This is the Twitter page you're talking about:
https://twitter.com/DCensam_
Funnily enough I only came across that page for the first time earlier this week: As noted above, it does seem to rely on the peculiar conceit that the BR network remain preserved in aspic as a pastiche of it's early nineties self, like a sort of national heritage line.
From my own perspective:
Intercity 250 had been kicked into the long grass by June 1992 through lack of funding at a time of recession, but by the end of 1993 plans for what we now know as the West Coast Route Modernisation had begun to gestate (Projected to cost £3 Billion at the time), so it's plausible that IC250 could have been resurrected for that as a more cost effective means to modernise the WCML in a phased manner. Intercity were increasingly vocal that the class 86s in particular required replacement, and the proposed IC225 order for the WCML had already been pipped to the post for funding by NSE with what became the 365s, so it seems rational that WCRM would have been the next big project, in some form, whether privatisation had occurred or not.
A major refurbishment of the Intercity HST fleet was planned to take place between 1995 - 2000. If the features demonstrated by the two market test vehicles that were converted had been incorporated into a fleet wide programme, then this would have seen the guard's accommodation moved from the TGS to a mid-train location (using converted TGS vehicles), and the introduction of electronic reservation displays and at-seat radio jacks earlier than we saw them appear on the Voyagers.
A refresh of the Intercity identity would probably have accompanied the HST refurbishment and new train introduction on the West Coast.
Assuming a 15-ish year lifespan following refurbishment, the HSTs would have become due for replacement around 2012. I strongly suspect that their replacement would have been developed along very similar lines to the Intercity Express Project: A bi-mode train with longer, 25 metre carriages and underfloor engines in 5 - 9 car formations, just perhaps a couple of years earlier than we've actually seen. The Intercity brand would be comprehensively overhauled to accompany this.
BR typically focused on one major infrastructure project at a time: So I would expect that, following the West Coast Route Modernisation, that Great Western electrification would have been next on the agenda, tied in with HST replacement. I wouldn't have thought the timescales for this would have been hugely different to what we have seen, but I would expect it to have been more comprehensive, with Oxford, Bath and Bristol wired up as part of the primary scheme (and the planned Oxford remodelling carried out at the same time).
Akin to the WCML class 86s, the Crosscountry class 47 and mark 2 rakes would have required replacement sooner rather than later: There was a proposal at one time for 1+5 push-pull HST sets on Crosscountry services, so that might have gone ahead, as it would reduce fuel and maintenance costs. But I think it more likely that, alongside the existing HST sets, there would be push-pull mark 3 rakes cascaded from the WCML post-upgrade, with new build class 48 locomotives (built instead of the class 67 fleet, though perhaps similar in design depending on who won the construction tender), as Intercity would want to get their money's worth out of their fairly new DVTs: Not dissimilar to how some have found alternative employ on diesel-powered, mid-length Chiltern and Welsh Marches services in the present day.
BR had commenced a refurbishment of the Regional Railways class 156 fleet: This would probably have been continued to completion, with all units fitted with Chapman seating.
I would expect Strathclyde PTE to receive their 21 x 2-car class 157 units in 1997 as was intended, replacing the remaining 'heritage' DMUs in Scotland. Ultimately, in reality a fleet of 24 x 3-car class 170s was instead ordered by the privatised Scotrail a few years later than this. Without the uncertainty of looming privatisation, West Yorkshire may have received their proposed 14 class 323 units for Airedale and Wharfedale electrification.
As noted above, I absolutely would have expected third rail electrification to be extended to include the Oxted and Marshlink lines. And as also noted above, I would expect that slam door units would have been phased out earlier than proved to be the case, through a rolling programme of Networker construction, drip-fed through funding approval on a case by case basis. I would expect that ABB York would have remained open, at least for a while, without the three year new train order drought that privatisation caused. Adtranz may have consolidated on their Derby site ultimately.
Would the Class 471 long-distance Networkers have been built? I suspect that they would have ended up vying for funding alongside the IC250 order for the West Coast, with the 32-train IC250 order being prioritised instead.
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