It is almost an impossible dream, but it would be nice to think that a national version of the LTPB 1933 (which was itself supported by the Conservatives) coordinating road and rail, could have given Britain a world-beating coordinated public transport system in the 1930s in the same way as Frank Pick and his team actually delivered for London.
Hindsight's a wonderful thing - but I think the formation of the LTPB in some respects was a complete disaster - the most notable one being the size of the area it was given.
It stretched *far* outside the London of the 1930s and even the London of today - it was given a radius of 30 miles from Central London which meant places like Buntingford, Tring and Crawley were in its scope and other, even legacy, operators were quite limited in what they could do along that boundary. It saddled the Home Counties with a high cost bus operation which by the late 60s was unprofitable and unviable which then became the NBC's problem throughout the 1970s.
Had it been given a much reduced boundary - say, 15 miles, or roughly the outline of the M25 today, then I might be tempted to agree about its benefits - but not in the form it gained in 1931. To put it in context, if WMPTE had been given a similar area on formation its reach would have extended to places like Ashby de la Zouch, Southam, Bidford on Avon, Stafford and Worcester.
One possibility that occurs to me is that there probably would have been an earlier
equivalent of the BR Standard steam locomotives, developed and used across the network.
Also if both east and west coast routes to Scotland were run by the same company would there have been the pressure to have record breaking speeds and competition as actually happened?
So maybe no Mallard speed record, although I'd hope the A4 might have been built anyway.
Unless of course it ended up with national prestige, trying to beat other countries.
If there was extra government money a wide electrification scheme might well have created jobs in the 1930s. Which would give us a 1500V DC system I guess?
I think you have a point - but it would have depended on who was recruited into which roles. Don't forget the NER and then LNER were looking in the 1930s at a fairly extensive electrification programme, Woodhead was started by the LNER, they put proposals forward for the GN suburban as far as Hitchin (IIRC proposing 1500v DC for outer suburban and 750v DC for inner) and Gresley was very keen on electrification.
But BR under different leadership dropped that entirely and the ECML wasn't then electrified until the 1980s, some 3 decades later.
WW2 definitely played a part in slowing these things down, but I'd contend BR was far too timid post war and that was down to it's (largely ex LMS) leadership. The LMS were, of course, pushing for diesel over electric for long distances and relatively low powered diesel at that - the LMS twins were only 1600hp and even in steam days the Midland had tended towards the use of smaller, less powerful locos.
So whilst standardisation would doubtless have arrived much sooner, the question of electrification is less clear in my view.