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Maritime shipping is considered as the most eco-friendly and fuel-efficient method of transport in ton-miles terms and moves about 90% of the worldwide trade (UNCTAD, 2020) [1]. The third GHG study (IMO, 2014) [2] estimates that shipping accounts for approximately 2.2% of the global anthropogenic CO2 emissions, addressing a 0.5% decrease from the second GHG study measures (IMO, 2009) [3]. However, the sector has seen increasing pressure, through new guidelines to improve its environmental performance, especially considering its commitment to harmful contamination emissions on human wellbeing. Sea transport represents 5–8% of the worldwide SOx emissions (Eyring et al., 2005) [4], and around 15% for NOx (Corbett et al., 2007) [5], while PM emissions from transportation close to coastlines and ports have been connected to fatalities attributed to respiratory health issues. The IMO is regulating the greatest sulfur limits in fuel through the changed MARPOL Annex VI, which additionally assigned sulfur emission control areas (SECA) where more tight limits apply. Current SECAs incorporate the Baltic Sea, the North Sea, the North American Emission control area (ECA) that broadens 200NM from the US and Canadian coasts, and the US Caribbean ECA. The last two ECAs have likewise set limitations on PM and NOx emissions. The first results of the SECAs on emissions limitation show critical enhancements. In relevant literature, there has been no recent update on the portion of sea transport in SOx emissions, and the most recent solid estimate is in the previously mentioned investigation of Eyring et al., back in 2005. On a later publication, Zis and Psaraftis (2018) [6] utilized information from the Organisation for Economic Co-operation and Development (OECD) on its part nations and assessed those SOx emissions from all transportation modes represented 3.5% in 2015. Taking into account that road transport represented 0.48%, the portion of maritime transportation in SOx emissions has been radically diminished since 2005. Notwithstanding the introduction of SECAs, as of January 2010 the European Union (EU) set a sulphur limit of 0.1% for ships berth in EU ports with stays longer than 2 h, as well as when sailing on inland waterways [7]. European Commission has advanced the further arrangement of shorepower to its part states through an authority suggestion [8]. Port authorities all throughout the planet have launched initiatives that advance utilization of low-sulfur fuel in their proximity, with the port of Singapore being a notable example under the Green Ship and Green Port programs offering monetary incentives for clean practices that reduce CO2 and SOx emissions. At last, the ports of Los Angeles and of Long Beach have presented voluntary speed reduction programs (VSRP) in their proximity in return for a decrease of port disbursements accounts and are moving towards making the use of shorepower for ocean going ships mandatory. Concerning guidelines focusing on sulfur outflows, ship owners can consent by one or the other changing to ultra-low sulphur fuels like Marine Gas Oil (MGO) or investing in scrubber systems that treat the exhaust gases to remove SOx and PM emissions hence permitting the utilization of Heavy Fuel Oil (HFO). Additionally, to adapt to guidelines on emissions at ports a vessel can either utilize cleaner fuel or, on the other hand, be retrofitted to get shorepower if the port has cold ironing facilities. Thusly, to address ecological regulation the shipowners have to pay to obtain abatement technology or increase their operating costs by utilizing cleaner yet more expensive fuel. Which option of the above mentioned is more cost-effective for the shipowner depends on various factors, including ship type, ship size, regulations affecting the waters in which the ship sails, and ports of call. Simultaneously, the choice of a port to put resources into innovations that permit the arrangement of shorepower relies upon a few variables, which stem from emissions decrease strategies, and the entrance pace of the innovation in the calling ships. The last decades the demand of energy is being increased continuously. The massive use of different types of non-renewable sources of energy has led to very important problems in the earth, as global warming, by the production of big amounts of greenhouse gases (GHGs) [52]. Nitrogen oxides (NOx), carbon monoxide (CO) and carbon dioxide (CO2) are some of the elements that are being produced by the burning process of marine diesel engines and pollute the atmosphere. This fact is a result of the use of Heavy Fuel Oil (HFO) in vessels' engines which is preferred by the shipowners especially for economy reasons [53]. New technologies concerning alternative sources of energy have started to provide new environmental standards by reducing the emissions of harmful for the environment gases as CO2. More than the 80% of the harmful emissions in the atmosphere are related to carbon [54]. Consequently, decarbonization constitutes on of the biggest environmental problems and despite the fact that the efficiency in terms of energy in the maritime transport has been increased significantly, shipping industry has the responsibility of almost 940 million tons of CO2 emissions in the atmosphere per year. Taking into consideration the continuously increase of the global fleet we can easily understand that these emissions are going to reach a higher level in the next few years [55]. The use of alternative fuels seems to be the only solution for the environment and European Union has already include in her White Paper on Transport their introduction [56]. More specifically, in 2016, European Union has already released a «Strategy for liquefied natural gas and gas storage» in order to highlight the advantages and the potential of the use of LNG to all members of the Union. Moreover, in October 2014, the executive committee of the European Union obliged 139 ports in Europe to act appropriate in order to have the possibility to offer bunkering facilities for LNG until 2020 [59]. Additionally, the effort to control the pollution emissions was strengthen by the International Maritime Organization (IMO) through the introduction of new regulations. More specifically, International Convention for the Prevention of Pollution from Ships (MARPOL) was embraced by the IMO which also adopted amendments to MARPOL Annex VI (Resolution MEPC.203 (62)) through the introduction of an energy efficiency design index in order to reduce the CO2 emissions [54, 61]. This paper discusses the possibility of different types of fuels or technological investments to be used as marine fuels from the perspective of shipowners, terminal operators, and regulatory bodies while considering the extent of ecological improvement that can provide. The first section of this paper presents a concise literature review of relevant research in port emissions as well as regulations that are used nowadays, which are imposed by the International Maritime Organization (IMO). The subsequent section presents an analysis and evaluation of different types of fuels which should appraise the new ecological equilibrium following the established environmental and safety regulations. In the last part, the benefits and drawbacks of its kind of fuel are widely expressed.

