Primary data

Residents Survey

Introduction

A residents survey was undertaken to understand travel behaviours and attitudes following the opening of East Linton Rail Station in December 2023. A mixed method approach was taken to the survey including a postal survey invitation (with online response option) and face-to-face interviews, within the settlement of East Linton.

While both Reston and East Linton stations were considered within the same FBC, no baseline survey was undertaken for East Linton prior to the station becoming operational. To address this gap, the Stage 1 survey was designed to capture current travel behaviour, attitudes, and perceptions in the context of the newly opened station as well as any changes as a result of scheme delivery, thereby providing an evidence base for understanding how the station is being used and experienced at this stage.

The design of the survey was informed by the following objectives:

Findings from the survey should be interpreted as providing an indication of current conditions and emerging behaviours at this stage of scheme delivery.

Methodology

A defined study area was selected for the survey, as illustrated in Figure 3. The focus of the study was the settlement of East Linton, specifically covering postcode sectors EH40 3A, 3B, 3D, and 3E. Within these sectors, a total of 1,169 residential addresses were identified using the Royal Mail Postal Address File (PAF).

Survey Material

The questionnaire was developed collaboratively by Jacobs, IBP Strategy and Research and Transport Scotland to ensure the questions were aligned, as far as practicable, with the overall evaluation requirements. IBP Strategy and Research are a UK based research consultancy who undertake quantitative and qualitative data collection, for this study IBP Strategy and Research undertook the data collection associated with the residents, business, visitor and counterfactual surveys. Additional questions were incorporated to capture information on usage and perceptions of the new station at this post-scheme delivery stage.

The Stage 1 survey was structured around key themes designed to draw out key information that would support the evaluation objectives. Socio-demographic data was also collected to provide a clearer understanding of respondent characteristics across key groups, supporting more detailed analysis of the findings. The themes within the survey include:

• Your travel – questions designed to explore the modes of transport being used, journey purposes, frequency of travel and key destinations that are visited.
• Use of the Rail Network – questions designed to identify residents’ use of the rail network at this stage in terms of stations used, modes used for access, frequency of travel and satisfaction with the East Coast Main Line.
• East Linton Rail Station – questions designed to explore usage of East Linton rail Station, rating of aspects of the station, specific changes in travel behaviour since the opening of the station, and the changes in travel behaviour brought about by the opening of the station.
• About You – questions designed to identify the demographic profile of survey respondents, including gender, age, income, health and ethnicity.

A copy of the survey questionnaire is included within Appendix A.

Survey Delivery

A hybrid approach was adopted to maximise responses within the defined study area. Initially, a postal survey invitation was sent to all 1,169 addresses identified through the PAF. Recipients could respond either by returning a hard copy questionnaire in a Business Reply Envelope addressed to IBP Strategy and Research or by completing an online version of the questionnaire.

In addition, a programme of face-to-face household interviews was carried out within the settlement. While it was originally anticipated that this method would account for a significant proportion of the overall sample, a higher-than-expected response rate from postal and online submissions reduced the need to place strong emphasis on in-person interviews.

Postal survey invitations were distributed during the week commencing 9th March 2026, with a stated closing date of 3rd April 2026. Responses received after this date were still included where this aligned with project timelines. The face-to-face interviews were conducted in the week commencing 23rd March 2026.

In total, 444 responses were obtained, comprising 311 postal returns, 48 online submissions, and 85 face-to-face interviews. This equates to approximately 38% of the addresses contacted.

Although the current population of East Linton is not precisely known, it has been estimated at 2,432 for the purposes of calculating the margin of error of the survey. This is based on the 1,169 residential households identified and the average Scottish household size of 2.08 reported by the National Records of Scotland. This population estimate is higher than the mid-2020 estimate published by the National Records of Scotland but is likely to reflect recent growth within the settlement.

A sample size of 444 from a population of 2,432 yields an indicative margin of error of ±4.21%, based on a 50% estimate and a 95% confidence level. This is within the original target margin of error of ±5% set for the residents’ survey.

Research Limitations

As with most community surveys of this nature, the findings should be interpreted with awareness that participation was voluntary and therefore reflects the views of those residents who chose to take part. While the achieved sample size is substantial relative to the estimated population of East Linton and multiple response methods were provided to maximise accessibility, some demographic groups may nevertheless be under or over-represented within the achieved sample.

In addition, responses regarding changes in travel behaviour and the impacts of the station rely upon respondents’ own perceptions and recollections and may be influenced by wider external factors, including changes in employment patterns, fuel costs, public transport provision and broader economic conditions. The survey does, however, provide a robust snapshot of resident views during the evaluation period rather than a definitive measure of all impacts associated with the station. 

Data & Analysis

Respondent Profile

The survey asked for all respondents to identify the following demographic information:

• Place of Residence
• Place of Employment
• Gender
• Age
• Ethnicity
• Employment Status
• Household Income
• Health Conditions
• Access to a vehicle
• National Entitlement Card ownership (provides free bus travel and local services to those that qualify)

This was incorporated to help identify any problems and opportunities for specific groups. This targeted analysis helps to ensure there is good representation within the sample and develops an understanding of how residents with different protected characteristics have been impacted by the scheme. The respondent profile is presented below for each of these characteristics. In total, 444 responses were achieved.

Place of Residence

Respondents were asked to provide the first part, and then the first digit in the second part of their home postcode. All respondents were located within the EH40 3 postcode, indicating that the vast majority of respondents are residents within East Linton.

Only a small number of responses were recorded as “prefer not to say,” suggesting very limited variation in the geographic spread of respondents. Overall, the distribution confirms a highly localised respondent base, strongly focused on East Linton with minimal representation from outside the immediate area.

Place of Work

Respondents were asked to identify their usual place of work. Some of the respondents (11 in total) outlined that they preferred not to identify their place of work; of those who did, Figure 4 indicates that a large proportion of respondents work in and around Edinburgh, confirming the city as the dominant employment destination (accounting for approximately two-thirds of responses). A notable minority (close to one-third) work locally within East Lothian, particularly in East Linton, Haddington, and Dunbar, while relatively few travel beyond this area. A small number of longer-distance commuting patterns are not shown on Figure 4, including journeys to locations such as Glasgow, London and other more distant destinations, highlighting an overall travel-to-work pattern that remains strongly regional and localised.

Close to one-third, work within East Lothian, particularly in East Linton, Haddington and Dunbar, indicating a meaningful level of local employment and some degree of self-containment. In contrast, only a limited number of respondents reported commuting beyond the immediate region.

Gender

As shown in Figure 5, the residents’ survey indicates that 53% of respondents identified as female and 41% as male, with no respondents selecting “other” and 6% preferring not to say, based on a total of 444 responses. This distribution highlights a higher representation of female respondents within the sample, while still maintaining a broadly balanced gender split overall. The proportion of respondents who chose not to disclose their gender remains relatively small, and there were no responses recorded under the “other” category.

Age Profile

Respondents were also asked to indicate their age using a set of predefined bands. The results show that all age groups are represented within the survey sample. However, there is a noticeable concentration of respondents in the older age categories, particularly those aged 45–54 (18%), 65–74 (23%) and 75 and over (16%). By comparison, younger age groups account for a smaller proportion of responses, with those aged 16–24 (2%) and 25–34 (5%) less represented. A further 7% of respondents chose not to disclose their age. Overall, the age profile illustrated in Figure 6 suggests a sample that is skewed towards older residents. Comparing this to the broader population of East Linton demonstrates a similar trend, with proportionally a greater ‘older’ population; however, it suggests that younger age groups may be underrepresented within the sample.

Ethnicity

The ethnic profile of respondents in East Linton, as presented in Table 4, indicates that the sample is predominantly from a White ethnic background (89%). The majority of respondents identified as White – Scottish, followed by White – Other British. Smaller proportions identified as White – Any other White ethnic group and White – Irish.

No respondents selected any of the remaining ethnic categories, including Asian, African, Caribbean or Black, Mixed or Multiple ethnic groups, or other backgrounds. A total of 9% of respondents preferred not to disclose their ethnicity.

