Connect with us

Published

on

Joby Aviation is moving into a new phase of growth and confidence. The company, which is developing electric air taxis for commercial passenger travel, announced major investments to double its manufacturing capacity in the United States. By 2027, Joby plans to build four aircraft per month, showing how serious it is about leading the future of advanced air mobility.

This expansion aligns with rising global support for electric vertical takeoff and landing (eVTOL) aircraft. With strong demand, government backing, growing partnerships, and accelerating certification progress, Joby is positioning itself at the front of a rapidly emerging industry.

Joby’s New Strategy: Building More Aircraft, Faster

Joby’s production growth plan is based on real industry momentum. The company already operates manufacturing facilities in California and Ohio, both of which will support the production ramp-up.

Recently, Joby revealed that it has over $1 billion in potential aircraft and service sales, highlighting confidence from customers and governments. At the same time, support from U.S. authorities has strengthened. The country’s eVTOL Integration Pilot Program, announced in September, aims to speed up the launch of air taxi services.

A Presidential Executive Order has directed the Department of Transportation and the Federal Aviation Administration (FAA) to allow mature eVTOL aircraft to begin operations in select cities as early as next year, even before full certification is completed.

According to Joby founder and CEO JoeBen Bevirt, this moment marks the beginning of a “new golden age of aviation.” He believes Joby will soon be one of the few companies in the world capable of building aircraft at high volumes while maintaining quality and safety.

Given the maturity of its air taxi program and the level of market demand, Joby says now is the right time to invest in equipment, facilities, and skilled workers. The company is already purchasing new capital equipment and expanding operations to support non-stop, round-the-clock manufacturing in California.

In July, Joby completed an expanded factory in Marina, California. In October, it began producing propeller blades in Ohio, ahead of bigger manufacturing activities planned in the state. These milestones show that Joby is not just announcing plans—it is actively executing them.

Toyota Partnership Strengthens Manufacturing Power

A key pillar of Joby’s growth strategy is its long-term collaboration with Toyota Motor Corporation. In May 2025, Joby closed the first $250 million tranche of a strategic investment from Toyota. Both companies are now finalizing a strategic manufacturing alliance designed to support Joby’s production ramp-up.

Toyota brings decades of expertise in high-volume, precision manufacturing, something that could be a game-changer as aviation transitions toward electric mobility. Joby has credited Toyota’s knowledge and guidance as essential to scaling up safely and efficiently.

Together, the companies share a vision: making electric air taxis a reliable, trusted part of future transportation.

Certification Progress and Flight Readiness

Joby is also moving steadily toward FAA certification. The company recently began power-on testing of the first FAA-conforming aircraft built for Type Inspection Authorization (TIA). This is the final and most critical stage of FAA Type Certification, during which FAA test pilots will fly Joby’s aircraft themselves. Four additional FAA-conforming aircraft required for TIA are already under production.

Meanwhile, Joby ended 2025 on a strong note with its final international flight demonstration of the year at Japan’s Fuji Speedway. Conducted in partnership with Toyota, the campaign included 14 piloted flights and marked Joby’s fourth major global demonstration of the year.

This capped a year filled with progress. In 2025 alone, Joby completed more than 850 flights across its fleet, logging over 50,000 miles, a 2.6× increase from the previous year. This expanding flight activity is essential for collecting real-world performance data, validating design decisions, and proving reliability.

Proving Real-World Operations Around the Globe

Joby’s aircraft flew in three major markets in 2025—the United States, the United Arab Emirates, and Japan. Highlights included:

  • 41 flights at the World Expo 2025 in Osaka
  • 21 flights in the UAE during environmental and operational testing
  • Active participation in the Dubai Airshow, where Joby was the only eVTOL aircraft to perform a full week of flights

Joby also completed point-to-point flights between public airports, including routes between Marina and Monterey and Marina and Salinas in California. In the UAE, Joby completed the first piloted point-to-point air taxi flight from Margham to Al Maktoum International Airport.

The company also advanced future technologies. It successfully flew a turbine-electric demonstrator aircraft, only three months after first revealing the concept, proving how fast it can innovate. Meanwhile, Joby’s Superpilot™ autonomous flight technology logged over 7,000 miles during a major U.S. defense exercise.

Overall, Joby’s aircraft covered more than 9,000 miles in 2025, supporting over 4,900 test objectives. This data is now feeding directly into final FAA certification activities and helping finalize operating and maintenance manuals.

