Imagination station north bend wa: Imagination Station – North Bend

Imagination Station – North Bend

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About the Provider

Description: Children will have the opportunity to explore an environment developed just for them. The staff will be working closely with the children and following their lead when possible. We will provide many activities throughout the day. Teachers will provide a flexible routine with many opportunities for the children to choose their own activities. The curriculum chosen by the staff will be based on what children are interested in. We will work hard to ensure your child’s individual needs are met at all times.

Additional Information: First Initial License Date: 5/10/2012. Early Achievers Status: Participating in Quality Improvement. Doing Business As IMAGINATION STATION – NORTH BEND.

Program and Licensing Details

• License Number:
  PL-27760
• Capacity:
  40
• Age Range:
  12 months – 13 years 0 months
• Early Achievers Rating:
  Level 3
• Enrolled in Subsidized Child Care Program:
  No
• Initial License Issue Date:
  May 10, 2012
• Current License Issue Date:
  Sep 24, 2012
• Current License Expiration Date:
  Dec 31, 2999
• District Office:
  Bellevue
• District Office Phone:
  425-677-0409 (Note: This is not the facility phone number. )
• Licensor:
  Carol Artz ([email protected])

Location Map

Inspection/Report History

Hugs Kollege Inc – Bronx NY School-Age Child Care

Where possible, ChildcareCenter provides inspection reports as a service to families. This information is deemed reliable,
but is not guaranteed. We encourage families to contact the daycare provider directly with any questions or concerns,
as the provider may have already addressed some or all issues. Reports can also be verified with your local daycare licensing office.

Report Date	Report Type
2020-08-17	ChildCareMonitoringChecklist.pdf
2020-08-17	Licensing CCC Inspection Report
2019-03-25	Child Care Center Abbreviated Checklist.pdf
2019-03-25	Facility Licensing Compliance Agreement. pdf
2018-05-10	Child Care Center Abbreviated Checklist.pdf
2018-05-10	Facility License Compliance Agreement.pdf
2017-05-24	10.9.1.1 Compliance Agreement Rev. 05/2012
2017-05-24	10.9.4.6 Child Care Center Abbreviated Checklist Rev. 09/19/2015

If you are a provider and you believe any information is incorrect, please contact us. We will research your concern and make corrections accordingly.

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IMAGINATION STATION – NORTH BEND, Child Care Center

IMAGINATION STATION – NORTH BEND

Program Type:

Child Care Center

Capacity:

40

General Information

IMAGINATION STATION – NORTH BEND is a child care center in North Bend, King County, Washington that welcomes your child and family. Sensitive, loving interactions with teachers are the active ingredients of high quality early care and learning programs. Children benefit socially, intellectually and physically from participation in quality group care experiences, with proven results that last into their school years. Quality child care/day care programs also involve parents—regularly telling you about your child’s daily activities, and sharing information about child development topics and activity ideas to enjoy at home.

Accreditations

No records

Educational Programs

No records

Hours of Operations

Monday

7AM – 7PM

Tuesday

7AM – 7PM

Wednesday

7AM – 7PM

Thursday

7AM – 7PM

Friday

7AM – 7PM

Saturday

Closed

Sunday

Closed

License Information

License number: 34843

Expiration date: Unknown

Staff Roster

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Schools in the area

NORTH BEND MONTESSORI II

248 Ballarat Ave N, North Bend, WA 98045-9145

(425) 831-5766

View Details

TWO RIVERS

330 Ballarat Ave N, North Bend, WA 98045-9451

(425) 831-4207

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NORTH BEND MONTESSORI

142 Main Ave N, North Bend, WA 98045-8280

(425) 831-7176

View Details

(425) 292-3058

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construction history • Episode transcript • Arzamas

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CourseDiscovering Russia: Baikal-Amur MainlineAudiolecturesMaterials

