This study examines the framing of environmental policies within two military organisations;the Swedish Armed Forces and the United States’ Department of Defence. Additionally, key similarities and differences between the two were described and discussed, as well as which possibilities and challenges each organisation faces moving forward. By using a two-part method consisting partly of a content analysis performed through the chosen theoretical framework of Human Nature Relationships (HNR), along with Carol Bacchi’s policy analysis tool ‘What’s the problem represented to be’ (WPR) when examining both organisation’s respective sustainability reports from 2020, underlying problems were identified and analysed from a critical environmental perspective. The results show that the two policy documents were framed seemingly differently, where the SAF derives their sustainable efforts from the UN Sustainable Development Goals with these being clearly integrated into the operations internal goals, and the DoD mainly mentions sustainability in relation to a bigger picture of cost efficiency. Despite these differences, at their core the organisations both show signs of upholding environmental worldviews which place humans as more valuable than nature, which can be identified through the recurring priority of fulfilling military interests and thereby perceiving sustainable efforts as important, but inevitably, less than. Therein, the main challenge for both organisations stems from the task of balancing differing interests – military interests contra the needs of nature. Possibilities here arise partly from already existing developments, on part of the SAF, and from financial resources on part of the DoD. The dissertation concludes with a discussion of these aspects along with recommendations for future research.

Previous studies have claimed a deadlock between fuel producers, airlines and policymakers when it comes to the market uptake of Sustainable Aviation Fuel (SAF). This report investigates the market from a stakeholder perspective, including producers, distributors, purchasers and logistic holders. Obstacles in terms of market maturity are identified as mainly the price gap between Conventional Aviation Fuel (CAF) and SAF. This is due to many things, whereas one being the detachment between travellers and the usage of SAF. It is also the current blend restriction of a maximum of 50 %, as well as extensive and expensive certification processes. Currently, there are few, but a lack of policies and incentives directed towards SAF and a lack of coherency between those that exist and are being implemented. Stakeholders agree that there is a need for developing these, as well as a need for additional financial support during stages of developing production facilities. When it comes to procurement of SAF, stakeholders agree upon that flexibility within different areas are advantageous for the market uptake of SAF, and in most regards, the procurement made by Swedavia is indeed flexible. An important aspect identified in the analysis of Swedavia’s procurement is the use of a business model which reduces the price gap between CAF and SAF for airlines and enabling Swedavia to claim the CO2 reduction of corporate travel. Multiple corporates joined the previous procurement of SAF for corporate travel, and Swedavia holds great opportunities to continue to contribute to the market uptake of SAF by expanding the concept. Multiple opportunities also lie in expanding the business concept to reach all travellers. Concluding, it is established that the current route, mainly referring to the procedure of procurement, is effective and carries great opportunity for further implementation and development. / <p>2021-06-04</p>

<p>The purpose of this essay is to examine wage-earners' investment funds from the ideological point of view. Were they in any way an integrated part of social democratical democratic socialism and reformism? I emphasize Olof Palme´s ideological idea of democratic socialism and reformism, and how he handled the issue. How did the question of these funds correspondent with the basic ideological points of view, and what was the standpoint of Palme in this issue.</p><p>My method is built upon a deep study and analyses of SAP board of party and the standing committees protocol in the light of Olof Palme´s and SAP's ideology. I even use information from literature, inquiries and dissertations. I will mainly focus on Palme´s standpoint during this time.