Engineering works are down to NR not FGW

Here are a couple of quotes from the Network Rail Business Plan 2006 :

"The creation of the Greater Western franchise in April 2006 will see the introduction of a simplified train service structure for the route, particularly west of Taunton, from December 2006. This will eradicate some of the current service duplication and better meet existing demand."

"Expenditure

The age of rail and sleepers on the route is amongst the highest on the national network and varies between 30 and 40 years old and to address this we are implementing a track renewals strategy which matches the traffic usage of the route. This will include the deployment of Network Rail’s new High Output equipment on the most intensely used part of the route, between Reading and Exeter, to deliver a higher track quality with absolute minimum rail failures; more conventional targeted renewals will be carried out on the less intensely used sections beyond Exeter, with patch repairs and renewals to maintain stable infrastructure on the more rural branch lines."

It will not have escaped your attention that ALL of the Devon & Cornwall Branch Lines feature on the "least-used lines in Britain" list.

Here is an example from the 1980's (BR days) of where such a track renewals strategy can lead (links below.)
http://home.clara.net/wealdenline/etw_annex/etwgal/0etw_t.html
http://home.clara.net/wealdenline/rcntpicgal/1106.html

Here is a quote from the above link :

"With the closure of Tunbridge Wells West station in July 1985, it was with almost indecent haste that steps were taken to realise the lucrative redevelopment potential of the site by constructing a large shopping centre."

"It is interesting to reflect that in this way, a transport site which had the potential to contribute to a reduction in local road traffic has now become a very significant local generator of such traffic."

A subject that I notice one of Steve's links touches on is the overwhelming political desire of the DfT not to be seen as "modern - day Beechings."

The new procedure allows Network Rail , Train Operating Companies , or a rail funding authority (DfT , Scottish Parliament , Welsh Assembly , PTAs or the Mayor of London) to propose a closure. The decision to allow the proposal will be made by the Office of Rail Regulation & not the Secretary Of State.

Against a backdrop of previously subsidised franchises now being let on the basis of unsustainable premium payments , the TOC's are likely to come under pressure from both shareholders within & others outside their organisations to swing the axe themselves. They may be willing to do this on "unsensitive" lines , stations & services (Arriva , for example , are already talking of making "cost savings" in South Wales , click on http://www.savethetrain.org.uk/forum/index.php?topic=859.msg2559#msg2559) , but could well baulk when it comes to (say) the Cornish Branch Lines or Heart Of Wales.

Given little choice financially , Network Rail will be right behind them , ready to push the doomed subject over the edge. Either way , the DfT will be able to say "not us , blame them."