Executive summary

In line with Scottish Transport Appraisal Guidance, this evaluation provides an early assessment of the scheme’s performance, focusing on progress towards achieving its Transport Planning Objectives (TPOs).

The evaluation draws on a comprehensive evidence base, including resident, business and visitor surveys, rail usage and accessibility data, and counterfactual analysis, whereby a town with similar characteristics to East Linton, but without a new railway station, was selected to assess the true impact of the scheme by comparing wider market conditions.

East Linton Railway Station was delivered to address historic gaps in rail provision in eastern East Lothian, reconnecting the settlement to the East Coast Main Line and providing direct links to Edinburgh, Dunbar, Berwick‑upon‑Tweed and Newcastle. The scheme aims to improve access to employment, education and services, while encouraging a shift towards more sustainable travel.

Objectives

The scheme objectives were as follows. These are the two objectives pertinent to East Linton Railway Station and the impact within East Lothian:

TPO 1

Improve access to reliable and consistent public transport services to Edinburgh from the East Linton area to support sustainable economic growth.

TPO 2

Increase the sustainable mode share for residents and businesses from East Lothian to Edinburgh and other key destinations.

Headline Statistics

Residential survey

Travel choices

• 77% of residents report using the station (36% regularly, 41% occasionally).
• 32% of commuters travel by rail, with car remaining dominant overall at 54%.
• Rail is the primary mode for trips to Edinburgh (53%) and Newcastle, while car dominates local journeys.
• 40% of residents report travelling more since the station opened.

Impacts of Reston station

• 89% of respondents believe the station has had a positive impact on the local area.
• 79% report that the station provides new journey opportunities.

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Mode of access to rail

• 81% of East Linton rail users walk/wheel to access the station, with 16% travelling by car.
• This reflects the compact nature of East Linton and the proximity of the station to residential areas.

Satisfaction

High satisfaction with station infrastructure:

• 94% say the station is easy to access
• 96% feel safe during the day; 85% at night
• 93% satisfied with overall station facilities

Lower satisfaction with service provision:

• 56% dissatisfied with service frequency
• 55% dissatisfied with first/last train times

Reasons for Non‑Use

• 53% cite car convenience as a key barrier.
• 50% cite free bus travel (NEC).
• 34% cite cost of rail travel.
• 23% cite infrequent services, alongside timetable limitations.

Visitor survey

• 81% of visitors are more likely to visit due to rail access, with 65% increasing visit frequency.
• 70% report increased rail use, and 77% report replacing car journeys with rail.
• Visitors are predominantly undertaking day trips and short‑stay visits, supporting the local visitor economy.

Business survey:

• 59% of businesses view rail connectivity as a competitive advantage.
• However, 0% of employees currently commute by rail, with car (63%) and walking (30%) dominant.
• Limited evidence of direct economic or operational change, with most impacts perceived rather than realised at this stage.

Secondary data

Rail patronage & performance

• Observed demand below forecast of 130,000-141,143 entries and exits per year.
• 78% of demand is for Edinburgh, confirming its dominance as a destination.
• Punctuality has been broadly high and improving over time.

Journey times

• Edinburgh journey time: ~20–25 minutes by rail, significantly faster than bus (>1 hour).

Accessibility

• 1,050 households now within walking distance of the station. Previously no houses were within walking distance to a station.
• 924 households within 30 minutes of Edinburgh by public transport, an increase of over 300 households.

Socio‑economic indicators

• Economic indicators (e.g. GVA growth) have improved, but trends are broadly consistent with comparator areas.
• No clear causal attribution to the station at this stage.

Demand and value for money

• Demand below forecast levels.
• Capital cost higher than forecast (£16.7m vs £15.0m).
• Value for Money remains poor at this stage, driven by lower demand and cost increases.

There is strong evidence of mode shift to rail for longer‑distance journeys, particularly to Edinburgh, alongside increased travel activity and clear abstraction from nearby stations such as Drem and Dunbar.

However, these benefits have not yet translated into wide‑scale behavioural or economic change. Car use remains dominant for local journeys, rail demand is below forecast, and business impacts remain limited. Rail use is often infrequent and leisure‑oriented, rather than forming part of daily travel patterns.

The evaluation identifies key constraints including:

• Limited service frequency and timetable gaps
• High perceived cost of rail travel
• Weak integration with other transport modes

Overall, East Linton Railway Station can be characterised as a scheme that has successfully improved accessibility and established a strong foundation for change, but has not yet fully realised its potential. Realisation of long‑term benefits, including sustainable mode shift and economic growth, will depend on:

• Enhanced service provision and timetable improvements
• Better integration with local transport networks
• Continued growth in demand over time