Table 4. Resident Survey - Ethnicity

Ethnic Origin	2026 %
White - Scottish	63%
White - Other British	22%
White - Irish	1%
White - Gypsy / Traveller	0%
White - Polish	0%
White - Any other White ethnic group	3%
Mixed or Multiple Ethnic Group (please specify below)	0%
Asian - Pakistani, Pakistani Scottish or Pakistani British	0%
Asian - Indian, Indian Scottish or Indian British	0%
Asian - Bangladeshi, Bangladeshi Scottish or Bangladeshi British	0%
Asian - Chinese, Chinese Scottish or Chinese British	0%
Asian - Any other Asian ethnic group	0%
African - African, African Scottish or African British	0%
African - Any other African ethnic group	0%
Caribbean or Black - Caribbean, Caribbean Scottish or Caribbean British	0%
Caribbean or Black - Black, Black Scottish or Black British	0%
Caribbean or Black - Any other Caribbean or Black ethnic group	0%
Other - Arab, Arab Scottish or Arab British	0%
Other - Any other ethnic group	0%
Don't know	0%
Prefer not to say	9%
Base	444

Employment Status

Overall, the employment profile is characterised by a high proportion of retired respondents, closely reflecting the age profile, which indicates a relatively older sample with over half of respondents aged 60 and above.

Table 5 presents the employment status of respondents. The findings indicate that the largest proportion of respondents are retired (46%), followed by those in full-time employment (31%) and part-time employment (15%). All other categories account for relatively small shares of the sample, with 2% not in employment due to illness or disability, and 1% respectively reporting being unemployed, looking after the home or family, or in other forms of activity. A further 2% of respondents preferred not to disclose their employment status.

Overall, the employment profile is characterised by a high proportion of retired respondents, closely reflecting the age profile, which indicates a relatively older sample with over half of respondents aged 60 and above.

Table 5. Resident Survey - Employment Status

Employment Status	2026 %
Full-time employment	31%
Part-time employment	15%
Full or part time further education	0%
Full or part time higher education	1%
Not in employment due to illness or disability	2%
Not in employment / looking after home or family	1%
Unemployed	1%
Retired	46%
Other (please specify below)	1%
Prefer not to say	2%
Base	444

Household Income

Table 6 presents the annual household income before tax of respondents who provided this information. The results indicate that 7% of respondents fall within the lowest income bracket, reporting annual household incomes of under £20,000. A larger share of respondents (29%) is concentrated within the middle-income range, with household incomes between £20,000 and £60,000, suggesting that this represents the most common income grouping within the sample.

At the higher end of the scale, over a quarter of respondents (27%) reported annual household incomes exceeding £60,000, indicating a notable presence of higher-earning households within the study area.

As with similar surveys, household income can be a sensitive topic. This is reflected in the relatively high proportion of respondents (35%) who chose not to disclose their income, along with a further 2% who indicated that they did not know, which should be considered when interpreting the findings.

Table 6. Resident Survey - Household Income

2026 Income Band	2026 %
Under £20,000	7%
£20,000 to £39,999	16%
£40,000 to £59,999	13%
£60,000 to £79,999	9%
£80,000 to £99,999	6%
More than £100,000	12%
Don't know	2%
Prefer not to say	35%
Base	444

Health Conditions

Respondents were asked to identify whether they have a physical or mental health condition or illness that will last or is expected to last 12 months or more. As shown in Figure 8, 18% of respondents reported having such a condition, while the majority (70%) indicated that they do not. A further 12% of respondents preferred not to disclose this information.

Respondents who indicated that they have a long-term physical or mental health condition or illness were also asked whether this impacts their mobility. As shown in Figure 9, just over half of respondents (53%) reported that their condition affects their mobility.

Access to a Vehicle

Figure 10 indicates that most respondents report full access to a vehicle as a driver (74%). Smaller proportions have shared access as a driver (11%) or can only travel as a passenger in a vehicle driven by someone else (8%). A limited number of participants report having no access to a vehicle (6%), while 1% prefer not to say.

National Entitlement Card

The National Entitlement Card (NEC) in Scotland enables free access to bus travel and certain local services for eligible groups, including younger people, older people, and disabled people. Figure 11 shows that just under half of respondents (47%) report holding an NEC, while a slightly higher proportion (53%) indicate that they do not. This distribution suggests a broadly even split, with a marginally larger share of participants not currently benefiting from the scheme.

Again, this correlates with the greater proportion of respondents who are either retired or of retirement age. However more NEC owners would be expected based on the respondent demographics.

Transport Choices

Commuting Travel Patterns

Respondents who are in employment (full or part-time) were asked about their commuting arrangements. Figure 12 shows that 43% travel entirely to a fixed place of work or education, while an equal proportion (43%) report a hybrid pattern, splitting time between home and a workplace or place of study. A smaller share (14%) work from home exclusively.

Overall, this indicates that the majority of respondents still undertake at least some commuting, either fully or partially.

For respondents who travel to a fixed place of work or education, either fully or on a hybrid basis, Figure 13 illustrates how often these journeys are made. The data shows that just over a quarter commute five days per week (27%), with a similar proportion travelling three days (26%) or two days (21%) per week. Smaller shares report commuting four days (14%), six days (2%), or once a week or less (7% combined), while no respondents travel seven days a week.

Overall, the distribution indicates a fairly even spread between more frequent and less frequent commuting patterns.

Table 7 highlights the main modes of transport used by commuting respondents. Travel by car is the most common option overall, with 54% of journeys made either by driving (49%) or being dropped off (5%).

Rail also represents a significant share of commuting trips, accounting for nearly one-third (32%) of journeys, with a further 4% combining bus and rail travel. Other public transport use is relatively limited, with 2% travelling by bus only and small proportions using park and ride facilities (1% by bus and 2% by rail).

Active travel makes up a small proportion of commuting trips, with 4% walking or wheeling and 2% cycling. Overall, the data indicates a continued reliance on private vehicles, although rail plays a notable role in supporting a substantial share of commuting journeys.

This broadly reflects the spatial patterns illustrated in Figure 4, which shows a concentration of employment destinations within East Linton and nearby settlements, alongside a cluster of trips to larger centres such as Edinburgh. This distribution suggests a mix of shorter local journeys, well-suited to car travel, and longer-distance commuting corridors where rail provides a more viable alternative.

Table 7: Resident Survey - Method of Travel to Work

Mode of Transport	2026
Walk / Wheel	4%
Cycle	2%
Bus	2%
Rail	32%
Bus & Rail	4%
Park & Ride (Bus)	1%
Park & Ride (Rail)	2%
Car / Van (dropped off)	5%
Car / Van (drive myself)	49%
Other	1%
Base	114

Respondents who commute to a fixed place of work or education were asked how long their typical journey takes. Figure 14 shows that the most common journey duration is between 31 minutes and one hour, reported by 40% of respondents.

Shorter journey times are also well represented, with 21% travelling 16 to 30 minutes and 19% travelling 11 to 15 minutes. A smaller proportion (9%) report very short commutes of up to 10 minutes. At the upper end, 11% of respondents indicate that their journey takes more than one hour.

When considered alongside the mode of transport data (Table 7) and the work location map (Figure 4), these findings present a consistent picture of commuting behaviour. The mix of journey lengths reflects the spatial distribution of workplaces, with a combination of relatively local trips and longer-distance journeys to larger centres such as Edinburgh. This helps explain the continued dominance of car travel for shorter and more flexible trips, alongside a notable proportion of rail use, which is better suited to longer commuting journeys.

Personal or Leisure Travel Patterns

Table 8 presents the most visited destinations for personal and leisure-based travel from East Linton. The survey indicates that the majority of journeys are made to Edinburgh, Dunbar and Haddington, highlighting the importance of these locations as key destinations for services and leisure. North Berwick is also a popular destination, reflecting its role as a coastal leisure and tourism location.

A smaller, but still notable, proportion of respondents travel to Musselburgh and Berwick-upon-Tweed, while fewer journeys are made to Newcastle and Eyemouth, indicating that these destinations tend to serve more occasional or longer-distance leisure trips. A further 14% travel elsewhere, while only 6% reported no personal or leisure trips in the past 30 days.

Table 8: Resident Survey - Destinations for Personal or Leisure Trips

Location	2026
Berwick Upon Tweed	20%
Dunbar	75%
Edinburgh	80%
Eyemouth	9%
Haddington	73%
Musselburgh	26%
Newcastle	13%
North Berwick	63%
Other	14%
I've not travelled for personal or leisure purposes in the past 30 days	6%
Base	444

Respondents also identified the number of journeys they have undertaken to these destinations over the last 30 days. Table 9 presents the average number of journeys to each location for personal or leisure purposes. The findings indicate that the highest frequency of trips per month is to Haddington and Dunbar, closely followed by North Berwick and Edinburgh. This reinforces the importance of these locations as regularly accessed destinations for leisure, services and day-to-day activities.

More moderate levels of travel are recorded for Eyemouth, Musselburgh and Berwick-upon-Tweed, suggesting that while these destinations are still important, they are visited less frequently. Newcastle records the lowest average number of trips, reflecting its role as a more occasional, longer-distance destination.

