Operation of the Reston railway station

Since reopening in May 2022, Reston Railway Station has been served by existing cross‑border passenger services operating on the East Coast Main Line (ECML). As set out in the Full Business Case (FBC), the service strategy for Reston was based on calls by existing ECML operators rather than the introduction of a new ScotRail stopping service. This approach reflected recognised constraints on ECML capacity, and the operational and resourcing challenges associated with introducing a new local ScotRail service on this section of the route.

The station is managed by ScotRail, but ScotRail does not operate passenger services at Reston.

Operators and Calling Pattern

Passenger services at Reston are operated by two franchised long‑distance operators:

• TransPennine Express (TPE) provides the primary service offer, delivering regular cross‑border connectivity between Edinburgh and Newcastle.
• London North Eastern Railway (LNER) provides a limited number of calls, consistent with its long‑distance inter‑city role and with the service assumptions established in the FBC.

The calling pattern has remained broadly stable since reopening. TPE services operate to a regular pattern on weekdays and Saturdays, with a reduced level of service on Sundays in line with standard national operating practice.

From Monday to Friday, Reston is served by 17 TPE calls per day, comprising:

• 9 southbound services towards Edinburgh; and
• 8 northbound services towards Newcastle.

An equivalent level of service operates on Saturdays. On Sundays, Reston is served by 14 TPE services per day, with 7 services in each direction.

LNER calling at Reston is limited to one service per direction per day, consistent with the FBC assumption for a minor ECML stop. These comprise a southbound morning call and a northbound evening call, integrated within fast inter‑city service paths rather than designed to serve local stopping patterns.

In combination, TPE and LNER services provide an overall two‑hourly service pattern across much of the day, offering a consistent and predictable level of connectivity from Reston.

Peak and Off‑Peak Operation

The current timetable does not differentiate materially between peak and off‑peak service provision at Reston. Instead:

• Off‑peak periods are served by a regular two‑hourly pattern, predominantly operated by TPE.
• Peak periods are accommodated within this same broadly even‑interval pattern, rather than through the introduction of additional peak‑only calls.

The FBC identified the potential for enhanced peak‑period frequency (for example, an hourly service) in the longer term, subject to improvements in ECML capacity and platform availability at Edinburgh Waverley. However, no such enhancements have been implemented to date, and stopping patterns remain broadly consistent across the day during the Stage 1 evaluation period.

Destinations Served

Services calling at Reston provide direct rail connectivity to key regional centres, including:

• Edinburgh Waverley, with typical journey times of approximately 42 - 45 minutes; and
• Newcastle, with typical journey times of approximately 55 - 63 minutes.

Depending on the operator and specific service group, some services also call at intermediate ECML stations. Overall, the reopening of Reston Railway Station has substantially improved access to these destinations when compared with baseline public transport conditions (as detailed within the FBC), under which journeys typically required interchange and bus-rail connectivity, and were subject to significantly longer travel times.

Timetable Pattern and Any Changes Since Opening

The service pattern introduced at reopening has remained broadly unchanged over the evaluation period. No significant timetable recasts, additional calls, or operator withdrawals have been identified.

While the FBC noted that the continuation of certain TPE services beyond May 2023 was subject to contractual arrangements, the Stage 1 evaluation period falls within the timeframe covered by confirmed service agreements, and no material changes in service provision have occurred.

Infrastructure and Pathing Constraints

Reston Railway Station is located on the ECML between Dunbar and Berwick‑upon‑Tweed, on a section of railway that carries a high volume of long‑distance inter‑city passenger services alongside regional and freight traffic. The FBC identifies this part of the ECML as operating with limited spare capacity, with restricted flexibility to accommodate additional stopping services without affecting overall network performance. These corridor‑wide constraints are a key factor shaping the level and pattern of service at Reston.

The service strategy adopted in the FBC was therefore to serve Reston through calls by existing long‑distance ECML operators, rather than by introducing a new ScotRail stopping service. This approach reflected a combination of infrastructure and operational considerations, including:

• Limited availability of additional train paths on the ECML.
• The need to protect long‑distance journey times between Edinburgh and Newcastle.
• The operational and resourcing challenges associated with introducing a new local stopping service on this section of the route.

As a result, Reston was envisaged as a minor long‑distance stop, with services integrated into established inter‑city service groups rather than forming part of a frequent local stopping pattern.

The FBC also identifies platform availability and operational constraints at Edinburgh Waverley as a critical downstream limitation. Even where additional calls at Reston might be achievable on the open line, the ability to accommodate these services at Edinburgh restricts the scope for increasing stopping frequency. Consequently, the FBC did not assume enhanced peak‑period services or peak‑only calls at Reston, instead adopting a fixed, broadly even‑interval service pattern across the day.

From an infrastructure perspective, the FBC confirms that Reston Railway Station itself does not constrain train operations. The station provides two platforms capable of accommodating 10‑car trains, offering a degree of future‑proofing should wider ECML capacity enhancements be delivered. However, any future increase in service frequency at Reston is dependent on network‑wide interventions, such as ECML capacity upgrades or major timetable recasts, rather than changes to station infrastructure or local operational arrangements.

Seasonal or Event‑Driven Variations

No seasonal, event‑specific, or temporary service variations affecting Reston have been identified. All services operate as part of nationally planned ECML timetables and are delivered through standard timetable change processes.