</p><p>There are the tree question areas and answers in this essay. There is an obvious tension between the two poles of labour movement, the state socialism represented by the social democratic party with a social outlook from above and the movement socialism, represented by the trade union movement with view from below. How did the wage-earners' investment funds stand to this traditional tension? How did Olof Palme remain to it? The answers to these questions are, that Olof Palme was very aware of this tension and he warned the trade union to be too radical. The proposal had a more reformistic formation when it was transmitted from the movement socialistic pole to the state socialistic pole.</p><p>How did the wage-earners' investment funds fit in democratic socialism? The proposal of the wage-earners' investment funds meant that the function socialistic line, which traditionally was brought by the social democracy, now was changed to the line of ownership. Was it Palmes intention to implement a socialistic society with the help of the wage-earners' investment funds, to be more an a large public sector? The final proposition was a compromise and had lost its radical characteristics. It was never Olof Palme’s intention to implement a socialistic society with the help of the wage-earners' investment funds.</p><p>How did the wage-earners' investment funds fit in the reformistic point of view? Were they system changing or system preserving, or both? The answer to this in this essay is, that the origin proposal was radical and system changing. The final proposal was both system preserving and system changing.</p>

For the EU to reach its 2050 climate targets the aviation industry that is highly dependent on fossil fuels needs to drastically reduce its emissions. In the decarbonisation of the aviation industry drop-in sustainable aviation fuels (SAFs) have been identified as a promising solution to abate the industry’s emissions. To increase the adoption of SAFs, The EU has announced a proposal called ReFuelEU Aviation, introducing obligated blend mandates for SAFs that airlines and fuel suppliers need to comply with, starting at 2% in 2025 going up to 70% by 2050. A subset of SAFs called electrofuels, made from green hydrogen and carbon dioxide, could become essential in the sustainability transition with an emission abatement potential of up to 95% compared to fossil jet fuel. However, there exist no large scale production of electrofuels and previous research suggests that they will be several times more expensive to produce than their fossil counterparts, highlighting that the production and adoption will be challenging. In this thesis we first study how and under which conditions electrofuel value chains can develop in Sweden and second to which extend locally-produced electrofuels may be economically feasible. The former was studied qualitatively and the latter quantitatively, which together identified challenges and opportunities for electrofuels to decarbonise the aviation industry. The qualitative analysis was researched by conducting semi-structured interviews with industry actors, researching the current policy landscape and analysing the findings from a theoretical lens of ‘complementarity formation mechanisms in technology value chains’. The quantitative analysis was researched by a techno-economic assessment of e-kerosene production in Sweden using an alkaline electrolyser, different carbon capture technologies and a Fischer Tropsch fuel synthesis. In the qualitative analysis we found, in contrast to previous research, that the incremental cost associated with adoption of electrofuels is not necessarily the greatest concern. Instead, the value chain development of electrofuels is dependent on synchronised development of the input sectors renewable energy, hydrogen production and carbon capture technologies. Industry actors may not invest in large scale electrofuel production until they have secured a supply for renewable energy. There is also a liability of limited scalability in these, affected by slow permit processes and construction of new renewable energy, risking that electrofuels are not produced sustainably and at a high cost. We also found that producing bio-electrofuels, utilising lignocellulosic biomass from e.g., forest residue, can become important for Swedish fuel production. In the quantitative analysis the results show a levelised cost of e-kerosene of 3.8-6.1 times higher than the fossil jet fuel price of April 2023, sensitive to changes in energy price and capital expenditures of electrolysers for hydrogen production. We also found that the source of carbon capture affects the price, where direct air capture (DAC) increased total costs by 32% and 25% compared to bioethanol and pulp and paper, respectively. The levelised cost yield emission abatement costs between 457-1,042 €/tonne CO2e, depending on energy scenario and emissions