In short, probably not.
The example of GWR has been used - and GWR does work well - but there is a key difference - who are you also going to merge with the other end of Avanti to create that single operator? Northern? TPE? TfW? ScotRail? WMR? Basically, the only way you're going to do it is recreating British Rail.
Thus it isn't likely going to happen to create what GWR, EMR or Greater Anglia do for the WCML or indeed ECML - it's just too complex.
One could argue that the LNR Crewe service should be Avanti operated instead, I suppose, though the differential fares do provide market differentiation more than competition, appealing to different people. There is after all an LNER service comparable to them - the York semifast. However, the rest of LNR fits closely with WMR - I am genuinely unsure anything would be gained by having Avanti operate Tring stoppers, for instance.
I have to agree with Bletchleyite comment 100%. Whilst GWR works well, you have to look at who would you merge with Avanti at the North end of the WCML. Scotrail, I think is unlikely as it serves the trains for Scotland with a toes dipped to provide services to England. I also think that TFW would not be an operator to merge with on a similar basis to Scotrail, accept that TFW provide the trains for Wales with dips into England to provide those services.
That leaves TPE and Northern. I think that LNR/West Midland Trains should merge with Northern and TPE should be merged with Avanti. The trouble with that is, if the paths are available do you for example extend the Avanti services that terminate at Birmingham New Street to go further north to Crewe and replace the LNR services or have the LNR London Euston - Crewe service, run to Liverpool to replace the LNR Birmingham to Liverpool service, as well as the Northern trains Crewe to Liverpool service. The problem with doing either though is that many places that have a 1 train an hour Monday - Saturday, will probably go to 1 train every two hours, so you end up giving a worse service to many towns and cities.