In all matters regarding climate change, the modern world presents complex challenges which highlight how investments in infrastructure have as of yet been inconclusive. Th e emission percentages calculated by relevant studies demonstrate the need for long-term investments in infrastructures, to ultimately reduce the impact on the environment and our health. To this end, in alignment with the principles expressed in the Paris Agreement – reducing global warming and incentivising a zero-emission transportation system – and the Sustainable Development Goals (SDGs), these new infrastructures will require a structural change that can be guaranteed by multilateral development banks (MDBs), given their nature, especially within developing countries. MDBs play an important role in supporting local governments, on the one hand creating a prosperous environment for sustainable infrastructures and, on the other, providing innovative financial instruments that could increase the financial sector's participation. In this paper, aft er a brief excursus on the Paris Agreement's role in the global climatic crisis, there will be an evaluation of the relations between MDBs and climate fi nance, with a focus on green bonds. ; ogugliotta@luiss.it ; Oscar Rosario Gugliotta - is a Master of Science in International Relations, a Ph.D. Candidate in Law and Business, Luiss University – Rome, Italy. ; Oscar Rosario Gugliotta - Luiss University in Rome, Italy ; ADB, High Level MDB Statement for publication at the UNSG Climate Action Summit, 22 September 2019. ; Barrett S., Carraro C., De Melo J., Towards a Workable and Eff ective Climate Regime, London 2015. ; Bartosch S. et al., Aligning Investments with the Paris Agreement Temperature Goal. 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Abstrak : Akuntabilitas merupakan wujud kewajiban-kewajiban yang diamanahkan untuk mempertanggungjawabkan keberhasilan atau kegagalan dan menjelaskan realisasiotoritas yang diperoleh sesuai dengan misi organisasi. Tujuan penelitian adalah untuk mendapatkan pemaknaan akuntabilitas keuangan di pondok pesantren. Metode fenomenologi transendental Hursel adalah paradigma interpretif yang digunakan untuk mengetahui kesadaran informan dalam pemahaman dan pemaknaan akuntanbilitas di Pondok Pesantren Attanwir Putri. Teknik pengumpulan data yang digunakan dengan wawancara. Metode fenomenologi transendental Husserl adalah paradigm interpretif yang digunakan untuk mengetahui tingkat kesadaran informan dalam memahami dan memaknai akuntabilitas keuangan di pondok pesantren Attanwir Putri. Data diperoleh dengan wawancara secara mendalam. Alat analisis yang digunakan dengan epoche, reduksi fenomenologi, variasi imajinasi, serta sintesa dan esensi. Hasil penelitian ini mengungkap bahwa pada dasarnya praktik akuntanbilitas keuangan pesantren merupakan representasi kepercayaan diri dari nilai-nilai Islam yang berpedoman pada Alquran dan Alhadist, makna akuntanbilitas keuangan di pesantren adalah akuntanbilitas kejujuran, dan moral yaitu perilaku prinsip transparansi hablumminallah dan hablumminannas untuk mendapatkan kepercayaan sebagai teladan dan untuk menunjukkan perilaku yang taat kepada sang pemeberi amanah. Kata Kunci:Akuntabilitas, Keuangan Pesantren, Fenomenologi DAFTAR PUSTAKA Asdar, 2014. Praktek Akuntansi Dalam Pengelolaan Masjid. Tesis, Program Pasca Sarjana Fakultas Ekonomi dan Bisnis Universitas Brawijaya Malang. Arifiyadi, Teguh. 2008. Konsep dan Arti Akuntabilitas. www.google.com/Inspektorat Jenderal Depkominfo.com. Diakses 7 Maret 2016. Amerieska, Siti. 2009. Akuntabilitas Pada Baitul Maal Wat Tamwil Ditinjau Dari Perspektif Shari'ate Enterprise Theory. Tesis, Program Magister Akuntansi. 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Tourism, as the third largest export sector in the world, is of great importance to global communities (UNWTO, 2018). Global Wellness Institute (2018) until 2022 predicted for the medical tourism industry an average of ≈8% of annual growth; however, with one of the highest risks, i.e. disease risk (in this case COVID-19), since April 6 2020, 96% of the world's countries have travel restrictions: About 43 percent of states have closed all or part of their borders. About 21 percent of states have introduced travel bans for passengers from certain countries affected by COVID-19. About 27 percent of states have suspended all or part of their international flights to their The remaining 9% of states have applied the following travel restrictions: (i) the requirement to immediately dissociate or quarantine, normally within 14 days since the arrival at destination; (ii) annulment or revocation of the visa upon arrival; (iii) travel bans for passengers arriving from certain regions (UNWTO, 2020). As a result, the tourism industry, alongside with medical tourism, is experiencing a major recession and the GWI (2018) forecast for 2022 loses its meaning. As a new form of tourism, medical tourism has become one of the fastest growing sectors of the tourism industry. Medical tourism can be defined as a "purposeful trip abroad to receive medical care" (Keckley and Underwood, 2008). Medical tourism can be viewed from two perspectives (Plianbangchang, 2018): Reactive means medical care that pays special attention to the treatment or elimination of existing diseases; Rehabilitation of the disabled is a conventional medicine that is sometimes called the sickness Proactive approach to health ensures/preserves the well-being, these services are focused on health promotion and disease Heung et al. (2011), Ganguli and Ebrahim (2017), Tham (2018), Nilashia et al. (2019) found that the development of medical tourism in Australia, Hong Kong and Singapore is mainly influenced by the following factors: competence/human capital, infrastructure andsuperstructure, government approach/policy/regulation, the range of developed services, communication between different market segments, investment opportunities, lack of strategic planning, underdeveloped public-private partnerships and international cooperation, shortcomings in marketing and branding strategies, lack of a unified accreditation and certification system. However, the authors did not single out and assess one of the most important phenomena hindering development – the consequences caused by risk factors. Lithuanian researchers studied the risk in various aspects: patient safety, adverse event management, risk factor management and assessment (Kaleininkaitė and Trumpaitė, 2007; Buškevičiūtė and Leškevičiūtė, 2008; Kanapeckienė and Jurkuvėnas, 2009; Staliūnienė, 2009; Mekšriūnaitė and Rudaitis, 2013; Paškevičius, 2014; Stasytytė and Aleksienė, 2016; Jankauskienė and Kostereva, 2019; Babinskas and Kanapeckienė, 2019, etc.), however, the management of tourism risk factors has not been sufficiently studied yet. The following authors have examined the risk management of medical tourism in foreign literature: Wybo, 2004; Camillo, 2015; Mutalib et al., 2016; Winsena et al., 2016; Hasan et al., 2017; Plianbangchang, 2018; Ravulakollu et al., 2018; Nilashia et al., 2019; Lubowiecki-Vikuk and Dryglas, 2019; Hyder et al., 2019. The problem of the research is how to effectivelymanage the risk factors of medical tourism. The aim of the research is to develop a management model after analysing the risk factors of medical tourism. Objectives of the study: (1) to define medical tourism risk factors; (2) to analyse risk managementalgorithms. Research methods: comparative logical analysis ofscientific literature, modelling, generalization. Medical tourism organizations can be called complex socio-technical organizations that operate in a complex dynamic environment. As a result, these organizations are exposed to external and internal risk factors that need to be identified, analysed, assessed, prioritized, and managed. In this work, the author solved the problem: how to