Mailman 3 February 2014 - pypy-dev

Looking for Capsize of 150.000 ton
by Potephos Shipping and Trading Limited/Chartering Department Feb. 3, 2014

Feb. 3, 2014

Good day, dear Sirs! please assist with the following: 1. Service : Maritime freight between Venezuela and China. 2. Ship : Capsize of 150.000 ton 3. Mineral : Iron Ore 4. Port of Origin : VENEZUELA - Puerto BOCA GRANDE ( TOLL - The ship must be moved 2 times to finish … [View More]loading in Boca Grande) 5. Destination : China - Qindao Port 6. Monthly shipments : 1 7. Duration : Spot (1? Shipment) 8. First Shipment : 09 / 01 til 1/15/14 . 9. Payment : 30% TT, upon signing the contract 70% + 100% against LC BL. 10. Paying Bank : 1? Koera Exchange Bank na Japon - Tokio 2? Shinhan Bank no Japon - Tokio 11. Price target: USD 25.50 12. Immediate signing of contract : 48 hours 13. Loading terms: 7 days 14. Loading times : 5 days ( 30,000 ton / day ) maximum. 15. Quantity to be discharged in discharge port: Total discharge in Qindao 16. Terms Discharge Time: 8 days 17. Discharge times : 6 days ( 25,000 ton / day ) maximum. 18. Cargo Loaded : 5 days ( 30,000 ton / day ) 19. Demurrage / Dispatch terms: $ 28.00 ( Ferrominera Orinoco) 20. Total comission: 3.75 % on F/D/D -Normal Stowage Factor of Bulk Iron Ore Ferrominera Orinoco (Shippers) use the following Stowage factor for their iron ore shipments. § Iron ore fines : 0,45 - 0,55 m3/MT (dry) § Sinter feed: 0,4 -0,5 m3/MT (dry) -Port Restriction (Boca Grande II Transfer Station) Vessels nominated to load at Boca Grande II Transfer Station shall have clear and unobstructed holds and shall be suitable for loading iron ore. · Maximum vessel height from waterline to top, or railing at vessel side, or top of hatch coamings: 17,20 meters. · Maximum distance between centers of extreme holds: 216,00 meters. · Maximum beam: 55,00 meters, if distance between centers of extreme hatches is less than 187,00 meters and 52,00 m, if distance is greater, up to 216,00 meters. Exceptions to these limitations to be considered on a case by case basis. Boca Grande II Transfer Station Specifics · Loa 314 M · Lbp 300 M · Breadth 50 M · Draught 20,41 M · Cargo Capacity (Aprox) 85,000 MT · Unloading Rate (Design) 6000 Tph · Unloading Rate (Average) 3500 Tph – 4000 Tph · Max air draft 17,2 M -Normal Loading rate of Bulk iron ore Unloading rate (Average) 3500 Tph – 4000 Tph Transfer station works Monday – Sunday SHINC 24 hours in 3 shifts. 07:00-15:00, 15:00-23:00, 23:00-07:00, if wp. -Loading method The transfer station employs gravity fed belt discharging system with final transfer cargo to the ocean vessel being via a traveling ship-loader with a 36m conveyor boom. The boom can be slewed outboard 100 degrees from the centerline and the ship-loader travels along the port side is 187m , eliminating the need for any shifting of the ocean vessel while loading. No shifting alongside will be required during loading provided initial positioning during berthing is done correctly. -Normal waiting time to be alongside (Congestion) Waiting time depends on vessel line up at transfer station and availability of material at station. At this time there is only 1 vessel loading at the station. -Enroute time from pilot station to berth or anchorage Your good vessel will arrive Boca Grande II transfer station (BGIITS) and anchor while waiting for instructions from station in order to berth. Once vessel is given berthing instructions docking pilot will be picked up at station via helicopter and board your good vessel. Docking maneuvers depending on weather should take approximately 2 hours agw, wp. -Weather condition January/Febuary Venezuela is located in a tropical region. At this time we are ongoing our dry season. However it is not uncommon to get random showers during our dry season. Dry season will see continue until around the months of April/May -How many days taken by last agency’s last vessel vessel Agency Last vessel to load at Boca Grande II Transfer Station took 7 days to complete loading operations and set sail to destination. She loaded approx. 