Average Cost Of Adoption

average cost

total cost for all units bought (or produced) divided by the number of units
Under the average cost method, it is assumed that the cost of inventory is based on the average cost of the goods available for sale during the period.
Total cost, fixed plus variable, divided by total output.

adoption

the act of accepting with approval; favorable reception; “its adoption by society”; “the proposal found wide acceptance”
a legal proceeding that creates a parent-child relation between persons not related by blood; the adopted child is entitled to all privileges belonging to a natural child of the adoptive parents (including the right to inherit)
borrowing: the appropriation (of ideas or words etc) from another source; “the borrowing of ancient motifs was very apparent”
The action or fact of adopting or being adopted

San Diego Transit Bus

MTS 1900s

1900

In the first part of the new century there is impressive growth in the streetcar system. Two new operating divisions on Imperial Avenue in Downtown (1911) and Adams Avenue in Normal Heights (1915) open to accommodate this growth.

1905

Spreckels builds a new power generating plant to operating the expanding streetcar network.

1906

Third Avenue Streetcar Line begins operation from Market Street up Third to Fir Street to the luxurious Hotel Florence.
SDER operates 798,152 car miles in this year.

1907

Third Avenue Streetcar Line extended to Washington Street and future Mission Hills community, and is briefly renamed Mission Hills Line. The streetcar line was the genesis of the new Mission Hills suburb.

Mission Hills Route 3: Building a Community Around a Street Car Line (page 1,2) provides a brief history of how transit contributed to one of San Diego’s most vital neighborhoods.

One-way fare between San Diego and National City is $0.10 on the National City and Otay Railway (NC&O) Route.

1910

Spreckels forces a ballot initiative to amend his charter with the City of San Diego to give him more than 25 years on his leases to operate streetcar service. With this greater security he is able to acquire major loans for service expansion and infrastructure.

1911

Spreckels builds second power generating plant at Kettner and E Street when the plant built in 1905 no longer can handle the capacity.

1915

Panama-California Exposition in Balboa Park spurs next phase of transportation growth. A new electric car service is constructed up 12th Street to the Park’s entrance with 101 new cars from St. Louis Car Company.

SDER operates 3,521,571 car miles in this year.

San Diego’s original Victorian-style train depot is demolished and replaced with a new Mission-style Santa Fe Depot building. The new Santa Fe Depot continues to be used through the 20th century and into the 21st century, serving as a station for Amtrak, Coaster, and San Diego Trolley trains.

1916–1918

The "Great Flood" of 1916 washes out several rail lines.

Despite the rapid growth of the rail system it faces many challenges. Private auto ownership starts to increase and with it, auto drivers become jitney drivers, cruising streetcar lines for passengers.

WWI increases the cost of railway construction materials by 50 to 150 percent.

1920

Spreckels announces plans to discontinue service on several rail lines to offset expenses, leading to approval of zone fares.

Nickel Zone fares introduced. There are two zones: "inner" and "outer."

Spreckels purchases new streetcars that requires only one driver/conductor instead of two. Older cars were retrofitted to reduce labor costs.

Spreckels sells his power generating plants to Consolidated Gas and Electric Company. From this point, power for streetcars will be purchased from the utility company.

1922

The first motor bus goes into service, operating between National City and Chula Vista. "Number One" has hard rubber tires, two-wheel mechanical brakes, a four-cylinder engine and a plywood body. There are three buses, one manufactured by Flagel and two by the Reo company.

1923

Bus drivers make between 27¢ and 33¢ per hour.

Spreckels begins the last major rail line expansion to Mission Beach (Belmont Park), Pacific Beach, and La Jolla. $2,500,000 is spent on rails, Spanish Mission terminals and substations, and Egyptian Revival stations. $800,000 is spent to purchase 50 new cars. Construction is completed in 1925.

1930

Buses begin to replace street cars from Ocean Beach to La Jolla.

222 new buses are added to the fleet.

Bus drivers make approximately $4.83 per day.

The Great Depression of the 1930s negatively impacts ridership; revenue goes down but the SDER is able to weather the economic downturn.

1935

California Pacific International Exposition opens in Balboa Park without the need for expanded transit service, as had been necessary with the Panama Pacific Exposition two decades earlier.

1940

WWII turns San Diego into a "boom town" again. Defense related industries revitalize the city, as do an influx of military personnel.

