The Experts below are selected from a list of 33 Experts worldwide ranked by ideXlab platform
Ron Radice - One of the best experts on this subject based on the ideXlab platform.
-
Interpreting SCAMPI for a People CMM Appraisal at Tata Consultancy Services
2018Co-Authors: Ron RadiceAbstract:Tata Consultancy Services (TCS) is a large information technology consulting, services, and business process outsourcing Organization interested in reducing the costs of conducting process improvement appraisals at its multiple locations. TCS initiated a pilot to determine whether appraisals could be performed at the enterprise level instead of at each location or center while preserving the integrity of the Standard CMMI Appraisal Method for Process Improvement V1.1 (SCAMPI V1.1). The pilot was also used to determine whether a single type of appraisal could be effective in an Organization Compliant with multiple models. A pilot Class A SCAMPI appraisal for the People Capability Maturity Model (People CMM) was performed jointly with a Class A SCAMPI appraisal for Capability Maturity Model Integration (CMMI) across TCS in 2004. This report includes the draft interpretation guide used for four mini-appraisal pilots and the final enterprise-wide Class A appraisal at TCS. The information in this report could serve as an example for other Organizations and is fully applicable to any size SCAMPI appraisal with People CMM
-
Interpreting SCAMPI for a People CMM Appraisal at Tata Consultancy Services
2005Co-Authors: Ron Radice, William E. Hefley, Bill Curtis, Jack Ferguson, Will HayesAbstract:Abstract : Tata Consultancy Services (TCS) is a large information technology consulting, services, and business process outsourcing Organization interested in reducing the costs of conducting process improvement appraisals at its multiple locations. TCS initiated a pilot to determine whether appraisals could be performed at the enterprise level instead of at each location or center while preserving the integrity of the Standard CMMI(Registered) Appraisal Method for Process Improvement V1.1 (SCAMPI(SM V1.1)). The pilot was also used to determine whether a single type of appraisal could be effective in an Organization Compliant with multiple models. A pilot Class A SCAMPI appraisal for the People Capability Maturity Model(Registered) (People CMM(Registered)) was performed jointly with a Class A SCAMPI appraisal for Capability Maturity Model Integration (CMMI) across TCS in 2004. This report includes the draft interpretation guide used for four mini-appraisal pilots and the final enterprise-wide Class A appraisal at TCS. The information in this report could serve as an example for other Organizations and is fully applicable to any size SCAMPI appraisal with People CMM.
M. Stiglingh - One of the best experts on this subject based on the ideXlab platform.
-
The Automotive Production And Development Programme: An Analysis Of The Opinions Of South African Stakeholders
Journal of Applied Business Research, 2013Co-Authors: Evadne Bronkhorst, Jasper L. Steyn, M. StiglinghAbstract:The development of a specific industry could enhance a countrys economic growth by facilitating its global positioning. Some industries may require government support to enable meaningful economic contribution. The South African government provided support to its automotive industry via the Motor Industry Development Programme (MIDP) since 1995. The MIDP ended in 2012, and is being replaced by the Automotive Production and Development Programme (APDP) from 2013. The APDP will extend support to the South African automotive industry until 2020. The motivation for the extension is to continue providing support to South Africas automotive industry in its attempt to become a sustainable global competitor with reduced reliance on government support. This article analyses the opinions of relevant stakeholders on the anticipated performance of the South African automotive industry under the APDP. It was motivated by the fact that there is currently no research available on the anticipated performance of the South African automotive industry under the APDP. It also highlights the link between stakeholders opinions and the documented performance of the MIDP as well as the design of the APDPs policy instruments. Data was gathered by using a survey that was distributed to relevant stakeholders in the South African automotive industry. The results show that where there is policy uncertainty, the perceived risk impacts the opinions of relevant stakeholders. Consequently, there is much uncertainty among participating stakeholders regarding the APDPs ability to satisfy policy objectives. The majority of stakeholders agreed that the APDP is a World Trade Organization Compliant programme and that it will facilitate increased research and development spend. However, there are reservations about the possible negative impact of the APDPs policy instruments on the South African automotive industrys exports as well as the future of the local automotive components industry. It is therefore recommended that governments should ensure that policy design is transparent and is finalised and communicated early enough to afford relevant stakeholders sufficient time to respond appropriately.
-
The Automotive Production And Development Programme: An Analysis Of The Opinions
2013Co-Authors: M. StiglinghAbstract:The development of a specific industry could enhance a country’s economic growth by facilitating its global positioning. Some industries may require government support to enable meaningful economic contribution. The South African government provided support to its automotive industry via the Motor Industry Development Programme (MIDP) since 1995. The MIDP ended in 2012, and is being replaced by the Automotive Production and Development Programme (APDP) from 2013. The APDP will extend support to the South African automotive industry until 2020. The motivation for the extension is to continue providing support to South Africa’s automotive industry in its attempt to become a sustainable global competitor with reduced reliance on government support. This article analyses the opinions of relevant stakeholders on the anticipated performance of the South African automotive industry under the APDP. It was motivated by the fact that there is currently no research available on the anticipated performance of the South African automotive industry under the APDP. It also highlights the link between stakeholders’ opinions and the documented performance of the MIDP as well as the design of the APDP’s policy instruments. Data was gathered by using a survey that was distributed to relevant stakeholders in the South African automotive industry. The results show that where there is policy uncertainty, the perceived risk impacts the opinions of relevant stakeholders. Consequently, there is much uncertainty among participating stakeholders regarding the APDP’s ability to satisfy policy objectives. The majority of stakeholders agreed that the APDP is a World Trade Organization Compliant programme and that it will facilitate increased research and development spend. However, there are reservations about the possible negative impact of the APDP’s policy instruments on the South African automotive industry’s exports as well as the future of the local automotive components industry. It is therefore recommended that governments should ensure that policy design is transparent and is finalised and communicated early enough to afford relevant stakeholders sufficient time to respond appropriately.