effectively manage the risk factors of medical tourism. During the analysis of the performed scientific literature, it was found that we can ensure a successful risk cleaning process by keeping with the following consistency: risk analysis, anticipation of possible accidents/factors, strategic planning, ensuring control and feedback, risk profiling, during which all possible risk factors are classified and prioritized. The risk of medical tourism involves two stages: first, when patients are abroad and second, when patients leave the hospital and return to their place of residence. Lack of information and insufficient communication between the doctor abroad and in the home country is another negative effect of medical tourism as the continuity of patient care is interrupted. Health information is not transferred from foreign hospitals to the home country, which can lead to several consequences, such as the inability to identify potential complications in a timely manner and the toxicity caused by the drugs used (Carrera and Lunt, 2010). Cammillo (2015) has attributed the emergence of medical tourism risk to the lack or scarcity of strategic managementskillsatthedestination.Strategicmanagement is a dynamic process in which the current situation is constantly assessed and each step is planned/forecasted. This requires a strong understanding of the organization as well as an understanding of the global environment in which the organization operates. This includes situation analysis SWOT. In this context, strategic management is forced to include risk assessment, risk management, crisis management and prevention strategies, and effective interdepartmental communication. The above-mentioned author singles out the following risk factors that have to be assessed during strategic risk management:1. Human error; 2. Office error; 3. Trust in the wrong person; 4. Unauthorized procedures; 5. Unlimited access to electronic data; 6. Unrestricted access for third parties; 7. Improper maintenance; 8. Insufficient control; 9. Misuse of confidential information; 10. Errors of court; 11. Improper standard operating procedures. Conclusions After examining the risk factors of medical tourism, they can be divided into two categories: external and internal risk Based on the research of tourism risk aspects conducted by researchers in recent years, tourist/patient risk perceptions are often summarized from five to seven aspects. Five aspects of risk covered financial/economic risk, psychological risk, operational risk, equipment or technical risk, health risk, accident/physical risk and social risk. In addition to these dimensions, six dimensions of risk included one more risk, i.e. time risk, and seven aspects of risk included loss of opportunity. After analysing risk management systems/algorithms/ models, it was determined that the most significant preconditions for a successful medical tourism risk management process are the following: risk analysis/ forecasting; identification of accidents/factors; strategic planning; ensuring control and feedback; risk profiling, during which all possible risk factors are classified and ; Medicinos turizmo organizacijas galima vadinti kompleksinėmis sociotechninėmis organizacijomis, kurios veikia sudėtingoje dinaminėje aplinkoje. Todėl šios organizacijos yra veikiamos išorinių ir vidinių rizikos veiksnių, kuriuos reikia identifikuoti / analizuoti / vertinti / prioretizuoti ir valdyti. Šiame straipsnyje autorius sprendė problemą – kaip veiksmingai valdyti medicinos turizmo rizikos veiksnius. Analizuodamas mokslinę literatūrą autorius nustatė, kad užtikrinti sėkmingą rizikos valdymo procesą galima laikantis šio nuoseklumo: rizikos analizė; galimų nelaimingų įvykių / veiksnių numatymas; strateginis planavimas; kontrolės ir grįžtamojo ryšio užtikrinimas; rizikos profilio sudarymas, kurio metu visi galimi rizikos veiksniai yra klasifikuojami ir prioretizuojami.

Tämän väitöskirjatutkimuksen aiheena on taloudellisen liberalismin ja kauppapoliittisen hallinnan hyväksyttävyys. Tutkimuksen tarkoituksena on tarkastella niitä tekijöitä, jotka heikentävät hyväksyttävyyttä tai asettavat sen kyseenalaiseksi, ja esittää niille ratkaisuja. Työn varsinainen painopiste on teoreettinen. Se keskittyy Adam Smithin esittämän klassisen liberalismin erittelyyn hyödyntäen tätä työtä varten johdantoluvussa rakentamaansa analyyttistä viitekehystä (analytical framework of constitutive legitimacy). Tutkimuksen pääasiallinen teoreettinen kontribuutio on Smith-luennan kautta rakennettu teoreettis- normatiivinen tulkintakehikko eli smithiläisen liberalismin teoria (theory of Smithian pre-disciplinary liberalism). Sen yksi tärkein periaate on symmetrisen keskinäisriippuvuuden periaate (symmetric interdependence). Symmetrisen keskinäisriippuvuuden periaate on johdettu Smithin oman edun tavoittelua ja moraalituntoja koskevista teoretisoinneista. Smithin mukaan oman edun tavoittelu, vaikka usein näyttäytyy sekä yksilön että yhteiskunnan kannalta edullisena, on kuitenkin tätä vain ehdollisesti. Ehtona on ensisijaisesti yksilön kasvaminen moraaliseksi yhteisön jäseneksi, joka on tietoinen yhteisönsä moraalisista normeista ja lisäksi haluaa toimia niiden mukaisesti. Toisena ehtona erityisesti sellaisissa suhteissa, joissa yhteisöllinen moraali ei voi rakentua, on hallinta, joka sääntelyn avulla pyrkii näitä suhteita simuloimaan. Tutkimuksen empiirinen kontribuutio on markkinasääntelyä koskevien muutosten estimointi. Väitöskirjatutkimus tuottaa uutta tutkimustietoa tästä muutoksesta vertailemalla keskenään niin sanotun sääntelykäänteen ääripäitä, joita edustavat EU:n ja Kanadan välinen vapaakauppasopimus (Comprehensive Economic and Trade Agreement, CETA) sekä sääntelyn perustasoa määrittävä Maailman kauppajärjestö WTO. Tutkimus osoittaa, että vaikka kiistanalaisen markkinasääntelyn teesiä ei voida ehdoitta hylätä, voidaan se hylätä ehdollisesti: CETA:ssa hallinta ei perustu pääsääntöisesti teknokraattisiin sääntöihin vain enemmän avoimeen sääntelyprosessiin. Johtopäätös on ehdollinen, koska huolimatta prosessin avoimuudesta ei se ole formaalisti inklusiivinen. Smithiläisestä näkökulmasta hallinnan legitimiteetti kytkeytyy siihen, missä määrin yksikään toimija tai näkökulma ei voi alistaa tai ehdollistaa muita eli missä määrin hallinta heijastelee symmetristä keskinäisriippuvuutta. Inklusiivisuus ja monitahoinen vuorovaikutteisuus kuuluvat siten smithiläiseen hallinnan hyväksyttävyyteen. CETA ei formaalisti edellytä monitahoista vuorovaikutteisuutta ja inklusiivisuutta. Koska sopimuksen avoimet prosessit näyttävät avaavan niille mahdollisuuden, voidaan CETA-sopimusta pitää ehdollisesti hallinnan hyväksyttävyyttä edistävänä muutoksena suhteessa hallinnan perustasoon. Teoreettisen arvioinnin tuloksena työni esittää kriteerit sille, miten tämä ehdot voidaan täyttää. Näin ollen smithiläinen teoria näyttäytyy paitsi teoreettisena ratkaisuna hallinnan legitimiteettidilemmaan, myös välineenä kehittää hallinnan hyväksyttävyyttä edistäviä politiikkasuosituksia. ; This dissertation is about liberalism, legitimacy and trade governance. The heart of its research problem concerns the dilemma between democratic and market-based legitimacy, particularly prevalent in transnational trade governance. As a solution to this dilemma, the dissertation develops and applies a Smithian pre-disciplinary liberalism. This theory is centred on the notion of symmetric interdependence as a precondition for socially approvable human agency. It maintains that the problem of legitimacy in transnational governance can be defined as lack of symmetric interdependences. This results in immorality and the distortion of self-interest. Consequently, for being legitimate, it is argued, markets should depend on and sustain symmetric interdependences. The key proposition is that economic and political liberalism require the presence and guidance