The ORR's reasons came as something of a surprise to GNWR
particularly as GNWR
was told last July that forecasts of generation from the first part of the five stage test were relatively high compared with previous open access applications that have been approved by the ORR.
These new GNWR services would have been a step in the right direction, but the rail regulator has ruled that despite there being 'significant passenger benefits' as a result of these new services, the financial case was 'marginal' despite no subsidy being involved.
Mr Whitelegg said it was possible that GNWR will continue to campaign for a better deal when the new West Coast franchise is agreed from 2017.
Sister company GNWR
would run trains between Euston, Huddersfield and Leeds, services to Halifax and Bradford and a train to Carlisle via Barrow and the Cumbrian coast.
The key features of the GNWR proposal are: Six return trains a day |between London, Manchester Victoria, Huddersfield and continuing to Leeds - starting in 2018.
GNWR managing director Ian Yeowart said: "It has taken a significant amount of work since our initial application in 2011 to get to this point where Network Rail has agreed to the sale of access rights.
GNWR plans high-speed trains from |Huddersfield to London from 2018 TONY MILES
Alliance's submission to the ORR calls for GNWR
to operate more than 60 trains a day using new rolling stock.
Its final submission for the GNWR
includes operating more than 60 trains a day using new rolling stock.
The company headed by Mr Yeowart, a Wetherby-based rail industry veteran, wants to run the trains under the GNER and GNWR banners.
Sister company GNWR would run trains between Euston, Huddersfield and Leeds as well as services to Halifax and Bradford and a train to Carlisle via Barrow and the Cumbrian coast.