150.00MT General information of Boca Grande II Transfer Station. Location: (LAT 90°56’04”N LONG 61°34’48”W) in Venezuelan territorial waters in Serpent's Mouth between Trinidad and delta of the Orinoco river. The transfer station is fixed by a three legged permanent mooring system. To avoid interference with the mooring system, the export vessel shall not use her anchors in the area of a circle of 1,000 meters of diameter with center located at the bow of the transfer station. Export vessels nominated shall have clear and unobstructed holds and shall be suitable for loading iron ore. Each vessel must be clean to receive iron ore on presentation at the transfer station for loading. Allowable dimensions as we mentioned previously are as follows: · Maximum vessel height from waterline to top, or railing at vessel side, or top of hatch coamings: 17,20 meters. · Maximum distance between centers of extreme holds: 216,00 meters. · Maximum beam: 55,00 meters, if distance between centers of extreme hatches is less than 187,00 meters and 52,00 m, if distance is greater, up to 216,00 meters. Exceptions to these limitations to be considered on a case by case basis. There are 2 shuttles that transfer material to TSBGII from Ferrominera Orinoco. · Mv Rio Caroni · Mv General Piar. On average the each shuttle can transfer, · Dry Season (October – May) ……. 40.000-50.000 MT (approx.) · Rainy Season (May to September) ….. 50.000-60.000 MT (approx.) Masters of vessels accepted to load at the transfer station shall give 72, 24, 12 and 6 hrs notice of E.T.A. To the transfer station via agent. Master shall send their cargo loading sequence via agent at least 24 hrs before E.T.A, who will pass a copy to master "Boca Grande". When the vessel is in all respects ready to load, a notice of readiness must be given at any time of day or night to the station, via vhf ch.16. Should the masters fail to give the above notices of the vessel's E.T.A. At the transfer station, they may be kept waiting for the same period as that of the longest notice required here and not given. Vessels are advised to provide themselves with navigation charts No. USHO (DMA) 24390 and 196, and BA 481. Upon arrival at the transfer station area, vessels shall, unless otherwise instructed, anchor with at least 8 shots of chain in the water, in the vicinity of the station, anchorages areas suggested are between: 09-56-40 AND 09-57-30 N, 61-37-40 AND 61-38-45 W. OR BETWEEN: 09-55-50 AND 09-57-30 N, 61-32-40 AND 61-34-40 W. The ship will agree with the station on a vhf working channel for communication during loading, preferably ch.9. Masters shall take all the necessary measures to avoid by all means discharge or spillage of fuel or dirty ballast in the area. Masters shall assure dispatch of vessels by De-ballasting the vessels consistent with safety before arriving to load at the transfer station, consistent however with maximum vessel's air draft of 17,20 m. Export vessels arriving to load at the transfer station shall arrive only with ballast that can be safely discharged during a period of 24 running hours. Regarding ballast discharge, master of export vessels are requested to coordinate with the transfer station master. According to Harbor Master’s Office the International Agreement for Control and Management of Ballast Water and Ship’s Sediments, 2004, and Directions for Control and Management of Ballast Water of Vessels, in order to reduce the minimum transfer of harmful aquatic organisms and pathogen agents all vessels that enter Venezuelan waters must change ballast at 200 NM off Venezuelan shore and at a depth of 200m. Otherwise which do not comply with this restriction can be subject to fine by National Institute of Aquatic Spaces (INEA). Masters of vessels accepted shall be required to dock and undock their vessels in weather conditions considered safe by the master of transfer station; provided, however, that the responsibility for the safe and efficient execution of these operations shall always remain on the masters of export vessels. Berthing tug assistance will not be available at the transfer station site. Therefore, the export vessel shall be required to berth alongside the transfer station without tug assistance. The export vessel shall dock with her starboard side against the port side of the transfer station, separated by large pneumatic-type fenders attached to the transfer station. The export vessel shall be responsible for warping itself alongside the transfer station using its own winches/hawsers. Mooring hawsers shall be worked by powered