
Edinburgh locals 'deeply concerned' as fire station threatened with closure
An Edinburgh fire station threatened by closure has sparked a frenzy of concern from locals and firefighters who say they are concerned for the safety of their neighbourhood.
The Marionville Fire Station in Restalrig may close and relocate three miles away to Newcraighall.
Edinburgh Live spoke to David Strachan, Marionville's branch representative for the Fire Brigade Union (FBU). The firefighter has worked at the station for 17 years and was "deeply upset" by the news of potential closure.
He claimed the move to Newcraighall would come with a downsize, costing the station 10 firefighter posts which he called a safety concern for the area.
David said: "This is my community. I live in Abbeyhill. My family lives here and my kids go to school in this area. Marionville would be the first [station] attendance at my home and my kids school and for friends in the area if there was a fire.
"I'm worried that my family and friends, the people of of our community, would have to wait longer for fire engines to respond to an emergency. I have serious concerns that it would make people in this part of Edinburgh less safe."
David claimed the next nearest fire station at McDonald Road, one of the busiest bases in Scotland, would pick up the bulk of Marionville's calls - making the station "significantly busier".
He added: "If McDonald Road [station] is busy - they can only respond to one call at a time - if there were two calls concurrently, people would be waiting even longer for a response."
Join Edinburgh Live's Whatsapp Community here and get the latest news sent straight to your messages.
Asked about the morale at the station, David added: "Everyone is very unsettled because we don't know what future holds for us. Our primary concern is for the people of this community that are ultimately going to be less safe as a result of this decision."
The Scottish Fire and Rescue Service said the decision to close Marionville was not final and that "any permanent changes to our station footprint or how we deliver our services will only come after we have sought views from the public".
Chris Murray, MP for Edinburgh East and Musselburgh, has voiced his support for the fire station.
He told Edinburgh Live: "I am perplexed that the Scottish Fire and Rescue Service are taking forward proposals to close Marionville Fire Station. This station is a vital resource in addressing callouts across my constituency, and the whole city.
"Given the pressures we have seen on the fire service over the likes of Bonfire Night, I am clear that closing this station is not in the interests of my constituents' safety."
A post on his Instagram adds: "The Marionville firefighters put their lives on the line every day to protect people in central and east Edinburgh. I have met with them several times and heard how bravely they act to save lives – and how they are increasingly overstretched.
"Cutting this station to move resources elsewhere would increase response times – which could be the difference between a bad incident, and a disastrous one. As the local MP, I am crystal clear: Marionville fire station should not be considered for closure."
David launched a petition to help save the station, which garnered over 1,500 signatures in 24 hours.
It explains that Marionville was built using Reinforced Autoclaved Aerated Concrete (RAAC) panels, meaning the station is unsafe and needs to be rebuilt.
The petition continues: "The closure of Marionville presents a huge increase in risk, with increased response times to a densely populated area of Edinburgh, a city where the population is increasing at an unprecedented rate . . . Resources are already spread far too thin in the capital.
"It is a matter of minutes for a fire to go from manageable to fully developed, dramatically increasing the risk to people, property and firefighters."
You can find David's petition here.
Deputy Assistant Chief Officer Andrew Girrity from the Scottish Fire and Rescue Service said: "We are currently in the midst of a service delivery review, which aims to ensure that our resources – our staff, stations and appliances – are matched to operational risk and demand across Scotland.
'We also must address urgent property issues including stations affected by Reinforced Autoclaved Aerated Concrete (RAAC), which includes Marionville Community Fire Station.
"We have now concluded an options appraisal and development process, and a number of change options have been recommended to progress to public consultation in the summer. This remains subject to final approval by the SFRS Board.
"Any permanent changes to our station footprint or how we deliver our services will only come after we have sought views from the public and a final decision has been made by the SFRS Board."
