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Hull Botanical Gardens

Botanical gardens in EnglandEast Riding of Yorkshire geography stubsGardens in the East Riding of YorkshireHistory of Kingston upon HullUse British English from April 2023

Hull Botanical Gardens were established in 1812 on a 5-acre (2.0 ha) site near what is now called Linnaeus Street, Hull, England.In 1877 they moved to a 49-acre (20 ha) site in Spring Bank, Hull, but closed in 1889 due to financial difficulty. In 1893 the site became the location of Hymers College. The Hull Botanic Gardens railway station is a disused railway station named after the nearby gardens.

Excerpt from the Wikipedia article Hull Botanical Gardens (License: CC BY-SA 3.0, Authors).

Hull Botanical Gardens
Hymers Avenue, Hull Avenues

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Wikipedia: Hull Botanical GardensContinue reading on Wikipedia

Geographical coordinates (GPS)

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N 53.7479 ° E -0.3651 °
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Address

Hymers College

Hymers Avenue
HU3 1LW Hull, Avenues
England, United Kingdom
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Phone number
Hymers College (charity)

call+441482343555

Website
hymerscollege.co.uk

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Hull General Cemetery
Hull General Cemetery

Hull General Cemetery was established by a private company in 1847 on Spring Bank (now Spring Bank West) in the west of Kingston upon Hull, East Riding of Yorkshire, England. In 1862 the Hull Corporation established a cemetery adjacent, now known as Western Cemetery, and in c. 1890 expanded the cemetery west across Chanterlands Avenue onto an adjacent site. The General Cemetery contains several notable monument and burials, including a monument to a cholera outbreak in 1849, as well as the graves of many notable persons of the Victoria era and early 20th century of Kingston upon Hull. The General Cemetery closed in 1972, the Western Cemetery is, as of 2018, still in use. In 2018, a community group of volunteers, The Friends of Hull General Cemetery, was formed and have taken on the challenge of caring for this heritage site of special natural interest. The group was formed as a subcommittee of the Hull Civic Society. It meets regularly at the Avenues Centre, Park Avenue, Hull. During its short life it has generated a significant amount of interest in the cemetery from the general public and plans are afoot to bid for local and national funding to make the cemetery a more hospitable place for the community to visit yet still retain its historical significance and environmental importance for future generations. In September 2018 a short introduction to the Hull General Cemetery 1847–1972, was published by Pete Lowden and Bill Longbone

Hull Paragon rail accident

The Hull Paragon Rail accident was a rail crash that took place at Hull Paragon railway station. On 14 February 1927, on the approaches to Hull Paragon station, the incoming 08:22 from Withernsea to Hull collided head-on with the 09:05 from Hull to Scarborough. Twelve passengers were killed and 24 were seriously injured. This happened despite the tracks having the latest safety features available at the time: a system of interlocking should have made it impossible to give clear signals to trains unless the route to be used is proved to be safe. In his book LTC Rolt comments that "Scarcely any safety device existing at the time was lacking on the network of lines outside Paragon station..." - however, one safety device did exist and was lacking - a track circuit which had been invented in the USA in the 1870s and began to be used in the UK from the beginning of the 20th century. There were no track circuits protecting the layout at Hull in February 1927. In his report on the accident, Col. JW Pringle recommended installation of a track circuit, which the LNER then carried out. Three signalmen were present in the signalbox, the enquiry found that one of them had pulled the wrong lever; he had intended to set the points for the incoming train but instead set the points ahead of the Scarborough. The points were locked and could not be moved as long as the signal ahead of the Scarborough train was at clear, and also by the presence of locomotive or vehicle wheels on the locking bar immediately in rear of the points. One of the other signalmen was setting the signals behind the Scarborough train to danger and, in contravention of the rules, this was done whilst the train was still passing the signal and before it had reached the locking bar. This released the locking on the points for some 1.9 seconds before the Scarborough train reached the locking bar, allowing the points to be changed by the application of the wrong lever. A combination of these two failings led to the disaster.