Table 9: Resident Survey - Average number of journeys to key destinations for personal or leisure-based trips in 2026

Location	Avg. number of times	Base
Berwick Upon Tweed	4.0	87
Dunbar	7.4	327
Edinburgh	6.2	348
Eyemouth	4.5	34
Haddington	7.7	313
Musselburgh	4.2	108
Newcastle	3.3	54
North Berwick	6.8	270

In terms of mode choice, respondents were asked to identify their main method of travel for personal and leisure journeys by destination. The results shown in Table 10 indicate a mixed pattern of travel behaviour, with both private car use and rail playing important roles depending on the destination.

Car/Van (driver) is the dominant mode for the majority of destinations, including North Berwick, Haddington, Musselburgh, Eyemouth and Dunbar. In these cases, the second most common modes tend to be bus or Car/Van (non-driver), highlighting a continued reliance on road-based transport for shorter and more local journeys.

However, rail plays a much more significant role for longer-distance journeys. For trips to Edinburgh, rail is the most popular mode, followed by Car/Van (driver), demonstrating its importance as a key mode for accessing the regional centre. Similarly, for Newcastle, rail is the dominant mode, with car use considerably lower, indicating a strong preference for rail for longer-distance travel. For Berwick-upon-Tweed, while car remains the most common mode, rail is also widely used, further reinforcing its role in facilitating longer trips along the rail corridor. This highlights the importance of rail connectivity at East Linton in supporting longer-distance leisure and personal travel, while local travel patterns remain heavily car-dependent.

Table 10: Resident Survey Main - Method of Travel for Personal or Leisure Journeys

Location	Most Common Mode	Second Most Common Mode	Base
Berwick Upon Tweed	Car / Van (driver) (56%)	Rail (31%)	88
Dunbar	Car / Van (driver) (72%)	Bus (13%)	326
Edinburgh	Rail (53%)	Car / Van (driver) (17%)	343
Eyemouth	Car / Van (driver) (76%)	Car / Van (non-driver) (11%)	37
Haddington	Car / Van (driver) (77%)	Bus (15%)	313
Musselburgh	Car / Van (driver) (76%)	Bus (10%)	113
Newcastle	Rail (72%)	Car / Van (driver) (14%)	57
North Berwick	Car / Van (driver) (82%)	Bus (8%)	274

Respondents were also asked to consider their typical journey times to each of these destinations for personal and leisure trips. Table 11 indicates that the shortest average journey times are to nearby settlements, including Haddington and Dunbar, followed by North Berwick. This reinforces the role of these locations as highly accessible destinations for frequent leisure and day-to-day trips.

Average journey times to Musselburgh and Edinburgh are moderately longer but still demonstrate good levels of accessibility to larger urban centres. In contrast, significantly longer journey times are recorded for Berwick-upon-Tweed and Eyemouth, reflecting their more peripheral location relative to East Linton.

The longest journey times are associated with Newcastle, consistent with its distance and role as a less frequently visited, longer-distance destination.

The base values demonstrate the number of residents who undertake journeys to each of the destinations. Unbar, Edinburgh, Haddington and North Berwick are destinations that the majority of the sample visit.

Table 11: Resident Survey - Journey Times for Leisure Based Journeys

Location	Avg. minutes	Base
Berwick Upon Tweed	42.7	90
Dunbar	13.3	331
Edinburgh	35.6	351
Eyemouth	41.5	37
Haddington	13.1	321
Musselburgh	27.6	112
Newcastle	58.2	57
North Berwick	15.6	276

Use of the Rail Network

Rail Users & Non-Users

Figure 15 outlines the proportion of respondents who have travelled by rail over the last 12 months. The results indicate that a clear majority (84%) of the sample have used rail at least once during this period, providing a strong basis for understanding current travel behaviour. The proportion of non-users remains relatively small, although still important in identifying barriers to rail use.

Most Used Stations

Respondents who have used rail over the last 12 months were asked to identify where they typically catch the train. Figure 16 shows that East Linton Railway Station is used by the vast majority of respondents (90%), confirming its role as the primary access point to the rail network for local residents.

Smaller proportions of respondents reported using alternative stations, including Drem (4%), Dunbar (2%) and North Berwick (2%), with a further 2% using other stations. This indicates that the reintroduction of East Linton station has reduced reliance on surrounding stations, with most rail users now choosing their local facility. Analysis presented later within this evaluation demonstrates that a transfer from existing station has taken place with respondents outlining that the most commonly used stations prior to opening were Drem (44%) and Dunbar (36%).

Typical Mode of Access

Rail users were asked to identify their typical mode of access to their most frequently used station (Figure 17). The results show that walking/wheeling is the dominant mode (74%), reflecting the close proximity of East Linton station to the local population.

Car/van-based access is less common, with 15% driving and parking at the station, and only small proportions being dropped off (5%) or parking on-street (2%). Very few respondents access the station by bus (1%) or cycle (2%).

This highlights the strong role of walking/wheeling in accessing East Linton station, in contrast to a more limited reliance on car and public transport modes.

Reasons for not travelling by rail

Non-rail and infrequent users identified several key barriers to rail use, based on both the proportion and number of respondents. Figure 18 shows the most commonly cited reasons are the convenience of travelling by car/van (53%) and rail timetables not suiting needs (45%). Cost is also a significant factor, with 36% (47 respondents) identifying rail travel as too expensive. In addition, 41% highlighted the availability of free bus travel through the National Entitlement Card as a major influence.

Other factors include Sunday timetable limitations (28%) and perceptions that rail journeys take longer (13%). A smaller number of respondents identified issues relating to public transport connections to stations (8%) and from stations (11%).

Structural barriers appear less significant, with very few respondents citing lack of parking (1%) or accessibility challenges due to physical limitations / disability (8%) as reasons.

Respondents were also encouraged to identify any other reasons for not travelling by train beyond the identified list. A small sample (12 respondents) outlined additional reasons for not travelling by rail and these were largely linked to personal circumstances and limited need to travel. Issues were highlighted around service frequency and reliability, including infrequent services and cancellations, alongside practical barriers such as difficulties with ticketing, accessibility, and travelling with bikes. Personal factors, including work commitments and caring responsibilities, were also noted.

These results highlight that convenience, cost and timetable suitability are the primary factors influencing use of rail services, rather than physical access to the rail network.

East Coast Mainline

Use of ECML

Respondents were asked to identify whether they travel to destinations served by the EMCL and their propensity to use rail for these journeys. Figure 19 indicates that the majority of respondents use rail in 2026, with three quarters (75%) stating that they travel to destinations on the ECML and will continue to use the train.

A combined 22% of respondents travel to destinations served by the ECML but do not use rail, split between those who would like to use the train but are unable to and those who prefer not to use it, indicating both practical barriers and continued preference for alternative modes. A very small proportion (2%) reported that they do not travel to destinations served by the route.

Satisfaction with ECML

Overall, satisfaction with the East Coast Main Line in 2026 is generally positive across most criteria. Figure 20 shows that a majority of respondents report being satisfied or very satisfied with journey times (88%), punctuality (79%), reliability (72%), and on-board comfort (78%). Satisfaction is also high for seat availability (68%) and parking at local stations (88%), while satisfaction is lower for onward connections (59%).

Levels of satisfaction are also lower in relation to service provision, with 29% satisfied with the frequency of services, and 24% satisfied with the timing of first and last trains records. These results suggest that while core service quality performs well improvements to service frequency and scheduling may improve user experience.

Use of East Linton Railway Station

Station Utilisation

Respondents were asked whether they currently use East Linton Railway Station. The results showed in Figure 21 indicate good uptake of the station following its introduction, with 36% of respondents using it regularly and a further 41% using it occasionally.

In total, 77% of respondents currently use the station, suggesting that utilisation is relatively high and that the station has become well established within local travel patterns. A smaller proportion of respondents are either lapsed users (10%) or have never used the station (13%), indicating some remaining scope to increase usage among this group.

Use of the station has demonstrated growth since opening in 2023, with respondents using the station for the first time as recent as 2026:

• 68% have used the station since it’s opening in December 2023
• 21% have used the station since 2024
• 8% have used the station since 2025
• 3% have started using the station this year 2026

This suggests that the station is still ‘bedding in’ and new users are still being discovered. This should be reviewed further in future evaluations of the station. In terms of utilisation on a weekly basis, over half of respondents (54%) use the station less often than once a week. Smaller proportions use it once per week (16%) or 2–4 days per week (23%), while very few use it five days per week (2%), and none reported using it more frequently:

• 54% use less often than once a week
• 16% use once per week
• 23% use between 2-4 days per week
• 2% use 5 days per week

Respondents were also asked the extent to which East Linton Railway Station has influenced their frequency of travel. The results shown in Figure 22 indicate a mixed impact: while a majority of residents (58%) reported that their travel frequency has remained unchanged, 40% identified that they are now making more journeys as a result of the station. A very small proportion (2%) indicated that they travel less frequently.

