Executive summary

In line with Scottish Transport Appraisal Guidance, this evaluation provides an assessment of performance following scheme opening, focusing on whether it is progressing 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 Reston, but without a new railway station, was selected to assess the true impact of the scheme by comparing wider market conditions.

Reston Railway Station was delivered to address long-standing connectivity challenges in East Berwickshire, reconnecting the area to the East Coast Main Line and providing direct links to key regional centres including Edinburgh and Newcastle. The scheme aims to improve access to employment, education and services, while encouraging modal shift towards more sustainable transport. The scheme objectives were as follows. These are the two objectives pertinent to Reston Railway Station and the impact within East Berwickshire.

Objectives

TPO 1

Improve access to reliable and consistent public transport services to Edinburgh and Newcastle in the East Berwickshire area for education, tourism, and access to employment in order to support inclusive economic growth.

TPO 2

Increase the sustainable mode share for residents and businesses from the East Berwickshire and East Linton areas to Edinburgh and Newcastle.

Headline Statistics

Residential survey

Travel choices

• Across the whole study area 24% identified as using the station. 53% of residents within Reston identified as using the station.
• 28% of travellers to Edinburgh have replaced car journeys with rail.
• Of those who use the station more than once a week, 21% use for commuting to employment/work, 89% use for leisure purposes and 32% use for personal business.
• 64% of regular rail users state that the opening of the station has allowed them to travel more.
• Users have been abstracted from Dunbar and Berwick-Upon-Tweed.

Impacts of Reston station

• 80% of respondents believe the introduction of the station has had a positive impact on the local area.
• 85% of respondents see Reston Rail station as providing new journey opportunities.

Mode of access to rail

• 24% of Reston Rail Users across the survey area walk/wheel to access the station.
• 67% travel by car.
• Of those who reside in Reston, 69% walk/wheel to access the station. 28% travel by car.

Satisfaction

• 89% are pleased with the cycle parking facilities available.
• 52% are pleased with the interchange facilities with other modes.
• 93% are pleased with the signage and wayfinding for the rail station.
• 97% consider the station easy to access.
• 83% are satisfied with the station facility overall.
• 87% feel safe during evening/night time at the station.
• 96% feel safe during day time at the station.
• 93% are satisfied with the customer information available.
• 87% are satisfied with the ticket machines available.
• 90% are pleased with the cleanliness of the station.
• 85% are pleased with the accessibility of the station for those who are disabled or with limited mobility.

Reasons for not using the station

• 53% consider the convenience of private cars as a reason for not using Reston Station.
• 37% outlined that a lack of convenient public transport between their house and the station was a reason for not using.

Visitor survey

• Of those who do not currently visit East Berwickshire, 16% would travel by train if they were to visit. 60% would travel by car.
• 78% of respondents were not aware of the opening of Reston Rail Station.
• 91% of visitors to East Berwickshire do so by car.
• 40% of respondents had visited East Berwickshire in the last 2 years, of which 73% had done so in the last year.
• 2% of visitors to East Berwickshire do so by Rail.
• 81% of visitors to East Berwickshire are undertaking day trips.
• 29% of all respondents outlined that they are more likely to visit East Berwickshire as a result of the station at Reston opening.
• Over 92% of respondents identified that the opening of the station has had no impact on the frequency or duration of their visits to East Berwickshire.
• 94% of respondents identified that the opening of the station at Reston had no impact on their use of rail.

Business survey

• 53% of businesses see rail as a competitive advantage
• 0% of employees commute by rail
• 89% report no change in operations
• 98% report no change in investment decisions

Secondary data

Rail patronage and punctuality

• 29,896 passenger entries and exits per annum (April 2024 to March 2025).
• 56% of daily passenger demand is between Reston and Edinburgh.
• 21% of daily passenger demand is between Reston and Dunbar.
• From April 2024 to March 2025 66.9% of trains arrived on time at Reston.

Journey times

• Rail enables faster journey times to Edinburgh and Berwick-Upon-Tweed compared to bus.
• To Edinburgh: Bus Journey Time 2hrs, Rail Journey Time 48mins.
• To Berwick-Upon-Tweed: Bus Journey Time 46mins, Rail Journey Time 23 mins.

Accessibility

• 131 households are now within a 30 minute walk of Reston Rail Station. Previously no households were within walking distance to a station.
• 231 households are now within a 30 minute cycle of Reston Rail Station, previously only 2 households were within a 60 minute cycle of a station.

Demand and value for money

• 29,900 annual entries/exits vs. c.50,000 forecast.
• Capital cost: £21.2m (above £20.0m forecast).
• Value for Money remains poor (negative NPV).

However, these improvements have not yet translated into widespread behavioural or economic change. Rail use remains below forecast and largely leisure-focused, with limited use for commuting, education or regular travel. As a result, the scheme has only made modest progress towards its transport and economic objectives.

Car dependency remains dominant across residents, businesses and visitors, and there is no material shift in overall mode share. The evaluation identifies key constraints as limited service frequency, timetable gaps, and weak integration with local public transport which are restricting the station’s effectiveness and uptake.

Evidence from the counterfactual analysis indicates that, while accessibility gains are clearly attributable to the scheme, wider travel behaviour and economic trends are broadly consistent with the comparator area of Ancrum, suggesting that early impacts beyond accessibility remain limited.

Outturn capital costs for Reston are higher than the pre‑opening estimate (£21.165m compared with £19.97m). Operating and maintenance costs for Reston are lower than the annual assumption cited in the FBC (approximately £115k compared with £145k per year).

Observed Reston demand is lower than the pre‑opening forecast range (29,896 entries and exits compared with a forecast of 49,897–51,692), representing a shortfall of around 20,000–22,000 entries and exits.

The most significant Value for Money (VfM) drivers at Stage 1 are the capital costs and demand. A demand shortfall has been realised, which worsens VfM. Lower operating costs and slightly faster journey times to Edinburgh and Newcastle provide only limited offsets and do not materially alter the overall conclusion.

Overall, Reston Railway Station can be characterised as a scheme that has successfully established the conditions for change but has not yet realised its full potential. Its long-term success in supporting inclusive economic growth and sustainable travel will depend on enhancements to service provision, improved integration with other modes, and continued demand growth over time.