Chipjockey -
I assume that is a wind up, but anyway I couldn't disagree more.
There is absolutely nothing wrong with using an IMC rating for A to B IFR flying in UK airspace, provided that you are happy to stay out of the airways/TMAs and other places that are non-IMC rating friendly.
However, it must be said that the basic 15 hour course practising on your local NDB/ILS doesn't really offer sufficient training. If anyone intends to use the rating to go from place to place I would suggest they :
1) Find an experienced instructor - not one with a shiny new CPL/IR but someone with actual experience of single crew IFR operations.
2) Having done so and reached a stage where you can pass the IMC test then do plenty of IFR cross country flying with said instructor (preferably in actual IMC and with visibility conditions approaching minimas for take-off and landing).
3) Make sure you have a good understanding of met, especially icing.
4) Don't start getting to adventurous before you are perfectly happy with what you are doing.
5) Remember that there will always be days when even the "pro" pilots mentioned by Chipjockey will not be going anywhere unless they and their aircraft are Cat 3 qualified.
6) If in doubt - don't go. Remember that once you get up there mother nature isn't going to be kind to you because you hold an IMC rating not an IR.
If you do all these things there is absolutely no reason why a PPL holder with an IMC rating cannot operate safely in aircraft like Arrows or 182s under IFR - or even light twins if you get plenty of practise at asymetric operations on instruments.
I know plenty of PPL holders who do this and operate safely - it is possible to apply a "professional" attitude to your flying without getting paid for it.