Reason for Non-Use

‘Non-users’ of East Linton Railway Station were asked to identify the main reasons for non-use. A set of reasons were presented to the respondents, and they were asked to identify whether they consider these to be Major, Minor or Not a reason for not using the station. Figure 23 presents the results, revealing that many respondents did not see these as either a major or minor reason for not using rail.

However, this data does reveal that there is a preference amongst respondents to use their private vehicle as opposed to rail (53% identifying this as a major reason and 15% as a minor reason). This is further reinforced by the availability of free bus travel, with 50% of respondents identifying use of a National Entitlement Card as a major reason and 19% as a minor reason for not using the station.

Cost is also identified as an important factor, with 34% of respondents outlining that rail travel is too expensive as a major reason for non-use and a further 21% identifying this as a minor reason.

This data also demonstrates that a notable proportion of respondents (23%) see train frequencies as a major reason for not using the station, suggesting that the current services may be too infrequent for rail to be considered a viable transport alternative.

Total journey times and timetables have also been outlined as a major reason for non-use, with 18% of respondents stating that train times do not meet their needs and 15% outlining that rail travel would take longer than their current mode of travel.

In contrast, limited public transport connectivity and access to the station appear to be less significant barriers, with relatively small proportions of respondents identifying a lack of convenient links to the station (7%) or onward from the destination station (7%) as major reasons for not using rail.

Mode of Access

East Linton Railway Station users were asked to identify their typical mode of travel used to access the station. Figure 24 presents the total sample of station users (328 respondents) across the entire survey area. Across the complete sample, 81% currently either walk or wheel to access the station, while a smaller proportion travel by car (16% in total, including 11% driving and 5% being dropped off).

This tendency to access the station by walking and wheeling reflects the compact nature of East Linton and the proximity of residential areas to the station. Unlike more rural locations, the station is accessible within a typical walking distance for a large proportion of residents, which may explain the lower reliance on private cars.

To investigate this further, the distribution of access modes highlights a reduced reliance on car travel within the immediate vicinity of the station, with walking and wheeling clearly representing the dominant mode. This indicates that only a limited proportion of users are travelling from further afield, where car-based access would be more prevalent.

Other modes of access account for only a small proportion of trips, with 1% of respondents cycling, 1% travelling by bus, and 1% using park-and-ride by rail. This suggests that multi-modal access to the station is limited, and that the station primarily functions as a local facility serving the immediate community.

Perceptions of accessibility and connectivity

Respondents were asked to consider various factors related to accessibility and connectivity at East Linton Railway Station, scoring each of the statements on a scale from Very Good to Very Poor. An overall positive response was received from a sample of 327 station users. Figure 25 shows that:

• 94% felt the station is easy to access;
• 88% stated the station had good or very good accessibility for those with a disability or limited mobility;
• 62% were satisfied with wayfinding and signage associated with the station within East Linton, making it easy to locate;
• 87% identified the cycle parking as good/very good;
• 79% felt the station opened up new journey opportunities for them.

Amongst these generally positive responses, it is noticeable that there is some dissatisfaction regarding interchange facilities with other transport modes, with only 43% rating interchange facilities as good or very good, suggesting a more mixed perception compared to other aspects of the station.

This aligns with earlier findings regarding limited use of bus services and broader multi-modal connectivity, indicating that while the station is locally accessible, interchange with other modes is constrained.

Station Facilities

Respondents were also asked to score station facilities on a scale from Very Good to Very Poor. Figure 26 shows that responses demonstrate a significant degree of satisfaction with the facilities provided, with a high proportion of respondents scoring many of the metrics as either good or very good.

In particular, 96% of respondents felt the station was safe during daylight hours, while 85% felt safe in and around the station during evenings and night time. Lighting was also rated highly, with 97% of respondents identifying this as good or very good, and similarly high levels of satisfaction were recorded for signage (92%) and overall station facilities (93%).

Cleanliness and information provision also received positive feedback, with 89% of respondents satisfied with cleanliness and 88% rating information screens as good or very good.

However, some facilities received more varied responses. In particular, seating was rated less positively, with a lower proportion (62%) of respondents identifying this as good or very good and a notable proportion (38%) expressing neutral or negative views. Similarly, ticket machines received comparatively lower satisfaction scores than other aspects of the station, although the majority of respondents still rated them positively (72%).

Validating the Forecast Position at FBC

To further validate the forecast position set out in the Full Business Case (FBC), respondents were asked whether they were rail users prior to the station opening and which stations they previously used. Figure 27 demonstrates that a significant proportion of respondents were already rail users prior to the opening of East Linton Railway Station, with 20% travelling regularly and a further 50% travelling occasionally, while 30% did not travel by train prior to the station opening.

The FBC assumed that demand at East Linton would be generated through a combination of abstraction from existing nearby stations and newly generated trips.

In this context, Figure 28 shows that the most commonly used stations prior to opening were Drem (44%) and Dunbar (36%), with smaller proportions using North Berwick (8%) and other stations (12%). This provides clear evidence that users were previously travelling to alternative stations, supporting the FBC assumption that a proportion of demand would be abstracted from the surrounding rail network.

Respondents were also asked to consider how the opening of East Linton Railway Station has impacted their use of private cars to particular destinations. Figure 29 demonstrates that for journeys to Edinburgh, a notable proportion of respondents identified that the station has led to a reduction in car use, with 38% stating that journeys have been replaced to some extent and 42% to a great extent. This aligns with FBC expectations that the station would facilitate mode shift from car to rail, particularly for trips to key employment centres.

For other destinations, the impact is more varied. For example, 50% of respondents stated that the station has had no impact on car journeys to Berwick-upon-Tweed, while responses for Newcastle are more evenly distributed across all categories. For other destinations, the largest proportion of respondents (47%) indicated that car journeys have been replaced to some extent.

Overall, the findings provide early evidence that the station is performing in line with key FBC assumptions, particularly in terms of abstraction from existing stations and mode shift to rail for trips to Edinburgh. However, the impact on travel behaviour to other destinations appears more limited at this stage, suggesting that some elements of forecast demand may take longer to fully materialise as the station continues to establish itself.

Impact on Local Area

Respondents were asked to consider the general impact of the station on the local area. A very positive response was received, outlining that 89% see the station as having a positive impact on the local area.

Open comments

As part of the resident survey, respondents were encouraged to provide any further comments regarding East Linton Railway Station. These comments have been collated and categorised into the following themes:

• Limited service frequency and gaps in timetable
• Timetable misalignment with commuting and leisure needs (particularly evenings and weekends)
• Affordability and pricing concerns (including comparison with bus and nearby stations)
• Strong positive perceptions of the station and its benefits to the community
• Improved accessibility, connectivity and quality of life (particularly for Edinburgh travel)
• Station quality is high, but some facilities and maintenance issues identified (e.g. seating, lifts, ticket machines)
• Poor integration with other modes and limited multi-modal connectivity
• Continued reliance on car travel due to service and cost constraints
• Wider local impacts including increased attractiveness of the area and economic benefits
• Concerns regarding design, visual impact and local traffic/access arrangements
• Unrealised potential due to current service provision (would use more if services improved)
• Operational issues including reliability, overcrowding, cancellations and ticketing difficulties
• Accessibility challenges and user experience issues, particularly for mobility-impaired users
• Evidence of non-use and latent demand linked to improved services and affordability

Table 12 presents the collated responses which have been summarised based on the abovementioned themes. 238 individual responses were received from residents taking part in the survey.