Hashtags

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles


Daily Record
44 minutes ago
- Daily Record
Petition launched against proposed changes to Helensburgh Fire Station staffing levels
Plans by the Scottish Fire and Rescue Service would see Helensburgh's full-time facility switch to a "day crewing" model. A petition has been launched against proposals to change staffing levels at Helensburgh Fire Station. The Scottish Fire and Rescue Service (SFRS) Service Delivery Review is reviewing a proposal that could see the full-time station in Helensburgh adopt a "day crewing" system, meaning crews would be based at the station only from 8am to 6pm. Under the new model, on-call crews would then respond to emergencies during the night. Dumbarton MSP Jackie Baillie has launched an online petition to challenge the proposed changes, calling on locals to express their opinions and pushing for a re-think of the plans. She has also expressed safety concerns due to the proximity of Faslane Naval Base and RNAD Coulport. The Labour MSP for Dumbarton, who is also the Deputy Leader of Scottish Labour, has teamed up with local fire service staff to ensure community voices are heard. Ms Baillie staffed a stall at Helensburgh's Market in the Square on Saturday, where she briefed residents about the potential changes and encouraged them to support her petition. She expressed her worries, saying: "I have real concerns over these cuts and what it would mean for Helensburgh and Lomond residents should they go ahead. "The SFRS have admitted that an increase in response times can be expected outwith core dayshift hours. "It's unacceptable to place residents at increased risk and I'm opposed to these plans." Currently, Helensburgh operates two fire engines, one manned by full-time firefighters and the other by an on-call team. The station currently operates with a full-time crew of five firefighters, primed for immediate response. They are bolstered by an on-call appliance, manned by 10 personnel equipped with pagers, ready to respond to emergencies. The status of the second on-call appliance will remain unchanged. Ms Baillie is also behind a leaflet campaign, encouraging community members to voice their opinions. SFRS chiefs have arranged a public meeting to discuss the proposals, scheduled at the Victoria Halls on Tuesday, August 26, at 6pm. In June, Area Commander Joe McKay, the Local Senior Officer for Argyll and Bute, told the Lennox: "We are currently in the midst of a service delivery review, which aims to ensure that our resources – our staff, stations and appliances – are matched to operational risk and demand across Scotland. "We also must address urgent property issues including stations affected by Reinforced Autoclaved Aerated Concrete (RAAC), which includes Helensburgh Community Fire Station." He added: "Helensburgh is one of a number of change options that have been recommended to progress to public consultation, which is launching later this month. "Any permanent changes to our station footprint or how we deliver our services will only come after the public consultation process and a final decision has been made by the SFRS Board." To view Ms Baillie's petition, click here.


Scotsman
an hour ago
- Scotsman
The Scottish lighthouse built by Robert Louis Stevenson's family on sale for £350,000
A historic lighthouse in Shetland built by the father and brother of Scottish writer Robert Louis Stevenson is up for sale, with an asking price of over £350,000. The iconic lighthouse, on the island of Bressay on the east side of Shetland, has stood for over 160 years. Now, the Shetland Amenity Trust, the local heritage charity which has owned the complex since 1995, is looking for a new custodian for the B-listed landmark. It said was no longer able to look after the building due to rising costs, and made the decision to part with the lighthouse following a 'careful and lengthy' period of consultation with the local community. The lighthouse was built in 1858 by engineers David and Thomas Stevenson, who were the father and brother of writer Robert Louis Stevenson, best known for his classic novel Treasure Island. It served to guide vessels safely through Bressay Sound, the sheltered channel separating Bressay from Lerwick. Although the light was automated in 1987 and is no longer essential to modern navigation, the site remains an important symbol of Shetland's maritime history. In April 2022, the Shetland Amenity Trust invited expressions of interest from community groups and private individuals, exploring a range of potential uses for the lighthouse complex. However, no final agreement was made. The trust said its priority throughout has been to secure a sustainable future for the site - whether through community-led initiatives or private ownership. Shetland Amenity Trust chair Alison Moncrieff said the lighthouse holds a 'special place in Shetland's story'. 'While it's been a difficult decision to part with the building, we believe this is the right moment to invite new energy and investment to help it thrive again,' she said. 'Rising costs and financial pressures mean the Trust is no longer able to care for the lighthouse in the way it deserves, but we are excited by the possibilities that lie ahead. 'We're hopeful that a new owner will bring fresh vision and commitment to restore and reimagine the site, ensuring it can be enjoyed for years to come. 