of morality which is construed by the spontaneous constrains that form part of our psychological DNA and through institutions of symmetric interdependences. The primary focus of this normatively bound dissertation is theoretical and conceptual. It also has a strong empirical dimension. While dealing with the history of ideas, this dissertation is not one of intellectual history. Instead, it is driven by the objectives of political theory to provide solutions for contemporary problems. The research problem concerns the contested legitimacy of trade governance and in particular, regulatory cooperation and investment protection. These are informed and legitimized by economic liberalism but fail to fully satisfy democratic legitimacy. Due to their strong non-economic implications, this equals a legitimacy deficit. Finding solutions to this contemporary problem is the objective of this research. The dissertation proceeds in three stages: First, it defines the problem; second, it proposes a design for the solution; third, the solution is tested. The introductory section defines the problem, Chapter 2 designs a solution, and Chapter 3 applies the solution to practice. I argue that the interpretation of economic liberalism through the disciplinary lenses of modern homo economicus, or disciplinary liberalism, is the major source of the problem. Furthermore, through revising Adam Smith work, I propose a theory of pre-disciplinary liberalism as a solution. While the primary objective in this dissertation is theoretical, it is nonetheless the contemporary contestations about trade governance that provide the 'raison d'etat' for its theoretical interest. Indeed, the problem of legitimacy in the contemporary trade governance is simultaneously the a priori motivation to engage with theorizations about liberalism, legitimacy and governance, as well as the end point and target of those theorizations. Moreover, the problem of legitimacy in trade governance does not apply equally on all forms of bilateral, regional, and multilateral forms of governance. Instead, contestations between democratic and economic legitimacy are most prevalent in the so-called new generation trade deals. Previous literature has established that EU trade deals are strongest concerning aspects of contentious market regulation. The EU-Canada Comprehensive Economic and Trade Agreement (CETA) is the crown-jewel among them. The justification for using CETA as a test case is the prevalence of the legitimacy problem within it. The other test case is the World Trade Organization (WTO) and the standard Bilateral Investment Treaties (BITs). They provide the international regulatory framework for trade governance. They can be seen as the baseline or standard from which CETA deviates. Indeed, contestations about CETA and the hypothesis of 'contentious market regulation' can be viewed as competing interpretations of this deviation. Yet, the expanse of regulatory issues (presented already in the 1990s in the Singapore agenda at the WTO) has also defined the evolution of trade multilateralism (and a cause of inter-state contestations). Contestation overriding governance is not just about CETA. Contestation has become a general phenomenon of contemporary trade politics. To seek solutions for its contested legitimacy, it is necessary to understand, examine and assess both the steepest form of the problem as much as the most general and globally influential manifestation of it. The contestation of trade governance shares a profound theoretical importance with huge societal relevance. Several scholars (e.g., Krajewski, 2003; Rodrik, 2018) argue that trade governance may threaten public interest regulation for objectives like social justice, public health or environmental protectionism. Some critical political economists (e.g., Gill and Cutler, 2014) go so far as to argue that market regulation replaces democratic constitutionalism as the institutional setting for decision making. These interpretations about the implications of trade governance form the 'contentious market regulation' hypothesis. Through a theoretical assessment of a comparative analysis of trade governance in the WTO, in the international investment agreements and the CETA, this dissertation takes both an empiric and theoretical hold on the problem of legitimacy of trade governance. While it argues that the 'contentious market regulation' - hypothesis cannot be rejected unconditionally, it provides a conditional rejection of it. CETA does not build on technocratic rules in favour of economistic regulation. Instead, CETA trade governance seems to build on open-ended processes where it is possible to see potential for broad participation of diverse societal and regulatory interests. Thus, CETA provides an institutional setting of trade governance that is responsive to the criteria of pre-disciplinary liberalism. These criteria can be employed to enhance the legitimacy of trade governance. Consequently, this dissertation proposes the theory of pre-disciplinary liberalism as a solution to the legitimacy dilemma both in theory and practice.

The TransAID project defines, develops and evaluates traffic management measures based on C-ITS equipped road infrastructure to eliminate or mitigate the negative effects of Transition of Control (ToC) along Transition Areas in future mixed traffic scenarios where automated, cooperative, and conventional vehicles will coexist. This document summarises the results of the stakeholder consultation activities of the TransAID project. For TransAID, the most relevant stakeholders are transport authorities and policy makers, road operators, vehicle manufacturers and suppliers, road infrastructure and traffic service providers, academia and knowledge institutes, future product owners and standardisation bodies. The consultation activities aimed to gather feedbacks on the project choices (selected use cases, scenarios, modelling solutions, implementation approaches) as well as on the achieved results. Such feedbacks were necessary to confirm the validity of the project's work, and to adapt, whenever possible and needed, its implementation while running. Consultation also allowed obtaining the stakeholders' view on the impact of prospective automated vehicles introduction. Finally, the stakeholders were asked about their ambitions and interests related to role and responsibilities in future scenarios of automated vehicle presence. Hearing about these last two aspects was necessary to identify possible activities beyond the TransAID project's duration. A summary of 9 stakeholder consultation events is provided in this deliverable: Main stakeholder workshops - TransAID-MAVEN-CoExist Stakeholder workshop, 10 October 2017, Brussels - TransAID-INFRAMIX stakeholder workshop, 9 October 2019, Graz - TransAID final event, stakeholder workshop, 2 July 2020, online International liaison activities - TransAID-U.S. CAMP expert meeting, 25 July 2019, Detroit - TransAID + ITS Japan / UtmobI expert meeting, 7-8 April 2020, online Additional stakeholder consultation opportunities - TransAID session and survey, 8 June 2019, IEEE-IV, Paris - EU EIP workshop on ODD, 1 October 2019, Turin - International workshop on ODD, 22 October 2019, Singapore - Joint dissemination of H2020, CEDR projects and other initiatives related to CAVs and Infrastructure, 3 March 2020, Brussels For each stakeholder consultation event, this deliverable gives a detailed description of the scope and aim, participants, plenary and break-out sessions, survey results (when applicable) and implications to the TransAID work. The main common findings that have been identified throughout the various events are listed in the following along with the major implications for TransAID and/or any similar follow-up activity: - Managing mixed traffic in transition areas is still an almost unexplored field. Despite