Why BAM is not a Soviet project, or How it all began

Author Alexey Vulfov

Today we will talk about the BAM – an absolutely grandiose phenomenon, and on the scale of not only Russian, but also world history. The BAM is also grandiose in distance – it is over 4,000 kilometers in an area mostly uninhabited and still impassable, in a whole area hostile to man. The name also speaks of this, if you carefully think about it, close your eyes and imagine a geographical map: the Baikal-Amur Mainline is a road among harsh ridges, through permafrost, in the vast expanses of Siberia. And in terms of cost, BAM is grandiose, because it has become the most expensive project in the history of the Soviet state. And by the multinational composition of the builders who came from all over the country, which was reflected even in the architecture of the stations, in the national ornamentation of their appearance. Both Latvians and Azerbaijanis came here, and whoever did not come. I do not know of any other railway construction in world history that would be so multinational. And, of course, by a huge number of the most complex engineering problems solved in extremely difficult natural conditions. And, of course, according to historical events, sometimes tragic, that preceded the appearance of today’s highway, BAM is also grandiose. nine0004

Many people think that BAM is a purely Soviet project of the Brezhnev era of the 1970s, they imagine such happy beautiful Komsomol members against the backdrop of wonderful taiga landscapes, with a guitar, by the fire, in construction team jackets. But this is far from the case. Let’s take a close look at the history of this construction – and the history is much longer than is usually believed – and see when the construction of BAM began.

Amur region. A surveyor conducts a theodolite survey. nineteen74 year © Valery Khristoforov / TASS newsreel

So, BAM is, of course, not a project of the so-called era of stagnation. Let’s start with the fact that the BAM (or Bamovskaya) station appeared on the USSR railway map even before the war. But even this is far from the starting point. It all started much earlier. The first ideas for building a railway north and east of Lake Baikal were put forward even before the revolution, or rather, in 1887. In the place of the current BAM, according to the original ideas, in fact, the Trans-Siberian Railway was supposed to go, that is, the Trans-Siberian Railway – the Great Siberian Way, as it was then called, – because it was believed that along today’s BAM route, the path to the banks of the Amur would be 500 miles shorter. In addition, the governor of the Turgai region, Alexander Petrovich Protsenko, already then took into account the fact that the option of the northern route of the Great Siberian Route would be further from the Chinese border and therefore more strategically safe. nine0004

In 1889, in the village of Boyarskoye on the southeastern shore of Lake Baikal, the Irkutsk Governor-General Ignatiev and the Amur Governor Baron Korf met to discuss the construction of a railway from Baikal to the Amur. The latter asked for a reconnaissance of the area along the northern (current BAM) route, despite the fact that the opinion of the well-known engineer Orest Polienovich Vyazemsky about laying the Siberian road along the southern route was more convincing, which as a result was approved. Two expeditions were made to the future BAM. These were groups led by prospectors Nikolai Afanasyevich Voloshinov and Ludwig Ivanovich Prohasky. But the conditions they encountered were recognized as completely unsuitable, not only for construction, but in general for the future life of people here. In their reports, they wrote that the future road would have to pass “to the north of the line of successful arable farming”, that it is “unsuitable for cultivation and cannot be considered as a reserve of land for settlement”, which was largely confirmed in later times. Almost the entire BAM passes through permafrost, each building here requires well drilling and installation on piles. nine0004

It remains only to be amazed how people could walk without any outside help on actually some other planet, in absolute loneliness for hundreds of miles around. Railroad surveyors often died, became the prey of wild animals, disappeared in the taiga, fell off rocks. Behind the outward unobtrusiveness of their work, behind the restraint of their external appearance (and these are always such beautiful, perfectly specious people, with beards, in the beautiful uniform of the Ministry of Railways) hid true firmness of spirit and loyalty to their vocation. At the same time, prospectors of that time had some kind of supernatural ability to feel the terrain without any modern instruments, to understand its language: where it is more convenient for the future bridge to bend the river, where there are fewer rocks that will need to be blown up, where you can fit into the bypass of the swamp, and so on. And yet, full-fledged surveys of the future BAM were carried out much later only with the help of aircraft, and later satellite imagery – this area is so difficult to study when moving on the ground. nine0004