winch drums and shall preferably be of synthetic fiber. If of wire, a nylon shock pendant, 30 m long, shall be provided on each hawser, with a soft eye on one end, and the other end connected via special shackle (tons berg or mandel shackle) to the steel wire. Normally, the shock pendant shall be outside the chock but, occasionally, it may be necessary to bring the special shackle link inside the chock, when hawser is slack, and then tension it. The mooring must be always acceptable to the transfer station master. Before contacting the fenders, the export vessel will receive instructions from the transfer station for proper fore and aft positioning to assure complete reach of the hatches by the ship loader boom. It is the responsibility of the export vessel to pass suitable lines and any additional mooring lines as may become necessary under changing conditions and to attend all mooring lines to maintain the assigned fore and aft position of the vessel and to hold the vessel firmly against the fenders at all times. T/s "Boca Grande" is located in abt. 30 m of water with good holding ground. Current and trade winds run constantly to the west, and the current may, at times, reach 5 knots. This greatly reduces vessels yawing. During the rainy season (May to September) the outflow from the macareo river may amplify the yawing which may then exceed 90 degrees. Tide effect is also present and is generally mild. However, when experienced, vessel's interaction may increase and the mooring watch must be particularly diligent at these times. Vessels shall be ready to carry the docking maneuver to moor on the port side of the station, with enough lines distributed at the flwg manner: " (7) GOOD BOW LINES AND (2) BREAST LINE ON THE FORECASTLE. " (2) SPRING ON MAIN DECK FWD. " (2) SPRING ON MAIN DECK AFT. " (3) STERN LINES AND (1) BREAST LINE AFT. " TTL OF 17 LINES. Also assure that a good supply of heaving lines and messengers are available fore/aft and on the main deck where spring lines winches are located. The standard mooring pattern will call for 2 headlines to be passed first, followed by forward springs, aft springs, fore breast lines. Always send ropes one by one and use long messenger lines as current and vessel's interaction makes this operation difficult some-times. This procedure and ropes arrangement may be changed by the docking master to better suit prevailing conditions. When deploying the moorings, try to avoid using the port bow fairleads because of the greater chafing and eventual parting of the lines. Always keep fairleads well covered with grease in the areas which are in contact with the lines. Once secured alongside, assure that a constant mooring watch is maintained, that all lines are evenly tight and properly trimmed. Readjustment of moorings may be required during loading process. If so, we suggest this be done in the morning and before the afternoon breezes. Final mooring arrangement must be in all respects acceptable to the station's master in accordance with instructions from the station's docking master. The export vessel must use a docking pilot who will board the ship at serpent's mouth by helicopter. When instructed by t/s "Boca Grande" via vhf ch.16 or 9, please heave up your anchor, prepare to receive the docking pilot. You must assure a good line on port side where your combination ladder should be safely rigged at all times, in compliance with SOLAS regulations. The export vessel's anchors are not to be used during the approach or berthing for maneuver due to the danger that they may foul the transfer station's mooring system. Vessel must be aware that under certain circumstances it may be necessary for the vessel to be loaded directly from the shuttle vessel, as well as from the transfer station. The transfer station employs gravity fed belt discharging system with final transfer cargo to the ocean vessel being via a traveling ship-loader with a 36m conveyor boom. The boom can be slewed outboard 100 degrees from the centerline and the ship-loader travel along the port side is 187m , eliminating the need for any shifting of the ocean vessel while loading. A weight meter is installed in the loading system to set up the bill of landing figures. No shifting alongside will be required during loading provided initial positioning during