abatement potential. In conclusion, we have found that the production of electrofuels for aviation is contingent on low energy prices, point-source carbon capture and economies of scale in hydrogen production. This highlights that renewable energy in combination with technological developments in hydrogen and carbon production is essential to establish a sustainable value chain. This can become challenging as other industries, such as green steel, will require similar inputs for production, emphasising that the location of electrofuel plants highly impacts the business case and possibility to produce relatively sustainable and cost competitive products. / För att EU ska nå sina klimatmål för 2050 behöver flygindustrin, som är beroende av fossila bränslen, drastiskt minska sina utsläpp. I dekarboniseringen av flygindustrin har hållbara flygbränslen (SAF) identifierats som en potentiell lösning för att minska utsläppen i industrin. EU har tagit fram förslaget ReFuelEU Aviation som inför obligatoriska inblandningskrav av SAF för flygbolag och bränsleleverantörer, med start 2025 på 2% och en ökning till 70% fram till år 2050. En subkategori av SAF kallade elektrobränslen, som tillverkas av grön vätgas och koldioxid, kan bli avgörande i hållbarhetsomställningen med en potential att reducera utsläpp med upp till 95% jämfört med fossilt flygbränsle. Samtidigt finns det idag ingen storskalig produktion av elektrobränslen och forskare och branschexperter tror att produktionskostnaderna kommer att vara flera gånger dyrare än den fossila motsvarigheten, vilket antyder att produktionen av elektrobränslen kommer medföra utmaningar. I denna uppsats studerar vi först hur och under vilka förutsättningar elektrobränsle-värdekedjor kan utvecklas i Sverige, och sedan under vilka förutsättningar produktion av elektrobränslen kan vara ekonomiskt konkurrenskraftigt. Den första frågeställningen studerades kvalitativt och den andra kvantitativt, vilka tillsammans identifierade utmaningar och möjligheter för produktion och användning av elektrobränslen för att dekarbonisera flygindustrin. Den kvalitativa analysen bestod av semistrukturerade intervjuer med aktörer inom branschen och forskning kring det nuvarande policylandskapet. Dessa resultat analyserades sedan utifrån en teoretisk lins av ’komplementära formationsmekanismer i teknologiska värdekedjor’. Den kvantitativa delen analyserades genom en tekno-ekonomisk analys av e-fotogenproduktion i Sverige genom en alkalisk elektrolysör, olika tekniker för koldioxidavskiljning och bränslesyntes via Fischer-Tropsch. I den kvalitativa analysen fann vi, i motsats till tidigare forskning, att de inkrementella kostnaderna för införandet av elektrobränslen inte nödvändigtvis är det största hindret. I stället är utvecklingen av elektrobränsle-värdekedjor beroende av en synkroniserad utveckling av förnybar energi, vätgasproduktion och koldioxidavskiljningstekniker då industriella aktörer kan vara motvilliga att investera i storskalig elektrobränsleproduktion innan de har en säkrat tillgång av förnybar energi. Det finns också en risk för begränsad skalbarhet på grund av långsamma tillståndsprocesser för konstruktion av ny förnybar energi, vilket kan leda till att elektrobränslen inte produceras hållbart och till höga kostnader. Vi fann också att produktion av bio-elektrobränslen, genom att använda lignocellulistisk biomassa från exempelvis skogsrester, kan bli viktigt för den svenska bränsleproduktionen. I den kvantitativa analysen visade resultaten att kostnaden för e-fotogen är 3.8-6.1 gånger högre än den fossila motsvarigheten och att priset var känsligt mot förändringar i energipris och investeringskostnader för elektrolysören för vätgasproduktion. Vi fann också att källan till koldioxidavskiljning påverkar priset, där direktluftsavskiljning (DAC) ökade de totala kostnaderna med 32% respektive 25% jämfört med bioetanol och pappersmassa. Produktionskostnaderna för elektrobränslen indikerarar en utsläppsminskningskostnad mellan 457-1,042 €/ton CO2e, beroende på energiscenario och utsläppsminskningspotential. Slutsatsen är att produktionen av elektrobränslen för flygindustrin är beroende av låga energipriser, källa för koldioxidavskiljning och stordriftsfördelar för vätgasproduktion. Detta påvisar att förnybar energi i kombination med teknologisk utveckling inom vätgas- och koldioxidproduktion är avgörande för att etablera en välfungerande värdekedja. Detta kan bli utmanande då andra industrier, som produktionen av grönt stål, kommer att kräva liknande insatsvaror för produktion och betonar därmed vikten av den geografiska placeringen av elektrobränslefabriker för att ha möjligheten att producera hållbara och kostnadseffektiva bränslen.