After the construction of the Trans-Siberian Railway left to the south, to its current place, there was some calm with the future BAM. But then, at the beginning of the 20th century, the ideas of building a railway in these parts began to sound again, this time in the Bodaibo region. This is a gold-bearing region, and the reason was the desire to develop the Lena gold mines. I recommend reading about this a wonderful book by the Irkutsk historian Alexander Viktorovich Khobta about the background of the BAM design. At the same time, it was planned to build a port on the Lena River in order to deliver cargo from the mines to the railroad. Several projects with different routes were presented, and the controversy and competition reached a sharpness worthy of the railway fever of the 1870s – with bribery of engineers, noisy people’s meetings, favorites, competitors, zemstvo battles, and so on – in general, everything is like in Pukirev’s picture “In the reception area of ​​the concessionaire. ” After all, the railway always promises a very profitable jackpot. At the forefront of the struggle was the large Siberian city of Irkutsk, whose fathers made sure that it became a railway junction. Well, of course, the merchants applied the greatest energy. nine0004

There were some fantastic projects there. For example, the project of Loic de Lobel: Irkutsk – Yakutsk – Bering Strait – Alaska. Subsequently, something similar was conceived under Stalin, and coldness seizes at the mere thought of how many victims it would cost. But the second version of Loïc de Lobel Baikal-Amur, in fact, was a project of the modern BAM. There was also a project of the so-called Great Northern Railway – VSZhD. The author of this project is Alexander Alekseevich Borisov, a professional artist and Arctic explorer, a student, among other things, of Shishkin and Kuindzhi, a member of Witte’s expedition to the North in 1894 years old, explorer who gave the capes of Novaya Zemlya the names of prominent artists. Borisov envisaged the construction of a railway – imagine a map – from Murmansk through the north of Lake Baikal to the Tatar Strait, that is, almost to Sakhalin. Incredibly, in 1928-1931, his project was discussed quite seriously, at the level of party congresses. As a result, these projects were recognized, of course, as inexpedient, moreover, there were no funds for them due to the extraordinary high cost of construction and its very vague payback. Therefore, preference was then given to the development of the Northern Sea Route, which was more accessible for implementation and development. However, quite a lot remained from the idea of ​​Borisov and his companion Professor Vobloy, namely, BAM. nine0004

One way or another, all surveyors recognized the construction in such places of an extended broad-gauge railway before the revolution not only as extremely difficult, but also simply useless and impossible.

The very first surveys revealed one of the reasons for the unwillingness and impossibility to build the BAM along the northern route: not just insurmountable terrain conditions, but also its complete desertion, uninhabited. It was this that forced in the 1930s to resort to the help of the NKVD for the construction of the BAM. The local population was practically absent, and by Komsomol permits then they managed to gather exactly 10 times fewer people than was needed for the construction. It should be noted that without the participation of the Ministry of Internal Affairs and the railway troops, who got the most difficult sections of the route, BAM would not have been built even in 19In the 1970s, there would obviously not have been enough Komsomol members there, with all the romance, the fog and smell of the taiga, the abundance of food supplies, the huge salaries that people received there, and other attractive means.

As a result, after many years of plans and projects, the decision to build a modern BAM was taken only in 1932 after a series of debates. The very name Baikal-Amur Mainline, like the abbreviation BAM, appeared in 1930. At that moment, both resource and strategic motives became relevant again: everyone understood how aggressive Japan was becoming and how close to China the rails of the Trans-Siberian Railway lay; Even before the start of World War II, a bloody war was already going on in the Far East. nine0004

Real construction of BAM began only in 1938 with the construction of approaches to the future route from the Trans-Siberian Railway, along which it would be possible to bring builders and necessary for construction. These are the lines BAM – Tynda and Lime – Urgal. True, the rails from these already built approaches were taken to the famous Volga Rokada near Stalingrad in 1942, where they were very needed. But already in 1943, they began to build the Komsomolsk-Sovetskaya Gavan line, and in 1945 this line started working. In 1951, the western approach to the BAM from Taishet to Lena was opened, but it was put into permanent operation only in 1958th, seven years later, the construction was so temporary. Yes, and slave labor, as you know, is unproductive.