berthing is done correctly. Arrival and departure drafts shall be submitted to master of transfer station prior to commence loading, these drafts among other important information shall be submitted in the form provided by the docking master (export vessel data) prior to the commencement of the maneuver. Master of export vessels must provide to the transfer station a copy of the loading sequence and the departure drafts prior to commence loading operations. T/s "Boca Grande'' delivers cargo at a working rate of 3.500mt/h – 4.000mt/h. Quantities are measured through a weight meter and double checks of quantities transferred are carried as a routine by deadweight and displacement surveys. Masters are requested to constantly watch their vessel's trim and draft to comply with relevant loading conditions, although swell and vessel's interaction may affect draft accuracy. In case of vessels completing operations in the afternoon hours, it is recommended that more attention is paid to observations. Water s.g. At serpent's mouth has a variation (that normally are between 1.008 and 1.022) and must be taken in consideration when taking draft readings. On vessels fitted with pneumatic draft gauges, these should be calibrated and used extensively. Masters must be in permanent contact with ''Boca Grande", and request spot checks of quantities transshipped and transfer rates on hourly basis, all data to be logged accordingly, master, as ultimate responsible for their vessels, should carry out draft surveys according to Boca Grande instructions and maintain in all respects a constant watch in the vessel's load conditions (load, trim, draft, E.T.C.). When at the end of the load operation, the figures of the transfer station weight meter and the export vessel's calculation differs, and some extra cargo is required ,the master shall pass his request in written, taking into consideration that bill of lading will be issued using transfer station figures. For the entire operation vessel's engines should remain on immediate standby and a close watch must be kept on moorings, paying particular attention to chaffing points. Tugboats: If vessel exceed Panamax size, two tugboats assistance will be required for berthing at the transfer station site due to regulations implemented by the harbor Master Office. Visit from Authorities: The authorities will visit the vessel and will fly by helicopter from Puerto Ordaz. Weather Condition In the event of bad weather it may be necessary to cease loading/top-off operations and separate, to prevent damage to vessels or to the station. The master of the t/s "Boca Grande" as coordinator will decide when to stop the operation, while the master has, of course, the ultimate responsibility for the safety of his vessel, he is urged to communicate and cooperate with the master of the t/s "Boca Grande" in any decision to suspend operations that should it prove necessary to separate. Cargo Documents upon completion of loading, a bill of lading for the quantity transferred will be handed over for master's signature. This bill of lading will be prepared on the station and the quantity will be based upon her weight meter reading. Statement of facts at transfer station to be issued and signed by seller and countersigned by master of export vessel or agent. Drafts Surveys Must Be Carried Out During And After Completion Of Loading Conditions May Not Always Be Ideal For Readings Drafts, But All Efforts Shall Be Made To Read The Drafts Fore And Aft As Accurately As Possible. When undocking, the use of an undocking pilot on board the export vessel is not required; undocking instructions will be given from the station. Unless otherwise arranged, it is expected that the export vessel depart from the transfer station after completion of loading and cargo documents have been accomplished. Releasing and casting off the export vessel's mooring lines shall be under the direction of the transfer station. Important notice! Pls add our e-mail chartering(a)potephos.com to your circulation list. If our messages not relevant to your business, please kindly notify us to remove your email by mail with “REMOVE” in subject. -- Brgds, Sergey Dmitrenko Chartering Manager Mob.: +38-095-839-29-54 Skype: potephos.chartering On Behalf of "Potephos Shipping and Trading Limited" [View Less]