Table 12: Resident Survey - Open Comments Summary

Theme	Summary of Responses
Limited service frequency and gaps in timetable	Repeated requests for “more frequent trains” and “more regular trains” Large gaps in service, particularly evenings and weekends Irregular timetables with trains arriving close together then long periods with no service Insufficient services to support commuting patterns (especially post-work returns) Calls for at least hourly services and later evening trains
Timetable suitability and unmet demand	Current timetable does not align with commuting hours (e.g. 9am starts, after 5pm returns) Difficult to use for leisure and evening activities (e.g. theatre trips) Some respondents forced to continue driving or use alternative stations Many stated they would use the station more if timings improved
Affordability and pricing concerns	Rail fares perceived as too expensive, particularly for families Cheaper alternatives available (car or free bus travel via NEC) Disparities in fares compared to nearby stations (e.g. Dunbar cheaper than East Linton) Pricing identified as a key barrier to increased use
Strong positive perceptions of the station	Frequently described as “fantastic”, “great”, “brilliant” and a “huge asset” Seen as a long-awaited and valuable addition to the village High satisfaction with station design, cleanliness and overall quality Many expressed strong support for the facility in principle
Improved accessibility, connectivity and quality of life	Faster and more convenient travel to Edinburgh and beyond Supports commuting, education and leisure trips Reduces reliance on car travel for some journeys Reported improvements to quality of life, independence and work-life balance
Station quality is good, but facilities and maintenance issues exist	Positive: Modern, clean and well-designed infrastructure Issues: Limited seating and shelter on platforms Ticket machine issues (location and reliability) Cleanliness concerns (particularly lifts) Exposure to weather and wind on platforms
Poor connectivity and integration with other transport modes	Limited integration with bus services Bus stops not conveniently located relative to station Difficult access for those living outside walking distance Weak multi-modal connections reduce catchment and usability
Continued reliance on car travel	Car remains more convenient due to service gaps and cost Some still drive to other stations for better service Limited timetable flexibility reduces viability of rail as a main mode
Wider local impacts	Positive: Increased attractiveness of East Linton as a place to live Perceived uplift in property values Benefits to local businesses and visitor economy Negative: Increased traffic and congestion Noise and pressure on residential streets near the station
Design, visual impact and access concerns	Some views that the station is visually intrusive or “out of keeping” Concerns about bright lighting and landscape impact Issues with access routes through residential areas Requests for improved signage and access arrangements
Unrealised potential due to service provision	Station widely seen as underutilised given current service levels Strong perception that benefits could be significantly greater Many respondents indicated they would use it more if services improved
Operational and reliability issues	Reports of cancellations, overcrowding and inconsistent service Difficulty boarding trains (e.g. with bikes or short stopping times) Confusion over stopping patterns and services not stopping at East Linton
Accessibility barriers and user experience issues	Reliance on lifts, with concerns when out of service Cleanliness issues affecting usability (e.g. lifts “smelly”) Requests for ramps and improved step-free access Challenges for elderly or mobility-impaired users
Awareness, non-use and latent demand	Some residents do not currently use the station due to lack of need or poor service fit Others indicated intention to use in future if services improve Evidence of latent demand linked to improved frequency, cost and connectivity

Summary of Findings

The data captured as part of the resident survey provides an understanding of how travel behaviour, rail use and perceptions have developed following the opening of East Linton Railway Station. The resident survey indicates that the station has been successfully embedded within the local area and is positively received by the community, with strong levels of awareness and usage.

Travel patterns remain partly car-dependent, particularly for shorter and more flexible journeys; however, rail has established a notable role, particularly for longer-distance trips and commuting to Edinburgh. Station utilisation is relatively high, with 77% of respondents reporting that they have used the station, although most usage is infrequent, suggesting that the station is not yet embedded within daily travel routines for the majority of residents.

The station has begun to influence travel behaviour, with evidence of mode shift from car to rail, particularly for journeys to Edinburgh, and some respondents reporting an increase in overall travel. There is also clear evidence of abstraction from nearby stations, such as Drem and Dunbar, which aligns with expectations set out in the Full Business Case (FBC).

Key barriers to greater uptake include service frequency, timetable suitability (particularly evenings and weekends), cost of travel, and limited integration with other modes of transport. Despite these constraints, satisfaction with the station itself is high, with strong ratings for accessibility, safety, lighting and overall station quality, and 89% of respondents perceive a positive impact on the local area.

Overall, East Linton Railway Station is viewed as a valuable and well-used asset with clear benefits for connectivity and quality of life, although it remains in a ‘bedding in’ phase, with its full potential constrained by service provision and wider network integration.

Business Survey

Introduction

A business and organisations survey was undertaken to better understand the potential benefits and impacts associated with the opening of East Linton Railway Station. The survey targeted identified businesses and other key organisations within the same study area as the residents’ survey, with a range of methods employed to maximise response rates.

It should be noted that, consistent with the residents’ survey, no baseline surveys of East Linton Railway Station were undertaken to inform the FBC.

The design of the survey was informed by the following objectives:

Findings from the survey should be interpreted as providing an indication of current conditions and emerging behaviours at this stage of scheme delivery.

Methodology

Target Areas

The business survey adopted the same catchment area as the residents’ survey.

The Royal Mail Postal Address File (PAF) identified 34 businesses and organisations within the area. This was supplemented by a further 11 cases obtained from bought-in business contact data, which also helped to enhance the information contained within the PAF. During the face-to-face follow-up process, an additional 10 businesses were identified, resulting in an initial total of 55 businesses and organisations within the East Linton settlement.

Subsequent fieldwork confirmed that three of these businesses were no longer trading, giving a final survey population of 52 active businesses and organisations.

Survey Material

A business survey was developed collaboratively between Jacobs, IBP Strategy and Research and Transport Scotland to ensure the most appropriate information was gathered. The survey focused on the following themes:

• About your business/organisation – These questions identified business/organisation credentials, location and primary activities.
• Business conditions – These questions investigated business markets, trading conditions, influencing factors, investment levels and recent financial performance for businesses across the study area.
• Your employees and their travel – These questions determined the number of full and part time employees currently employed, how these employees travel to and from their place of work and the nature and frequency of work-related journeys.
• East Linton Rail Station – These questions focused on the impacts of the opening of East Linton Rail Station, including how employees and customers now travel and any changes in business performance since the opening of the station.

A copy of the survey questionnaire is included within Appendix A.

Survey Delivery

A hybrid approach was adopted, comprising an initial postal mailing (with the option to respond online), followed by face-to-face visits, telephone follow-up, and additional online engagement.

In total, 27 responses were secured, representing a response rate of 52% based on the identified population of 52 businesses. The achieved sample therefore covered over half of all identified businesses and organisations within the study area and included a mix of retail, hospitality, service, and community-based organisations.

The breakdown of responses was as follows: four postal responses, one online response, 19 face-to-face interviews, and three telephone interviews.

The initial business survey mailing was issued during the week commencing 16th March, with a stated closing date of 10th April. Follow-up fieldwork continued through to 17th April.

Research Limitations

The business survey findings should be interpreted with appropriate caution given the relatively small size of the East Linton business community. While the achieved response rate is strong and represents over half of the identified business population, the views expressed may not fully reflect those of all businesses operating within the settlement. In addition, many of the issues explored within the survey, including trading performance, customer behaviour and recruitment patterns, may be influenced by a range of external economic factors unrelated to the rail station. Responses regarding the impact of the station therefore represent business perceptions and experiences rather than direct measures of economic impact. The findings should, however, be viewed as providing valuable contextual insight into business sentiment and perceived impacts.

Data & Analysis

The findings from the business survey primary data collection are presented below in the following sections:

• Business characteristics – Summarising the business location activity and conditions at the time of undertaking the survey.
• Competitive advantages and disadvantages – Summarising whether transport connections/availability in various forms provides either a competitive advantage or disadvantage for businesses.
• Employees and their travel – Assessing commuting patterns and mode share.
• Business Travel – Assessing travel patterns for travel in the course of work.
• East Linton Railway Station – Exploring the impact of East Linton Railway Station on businesses.

Business Characteristics

Business Location

Respondents were asked to provide the first part and first digit in the second part of their business postcode. Respondents were encouraged to provide the postcode for their main operation in the East Berwickshire areas. The businesses targeted were in close proximity to East Linton, and subsequently all businesses that provided a postcode (22 out of the 27 respondents) were located within the EH40 3 postcode sector.

Figure 30 demonstrates that 37% of businesses have been operating at their current location for more than 10 years. The influence of East Linton Railway Station on businesses locating in this area is likely to be limited considering that only 8% of businesses have opened within the last two years.

Respondents were asked to identify whether they had relocated from elsewhere, the business was first established at this site, or whether their current location was opened up as part of a business expansion. 81% of businesses identified that their business was first established at the current location, with 19% relocating from elsewhere. This is shown below in Figure 31.

Primary Activity

Respondents were asked to note the primary activity of their business. Table 13 shows that at this stage, the majority of respondents represented wholesale and retail trade; repair of motor vehicles and motorcycles (30%), accommodation and food service activities (15%) and human health and social work activities (11%).