Em contraposição ao avanço do desmatamento da floresta amazônica em São Félix do Xingu - PA, principalmente pela atividade pecuária, diversas inciativas vêm estimulando a recuperação de áreas degradadas (RAD) por meio da implantação de sistemas agroflorestais com cacau (Theobroma cacao L.) (SAF-cacau). A fim de estudar o potencial SAF-cacau como ferramenta de RAD nesta região, conduzi a pesquisa em quatro hipóteses principais: (1) recupera parcialmente a estrutura florestal; (2) recupera parcialmente a riqueza/diversidade de plantas; (3) recupera a fertilidade do solo; (4) recupera a riqueza/diversidade de grupos de macroinvertebrados do solo. Para tanto, agrupei os SAF\'s em três categorias de sombreamento: sombra inicial (SI), sombra secundária (SS) e sombra abandonada (A), analisando-as comparativamente com Floresta e Pasto. Em paralelo, realizei entrevista socioeconômica e ambiental, pautada na percepção dos produtores rurais, a fim de contextualizar as ações humanas com os usos do solo em estudo. Os principais resultados mostram que os solos são semelhantes em termos de textura e fertilidade, independentemente da situação de uso. Os SAF-cacau são potenciais ferramentas de RAD em termos de estrutura florestal e diversidade florística, necessitando maiores estudos com relação à composição de plantas. A rentabilidade do SAF-cacau mostrou-se expressivamente superior à pecuária, por unidade de área, ocupando menor espaço territorial na propriedade, além de outros benefícios socioambientais, com destaque para provisão de serviços ambientais. / In contrast to the advance of the Amazon rainforest deforestation, mainly by cattle activity, in Sao Felix do Xingu - PA municipality, several initiatives have been stimulating the reclamation of degraded lands (RDL) through the implementation of agroforestry systems with cacao (Theobroma cacao L.) (cacao-AFS). Aiming to study the cacao-AFS as a potential tool to reclaim degraded lands in this region, I based the research in four main hypothesis: (1) it partially reclaims the forestry structure; (2) it partially reclaims the richness/diversity of plants; (3) it reclaims the soil fertility; (4) it reclaims the richness/diversity of soil macroinvertebrates. Thus, I grouped the AFS in three categories: initial shade (IS); secondary shade (SS); abandoned shade (A), comparing them with Forest and Pasture land uses. In parallel, I performed a socioeconomic and environmental interview, based on farmers perception, in order to contextualize the human actions in the studied the land uses. The main results showed similarity in soil\'s texture and fertility, regardless of use situation. The cocoa- AFS are potential tools of RAD in terms of forest structure and floristic diversity, requiring further studies regarding the composition of plants. The profitability of the cacao-AFS was found to be significantly higher than the cattle, per unit area, occupying less territorial space on the property, plus other social and environmental benefits, especially the provision of many environmental services.

Em contraposição ao avanço do desmatamento da floresta amazônica em São Félix do Xingu - PA, principalmente pela atividade pecuária, diversas inciativas vêm estimulando a recuperação de áreas degradadas (RAD) por meio da implantação de sistemas agroflorestais com cacau (Theobroma cacao L.) (SAF-cacau). A fim de estudar o potencial SAF-cacau como ferramenta de RAD nesta região, conduzi a pesquisa em quatro hipóteses principais: (1) recupera parcialmente a estrutura florestal; (2) recupera parcialmente a riqueza/diversidade de plantas; (3) recupera a fertilidade do solo; (4) recupera a riqueza/diversidade de grupos de macroinvertebrados do solo. Para tanto, agrupei os SAF\'s em três categorias de sombreamento: sombra inicial (SI), sombra secundária (SS) e sombra abandonada (A), analisando-as comparativamente com Floresta e Pasto. Em paralelo, realizei entrevista socioeconômica e ambiental, pautada na percepção dos produtores rurais, a fim de contextualizar as ações humanas com os usos do solo em estudo. Os principais resultados mostram que os solos são semelhantes em termos de textura e fertilidade, independentemente da situação de uso. Os SAF-cacau são potenciais ferramentas de RAD em termos de estrutura florestal e diversidade florística, necessitando maiores estudos com relação à composição de plantas. A rentabilidade do SAF-cacau mostrou-se expressivamente superior à pecuária, por unidade de área, ocupando menor espaço territorial na propriedade, além de outros benefícios socioambientais, com destaque para provisão de serviços ambientais. / In contrast to the advance of the Amazon rainforest deforestation, mainly by cattle activity, in Sao Felix do Xingu - PA municipality, several initiatives have been stimulating the reclamation of degraded lands (RDL) through the implementation of agroforestry systems with cacao (Theobroma cacao L.) (cacao-AFS). Aiming to study the cacao-AFS as a potential tool to reclaim degraded lands in this region, I based the research in four main hypothesis: (1) it partially reclaims the forestry structure; (2) it partially reclaims the richness/diversity of plants; (3) it reclaims the soil fertility; (4) it reclaims the richness/diversity of soil macroinvertebrates. Thus, I grouped the AFS in three categories: initial shade (IS); secondary shade (SS); abandoned shade (A), comparing them with Forest and Pasture land uses. In parallel, I performed a socioeconomic and environmental interview, based on farmers perception, in order to contextualize the human actions in the studied the land uses. The main results showed similarity in soil\'s texture and fertility, regardless of use situation. The cocoa- AFS are potential tools of RAD in terms of forest structure and floristic diversity, requiring further studies regarding the composition of plants. The profitability of the cacao-AFS was found to be significantly higher than the cattle, per unit area, occupying less territorial space on the property, plus other social and environmental benefits, especially the provision of many environmental services.