transition areas are recognized as a prospective problem, very little is known or has been studied about it. This simple acknowledgment confirms the need and timeliness of TransAID. - Due to the uncertainty about many technical aspects related to the introduction of AD, it was difficult for transport authorities and traffic managers to provide insights on aspects to be considered for the selection of TransAID use cases and scenarios. Nevertheless, the majority of use cases and scenarios finally selected by TransAID were recognized to be reasonably generic, yet addressing recurrent problems, and hence deemed useful for real-world application. - Connectivity was recognized as a key enabler to extend the Operational Design Domain (ODD) of AD. In this sense, most experts foresee application of hybrid solutions with both ITS-G5 and cellular connectivity capabilities. For this purpose, TransAID's assumption of digitalizing the road infrastructure with additional sensing, computing and communication capabilities was acknowledged to be correct, even if maybe not realisable in the short term. - TransAID traffic management allowing the road infrastructure to provide additional information to CAVs was also recognized as a valid approach in almost all the consultation and twinning events. In this context, European and Japanese stakeholders firmly defend the use of infrastructure support for automated driving and even highlight the need to adapt traffic rules for automation or change the legal frameworks (e.g. authorize the road infrastructure to provide advices that break the traffic rules if needed). On the contrary, US stakeholders are very hesitant and fear possible financial consequences resulting from liability issues. - Remote operation is an emerging possible solution at least for management of level 4 automated public transport (e.g. autonomous shuttles or pods) in edge cases and transition areas, when the vehicles operate without a steward in the vehicle. This use case is not considered by TransAID, and hence it would be interesting to investigate its effectiveness with similar evaluations means as those utilized by TransAID. - Sensitivity of information around OEMs' current and future implementations has prevented obtaining commonly recognized functional descriptions reusable for modelling and simulations of automated vehicles behaviours. Despite that, the modelling solutions developed in the project under the consultancy of Hyundai were considered adequate and meaningful by the inquired stakeholders. - For the TransAID measures to work effectively, vehicle AD capabilities shall be known by the infrastructure, and infrastructure (support) capabilities shall be known by OEMs. Consequently, sharing this data in both directions is needed. From the consultation, this approach was welcomed by infrastructure stakeholders while OEMs were more hesitant mostly due to competition and liability implications arising from sensitivity of the shared information. To preserve sensitivity of information, the TransAID "intermediary service" concept (see TransAID D4.3) was generally supported, but its practical application in real-world deployment scenarios would need to be proven. - In addition, it is considered needed to derive clear and unambiguous definitions of AD ODDs for adoption at both OEMs and infrastructure side. Transport Authorities could use this information for allowing vehicles of different automation capabilities to use specific roads or to provide additional physical of digital support where needed. Nevertheless, defining ODDs is a complex task for the involved stakeholders, and despite initial activities have been started and proposals have been made, there is still a long way to go. - From an even more generic perspective, transport authorities (especially cities) are mostly interested in fulfilling their greener, safer and comfort goals and see AD as an opportunity in that direction. For the moment being, they are not favouring a particular automated transport mode in a proactive way. Rather, they seem to be monitoring the situation to apply reactive policies when AD introduction will be more mature and clearer. In fact, adoption of alternative policies like strategically "managing" private CAVs vs. fostering use of MaaS with public automated shuttles will depend on penetration. For TransAID, it is irrelevant which way authorities will choose, as the proposed TransAID solutions can apply irrespectively of the selected automated transport mode. As it can be seen, some of the findings from the consultation events reflect the uncertainty associated to vehicle automation and its evolution in the coming decades. Nevertheless, from the sequence of stakeholder consultation events a steady progression in the collective understanding of the relation between vehicle automation and infrastructure could be observed. The possible implications to the stakeholders involved became also clearer at subsequent events.

The present article generalizes the arguments and counterarguments within the scholarly discussion of creating the value of enterprise through the intensification of efforts of the innovative development of enterprises and searching for the better organizational forms of the innovative politics realization both on the national and on the regional levels. Special focus is on the possibility of adapting the international experience of the innovations-active countries.Main objective of the research is the grounding of the new formation of the innovation center within the cluster formation of enterprises for the purpose of creating their value.Systematization of the literature sources and approaches to the solution of the problem of creating the value of enterprises through the use of the innovation centers in the cluster formations proved that such a suggestion is reasonable, since the existence of clusters in Ukraine is already traditional and has certain economic effects, but their direction towards the realization of the innovative priorities of the development will stipulate the growth of their value both at the national and on the international markets.The topicality of the solution of present scholarly issue is constituted by the fact that the realization of the innovative development strategy in Ukraine is impossible without searching for the better form of the enterprise innovative activity realization, studying the foreign experience of the countries which have successfully overcome the crisis and realize the innovative development programs both on the macro and micro-levels.The issue of the enterprises value creation through the realization of the innovation centers in the cluster formations was studied in the article in the following logical order: The forms, functions and results of the international models of the innovative development management are analyzed with the allocation of the standards of the United States of America, some EU states (Great Britain, Switzerland and Poland) and the East Asian standards in the context of the experience of Japan, Singapore and South Korea) for the purpose of finding the best forms of the innovative development management for the possible adaptation at the international enterprises; the positions of the world community countries are studied according to the Global innovation index, business facility rating and index of the information and communication technologies, the rating of the countries is analyzed according to the innovative activity level.The methodological tools of the research are constituted by the methods of the scientific abstraction, in the aspect of finding the forms of the innovative development, economic modeling acceptable for realization in Ukraine, when constructing the cluster formation model by the innovation centers, economic experiment during the suggestion of the business-plan of the innovative project, the