'We are grateful to the Directors of Bressay Development Ltd for their thoughtful work exploring a community-led solution. Although this was not feasible in the end, their dedication shows the deep value placed on the site.' Any restoration or development will require permission from Historic Environment Scotland, and works must use traditional materials and techniques appropriate to the lighthouse's listed status. The property listing on Savills says the lighthouse complex comprises several buildings, including the original lighthouse tower, two former keepers' cottages, a former engine room, and an artist's residence and studio. It said the former keepers' cottages and outbuildings have been adapted to support the Bressay Lighthouse artists' residency, offering accommodation and studio space to visiting artists. It said the east and west cottages were previously in use as holiday lets. Bressay is an island located to the east of Shetland capital town Lerwick, with the ferry crossing taking less than ten minutes. The lighthouse is located at Kirkabister Ness, on the southwestern tip of the island. 1 . View of the lighthouse The lighthouse is located at Kirkabister Ness, on the southwestern tip of the island of Bressay, in Shetland | Savills Photo Sales 2 . Bird's Eye View The complex comprises the original lighthouse tower, two former keepers' cottages, a former engine room, and an artist's residence and studio | Savills Photo Sales 3 . View from the lighthouse The lighthouse looks out across the water to mainland Shetland, which is only a ten minute ferry ride away | Savills Photo Sales 4 . Inside the lighthouse A spiral staircase leads up to the top of the lighthouse | Savills Photo Sales


Daily Record
5 hours ago
- Daily Record
Japan Airlines plane crash pilot's 'harrowing' last words before 520 people died
"The pilots were talking to each other in a state of deep distress because they didn't know what was going on and what they could do." The single deadliest air crash happened 40 years ago in Japan. The most shocking of recent times is the London bound Air India plane crash shortly after take-off in the western Indian city of Ahmedabad on June 12 of this year, killing 241 of the 242 people on board and 19 others on the ground. The largest number of deaths in an aviation incident was on March 27, 1977, when two 747s collided on a foggy runway on Tenerife North, formerly Los Rodeos Airport. 583 people were killed. In Scotland, Pan Am Flight 103 exploded over Lockerbie, killing all 259 people on board on December 21, 1988. However, the crash in mountainous terrain north west of Tokyo - in Ueno, Gunma, Japan, exactly 40 years ago today remains the deadliest involving a single aircraft, reports the Mirror. Amid the remains of the Japan Airlines plane and the souls that perished on board, investigators recovered the black box containing the cockpit voice recording which captured the terror of the pilots. Aviation journalist David Learmount, who has investigated and reported on air incidents for almost five decades, recalls how reading the CVR transcript was so harrowing that he was reduced to tears. Speaking on the 40th anniversary of the crash, David, a consulting editor on Flightglobal magazine said: "I've lost count of the number of CVRS I've listened to and transcripts I've read from accidents - and the Japan Airlines 123 remains the only one that ever made me cry. "The transcript was so harrowing I could not listen to the CVR. "The pilots were talking to each other in a state of deep distress because they didn't know what was going on and what they could do. "It wasn't just fear. They wanted to save their airplane, to save their own lives and the lives of everybody on board, and they didn't know what to do. You've never heard that kind of distress." On the anniversary, we remember the lives lost on the doomed flight. What happened? On Monday August 12 1985 Tokyo's Haneda Airport was crowded with thousands of people trying to get home. It was the eve of Obon - a Japanese Buddhist custom when most of the country traditionally honour their ancestors, often returning to their place of birth for family reunions. At 6.12pm, Japan Airlines 123 took off heading to Osaka, 400 kilometres to the west. The flight was filled almost to capacity. 509 passengers and a crew of 15. The flight time was 52 minutes. The most senior pilot on board was Captain Masami Takahama, 49. Takahama was was one of the airlines' senior training captains, and was supporting the First Officer Yutaka Saski, 39, who was captaining the flight. Also on board was Hiroshi Fukuda, a veteran flight engineer. For the first few minutes after take off, all seemed to be fine. As the plane climbed, the air pressure difference between the air inside the cabin and the air outside the cabin grew greater and greater. Approximately 12 minutes after takeoff, the aircraft experienced a loud explosion. Oxygen masks dropped down in front of hysterical passengers. The cabin altitude alarm was blaring, alerting the pilots that the air inside the plane was now too thin to breathe. The piloting crew radioed an emergency to air traffic control. Captain Masami Takahama requested a turn back to Haneda- now 70 miles behind them. He was unaware that the bang that was heard in the cockpit was due to a hole at the rear of the plane and this wave of pressure had blasted off a huge section of the aircraft's tail, including the rudder, the auxiliary power unit, and several other critical control systems. The captain instructed his first officer to turn to the right to head back to Haneda but he started banking too steeply. But no matter what the first officer did, he couldn't turn the plane back to wings level. Horrified Hiroshi Fukuda, the flight engineer could now see that hydraulic pressure has dropped. The plane had a complete hydraulics failure and there was no checklist to deal with this nightmare scenario. Flight 123 began to swing from side to side like a falling leaf - a nauseating movement for passengers. Without hydraulic power, the pilots could no longer control the pitch of the aircraft. It began plunging up and down hundreds of metres at a time in a