Table 13: Business Survey – Primary Activity

Sector	2026 %
Agriculture, Forestry and Fishing	-
Mining and quarrying	-
Manufacturing	-
Electricity, Gas, Steam and air conditioning	-
Water supply, sewerage, waste management and remediation activities	-
Construction	-
Wholesale and retail trade; repair of motor vehicles and motorcycles	30%
Transport and storage	-
Accommodation and food service activities	15%
Information and communication	-
Financial and insurance activities	-
Real estate activities	4%
Professional, scientific and technical activities	7%
Administrative and support service activities	-
Public administration and defence; compulsory social security	-
Education	4%
Human health and social work activities	11%
Arts, entertainment and recreation	-
Tourism	4%
Other	26%
Base	27

Business Conditions

Commercial organisations and social enterprises were asked to identify the geographical markets they serve, the location of their main competitors and the location of their current suppliers. Respondents were asked to identify a percentage share across multiple geographic areas (totalling 100%). Table 14 presents the average percentage by geographic market, demonstrating that many businesses serve East Lothian (average of 63%), as well as East Lothian being the location of most of their main competitors (average of 65%). However, suppliers of these businesses are split across a number of geographic locations, including Edinburgh (27%), Other Scotland (25%), East Lothian (22%) and Other UK (22%). Overall, trade is still mainly contained to Scotland (at 79%), and at relatively short distances.

Table 14: Business Survey - Business Conditions

Geographical market	Markets served	Main Competitors	Suppliers
East Lothian	63%	65%	22%
Midlothian	3%	2%	1%
Scottish Borders	3%	2%	3%
Edinburgh	8%	6%	27%
West Lothian	2%	2%	0%
Other Scotland	12%	3%	25%
North of England	0%	0%	0%
Other UK	8%	21%	22%
Overseas	1%	0	0%
Base	22	18	22

Business representatives were also asked to rate the current trading conditions for their business or organisation, on a scale from Very Good to Very Poor. Figure 32 shows that 92% of businesses rated current trading conditions as either Very Good or Good, with 4% of businesses rating trading conditions as poor.

Respondents were then asked to outline what has influenced recent business conditions. Table 15 below demonstrates that changing market trends and marketing of the area were outlined as having the biggest influences on recent business conditions. 13% of respondents stated that public transport connections by rail have influenced recent business conditions.

Influence	2026 %
Access to bank finance	8%
Availability of labour	8%
Brexit	4%
Changing market trends	29%
Government regulations	4%
Impact of COVID 19 pandemic	4%
Market competition	13%
Marketing of the area	29%
Perception of remoteness	17%
Public transport connections - rail	13%
Public transport connections - bus	8%
Road network connections	17%
Other	17%
Base	24

Respondents were also asked to rate how easy or otherwise it is for them to recruit suitable staff. As shown below in Figure 33, 73% of businesses stated that it was Very Easy or Easy for them to recruit staff, with 12% stating that it has been Difficult or Very Difficult.

Respondents were asked to identify their approximate annual sales turnover in the last financial year. A majority of respondents (74%) opted to respond with ‘Don’t Know / Prefer not to say’ to this question. Given that the survey had a base response of 27, only seven businesses opted to provide a response. Figure 34 demonstrates that, of the businesses that responded, 18% stated that they had annual sales turnovers of up to £99,000, with 8% of businesses reporting annual sales turnovers over £100,000. However, Figure 35 shows that 48% of all respondents stated that their sales turnover had increased within the past year, with 11% stating that they had experienced a decrease in sales turnover.

Competitive Advantages and Disadvantages

Respondents were asked to consider whether transport connections/availability in various forms provides either a competitive advantage or disadvantage for their business. Table 16 demonstrates positive perceptions of public transport and highway connectivity for their businesses and that these provide a competitive advantage. Respondents were also asked whether having direct rail links to their business offered a competitive advantage for their business. 59% of respondents (from a sample size of 27) saw this as an advantage to their business.

Table 16: Business Survey – Competitive Advantages and Disadvantages

Aspects of Location	Advantage	Disadvantage	Neither	Base
Good road links to the site	63%	-	37%	27
Good rail links to the site	59%	4%	37%	27
Good public transport links generally to the site	59%	4%	37%	27

Employees and their Travel

Number of Employees

The businesses surveyed at this stage appear to mostly be small businesses with between two to five employees (representing 42% of the sample). Of the sample (26 businesses), no business employed more than 25 employees whilst 92% of businesses employed 10 people or less (Figure 36).

From a sample size of 26 businesses, 85% of businesses identified that all of their employees work from their premises (as opposed to working from home or remotely) and that none of their staff work on a hybrid basis (see Figure 37 and Figure 38).

Method of Travel to Work

Respondents were asked to identify, to the best of their knowledge, what percentage of employees use various methods of travel as their main mode to get to and from their place of work. Table 17 presents an average of percentage figures provided from 27 businesses for each mode of travel. Based on this data, 0% of employees from these businesses currently travel to work by rail or motorcycle, with car (63%) and walking/wheeling (30%) being the main mode choice for employees.

Table 17: Business Survey - Method of Travel to Work

Method of travel	2026 %
Car or other motor vehicle (such as a van)	63%
Rail	0%
Walk / Wheel	30%
Bus	5%
Motorcycle	0%
Cycle	1%
Other	0%
Base	27

Business Travel

Businesses were asked to identify whether their employees travelled in the course of work (business travel); for example, to meetings or to make deliveries. Of the 27 businesses surveyed, 37% travel for business purposes (Figure 39).

Of those who indicated that travel on company business was part of their day-to-day activities, respondents were asked to identify the primary locations that their employees travel to. Table 18 presents the typical destinations for business travel. The biggest travel destinations for businesses included East Lothian and Edinburgh (60% each respectively) and the Scottish Borders (40%). There was limited travel to and from the North of England and the rest of the UK, with only one business indicating that they travelled to these destinations (based on a sample size of 10).

Table 18: Business Survey - Business Travel Destinations

Location	2026 %
East Lothian	60%
Midlothian	20%
Scottish Borders	40%
Edinburgh	60%
West Lothian	20%
Other Scotland	40%
North of England	10%
Other UK	10%
Overseas	-
Base	10

Respondents were then asked to identify on average how often employees travel to and from these geographic areas in the course of their work, shown below in Table 19. Of the five businesses which regularly have employees travelling to East Lothian, the most recurrent journey frequency was between one to five times a month, whilst for Edinburgh it was less than once a month. However, both of these destinations had a range of answers for the remaining three businesses who had responded.

Table 19: Business Survey - Business Travel Frequency

Location	Less than once a month	1 to 5 times a month	6 to 10 times a month	11 to 20 times a month	Over 20 times a month	Base
East Lothian	-	40%	20%	20%	20%	5
Midlothian	-	-	50%	50%	-	2
Scottish Borders	-	25%	75%	-	-	4
Edinburgh	40%	20%	-	20%	20%	5
West Lothian	-	-	100%	-	-	2
Other Scotland	25%	75%	-	-	-	4
North of England	-	100%	-	-	-	1
Other UK	100%	-	-	-	-	1
Overseas	-	-	-	-	-	0

Businesses who have employees undertaking business travel were also asked to identify the typical modes of travel used for such journeys. Table 20 below shows that travel by car is the dominant mode of travel (77%), with rail being reported by two businesses (22%, based on a sample size of 9).

Table 20: Business Survey - Modes Used for Business Travel

Method of travel	2026 %
Car or other motor vehicle (such as a van)	77%
Rail	22%
Walk / Wheel	0%
Bus	1%
Motorcycle	0%
Cycle	0%
Other	0%
Base	9

East Linton Railway Station

Proximity to East Linton Railway Station

Respondents were asked to identify the nearest railway station to their business. Figure 40 shows that of the 27 businesses surveyed, all identified that East Linton is their closest railway station.

Impact on Business Location

Businesses were then asked to assess whether the introduction of the rail station in East Linton had influenced their decision to locate their business in East Linton. Figure 41 shows that overall, only one business (4%) had stated that the rail station was a “fairly minor factor” in locating their business in East Linton (out of a sample size of 27), with 96% stating that the rail station had no impact.

Impact on Work Related Travel

Respondents were also asked to identify the impact of the new railway station on employee use of rail for work-related travel. Figure 42 shows that 34% of businesses stated that the opening of the rail station had resulted in an increase in the use of rail for work related travel. 63% of businesses stated that there had been no change in the use of rail for work related travel.

Changes to Business Operations

Respondents were asked to consider changes to business operations that have taken place as a result of East Linton Railway Station opening. Table 21 below shows that the majority of businesses stated that the opening of the rail station had a limited impact in terms of customer type, opening hours and trade timings/patterns in East Linton. However, 15% of businesses did state that there had been a change in the type of customers, with 4% stating that there had been a change in the timing/patterns of trade (out of a sample size of 27).