1 0

Help with memory usage
by Matheus Salvia Feb. 3, 2014

Feb. 3, 2014

Sorry for mailing this list just to ask, but I have a question regarding pypy's memory usage. I have an application which starts many child processes in order to do heavy processing. When running my app under CPython, it uses about 1GB of memory, but when running with pypy it goes up to almost 3GB. I tried calling gc.collect() at some points on the code as well as setting some GC ambient vars, but without much success. Why is pypy using so much more memory, and how can I reduce it? Is there a … [View More]

3 4

市场驱动的新产品开发流程和管理pypy-dev
by 请转相关部门 Feb. 2, 2014

Feb. 2, 2014

市场驱动的新产品开发流程和研发项目管理 pypy-dev(a)codespeak.net 2014年3月27-28日北京 2014年3月24-25日上海 2014年3月20-21日深圳 2014年6月30-7.1日北京 2014年6月23-24日上海 2014年6月26-27日深圳 2014年10月30-31日北京 2014年10月27-28 日上海 2014年10月23-24日深圳培训费用：4300元/两天 *买一赠一,不再打折” ,单独一人收费2800元。（含两天中餐、指定教材、证书、茶点）培训方式：案例分享、实务分析、互动讨论、项目模拟、培训游戏参加对象：企业CEO/总经理、研发总经理/副总、公司总工/技术总监、研发项目经理/产品经理、 PMO（项目管理办公室）主任、质量部经理、研发骨干等。咨询电话：021-51602856 0755-61287552 020-80560638 （不需要此类信件请回复电邮至tuixin2013(a)126.xn--com)-d76f8905a =================================… [View More]============================================== 科技型企业在新产品/新服务的研发和项目管理过程中面临着如下一些长期困惑的问题： 1.如何平衡市场竞争的压力和客户多变的需求，快速将产品推向市场； 2.如何建立一个真正的“以客户为中心、以市场为导向”的研发组织体系，快速响应市场需求； 3.产品开发的过程中研发如何与市场、财务、生产、采购等相关职能部门协同工作； 4.矩阵式组织运作出现的问题（一个人两个主管听谁的、怎么考核、项目经理调不动其他部门资源、是否要给项目经理考核权重） 5.研发资源管理中的“会哭的孩子有奶吃”、一个人做多个项目资源冲突、公司优先级高的项目在每个部门却无法保证资源优先、开始了很多项目却总是不能上市、立项评审会上为何总是问题不断 6.领导“该管的时候不管、不该管的时候乱管” 7.如何在保证产品质量的同时又要降低产品的研发费用和设计成本； 8.如何在产品开发的过程中积累技术和管理的经验，从制度上保证公司的成功；课程在总结大量中国企业从“作坊式”的研发模式向“产业化”研发模式转变的过程中的成功经验和失败教训的基础上，提出一个有竞争力的科学的研发管理体系，同时分享业界企业在研发管理变革过程中应该注意的风险，确保企业的研发管理变革能够真正落地实施。 ----------------------------------------------------------------------- 1.分享讲师300多场研发管理培训的专业经验，通过现场的互动帮助学员理清适合自己企业的研发管理思路 2.掌握业界最佳的研发管理模式与实践，并总结如何与公司的规模相适应来建立研发管理体系 3.掌握研发管理的决策体系、组织体系、流程体系、项目管理体系等关键构成要素 4.掌握科学的新产品开发流程和研发项目管理操作方法 5.分享中国企业推行研发管理体系建设、优化、变革过程中的经验和教训 6.分享华成咨询团队50多个研发管理咨询项目的案例资料（模板、表格、样例……），帮助学员制定Action Plan，使得学员参训后回到自己的公司能够很好实施研发管理体系的优化 -------------------------------------------------------------------------------------------------- 一、案例分析二、产品开发管理概述 1、企业价值链介绍（研发与市场、供应链、财务、人力资源、IT的关系） 2、研发管理体系框架和思想 3、业界优秀的研发管理思想对比（NPD、CMMI、ISO9000的关系） 4、什么是产品（产品与样品的区别） 5、什么是产品开发 6、产品开发、技术开发、预研的区别（与基础研究、发明、创新的区别） 7、流程管理与项目管理的关系与不同 8、新产品开发流程与研发项目管理的关系 9、新产品开发成功与失败因素分析 10、演练与问题讨论三、产品开发的组织与团队 1、产品开发组织存在的典型问题 2、典型的研发组织模式 a)职能型组织 b)项目型组织 c)矩阵式组织 