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / Esto texto tuvo como objetivo analizar el proceso de monopolización de la tierra por el capital en los territorios campesinos en Igrapiúna-Bahía, teniendo en cuenta la inserción del Grupo Michelin en su espacio rural. Nuestro análisis tuvo como punto de partida la introducción de la Revolución Verde y sus desdoblamientos frente a la modernización técnica/científica y la integración agricultura-industria (los complejos agroindustriales) a través de políticas de subsidios, asistencia técnica y de crédito. Apuntamos la primacía de la actividad económica del caucho natural en Brasil, mediante la internacionalización del capital, en el primer momento en la región amazónica y posteriormente con la territorialización en escala nacional y mundial a través de los monopolios industriales. Se destaca que la actividad económica de la producción del caucho estableció una división social y territorial del trabajo. Esta investigación se fundamenta epistemológicamente en el método del materialismo histórico dialéctico, para la reflexión crítica de las contradicciones existentes en el espacio agrario. Como resultado se evidenció que en las últimas décadas ocurrió una intensa apropiación del territorio por el capital en las unidades de producción familiar campesina, mediante las intervenciones públicas y privadas con el incentivo de la expansión de la frontera agrícola del caucho natural en Bahía. Así, podemos destacar el Proyecto “Ouro Verde Bahia”, desarrollado por la multinacional Michelin y el Programa de Desarrollo del Sector del Caucho Natural (PRODEBON), creado por el Estado, con la finalidad de la expansión del agronegocio del caucho y subordinación de la producción en unidades de producción familiar campesina por medio del Sistema Agroforestal (SAF). Las actuales políticas de desarrollo para el agronegocio del caucho en el estado de Bahía son presentadas como sinónimo de desarrollo y mejora de las condiciones de vida de los sujetos del campo. Sin embargo, lo que tenemos apuntado es que la inserción de la industria en la agricultura objetiva la acumulación y producción del capital asegurando la extracción de pluvalía. Se constata que la producción de caucho está acoplada al circuito del capital: producción, circulación, distribución y consumo, en dimensión multiescalar, local/global. El rural brasileño viene siendo conducido a partir de políticas públicas/privadas que refuerzan el mantenimiento de la desigualdad, y de la expropiación y/o de la sujeción de los sujetos del campo. / A presente Dissertação teve como objetivo analisar o processo da monopolização da terra pelo capital nos territórios camponeses no município de Igrapiúna-Bahia a partir da inserção do Grupo Michelin no espaço rural desse município. Nossa análise teve como ponto de partida a introdução da Revolução Verde e os seus desdobramentos face à modernização técnica/científica e a integração agricultura – indústria (os complexos agroindustriais) via políticas de subsídios, assistência técnica e de crédito. Apontamos a primazia da atividade econômica da borracha no Brasil, mediante a internacionalização do capital, no primeiro momento na região amazônica e posteriormente com a territorialização em escala nacional e mundial através dos monopólios industriais. Destaca-se que a atividade econômica da produção da borracha estabeleceu uma divisão social e territorial do trabalho. Esta pesquisa fundamenta-se epistemologicamente no método do materialismo histórico dialético, para reflexão crítica das contradições existentes no espaço agrário. Como resultado evidenciou-se que nas últimas décadas, ocorreu uma intensa apropriação do território pelo capital nas unidades de produção familiar camponesa, mediante as intervenções públicas e privadas com o incentivo da expansão da fronteira agrícola da borracha natural no estado da Bahia. Neste contexto, podemos destacar o Projeto Ouro Verde Bahia, desenvolvido pela multinacional Michelin e o Programa de Desenvolvimento do Setor da Borracha Natural (PRODEBON), criado pelo Estado, com a finalidade da expansão do agronegócio da borracha e subordinação da produção em unidades de produção familiar camponesa por meio do Sistema Agroflorestal (SAF). As atuais políticas de desenvolvimento para o agronegócio da borracha no estado da Bahia são apresentadas como sinônimo de desenvolvimento e melhoria das condições de vida dos sujeitos do campo. Porém, o que se tem apontado é que a inserção da indústria na agricultura objetiva a acumulação e produção do capital assegurando a extração de mais-valor. Verifica-se que a produção de seringueiras está atrelada ao circuito do capital: produção, circulação, distribuição e consumo, em dimensão multiescalar, local/global. O campo brasileiro vem sendo conduzido a partir de políticas públicas/privadas que reforçam a manutenção da desigualdade, e da expropriação e/ou da sujeição dos sujeitos do campo. / São Cristóvão, SE