Table 21: Business Survey - Changes to Business Operations

Changes	Yes	No	Don't know / Not relevant	Base
A change in the type of customers for your business / organisation (for example, commuters, tourists, residents)	15%	48%	37%	27
A change to the opening hours of your business / organisation	-	63%	37%	27
A change in the timing or pattern of your trade related to train arrivals / departures	4%	59%	37%	27

East Linton Railway Station Impacts

Respondents were asked to consider the impact of the opening of East Linton Railway Station on their business by specifying to what extent they agree or disagree with several statements. Table 22 outlines that a majority of the respondents were neutral for most statements. A summary of the main responses for each statement is provided below:

• Allows for more reliable travel times – 57% neither agree nor disagree
• Makes it easier to recruit staff – 42% agree / 42% neither agree nor disagree
• Allows better skilled staff to be recruited – 64% neither agree nor disagree
• Allows customer bases to be expanded – 38% agree / 31% neither agree nor disagree
• Allows use of suppliers from different areas – 31% agree / 38% neither agree nor disagree / 30% disagree
• Reduces reliance on local customers – 54% neither agree nor disagree / 31% disagree
• Allows for services and products to be supplied to a wider area – 36% agree / 36% neither agree nor disagree / 28% disagree
• Allows local business to expand – 29% agree / 43% neither agree nor disagree / 28% disagree
• Means more staff are required – 42% agree / 50% disagree

Table 22: Business Survey – Impacts of East Linton Railway Station

Statement	Strongly Agree	Agree	Neither Agree nor Disagree	Disagree	Strongly Disagree	Base
The new East Linton Rail Station has enabled more reliable travel times for our employees	-	21%	57%	7%	14%	14
The new East Linton Rail Station makes it easier for us to recruit staff	-	42%	42%	8%	8%	12
The new East Linton Rail Station allows us to recruit better skilled staff	-	18%	64%	9%	9%	11
The new East Linton Rail Station has allowed us to expand our customer base	8%	38%	31%	15%	8%	13
The new East Linton Rail Station has allowed us to use suppliers from different areas	-	31%	38%	15%	15%	13
The new East Linton Rail Station means we rely less on local customers	-	15%	54%	8%	23%	13
We supply our products / services to a wider area due to the new East Linton Rail Station	-	36%	36%	7%	21%	14
The new East Linton Rail station has enabled our local business to expand	-	29%	43%	14%	14%	14
We have had to take on more staff since the new East Linton Rail Station opened	-	42%	8%	17%	33%	12

Respondents were then asked whether the opening of East Linton Railway Station has impacted on the following measures:

• The level of investment in their business (this was defined as either capital investment or investment in people with the aim of growing or developing the business / organisation). The majority of the respondents stated that the station had no impact (70%), although 30% stated that it had increased slightly.
• 59% of businesses stated that the station had no impact on turnover, although 33% outlined that the station had resulted in low to medium positive impact.
• 67% of businesses outlined that the station has had no impact on their customer base, with 29% outlining that the rail station has had a low to medium positive impact.
• 78% of businesses outlined that the station has had no impact on employment levels. 11% of businesses outlined that the station has had a low positive impact, with 4% stating that it has had a high positive impact.

Respondents were then asked to consider what overall impact the scheme has had on their business since opening. Figure 43 demonstrates that 30% of businesses thought the scheme has had a very positive impact and 33% a fairly positive impact. 37% considered that the scheme has had no impact on their business, with no respondents considering the railway station to have had a negative impact.

As part of the business survey respondents were also encouraged to provide any additional open comments regarding East Linton Railway Station and its impact on their business. These comments have been collated into themes in Table 23 below:

Table 23: Business Survey – Open Comments

Theme	Summary of Responses
Impact on East Linton	Most common theme was that the station has had a positive impact for the local area, including bringing visitors to East Linton. Station has improved connections from East Linton to Edinburgh and the coast. Improved client access to one business.
Limited service frequency and reliability	Common issue is poor timetable coverage, particularly with services being every two hours. Some issues with commuting due to poorly timed services. Lack of long-distance services stopping at rail station.
Potential improvements for station	Improvements noted by participants included: Hourly service from East Linton, with better timed services Lower fares Improved integration with local buses Expanded rail services (i.e. to England)

Summary of Findings

The Business Survey suggests that the opening of East Linton Railway Station has had a positive influence on local businesses at this early stage.

Most businesses within East Linton operate within a fairly localised market in East Lothian and are relatively small in scale, limiting their reliance on rail transport for day-to-day activities. For example, businesses did not identify rail as an important method of travel for employees in regular daily commuting (although some businesses did note using rail for business travel). Despite a large majority of businesses experiencing Very Good or Good trading conditions, only 13% stated that rail connections have had an influence on trading conditions, with changing market trends and the marketing of the area more influential in driving business performance.

Nevertheless, the station does appear to have positively contributed to businesses in East Linton particularly through improved perceptions of accessibility, reflected in a majority of businesses stating that the opening of the station has had a positive impact on their business. A minority of businesses also observed positive impacts from the railway station in terms of expanding their customer base, staff employed and annual turnover (33% outlined that the station had resulted in low to medium positive impact on turnover), as well as overall investment in their business. Further impacts of the railway station on businesses in the area, including the influence on driving business performance, are not fully known and are likely to continue developing over time as the economic benefits become clearer.

Visitor Survey

Introduction

To capture the views of visitors arriving in East Linton by rail, an intercept survey was undertaken at East Linton Railway Station whereby passengers boarding and alighting services at East Linton were approached and invited to partake in the survey. Individuals travelling from outside the area and visiting for personal business or leisure purposes were invited to complete either an online or paper-based questionnaire. The design of the survey was informed by the following objectives:

Findings from the survey should be interpreted as providing an indication of current conditions and emerging behaviours at this stage of scheme delivery.

Methodology

Target Area

Fieldwork was conducted at East Linton Railway Station. Screening questions were included within the survey (across all completion methods, as outlined below) to ensure that respondents:

• Lived outside East Linton and were visiting the area; and
• Travelling for personal business or leisure purposes.

Survey Material

The visitor survey was developed collaboratively by Jacobs, IBP and Transport Scotland. This was developed as a concise survey focused on travel habits for visits to East Linton. The questionnaire covered the following key themes:

• Visitor home location;
• Visit behaviour and choices;
• Length of visit and spend;
• Impact of the station on visit behaviour; and
• Overall rating of the station.

A copy of the visitor survey questionnaire is provided in Appendix A.

Survey Delivery

Given the limited time available to engage with visitors at the station, the primary method of engagement was the distribution of an explanatory flyer containing a survey link and QR code for completion at a later time. A total of 40 responses were collected via this method.

Respondents were also offered the option to take away a hard copy questionnaire, along with a Reply-Paid envelope, to be sent back to IBP. Three responses were received through this approach. While face-to-face interviews were offered, this method was not taken up.

In total, 43 responses were obtained.

Fieldwork was carried out over five separate days between 10th April 2026 and 18th April 2026, timed to coincide with key train arrivals and departures. Both weekday and weekend periods were covered to capture a range of visitor types and travel patterns.

Research Limitations

The visitor survey was specifically designed to target rail users visiting East Linton and therefore reflects the experiences and behaviours of this particular group. The achieved sample size is relatively modest and represents those visitors present during the survey period who were willing to participate following contact at the station.

As such, the findings are not representative of all visitors to East Linton, particularly those arriving by other modes or visiting at different times of the year. In addition, responses relating to spending, travel choices and the influence of the station are based on self-reported information and may be subject to estimation or recall bias.

Nevertheless, the survey provides valuable indicative evidence of the role of East Linton Railway Station in supporting visitor activity and shaping travel behaviour at this stage of scheme delivery.

Data & Analysis

Respondent Profile

In total, 43 respondents took part in the Visitor survey. A respondent profile is presented below in terms of place of residence, age, gender, employment status, annual income and access to a vehicle.

Place of Residence

Respondents to the visitor survey were asked to identify where they reside. As shown in Figure 44, the results demonstrate that the primary catchment for visitors to East Linton by rail is local and regional, with the majority of trips originating from within East Lothian and the wider Scottish market. This is consistent with the role of East Linton Railway Station as a regional access point on the East Coast Main Line, facilitating relatively short- to medium-distance trips.

The distribution broadly aligns with expectations set out in the FBC, which anticipated that demand would be driven largely by movements within East Lothian and the Edinburgh City Region, alongside a secondary market of visitors from elsewhere in Scotland and the UK.