Cleaner Growth in the Skies: Joby Expands While Cutting Emissions

Joby sees urban air mobility as a strong complement to existing transportation, offering faster, quieter, and cleaner travel. Its fully electric air taxi reduces emissions per passenger, and in 2024, the company also demonstrated hydrogen-electric flight, showing potential for longer-range operations.

joby aviation
Source: JOBY

Despite a 29% rise in energy use due to manufacturing growth, Joby cut emissions by 44% in 2024 by relying on renewable electricity.

  • Renewable electricity use increased 19% from 2023
  • 84% of facility power came from renewables, including 3% from on-site solar
  • Employees used 268,355 kWh for EV charging, replacing about 7,182 gallons of gasoline

Thus, the company continues to scale while lowering its environmental footprint.

JOBY AVIATION EMISSIONS
Source: JOBY

AAM: A Growing Market With Huge Potential

Joby’s expansion is happening within a booming global Advanced Air Mobility (AAM) market. Industry forecasts suggest:

  • Analysts say global AAM revenue could reach $1.76 billion by the end of 2025, with some estimates much higher. By 2035, the market could soar to $90.3 billion, growing at more than 20% CAGR
  • Urban Air Mobility (UAM), a key segment, could jump from $6.59 billion in 2025 to $126 billion by 2035

Infrastructure development, including vertiports and air traffic systems, will help unlock this growth.

URBAN AIR MOBILITY AAM
Source: Future Market Insights

At the same time, Joby’s own market outlook is strong. The Joby eVTOL aircraft market was valued at $1.4 billion in 2024 and is projected to reach $13.8 billion by 2033, growing at a robust 28.7% CAGR. As cities face congestion and pollution challenges, clean electric air taxis are emerging as a real solution for passenger travel, logistics, and emergency response.

Significantly, JOBY stock (NYSE: JOBY) trades at $13.85, up 4.92% or $0.65 today amid positive momentum from manufacturing expansions and certification progress.

JOBY stock
Source: Yahoo Finance

If Joby succeeds, daily mobility could change forever. Short, fast, zero-emission air taxi flights may soon become as normal as booking a ride-share today. And with global governments and major companies backing the vision, the world appears ready for this new era of aviation.

ALSO READ:

The post Joby Aviation’s 2027 Vision: Four Electric Air Taxis per Month and Stronger Emission Cuts Amid Advanced Air Mobility Boom appeared first on Carbon Credits.

Continue Reading

Carbon Footprint

Insetting vs Offsetting: Which Actually Counts Toward Your Scope 3 Targets

Published

on

The accounting differences that decide whether your nature investment shows up in inventory, in BVCM, or nowhere at all.

The question reaches a procurement team about three weeks before the next sustainability committee meeting. Someone has read about insetting. Someone else has just signed off on an offset purchase. The CSO wants to know if the two are interchangeable. The answer is no, and the GHG Protocol Land Sector and Removals Standard is the reason why.

This article walks through what each term means at audit-grade specificity, what the standards actually say about how each gets counted, and how to decide which tool fits which target. The insetting vs offsetting question is one of the most-searched in corporate climate strategy, and one of the most poorly answered. By the end of this piece, you should be able to brief a committee on the difference without notes.

The two definitions, in plain English

Offsetting means buying carbon credits generated outside your value chain and retiring them against your residual emissions. The reduction happens somewhere else, financed by you, and the credit is the receipt.

Insetting means investing in emission reductions or removals inside your own value chain, typically with suppliers, where the reduction is directly linked to the products and services you buy. The reduction happens inside the boundary of your Scope 3 inventory, and the accounting treatment is fundamentally different.

The shorthand from the University of Oxford’s Nature-based Insetting Initiative is useful: insetting is what you do with the supply chain you have; offsetting is what you do with the supply chain you do not have.

What the GHG Protocol Land Sector Standard actually says

The GHG Protocol Land Sector and Removals Standard, finalised in 2024 after a multi-year pilot, sets the rules for how land-based emission reductions and removals enter corporate inventories. The Standard distinguishes between inventory accounting (Scope 1, 2, and 3) and project or intervention accounting (a separate methodology for crediting).