XIST RNA established the precedent for a noncoding RNA that stably associates with and regulates chromatin, however it remains poorly understood how such RNAs structurally associate with the interphase chromosome territory. I demonstrate that transgenic XIST RNA localizes in cis to an autosome as it does to the inactive X chromosome, hence the RNA recognizes a structure common to all chromosomes. I reassess the prevalent thinking in the field that a single protein, Scaffold Attachment Factor-A (SAF-A/hnRNP U), provides a single molecule bridge required to directly tether the RNA to DNA. In an extensive series of experiments in multiple cell types, I examine the effects of SAF-A depletion or different SAF-A mutations on XIST RNA localization, and I force XIST RNA retention at mitosis to examine the effect on SAF-A. I find that SAF-A is not required to localize XIST RNA but is one of multiple proteins involved, some of which frequently become lost or compromised in cancer. I additionally examine SAF-A’s potential role localizing repeat-rich CoT-1 RNA, a class of abundant RNAs that we show tightly and stably localize to euchromatic interphase chromosome territories, but release upon disruption of the nuclear scaffold. Overall, findings suggest that instead of “tethering” chromosomal RNAs to the scaffold, SAF-A is one component of a multi-component matrix/scaffold supporting interphase nuclear architecture. Results indicate that Cot-1 and XIST RNAs form integral components of this scaffold and are required to maintain the chromosomal association of SAF-A, substantially advancing understanding of how chromatin-associated RNAs contribute to nuclear structure.

The purpose of this essay is to examine wage-earners' investment funds from the ideological point of view. Were they in any way an integrated part of social democratical democratic socialism and reformism? I emphasize Olof Palme´s ideological idea of democratic socialism and reformism, and how he handled the issue. How did the question of these funds correspondent with the basic ideological points of view, and what was the standpoint of Palme in this issue. My method is built upon a deep study and analyses of SAP board of party and the standing committees protocol in the light of Olof Palme´s and SAP's ideology. I even use information from literature, inquiries and dissertations. I will mainly focus on Palme´s standpoint during this time. There are the tree question areas and answers in this essay. There is an obvious tension between the two poles of labour movement, the state socialism represented by the social democratic party with a social outlook from above and the movement socialism, represented by the trade union movement with view from below. How did the wage-earners' investment funds stand to this traditional tension? How did Olof Palme remain to it? The answers to these questions are, that Olof Palme was very aware of this tension and he warned the trade union to be too radical. The proposal had a more reformistic formation when it was transmitted from the movement socialistic pole to the state socialistic pole. How did the wage-earners' investment funds fit in democratic socialism? The proposal of the wage-earners' investment funds meant that the function socialistic line, which traditionally was brought by the social democracy, now was changed to the line of ownership. Was it Palmes intention to implement a socialistic society with the help of the wage-earners' investment funds, to be more an a large public sector? The final proposition was a compromise and had lost its radical characteristics. It was never Olof Palme’s intention to implement a socialistic society with the help of the wage-earners' investment funds. How did the wage-earners' investment funds fit in the reformistic point of view? Were they system changing or system preserving, or both? The answer to this in this essay is, that the origin proposal was radical and system changing. The final proposal was both system preserving and system changing.

