This graphic came up on a Facebook feed:



One of the problems that heritage and small independent operators have is that almost all of their operational stock is unique, making spares, expertise and service robustness a very serious concern. With a fleet of 3 units, could this make a difference somewhere?  Perhaps to connect into Network Rail / GBR lines for an off-tourist-peak service?

In the South West ... totally detached running ... Bodmin General, Kingswear, Buckfastleigh, Parked.    And with through running into a GBR station ... Minehead, Swanage.  Contentious extension - would an open access operator locally find them a useful fleet and/or would an otherwise track-isolated branch run well with them?

 
Go-Op might afford them....

 

 

They'll be just the job when they finally start their slimmed-down first route, Bedminster to Parson Street.

 
Minehead to Taunton, and perhaps beyond would be my favoured use.
Not my first choice of rolling stock, but any train is better than no train.
In the summer season, a full length set of loco hauled coaches, preferably with a steamer would be preferable, but almost certainly too expensive in the off season.

 

If that could be a low hanging fruit to run from this December, I would love to see it.

 
If they were allowed,  and were funded, these would make a possible fleet to run a shuttle service on the C&W between Cholsey and Wallingford to connect to Didcot to Paddington services to provide a realistic commuter route by rail into London and Reading.

 
With some experience of riding in 4-wheeled vehicles on the Minehead branch, and with some experience of riding in Pacers, I have to say that I would not enjoy a 25 mile, 75 minute boneshaker ride between Taunton and Minehead.  And I'm someone who would love to see a regular Taunton/Minehead service.  I don't think it's being unduly pessimistic to say Pacers wouldn't be the answer

 
Could be done, but as you'd still have to change at Cholsey rather than settle down for the full journey, would it be any better than a frequent shuttle bus that picked up at various points in and around Wallingford rather than having to walk to a fixed station on the edge of town?  I do struggle with seeing the advantage of short branch lines as public transport rather than a heritage/leisure experience, except where high passenger numbers or road congestion are a factor.

 
Fair comment about changing, but that applies to a bus, too. The problem with a bus around Wallingford is that it's quite a challenge to devise a route that does not result in quite a long journey for those on the "later" part of the route that will not actually deliver them that far away as the crow flies from the current terminus, as Wallingford has a series of satellite suburbs around the centre with little connectivity between them. It would be easier to encourage walking and fill in the gaps in the pedestrian routes across the town.

 

Not my first choice ! I would prefer something better such as an HST, but remain of the view that any train is better than no train.
A four wheeled vehicle would be acceptable at low speeds, and no worse than a bus.

 

Agree with you both - and note that my suggestion was to get something running quickly (stated) and without too many hundles and relatively cheap (not explicitly stated).  Light rail requirements would mean a slowish initial service - without trains bucketing about or anything like a high speed.

Enough of a service - so all day, every day, into Taunton - for it to tip the balance of being useful and a success rather than a service so thin it's of no use, and with enough capacity for people to use it; I suspect a 153 on its own would not have the capacity.   No great analsyis done, but a service every hour and a half (but that's not clock face) or every 2 hours, 2 train service crossing at Williton?   Immediate issues would be drivers and equipment on the 143s to be allowed onto the main line - even though the 143s were on the main line what (to me) feels quite recent.  Bay platform at Taunton being the opposite side of the main line is  - err - a nuisance, but it has few if anybody service trains than need it.

 
Blue Anchor Bay level crossing would also require full time skilled manning.

 

Convention thought would suggest that.  I find myself wondering about ... well, it's hypothetical, and I would want to check my sanity with technical experts

 
In the longer term, I would like to see the speed limit increased to 40 mph  or thereabouts, and more suitable rolling stock such as a preserved HST, or a new battery train being used.
In the near term, it is in my view more important to provide a year round service, utilising whatever stock is cheap and quickly available, and preferably already approved.
The limited capacity of the nasty little pacers should be fine in the off season. During busy times use loco hauled coaches with either a steam locomotive, or a heritage diesel.
Three pacers, two in use, and a maintenance spare should suffice for a regular service.