Age Profile

Representation across a range of age groups was achieved within the survey sample, although older age groups are feature more in the profile. As shown in Figure 45, the largest proportions of respondents fall within the 25–34 (21%) and 55–59 (23%) age groups, with additional representation from those aged 35–44 (14%) and 65–74 (14%).

In contrast, younger respondents are less well represented, with only 2% aged 16–24, while older age groups, including those aged 45–54 (9%), 60–64 (5%) and 75+ (9%), make up a notable share of the sample.

This indicates that the visitor profile is somewhat skewed towards middle-aged and older individuals, with a comparatively lower proportion of younger visitors captured during the survey period.

Gender

The majority of respondents identified as female (67%), with a smaller proportion identifying as male (23%), and 9% preferring to self-describe as shown in Figure 46. No respondents identified as non-binary.

Employment Status

Table 24 shows that the visitor sample is primarily composed of respondents in full-time employment (49%) and those who are retired (30%), with smaller proportions in part-time employment (12%) and higher education (5%). This indicates a mix of working-age and retired visitors, with limited representation from other groups.

Table 24: Visitor Survey – Employment Status

Employment Status	%
Full-time employment	49%
Part-time employment	12%
Full or part-time further education	-
Full or part-time higher education	5%
Not in employment due to illness or disability	-
Not in employment / looking after home or family	2%
Unemployed	-
Retired	30%
Other	2%
Prefer not to say	-
Base	43

Personal Annual Income

As shown in Figure 47, the income profile of respondents is varied, with the largest proportions within the £20–£40k (26%) and £40–£60k (23%) brackets. A further 16% reported incomes under £20k, while smaller shares fall within higher income bands, including 9% (£60–£80k) and 7% above £80k. A notable proportion (19%) preferred not to disclose their income.

Access to a Vehicle

Figure 48 shows that the majority of respondents reported having full access to a vehicle as a driver (74%), with smaller proportions indicating no access to a vehicle (12%), passenger-only access (7%) or shared access (5%). This indicates a high level of car availability among visitors, although a notable minority (12%) do not have access to a vehicle.

Travel to East Linton

This section explores visitor travel patterns to East Linton, including the frequency and purpose of visits, duration of stay, spend, and journey characteristics.

Frequency of Visits

Visitors were asked how frequently they travel to East Linton and the surrounding area. Figure 49 shows that the majority of respondents visit East Linton on a regular but non-daily basis, with 33% visiting weekly, 21% visiting monthly and 28% visiting every few months. This indicates a pattern of repeat visitation rather than one-off trips. Occasional visits are relatively low, including 9% visiting twice per year and 4% visiting once per year or less.

Reasons for Visiting

Respondents who had visited East Linton were asked to identify the main reasons for their visit. Table 25 shows that the most common reason was visiting family and friends (58%), followed by access to countryside and scenery (33%), visiting local shops (30%), and visiting cafés, restaurants or bars (28%).

Other motivations were less prominent, including proximity to beaches (21%), walking or hiking (19%), and cycling (14%), while heritage attractions (12%) and overnight stays (9%) accounted for smaller proportions.

This suggest that visits to East Linton are primarily driven by social and local activities, with leisure and outdoor-based motivations also factors.

Table 25: Visitor Survey – Reasons for Visiting

Reasons for visiting	2026 %
Access to countryside and scenery	33%
Cycling for leisure purposes	14%
Proximity to beaches and coastal sites	21%
Short break or holiday including one or more overnight stays	9%
Visiting cafes, restaurants or bars	28%
Visiting family and friends	58%
Visiting local heritage / visitor attractions	12%
Visiting shops in east Linton	30%
Walking or hiking for leisure purposes	19%
Don't know	-
Other	-
Base	43

Duration of Visits

Figure 50 shows that the majority of visits to East Linton are day trips (63%). However, a notable proportion (37%) involve overnight stays or longer, including 17% staying between three and six nights, indicating some level of extended visitation alongside predominantly short-duration trips.

Visitor Spend

Visitors were asked to consider their typical spend when visiting East Linton. The results shown in Figure 51 indicate that the majority of visitors spend at the lower end of the scale, with 74% spending under £50. Smaller proportions reported higher levels of expenditure, including 17% spending £51–£100, while only a limited number (9% combined) spend more than £100 per visit.

Journey Time

Visitors were asked to consider the duration of their journey to East Linton. The results shown in Figure 52 indicate that trips are generally longer-distance, with 42% of respondents travelling more than 1 hour. A further 33% travel between 11 minutes and 30 minutes, while shorter journeys of 10 minutes or less account for 9%.

This pattern aligns with the earlier analysis of place of residence, which showed that a significant proportion of visitors originate from outside East Lothian and across the Scotland and the UK. This suggest that East Linton attracts visitors from both local areas and further afield, with a notable proportion undertaking longer journeys to access the area.

East Linton Rail Station

The final section of the visitor survey sought to understand the impact of East Linton Railway Station on visitor travel.

Impacts of the Railway Station

Respondents were asked whether the opening of East Linton Railway Station has had any impact on the frequency and duration of their visits. The results shown in Table 26 indicate a positive effect on visit frequency, with 65% of respondents reporting that they now visit more often, compared to 23% reporting no change.

In contrast, the station appears to have had less influence on the duration of visits, with 49% of respondents reporting no change, while 28% indicated that they are staying longer.

This suggest that the station is primarily supporting increased trip-making rather than longer stays, indicating its role in encouraging more frequent visits to East Linton.

Table 26: Visitor Survey – Impacts of East Linton Railway Station

Behaviour	Increased	Decreased	No change	Don't know	Base
The frequency of your visits to East Linton and the surrounding area	65%	-	23%	12%	43
The duration of your visits to East Linton and the surrounding area	28%	-	49%	23%	43

Change in Rail Use to East Lothian

Respondents were asked how their use of rail to travel to East Lothian has changed since the opening of East Linton Railway Station in December 2023. The results shown in Figure 53 indicate a clear increase in rail use, with 70% of respondents reporting increased use, while only 5% reported no change and none reported a decrease. A further 21% indicated that the question was not applicable, reflecting those who already reside within East Lothian.

This demonstrates that the station has had a positive impact on rail usage, supporting increased visitor travel by rail to the area.

Likelihood of Future Visits

Respondents were asked what impact a direct rail link to East Linton would have on their likelihood of visiting in the future. The results shown in Figure 54 show a very positive effect, with 81% of respondents stating they are more likely to visit, while 19% indicated no change. No respondents reported being less likely to visit.

This suggests that the direct rail connection is a key driver of future visitor demand, reinforcing the role of the station in supporting continued growth in visits to East Linton and the surrounding area.

Mode Shift from Car

Respondents were asked to what extent the opening of East Linton Railway Station has led them to replace car journeys when visiting the area. The findings in Figure 55 indicate a high level of modal shift, with 77% of respondents reporting that they have replaced car journeys to some extent or to a great extent. A smaller proportion (23%) indicated that the station has had no impact on their car use.

This indicates that the station has encouraged a shift from car to rail travel among the visitors surveyed and has supported more sustainable visitor travel.

Station Rating

Respondents were asked to rate East Linton Railway Station overall. The results shown in Figure 56 are very positive, with 96% of respondents rating the station as either very good or good, indicating a very high level of satisfaction among visitors, reinforcing the strong perception of the station as a high-quality facility.

Summary of Findings

The Visitor Survey indicates that East Linton Railway Station is already making a positive contribution to visitor accessibility and travel behaviour, with clear evidence that the station is supporting increased visitation to the area.

The findings show that visitor activity is primarily driven by a regional catchment, with strong levels of repeat visitation, typically for social and leisure purposes. Visits are predominantly short-duration and locally orientated, although there is evidence of longer stays and travel from further afield, consistent with the station’s role on the East Coast Main Line.

In line with expectations set out in the FBC, the station is contributing to both mode shift and generated demand. A majority of respondents reported increased rail use (70%), while 65% indicated that they now visit more frequently, demonstrating that the station is encouraging additional trips. Furthermore, 77% of respondents reported replacing car journeys to some extent, indicating that the station has supported a shift towards more sustainable travel patterns.

The survey highlights the potential for future growth in visitor activity, with 81% of respondents stating they are more likely to visit due to the direct rail link. This aligns with FBC expectations that improved accessibility would enhance the attractiveness of East Linton as a destination and stimulate tourism and leisure demand.

Overall, the findings suggest that East Linton Railway Station is already delivering in terms of improved connectivity, increased rail use and modal shift. While the majority of visits remain relatively low-spend and short in duration, the station demonstrates clear potential to support the local visitor economy further, particularly as travel patterns continue to develop and awareness increases over time.