In order for the aviation industry to meet the targets of the Paris agreement and reach net-zero by 2050, significant amounts of greenhouse-gas emissions are to be reduced. However, as the industry is essentially dependent on conventional jet fuel, it becomes necessary for alternative technologies to develop and phase out fossil-based fuels. The thesis aims to provide valuable insights into the challenges and potentials of alternative technologies, which include sustainable aviation fuel (SAF), hydrogen, and electric-powered aviation. Additionally, the thesis investigated the Science-Based Targets initiative, and challenged the interim 1.5oC aviation pathway. The findings emphasize the crucial role of stakeholder cooperation in achieving net-zero emissions by 2050. Moreover, the thesis underscores the need for significant investments in alternative technologies, in order to enable growth and make the solutions increasingly attractive compared to conventional jet fuel. Collaboration and innovation are essential for attaining environmental targets while balancing economic growth. The thesis also highlights the urgency of policies and regulations to promote additional SAF production investments in order to vastly increase the supply. Furthermore, while the Science-Based Targets initiative (SBTi) is an effective means of securing airlines' commitment to the Paris Agreement, the thesis concludes that the SBTi 1.5oC interim pathway for airlines is overly optimistic. While the SBTi 1.5oC interim pathway’s SAF estimates for 2050 could be achieved, the thesis suggests around 2 to 4 times lower SAF supply for 2030 compared to the SBTi’s estimates. This further emphasizes the airlines' difficulties in following the 1.5oC pathway and the need for the industry to accelerate its transformation and make space for alternative solutions in order to meet the environmental targets. / För att flygindustrin ska nå målen i Parisavtalet och uppnå netto-nollutsläpp år 2050 måste betydande mängder växthusgasutsläpp minskas. Eftersom branschen är i grunden beroende av konventionellt flygbränsle blir det nödvändigt att utveckla alternativa teknologier för att fasas ut fossilbaserade bränslen. Avhandlingens syfte är att ge värdefulla insikter i utmaningarna samt möjligheterna med alternativa teknologier, vilket inkluderar hållbart flygbränsle (SAF), väte och elektriskt driven flygning. Dessutom undersökte avhandlingen Science-Based Targets-initiativet och utmanade det interimistiska 1.5°C-målet för flygindustrin. Resultaten betonar den avgörande rollen som samarbetande intressenter spelar för att uppnå netto-nollutsläpp år 2050. Dessutom understryker avhandlingen behovet av betydande investeringar i alternativa teknologier för att möjliggöra tillväxt och göra lösningarna allt mer attraktiva jämfört med konventionellt flygbränsle. Samarbetet och innovationen är nödvändiga för att uppnå miljömålen samtidigt som ekonomisk tillväxt möjliggörs. Avhandlingen betonar också brådskan med att införa policys och regleringar för att främja ytterligare produktion av hållbart flygbränsle (SAF) för att drastiskt öka tillgången. Medan Science-Based Targets-initiativet (SBTi) är ett effektivt sätt att säkerställa flygbolagens åtagande att uppfylla Parisavtalet, drar avhandlingen slutsatsen att SBTi:s interimistiska 1.5°C-mål för flygindustrin är alltför optimistiskt. Medan SBTi:s SAF-estimat för 2050 skulle kunna uppnås, föreslår avhandlingen en SAF-tillgång som är ungefär 2-4 gånger lägre för 2030 jämfört med SBTi:suppskattningar. Detta understryker ytterligare svårigheterna för flygbolag att hålla sig till 1.5oC målet samt nödvändigheten för flygindustrin att accelerera omställningen och skapa utrymme för alternativa lösningar för att uppnå miljömålen.