terrifying rollercoaster cycle. Passengers began scribbling farewell notes to loved ones, which were later found in the wreckage. Using the engine power, they were able to slow down the erratic moments and even turn the plane momentarily. "By increasing engine power on the left side, the plane would turn to the right. Increasing power on the right side, the airplane would turn to the left. So that helped. However, they still thought they could attempt to control the plane manually, which they couldn't,' said David. And their altitude pilots were now dulled by hypoxia - having been too distracted to put on their oxygen mask. In the cabin, passengers were running out of oxygen. Their best hope was a controlled crash landing at Haneda, but the plane needed to lose altitude. The flight engineer suggested they could lower the landing gear without hydraulic power. For the first time since leaving Tokyo, the plane had now dipped below 20,000 feet. A lower altitude now brought a new danger. Straight ahead of the plane loomed a towering mountain range. The aircraft began diving at more than 18,000 feet per minute, 10 times the normal rate of descent. "Raise nose, raise nose.... power' were the captain's last words as the ground proximity alarm buzzed around him before the CVR cut out on impact. The pilots fought a losing battle for almost 30 minutes before the plane hit the Mount Takamagahara area, close to Mount Fuji. The right wing tip and its outermost engine hit the mountain ridge and was ripped off. The plane spun onto its back and careened into the mountainside at hundreds of kilometres per hour, igniting into an enormous fireball. Four miracle survivors - including a 12-year-old girl whose parents and sister were killed in the crash - were all seated at the back of the plane, where impact forces were not as great as at the front, and sheer luck protected them from flying debris. The investigation into the crash concluded that a faulty repair on the aircraft seven years earlier had ultimately caused the fatal malfunction. During a landing in Osaka in 1978, the pilot had pitched the plane's nose too high and slammed the tail into the runway. The rear pressure bulkhead, a critical structural component in aircraft, specifically designed to maintain cabin pressure, was severely damaged. Join the Daily Record WhatsApp community! Get the latest news sent straight to your messages by joining our WhatsApp community today. You'll receive daily updates on breaking news as well as the top headlines across Scotland. No one will be able to see who is signed up and no one can send messages except the Daily Record team. All you have to do is click here if you're on mobile, select 'Join Community' and you're in! If you're on a desktop, simply scan the QR code above with your phone and click 'Join Community'. We also treat our community members to special offers, promotions, and adverts from us and our partners. If you don't like our community, you can check out any time you like. To leave our community click on the name at the top of your screen and choose 'exit group'. If you're curious, you can read our Privacy Notice. Boeing engineers performed the botched repair - which led to a ever weakening structure. It wasn't a question of if it would fail, it was when. David said: "It was a patch-up job, not a repair. They took a shortcut trying to fix it and put the plane back in action.' Over time, repeated pressurisation while in the air put stress on the incorrectly repaired section. The cracks led to metal fatigue and ultimately, the separation of the aircraft's tail. By August 12, 1985, the plane had flown more than 12,000 times since the shoddy repair. But on that final fateful flight, the damaged bulkhead reached breaking point. The rapid decompression also ruptured hydraulic systems, rendering the aircraft uncontrollable, although the pilots tried desperately to prevent the inevitable. Boeing redesigned the tail of the 747, so that rapid pressure spikes in the tail plane would no longer cause the kind of structural failure which occurred on flight 123, and also redesigned the plane's hydraulic systems, so that the loss of the aircraft's tail would not result in the total depletion of all hydraulic systems. Japan Airlines also modified its maintenance procedures, putting in place stricter supervision of important repair work and making regular inspections more thorough. Although the crash was Boeing's fault, the airline bore the brunt of national fury. After the crash, Japan Airlines paid 780million yen ($7.6million) to the victims' families - not as compensation, but as 'condolence money'. The company decided against taking criminal action against Boeing. Japan Airlines president Yasumoto Takagi resigned from his post. The company's maintenance manager, Hiroo Tominaga, died by suicide. Susuma Tajima, the engineer who checked and cleared the 747SR for takeoff before its final flight, also took his own life after the crash. "Careless Boeing engineers were to blame, ' said David. 'But this was the company culture. The culture is set by the people at the top. It always does. It happens in every organisation. And they made such shortcuts and shoddiness permissible." In recent years, Boeing has been at the centre of several controversies regarding the safety of of its planes after two fatal crashes. And history appeared to eerily repeat itself after had a mid-flight blowout of a door plug, due to poor safety checks. It was a miracle no one was killed. The incident, which occurred shortly after takeoff from Portland, Oregon, resulted in a gaping hole in the fuselage. The NTSB, investigating the incident and has pointed to systemic failures within Boeing. The company said they are working on strengthening safety and quality across their operations.