Will Hayes - One of the best experts on this subject based on the ideXlab platform.
-
Interpreting SCAMPI for a People CMM Appraisal at Tata Consultancy Services
2005Co-Authors: Ron Radice, William E. Hefley, Bill Curtis, Jack Ferguson, Will HayesAbstract:Abstract : Tata Consultancy Services (TCS) is a large information technology consulting, services, and business process outsourcing Organization interested in reducing the costs of conducting process improvement appraisals at its multiple locations. TCS initiated a pilot to determine whether appraisals could be performed at the enterprise level instead of at each location or center while preserving the integrity of the Standard CMMI(Registered) Appraisal Method for Process Improvement V1.1 (SCAMPI(SM V1.1)). The pilot was also used to determine whether a single type of appraisal could be effective in an Organization Compliant with multiple models. A pilot Class A SCAMPI appraisal for the People Capability Maturity Model(Registered) (People CMM(Registered)) was performed jointly with a Class A SCAMPI appraisal for Capability Maturity Model Integration (CMMI) across TCS in 2004. This report includes the draft interpretation guide used for four mini-appraisal pilots and the final enterprise-wide Class A appraisal at TCS. The information in this report could serve as an example for other Organizations and is fully applicable to any size SCAMPI appraisal with People CMM.
James J. Corbett - One of the best experts on this subject based on the ideXlab platform.
-
The costs and benefits of reducing SO2 emissions from ships in the US West Coastal waters
Transportation Research Part D: Transport and Environment, 2007Co-Authors: Chengfeng Wang, James J. CorbettAbstract:Abstract Potential costs and benefits of policy options for reducing offshore ship pollution are examined using a meta-analysis of studies synthesized regionally for the US West Coast. Net benefits of reducing SO2 emissions from cargo ships in the US West Coast waters are found to range between $98 million and $284 million, annually; the benefit–cost ratio varies between 1.8 and 3.36, depending on the size of the control area and the sulfur content limit. The results show that about 21,000 tons of on-land equivalent SO2 emissions or about 33% of SO2 emissions from all mobile sources in California in 2005 can be reduced annually if the US West Coast exclusive economic zone is designated as an International Maritime Organization-Compliant SOx emission control area (SECA) with fuel-sulfur content not exceeding 1.5%. The analysis demonstrates that designating this area reduces more emissions than establishing a smaller zone at a lower but favorable benefit-cost ratio. Control measures that require 0.5% low-sulfur fuels reduce more SO2 emissions, and also may have higher net benefits. Technological alternatives may achieve benefits of emissions reductions on the US West Coast across higher ranges of potential fuel prices. Combinations of fuel switching and control technology strategies provide the most cost-effective benefits from SECAs on the US West Coast and other world regions.
Andrew Jull - One of the best experts on this subject based on the ideXlab platform.
-
Clinical trials in New Zealand--an update.
The New Zealand medical journal, 2012Co-Authors: Currie, Andrew JullAbstract:AIMS To describe clinical trial activity in New Zealand for the period 2005-2009 and estimate the number of trials that were listed on World Health Organization-Compliant trials registers. METHODS Clinical trials were identified from the annual reports (2005-2009) of the six Health and Disability Ethics Committees. To be included, trials must have been referred to as phase I, II, III or IV trials; or included key descriptors in the title; or have been known to the authors as randomised controlled trials. Key trial characteristics were obtained from searching trials registers or through contact with the investigators. RESULTS 900 clinical trials were approved in the period 2005-2009 (average 180 per year). The Multi Region ethics committee received most of the applications (379, 42%) followed by the Northern X (190, 21%) and Northern Y (151, 17%). 621 (69%) trials were late phase trials (average 124 per year) and 279 (31%) were early phase trials (average 56 per year). Most trials involved a drug (651, 72%). Trials that recruited infants, children or adolescents accounted for just 68 trials (8%). The most frequent conditions targeted were cancer (163, 18%), cardiovascular disease (125, 14%) and respiratory disease (83, 9%). 532 (59%) trials were commercially sponsored and 335 (37%) were non-commercial. Merck Sharp and Dohme were the single most frequent commercial sponsor (50, 9% of commercial trials) and the Health Research Council the single most frequent non-commercial sponsor (70, 21% of non-commercial trials). 758 (84%) trials could be identified as being listed on a WHO-Compliant trials registry. Non-commercially sponsored trials had lower rates of registration (278, 83%) than commercially sponsored trials (480, 90%). CONCLUSIONS Clinical trial activity in New Zealand has increased compared with the period 1998-2003 and early phase activity accounted for most of the increase. There has been a dramatic rise in trials registration and the commercial sector has been more Compliant with the International Committee of Medical Journal Editors' statement on trials registration than the non-commercial sector.