analysis and synthesis methods, comparative advantages, statistical and logical methods, etc.The period from 1989 to 2018 inclusive was selected as a research period. The research object is constituted by the innovations-active countries of the world economic area, since they successfully realize the principles of the enterprises value creation through the innovative development management. The article presents the results of empirical analysis of the national conditions and foreign experience of the enterprises values creation due to the realization of the innovative development priorities which proved that the experience of using the cluster formations with the innovation center in each region of Ukraine is one of the most topical and possible ones for the implementation.The results of the conducted research may be useful for the formation of priorities of the regional innovative policy and for the enterprises, institutions, organizations which together with the educational institutions will create the condition for the successful innovative partnership and growth of the value of each component. ; Узагальнено аргументи і контраргументи в межах наукової дискусії з питання креації вартості підприємства через інтенсифікацію зусиль інноваційного розвитку підприємств і пошуку кращих організаційних форм реалізації інноваційної політики як на національному, так і на регіональному рівнях. Особливу увагу надано можливості адаптації зарубіжного досвіду інноваційно активних країн.Основною метою проведеного дослідження є аргументування формування нової формації інноваційних центрів у межах кластерного утворення підприємств з метою креації їхньої вартості.Систематизація літературних джерел і підходів до розв'язання роблеми креації вартості підприємств через використання інноваційних центрів у кластерних утвореннях засвідчила, що така пропозиція є доцільною, оскільки існування кластерів в Україні вже має свою традицію і приносить певні економічні ефекти, але спрямування їх саме на реалізацію інноваційних пріоритетів розвитку зумовить зростання їхньої вартості як на національному, так і на міжнародному ринках.Актуальність розв'язання цієї наукової проблеми полягає в тому, що реалізація стратегії інноваційного розвитку України неможлива без пошуку кращих форм реалізації інноваційної діяльності підприємств, вивчення зарубіжного досвіду країн, що успішно вийшли з кризового стану і реалізовують програми інноваційного розвитку як на макро-, так на мікрорівні.Дослідження питання креації вартості підприємств через реалізацію інноваційних центрів у кластерних утвореннях здійснено в такій логічній послідовності: проаналізовано форми, функції та результати закордонних моделей управління інноваційним розвитком із виокремленням моделей Сполучених Штатів Америки, деяких країн Європейського Союзу (Великобританії, Швейцарії та Польщі) і східноазійських моделей у розрізі досвіду Японії, Сінгапуру і Південної Кореї) з метою виявлення найкращих для можливої адаптації на вітчизняних підприємствах форм управління інноваційним розвитком; досліджено позиції країн світового співтовариства за Глобальним інноваційним індексом, рейтингом легкості бізнесу та індексом інформаційно-комунікаційних технологій, проаналізовано рейтинг країн за рівнем інноваційної активності.Методичним інструментарієм проведеного дослідження стали методи наукової абстракції, в аспекті виявлення прийнятних для реалізації в Україні форм інноваційного розвитку, економічного моделювання при побудові моделі кластерного утворення інноваційним центром економічного експерименту за запропонованого бізнес-плану інноваційного проекту, методи аналізу та синтезу, порівняльних переваг, статистичний і логічний методи тощо.Періодом дослідження обрано роки з 1989 до 2018 рр. включно. Об'єктом дослідження обрано інноваційно активні країни світового економічного простору, оскільки саме вони успішно реалізують принципи креації вартості підприємств через управління інноваційним розвитком. Представлено результати емпіричного аналізу вітчизняних умов і зарубіжного досвіду креації вартості підприємств унаслідок реалізації пріоритетів інноваційного розвитку, який засвідчив, що одним із найбільш актуальних і можливих для впровадження є досвід використання кластерних утворень з інноваційним центром у кожному регіоні України.Результати проведеного дослідження можуть бути корисними для формування пріоритетів регіональної інноваційної політики і для підприємств, установ, організацій, що разом із навчальними закладами створять умову для успішного інноваційного партнерства та зростання вартості кожної складової. ; Обобщены аргументы и контраргументы в научной дискуссии по вопросу креации стоимости предприятия через интенсификацию усилий инновационного развития предприятий и поиска лучших организационных форм реализации инновационной политики как на национальном, так и на региональном уровнях. Особое внимание уделяется возможности адаптации зарубежного опыта инновационно активных стран.Основной целью проведенного исследования является аргументация формирования новой формации инновационных центров в пределах кластерного образования предприятий с целью креации их стоимости.Систематизация литературных источников и подходов к решению проблемы креации стоимости предприятий через использование инновационных центров в кластерных образованиях показала, что такое предложение является целесообразным, поскольку существование кластеров в Украине уже имеет свою традицию и приносит определенные экономические эффекты, но направление их именно на реализацию инновационных приоритетов развития приведет к росту их стоимости как на национальном, так и на международном рынках.

The present article generalizes the arguments and counterarguments within the scholarly discussion of creating the value of enterprise through the intensification of efforts of the innovative development of enterprises and searching for the better organizational forms of the innovative politics realization both on the national and on the regional levels. Special focus is on the possibility of adapting the international experience of the innovations-active countries.Main objective of the research is the grounding of the new formation of the innovation center within the cluster formation of enterprises for the purpose of creating their value.Systematization of the literature sources and approaches to the solution of the problem of creating the value of enterprises through the use of the innovation centers in the cluster formations proved that such a suggestion is reasonable, since the existence of clusters in Ukraine is already traditional and has certain economic effects, but their direction towards the realization of the innovative priorities of the development will stipulate the growth of their value both at the national and on the international markets.The topicality of the solution of present scholarly issue is constituted by the fact that the realization of the innovative development strategy in Ukraine is impossible without searching for the better form of the enterprise innovative activity realization, studying the foreign experience of the countries which have successfully overcome the crisis and realize the innovative development programs both on the macro and micro-levels.The issue of the enterprises value creation through the realization of the innovation centers in the cluster formations was studied in the article in the following logical order: The forms, functions and results of the international models of the innovative development management are analyzed with the allocation of the standards of the United States of America, some EU states (Great Britain, Switzerland and Poland) and the East Asian standards in the context of the experience of Japan, Singapore and South Korea) for the purpose of finding the best forms of the innovative development management for the possible adaptation at the international