For insetting, the practical implication is that supplier-level interventions, when properly measured and attributed, can reduce your Scope 3 category 1 (purchased goods and services) emissions in your inventory. The reduction is not a credit retired against the inventory; it is a lower inventory number, period.

For offsetting, the credit is retired separately. It can be reported as a contribution toward a net-zero claim under the SBTi Beyond Value Chain Mitigation framework or as part of a VCMI Carbon Integrity claim, but it does not lower the inventory number.

A practical consequence: if your Science Based Target requires a 50% absolute reduction in Scope 3 emissions by 2030, insetting moves you toward the target. Offsetting does not. This single point of difference reshapes the procurement decision.

When insetting counts toward Scope 3 (and when it does not)

Insetting counts toward Scope 3 only when several conditions are met:

  • The intervention must occur with an entity in your value chain.
  • The emissions reduction or removal must be measured against a defensible baseline.
  • The reduction must be attributed to your share of that supplier’s output, not double-counted with other buyers.
  • It must follow the inventory accounting rules in the GHG Protocol Land Sector Standard, not the project accounting rules used to generate credits.

The most common failure mode is double counting. If your supplier sells the same reduction as a credit on the voluntary market and also reports it to you as a Scope 3 reduction, the math breaks. The Standard requires you to address this risk, typically by purchasing and retiring the supplier-issued credit as part of your inventory or by contractual provisions that prevent the supplier from selling the reduction twice.

When insetting does not count toward Scope 3: when the intervention sits with a supplier you do not buy from, when the baseline is not defensible, when the attribution is unclear, or when the documentation does not survive audit. Those cases default to Beyond Value Chain Mitigation, which is still useful but operates on a different ledger.

The procurement and supplier engagement question

Insetting is harder than offsetting. That is the unfashionable truth most buyers eventually confront. Offsetting is a transaction; insetting is a relationship.

To run an insetting program, you need supplier mapping precise enough to know which farms or facilities sit at which Scope 3 boundary. You need an engagement model that gets suppliers to participate, which usually requires multi-year commitments and shared economics. You need an MRV architecture that measures the right things and produces audit-ready documentation. And you need a contractual structure that prevents double counting and protects both sides.

The trade-off you receive in return is significant. Reductions count against your inventory rather than your residual. Supplier relationships deepen, which protects sourcing continuity. Yield and quality improvements often follow regenerative interventions, which reduces your input cost over time. And the regulatory file, under CSRD, CSDDD, EUDR, and the SBTi FLAG Guidance, is materially stronger.

Choosing the right tool for the right target

A practical decision rule. If your target is a science-based Scope 3 reduction and you operate in a FLAG sector or source FLAG commodities, insetting is the structurally correct tool. If your target is a net-zero claim that includes neutralising hard-to-abate residual emissions outside your value chain, BVCM via high-integrity offsets is the structurally correct tool. Most companies with material Scope 3 exposure need both, in different proportions, sequenced over time.

The sequencing matters. Insetting takes longer to stand up but produces a permanent reduction in the inventory. Offsetting can be transacted faster but does not change the inventory and now sits under tighter claim restrictions. Treat them as complementary tools with different jobs, not as substitutes. The Accountability Framework Initiative and the IUCN Global Standard for Nature-based Solutions both provide useful guardrails for the insetting side, with biodiversity, human rights, and benefit-sharing requirements that go beyond carbon math.

If you are mapping a Scope 3 reduction roadmap and need to scope which interventions count toward your inventory versus which sit in Beyond Value Chain Mitigation, the carbon and sustainability experts at Carbon Credit Capital can help you structure a nature-based supply chain investment program that fits your FLAG exposure, your target architecture, and your audit horizon. Schedule a consultation.

Continue Reading

Carbon Footprint

Net zero needs nature: a carbon credit guide

Published

on

Net zero is often described as a balancing act: cut what you can, account for the rest, and reach zero on the ledger. That framing is useful, but it leaves something out. It treats every tonne of carbon as interchangeable and every route to zero as equally sound, while the science tells a more specific story.

Continue Reading

Carbon Footprint

Deforestation in Malawi: causes and solutions

Published

on

Malawi has lost a striking share of its forests over the past three decades. Woodlands that once covered well over a third of the country now cover less than a quarter, and the pressure on what remains is increasing. Behind those figures sit two practical questions: what is driving the loss, and what reverses it?

Continue Reading

Trending

Copyright © 2022 BreakingClimateChange.com