For the construction of BAM, a whole special system was created – BAMLAG, one of the monsters of the Stalinist regime. By the way, among the prisoners of BAMLAG was, for example, Father Pavel Florensky, who not only served time there, but even prepared a study on construction in permafrost. There is no doubt that BAM’s approaches are built on sweat, blood and bones. nine0004

Installation of BAM railway tracks. 1977 © Grigory Kalachyan / TASS

Then for ten years there was a lull again at BAM, until the deterioration of relations with China again made the strategic motives for laying the northern highway to the east relevant again. In 1967, a resolution of the Central Committee of the CPSU and the Council of Ministers of the USSR was issued, and the next survey of the route began. In 1974, BAM was declared the all-Union Komsomol shock construction site. It was in this year that teams of builders moved towards each other from Baikal and from the Pacific Ocean, so that after 10 years, having laid more than 3,000 kilometers of rails, they would meet in the middle, at the Balbukhta junction. Actual docking happened 29September 1984, and two days later, on October 1, 40 kilometers to the east, at Kuanda station, an official celebration took place, the official opening was the laying of the “golden” link. All the country’s newspapers reported triumphantly: BAM has been built! In fact, despite the connection, the road was far from being ready for operation. Only five years later, in 1989, the highway was finally handed over to the Ministry of Railways and started working regularly, and really the final point in the construction of BAM was set only in 2003, when the 15-kilometer Severomuysky tunnel was finally opened. nine0004

Well, the comparison with the tsarist regime in the field of railway construction will, unfortunately, clearly not be in favor of the times of socialism. For example, the road from Petrozavodsk to Murmansk, a thousand kilometers long, the famous Murmanka, was commissioned in the most extreme natural, difficult financial conditions, during the First World War, in 1916 – just a year after the start of construction. Only the revolution and the Civil War prevented it from being put into regular operation right away. nine0004

Even a century after the first survey, in the 1970s, life at the BAM during its construction and after the road was put into operation was very difficult. BAM began very dramatically. Many who arrived were not aware of the difficulties of their future life and work. Living conditions were very difficult. Only youthful enthusiasm, a margin of safety and, I would say, the unpretentiousness of young organisms could allow building and developing this road with such enthusiasm. Mortality at the construction site was very high for peacetime, although the death of builders, of course, was hidden in those days. The amount of equipment buried here is simply amazing and requires special research. As for the work of soldiers of the railway troops in these parts, this is a separate dramatic and tragic page: it was the soldiers and the contingent of the Ministry of Internal Affairs who built the most difficult sections of the BAM. nine0004

Be that as it may, one of the largest geopolitical world projects of the 20th century turned out to be embodied. The people endured everything this time, as in Nekrasov’s poem. In any historical assessment, this must always be taken into account.

Lecture 1 of 4

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Russian Empire
USSR

New Deal Marcel Proust in search of lost time

Elena Baevskaya, the author of Proust’s new translation, talks about how Search for Lost Time works, why the novel is difficult to read and why it is very useful reading

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Audio -lectures

15 minutes

1/4

BAM: History of construction

Why BAM is not a Soviet project, or where it all started

Reading Alexey Vulfov

Why BAM is not a Soviet project, or How it all began

10 minutes

2/4

“We created BAM, and BAM created us.” Who are the Bamovites

Schefa brigades, vouchers for the car and the romance of the Taiga

Read Olga Poloznyuk

Chefa brigades, vouchers for the car and the romance of Taiga

17 minutes

3/4

Iron Monster or Life Ship: BAM and Voronnaya population

Open protest, mixed families, and jokes about BAM members

Reading by Olga Povoroznyuk

Open protest, mixed families, and jokes about BAM members

12 minutes

4/4

Why work at BAM can be deadly and how you can scream out your throat to escape from a bear

Reading by Alexey Vulfov

Why work at BAM can be deadly and how you can scream out your throat to escape from a bear

Materials

Zasypuha, ORS, scourge: the main words of BAM

What is the taiga and the steam locomotive for BAM, who built hacks and how to stand on the target

Guess, BAM or Moscow?

Distinguish a photograph taken in Moscow from a photograph taken at the BAM

Bridges, tunnels and train stations: the architecture of the BAM

The main sights of the highway

BAM in Soviet propaganda and culture

From songs and films dedicated to the highway crutches

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Location: Pacific Ocean, 904 9600 km from Chile0003 Photo © Wikipedia