enterprises; the positions of the world community countries are studied according to the Global innovation index, business facility rating and index of the information and communication technologies, the rating of the countries is analyzed according to the innovative activity level.The methodological tools of the research are constituted by the methods of the scientific abstraction, in the aspect of finding the forms of the innovative development, economic modeling acceptable for realization in Ukraine, when constructing the cluster formation model by the innovation centers, economic experiment during the suggestion of the business-plan of the innovative project, the analysis and synthesis methods, comparative advantages, statistical and logical methods, etc.The period from 1989 to 2018 inclusive was selected as a research period. The research object is constituted by the innovations-active countries of the world economic area, since they successfully realize the principles of the enterprises value creation through the innovative development management. The article presents the results of empirical analysis of the national conditions and foreign experience of the enterprises values creation due to the realization of the innovative development priorities which proved that the experience of using the cluster formations with the innovation center in each region of Ukraine is one of the most topical and possible ones for the implementation.The results of the conducted research may be useful for the formation of priorities of the regional innovative policy and for the enterprises, institutions, organizations which together with the educational institutions will create the condition for the successful innovative partnership and growth of the value of each component. ; Узагальнено аргументи і контраргументи в межах наукової дискусії з питання креації вартості підприємства через інтенсифікацію зусиль інноваційного розвитку підприємств і пошуку кращих організаційних форм реалізації інноваційної політики як на національному, так і на регіональному рівнях. Особливу увагу надано можливості адаптації зарубіжного досвіду інноваційно активних країн.Основною метою проведеного дослідження є аргументування формування нової формації інноваційних центрів у межах кластерного утворення підприємств з метою креації їхньої вартості.Систематизація літературних джерел і підходів до розв'язання роблеми креації вартості підприємств через використання інноваційних центрів у кластерних утвореннях засвідчила, що така пропозиція є доцільною, оскільки існування кластерів в Україні вже має свою традицію і приносить певні економічні ефекти, але спрямування їх саме на реалізацію інноваційних пріоритетів розвитку зумовить зростання їхньої вартості як на національному, так і на міжнародному ринках.Актуальність розв'язання цієї наукової проблеми полягає в тому, що реалізація стратегії інноваційного розвитку України неможлива без пошуку кращих форм реалізації інноваційної діяльності підприємств, вивчення зарубіжного досвіду країн, що успішно вийшли з кризового стану і реалізовують програми інноваційного розвитку як на макро-, так на мікрорівні.Дослідження питання креації вартості підприємств через реалізацію інноваційних центрів у кластерних утвореннях здійснено в такій логічній послідовності: проаналізовано форми, функції та результати закордонних моделей управління інноваційним розвитком із виокремленням моделей Сполучених Штатів Америки, деяких країн Європейського Союзу (Великобританії, Швейцарії та Польщі) і східноазійських моделей у розрізі досвіду Японії, Сінгапуру і Південної Кореї) з метою виявлення найкращих для можливої адаптації на вітчизняних підприємствах форм управління інноваційним розвитком; досліджено позиції країн світового співтовариства за Глобальним інноваційним індексом, рейтингом легкості бізнесу та індексом інформаційно-комунікаційних технологій, проаналізовано рейтинг країн за рівнем інноваційної активності.Методичним інструментарієм проведеного дослідження стали методи наукової абстракції, в аспекті виявлення прийнятних для реалізації в Україні форм інноваційного розвитку, економічного моделювання при побудові моделі кластерного утворення інноваційним центром економічного експерименту за запропонованого бізнес-плану інноваційного проекту, методи аналізу та синтезу, порівняльних переваг, статистичний і логічний методи тощо.Періодом дослідження обрано роки з 1989 до 2018 рр. включно. Об'єктом дослідження обрано інноваційно активні країни світового економічного простору, оскільки саме вони успішно реалізують принципи креації вартості підприємств через управління інноваційним розвитком. Представлено результати емпіричного аналізу вітчизняних умов і зарубіжного досвіду креації вартості підприємств унаслідок реалізації пріоритетів інноваційного розвитку, який засвідчив, що одним із найбільш актуальних і можливих для впровадження є досвід використання кластерних утворень з інноваційним центром у кожному регіоні України.Результати проведеного дослідження можуть бути корисними для формування пріоритетів регіональної інноваційної політики і для підприємств, установ, організацій, що разом із навчальними закладами створять умову для успішного інноваційного партнерства та зростання вартості кожної складової. ; Обобщены аргументы и контраргументы в научной дискуссии по вопросу креации стоимости предприятия через интенсификацию усилий инновационного развития предприятий и поиска лучших организационных форм реализации инновационной политики как на национальном, так и на региональном уровнях. Особое внимание уделяется возможности адаптации зарубежного опыта инновационно активных стран.Основной целью проведенного исследования является аргументация формирования новой формации инновационных центров в пределах кластерного образования предприятий с целью креации их стоимости.Систематизация литературных источников и подходов к решению проблемы креации стоимости предприятий через использование инновационных центров в кластерных образованиях показала, что такое предложение является целесообразным, поскольку существование кластеров в Украине уже имеет свою традицию и приносит определенные экономические эффекты, но направление их именно на реализацию инновационных приоритетов развития приведет к росту их стоимости как на национальном, так и на международном рынках.

Penelitian ini bertujuan untuk menguji dan menganalisa pengaruh konflik peran dan ambiguitas terhadap kinerja melalui kepuasan kerja pada tenaga fungsional RSUD Sekadau. Metode penelitian yang digunakan merupakan jenis penelitian non-eksperimental dengan pendekatan kuantitatif, deskriptif korelasi dan desain cross-sectional. Populasi dalam penelitian ini adalah seluruh tenaga fungsional RSUD Sekadau yang berjumlah 181 orang dengan sampel yang diambil adalah 123 orang tenaga fungsional RSUD Sekadau. Alat analisis yang digunakan adalah analisis jalur (path analysis) dengan metode SEM (structural equation modelling) menggunakan WarpPLS versi 6.0. Hasil penelitian menunjukkan terdapat pengaruh positif signifikan konflik peran terhadap kinerja, terdapat pengaruh negatif signifikan ambiguitas terhadap kinerja, terdapat pengaruh negatif signifikan antara konflik peran dan ambiguitas terhadap kepuasan kerja, terdapat pengaruh negatif signifikan kepuasan kerja terhadap kinerja, terdapat pengaruh positif signifikan antara konflik peran dan ambiguitas terhadap kinerja melalui kepuasan kerja. Nilai profesionalisme menjadi penting untuk variabel konflik peran, tanggung jawab menjadi faktor penting untuk variabel ambiguitas, hubungan yang baik dengan profesi lain di Rumah Sakit menjadi penting untuk variabel kepuasan kerja dan karyawan memahami harapan pekerjaan dan tetap melaksanakannya sesuai dengan tanggung jawab merupakan nilai penting untuk variabel kinerja. Kata kunci : Konflik Peran, Ambiguitas, Kepuasan Kerja, KinerjaDAFTAR PUSTAKAAhmed, S., Manaf, N.H.A., & Islam, R. (2017). 