Ridership on public transit increases 600 percent during the war years. Any piece of equipment that rolls on rails or runs on tires is pressed into service to handle the enormous demand.
Used transit vehicles are purchased from around the nation. More electrical power is needed and substations are built, one in the basement of the Spreckels Theater Building on Broadway.
Some bus routes are operated haphazardly, frequently with no set schedule – just run as fast and as frequently as they can.

For the first time, women are hired to drive transit vehicles. This practice is discontinued when the war ends.

The 2.5 million dollar rail line built in the 1920s to the beaches is ripped out along with the elaborate stations and terminals and replaced with a bus line.

1942

Streetcar and bus lines carry 94

Transcript of a IMF Western Hemisphere Department Press Briefing (part 2) – IMG 2234

MR. WERNER: Thanks to the dialogue, some work is taking place. These have been different phases. I would say, right now, that they are in the early steps, so I cannot really give you a very specific answer, but there is work taking place and there is dialogue. In the months prior to my arrival, a lot of work had been carried out, progress had been made. Nonetheless, there are a number of issues still on the table, they haven’t been addressed, and that is why there has been a censorship, and now we’re in a new working phase.

We understand the timeline for the development of the new index. We need to understand it better, however, and really see what implications this will have on the censorship that was adopted by the IMF Board. That is the current situation.

With regards to implications on economic growth, as the report points out, growth in Argentina is affected by the restrictions and by the uncertainty they generate and the difficulties in the production chain.

And 2013, we also think the favorable effects of the recovery in Brazil thanks to a good crop–and these are part of the factors that are able to develop our forecast for that economy, on the one hand, the favorable terms of the crops; and secondly, the impact from Brazil. And on the other hand, a growing effect this is having on the economy.

I don’t know if Miguel would like to add something.

MR. SAVASTANO: Just one thing I would like to add or perhaps underscore an answer given to a similar question on other occasions.

We know obviously the plans of the Argentine Government to create a new CPI, we know about the timeline that they have developed in order of the implementation and the rollout of that CPI. The question is often whether the simple creation of such an index will eliminate or perhaps neutralize the declaration of censure, and the answer to that is no. The mere creation of the CPI does not address the problem, does not solve the censure. [Instead, what is important is for the new CPI to be aligned with international statistical understandings and guidelines that ensure accurate measurement.]

But the creation of the new CPI gives us an indication in the dialogue [with the authorities] to find answers to some of the methodological questions that arise with the current index.

We will have to see how these will be carried over to the new index, but the dialogue has to go along these lines.

MODERATOR: Thank you very much, Miguel.

Let me move over to this side of the room.

QUESTION: Yes, good afternoon, Rumi Salarios [phonetic] from La Republica newspaper in Lima, Peru.

The IMF has estimated growth in Peru of 6.3 percent this year, 6.1 percent next year, and we are told that we are a good economy, the country is growing, that it’s the star of the Region, that we’re really on the right path.

Nonetheless, what are the weaknesses, the risks that the International Monetary Fund identifies for my country?

MR. WERNER: Maybe rapidly–and Adrienne could perhaps then flesh this answer out a bit more, but we see a very good performance in the economy of Peru, and looking at things that are in good condition, we have to say it.

We have seen growth in recent years in the context of stability, of important progress in social indicators, and we see that this process will continue in coming years.

The economic policy in order to guarantee this process continues need to focus, at least in the medium term–is to take advantage of these years to develop basis for development that complement the development that is being brought about by sector development such as those associated with commodities. All of that is very important, as I have already pointed out. Infrastructure, in order to underpin the growth and to bring down the transactional costs in the economy and help the development of other sectors is important.

And here again, with the medium-term perspective, education, which, let me say, is general for the entire Region in order to develop the right approach for the medium-term development of the Region.

Adrienne, would you like to add something?

MS. CHEASTY: No, I think we have the same analysis.

It is important to continue to manage macro policy so skillfully, to build up policy buffers to offset the vulnerability in the face of such large natural resource dependence.

And I think in your interviews in Peru last week, you emphasized the value of developing aspects of institutions, and you’ve mentioned those already, infrastructure and formality. So, same diagnosis.

MODERATOR: Thank you, I’m going to take two more questions online and then I’m going back to the room.

The first question is with regards to Guatemala. The question is from Byron Dodon of La Prenza [phonetic]:

"In your opinion, what is the reason for countries such as Guatemala to grow at average rates of 3 percent when they have so many positive things such as practically total trade, commercial openness and enviable position and teleco