3、成功的产品开发团队具备的典型特征 4、跨部门的产品开发团队构成及角色定位 a)核心小组组长的角色和职责、技能、领导资格、知识、经验及实例讲解 b)核心小组组长的培养和任职资格管理及实例讲解 c)核心小组成员的角色和职责及实例讲解 d)扩展小组组员的角色和职责及实例讲解 e)职能部门经理在产品开发中的角色和职责及实例讲解 5、矩阵式组织运作容易出现的问题和原因分析 a)一个人两个主管听谁的 b)怎么考核 c)项目经理调不动其他部门资源 d)是否要给项目经理考核权重 6、各种研发的组织结构适用的阶段 7、跨部门的产品开发团队的汇报模式与考核机制 8、实例讲解：业界公司跨部门的产品开发团队的组织运作 9、实例讲解：业界公司产品经理/项目经理的素质模型 10、演练与问题讨论四、产品开发中的业务决策（公司高层对研发管理的具体操作） 1、企业在业务决策管理中存在的典型问题 a)“会哭的孩子有奶吃” b)一个人做多个项目资源冲突 c)公司优先级高的项目在每个部门却无法保证资源优先 d)开始了很多项目却总是不能上市 e)立项评审会上为何总是问题不断 2、产品开发中业务决策的意义 3、为什么会有领导“该管的时候不管、不该管的时候乱管” 4、高层领导在产品开发中扮演的角色（“杀贫济富”、什么时候该管、怎么管） 5、业务决策团队的角色构成与职责定义 6、产品开发中决策评审点的设置 7、各业务决策点的评审要素 8、产品开发中业务决策支撑 9、实例讲解：业务计划实例讲解 10、实例讲解：项目任务书实例讲解 11、项目管理办公室（PMO） 12、如何建立高效的业务决策机制 13、实例讲解：业界公司产品业务决策的实际操作 14、演练与问题讨论五、产品开发的结构化流程 1、什么产品开发流程需要结构化 2、结构化的产品开发流程所具备的特征 3、产品开发流程如何结构化 a）结构化流程的层次划分 b）实例讲解：业界的产品开发流程架构示例 c）实例讲解：业界的产品开发详细流程示例 d）实例讲解：业界的产品开发子流程示例 e）实例讲解：业界的产品开发操作指导书、模板、查检表示例 4、产品开发流程结构化过程中的常见问题分析 a) 结构化的时机 b)结构化的程度 c)结构化容易陷入两个极端 d)结构化如何与企业实际情况相融合 5、结构化的产品开发流程与研究项目管理的具体关系 ?项目管理活动在产品开发流程中的映射 6、实例讲解：某案例公司结构化产品开发流程建立的过程案例分享 7、演练与问题讨论六、研发项目计划制定 1、进度与资源计划 a) 质量管理计划 b) 风险管理计划 2、进度与资源计划 a) 讨论：公司在研发项目计划制定中存在的问题？ b)研发项目计划的作用 c)研发项目计划制定的流程 d)项目计划制定的原则 e)项目计划制定的要素 f)研发项目计划的分级分层管理体系 g)研发项目计划的制定的五个步骤 h)WBS介绍（作用、示例） i)WBS分解的衡量标准 j)PBS、WBS、OBS、RBS之间的对应关系 k)五种常见的估计方法 l)规模、工作量、工期估计 m)PERT图的绘制 n)如何加快项目开发进度 ?关键路径法 ?快速跟踪法 o)演练与问题讨论 3、实例讲解：某案例公司项目计划的WBS库和项目计划的模板七、研发项目计划控制 1、研发项目计划控制中常见问题和解决办法 2、项目的分层实施与分层监控 3、监控计划 a）控点设置原则 b）监控计划总揽图 c）监控计划一览表 4、研发项目控制手段：项目报告 a) 项目报告种类 b) 项目报告机制 5、研发项目控制手段：项目例会 a) 项目例会种类 b) 例会议程和内容 6、研发项目控制手段：计划变更控制 a) 变更控制流程 b) 计划滚动刷新 7、研发项目控制手段：状态转移 8、研发项目控制手段：业务决策评审 9、研发项目控制手段：研发合同书管理 10、研发项目控制手段：项目审计 11、研发项目控制手段：项目风险管理 12、研发项目控制手段：项目度量管理 a) 产品级度量 b) 项目级度量 13、研发项目控制手段：技术评审 14、研发项目控制手段：需求跟踪 15、研发项目控制手段：成本控制 a) 成本模型 b) 主要成本构成分析 c) 目标成本 16、研发项目控制手段：QA状态报告 17、研发项目控制手段：过程裁减 a) 裁减的原则 b) 裁减的责任主体 c) 裁减时机 18、研发项目控制手段：项目测试 19、研发项目控制手段：项目测评 a) 项目测评指标定义 b) 计划测评 c) 计划完成率的计算 20、演练与问题讨论八、如何成功实施产品开发管理体系的优化 1、如何根据企业的实际情况选择产品开发管理体系优化的三个模式（小改进、优化、变革） 2、案例分析：某公司产品开发流程变革失败的案例研讨 3、变革失败的八大原因分析 4、成功实施变革的关键要素 5、企业如何实施变革管理 6、如何处理变革管理中人的问题 7、成功实施管理变革的案例分享 --------------------------------------------- 董奎专业背景：十多年高科技企业的研发与管理实践经验，在某著名高科技企业工作期间，先后担当项目经理、系统工程师、产品经理、软件部经理；先后作为三个产品的主任系统工程师，带领系统分析团队开展客户需求调研、产品特性定义和详细的需求分解与分配等端到端的需求管理工作，奠定了产品市场的成功；长期与国际顶尖咨询顾问一起工作，全程参与该公司研发管理变革项目。曾驻印度工作一年半，先后负责四个合作项目（合作方分别为：BFL、Infosys）的实施，全程参与印度研究所CMM四级认证过程；对业务导向的研发质量管理体系的构建有深入地研究。研发管理咨询经验：曾作为项目总监或经理主导了10多个研发管理咨询项目，帮助这些企业全面建立研发管理体系（流程、组织、绩效），有效地提升了这些公司的研发效率和创新能力： [View Less]

1 0