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2-s2.0-85054527535 ; Measurements of azimuthal angular correlations are presented for high-multiplicity pPb collisions at sNN=5.02TeV and peripheral PbPb collisions at sNN=2.76TeV. The data used in this work were collected with the Compact Muon Solenoid (CMS) detector at the European Organization for Nuclear Research (CERN) Large Hadron Collider (LHC). Fourier coefficients as functions of transverse momentum and pseudorapidity are studied using the scalar product method; four-, six-, and eight-particle cumulants; and the Lee-Yang zero technique. The influence of event plane decorrelation is evaluated using the scalar product method and found to account for most of the observed pseudorapidity dependence. © 2018 CERN. for the CMS Collaboration. Published by the American Physical Society under the terms of the Creative Commons Attribution 4.0 International license. ; ST/I003622/1, ST/I505580/1, ST/J004871/1, ST/J005479/1, ST/K003542/1, ST/L005603/1, ST/N000242/1, ST/N001273/1 National Science Foundation, NSF National Institutes of Health, NIH U.S. Department of Energy, USDOE Alfred P. Sloan Foundation Welch Foundation: C-1845 Hispanics in Philanthropy, HIP Alexander von Humboldt-Stiftung Departamento Administrativo de Ciencia, Tecnología e Innovación (COLCIENCIAS) Qatar National Research Fund, QNRF Secretaría de Educación Pública, SEP Türkiye Atom Enerjisi Kurumu, TAEK Horizon 2020 Framework Programme, H2020: 675440 Weston Havens Foundation Louisiana Academy of Sciences, LAS Missouri University of Science and Technology, MST CERN Thailand Center of Excellence in Physics Cosmetic Surgery Foundation, CSF Institute for the Promotion of Teaching Science and Technology, IPST Science and Technology Facilities Council, STFC: ST/F007434/1, ST/M004775/1 European Commission, EC European Research Council, ERC Department of Science and Technology, Ministry of Science and Technology, India, ?????? Council of Scientific and Industrial Research, India, CSIR Ministry of Education - Singapore, MOE Department of Atomic Energy, Government of India, ???? Science Foundation Ireland, SFI Helmholtz-Gemeinschaft, HGF Deutsche Forschungsgemeinschaft, DFG Fundação de Amparo à Pesquisa do Estado de São Paulo, FAPESP National Natural Science Foundation of China, NSFC Research Promotion Foundation, ???? Ministerstvo Školství, Mláde?e a T?lov?chovy, MŠMT National Science Council, NSC Fundacja na rzecz Nauki Polskiej, FNP Fundação para a Ciência e a Tecnologia, FCT Russian Foundation for Basic Research, ???? Coordenação de Aperfeiçoamento de Pessoal de Nível Superior, CAPES Academy of Finland Bundesministerium für Bildung und Forschung, BMBF Chinese Academy of Sciences, CAS Austrian Science Fund, FWF Fonds De La Recherche Scientifique - FNRS, FNRS Russian Academy of Sciences, ??? Belgian Federal Science Policy Office, BELSPO Chulalongkorn University, CU Fonds Wetenschappelijk Onderzoek, FWO Agentschap voor Innovatie door Wetenschap en Technologie, IWT Fonds pour la Formation à la Recherche dans l'Industrie et dans l'Agriculture, FRIA Consejo Nacional de Ciencia y Tecnología, CONACYT Ministerio de Economía y Competitividad, MINECO Bundesministerium für Wissenschaft, Forschung und Wirtschaft, BMWFW Ministry of Business, Innovation and Employment, MBIE Hungarian Scientific Research Fund, OTKA Conselho Nacional de Desenvolvimento Científico e Tecnológico, CNPq Ministry of Science, ICT and Future Planning, MSIP National Research Foundation of Korea, NRF Joint Institute for Nuclear Research, JINR Instituto Nazionale di Fisica Nucleare, INFN A.G. Leventis Foundation National Science and Technology Development Agency, ????: Thailand Narodowe Centrum Nauki, NCN: 2012/07/E/ST2/01406, 2014/13/B/ST2/02543, 2014/14/M/ST2/00428, 2014/15/B/ST2/03998, 2015/19/B/ST2/02861 Secretaría de Educación Superior, Ciencia, Tecnología e Innovación, SENESCYT Universiti Malaya, UM Ministerstwo Nauki i Szkolnictwa Wy?szego, MNiSW Fundação Carlos Chagas Filho de Amparo à Pesquisa do Estado do Rio de Janeiro, FAPERJ Ministry of Science and Technology, Taiwan, MOST National Academy of Sciences of Ukraine, NASU Centre National de la Recherche Scientifique, CNRS Ministry of Education and Science, MES Institute for Research in Fundamental Sciences, IPM Benemérita Universidad Autónoma de Puebla, BUAP Commissariat à l'Énergie Atomique et aux Énergies Alternatives, CEA Secretaría de Estado de Investigación, Desarrollo e Innovación, SEIDI Horizon 2020 European Regional Development Fund, FEDER State Atomic Energy Corporation ROSATOM, ROSATOM Centro de Investigación y de Estudios Avanzados del Instituto Politécnico Nacional, CINVESTAV Pakistan Atomic Energy Commission, PAEC State Fund for Fundamental Research of Ukraine, SFFR Institut National de Physique Nucléaire et de Physique des Particules, IN2P3 ; We congratulate our colleagues in the CERN accelerator departments for the excellent performance of the LHC and thank the technical and administrative staffs at CERN and at other CMS institutes for their contributions to the success of the CMS effort. In addition, we gratefully acknowledge the computing centers and personnel of the Worldwide LHC Computing Grid for delivering so effectively the computing infrastructure essential to our analyses. Finally, we acknowledge the enduring support for the construction and operation of the LHC and the CMS detector provided by the following funding agencies: BMWFW and FWF (Austria); FNRS and FWO (Belgium); CNPq, CAPES, FAPERJ, and FAPESP (Brazil); MES (Bulgaria); CERN; CAS, MoST, and NSFC (China); COLCIENCIAS (Colombia); MSES and CSF (Croatia); RPF (Cyprus); SENESCYT (Ecuador); MoER, ERC IUT, and ERDF (Estonia); Academy of Finland, MEC, and HIP (Finland); CEA and CNRS/IN2P3 (France); BMBF, DFG, and HGF (Germany); GSRT (Greece)GSRT (Greece); OTKA and NIH (Hungary); DAE and DST (India); IPM (Iran); SFI (Ireland); INFN (Italy); MSIP and NRF (Republic of Korea); LAS (Lithuania); MOE and UM (Malaysia); BUAP, CINVESTAV, CONACYT, LNS, SEP, and UASLP-FAI (Mexico); MBIE (New Zealand); PAEC (Pakistan); MSHE and NSC (Poland); FCT (Portugal); JINR (Dubna); MON, RosAtom, RAS, RFBR, and RAEP (Russia); MESTD (Serbia); SEIDI, CPAN, PCTI, and FEDER (Spain); Swiss Funding Agencies (Switzerland); MST (Taipei); ThEPCenter, IPST, STAR, and NSTDA (Thailand); TUBITAK and TAEK (Turkey); NASU and SFFR (Ukraine); STFC (United Kingdom); and DOE and NSF (USA). Individuals have received support from the Marie-Curie program and the European Research Council and Horizon 2020 Grant, Contract No. 675440 (European Union); the Leventis Foundation; the A. P. Sloan Foundation; the Alexander von Humboldt Foundation; the Belgian Federal Science Policy Office; the Fonds pour la Formation à la Recherche dans l'Industrie et dans l'Agriculture (FRIA-Belgium); the Agentschap voor Innovatie door Wetenschap en Technologie (IWT-Belgium); the Ministry of Education, Youth and Sports (MEYS) of the Czech Republic; the Council of Science and Industrial Research, India; the HOMING PLUS program of the Foundation for Polish Science, cofinanced by the European Union, Regional Development Fund, the Mobility Plus program of the Ministry of Science and Higher Education, the National Science Center (Poland), Contracts Harmonia No. 2014/14/M/ST2/00428, Opus No. 2014/13/B/ST2/02543, No. 2014/15/B/ST2/03998, and No. 2015/19/B/ST2/02861, Sonata-bis No. 2012/07/E/ST2/01406; the National Priorities Research Program by Qatar National Research Fund; the Programa Severo Ochoa del Principado de Asturias; the Thalis and Aristeia programs cofinanced by EU-ESF and the Greek NSRF; the Rachadapisek Sompot Fund for Postdoctoral Fellowship, Chulalongkorn University and the Chulalongkorn Academic into Its 2nd Century Project Advancement Project (Thailand); the Welch Foundation, Contract No. C-1845; and the Weston Havens Foundation (USA).