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Uber Stock Hits Record High with Joby and Blade Air Mobility Deal

Uber Technologies has reached an all-time stock high of about $98.85 on September 16, signaling strong investor confidence in the company’s growth strategy. In the last year, Uber’s share price rose by over 70%. This growth was driven by higher demand for ride-hailing, delivery expansion, and more people using its premium services. 

Revenue has expanded by nearly 18% year over year, reflecting Uber’s ability to scale across different business lines. The company now has over 150 million monthly active users worldwide, underscoring its scale and reach.

The latest announcement linking Uber with Blade Air Mobility through Joby Aviation has added momentum. Investors see this as more than a transportation deal—it’s a sign that Uber is serious about entering the next wave of mobility innovation.

From Street to Sky: Uber’s Boldest Move Yet

Joby Aviation, a leader in eVTOL (electric vertical take-off and landing) aircraft, bought Blade’s passenger business for up to $125 million. Blade is well known for its helicopter and seaplane operations, which carried over 50,000 passengers in 2024. Its flights connect key urban markets, including New York, the Hamptons, and Southern Europe.

By 2026, Uber users will be able to book Blade flights directly through the Uber app. This means a customer in Manhattan could book a ride to the airport and seamlessly add a helicopter leg through Blade, all within the same app. 

Joby aims to replace Blade’s helicopters with eVTOL aircraft. These new planes will be quieter and produce fewer emissions. This change supports climate goals.

This integration makes Uber one of the first big ride-hailing companies to add air mobility to its platform. Joby gains instant access to Uber’s huge global customer base. Meanwhile, Blade enjoys greater reach and operational scale.

Why Investors Are Flying High on Uber

The deal comes at a time when Urban Air Mobility (UAM) is emerging as a high-growth sector. The global UAM market was about $5.4 billion in 2023. It is set to grow over 30% each year, reaching around $30 billion by 2030.

global urban air mobility market 2030
Source: Grand View Research

For Uber, this move opens up access to a premium segment with much higher average fares than traditional car rides. Short flights from airports to city centers can cost hundreds of dollars each trip. This leads to higher revenue per passenger.

For Joby, pairing with Uber lowers customer acquisition costs and speeds up market acceptance of its eVTOL technology.

Investor enthusiasm reflects these possibilities. Uber’s new all-time high signals that markets see the company as more than a ride-hailing and food delivery platform. It is now viewed as a diversified mobility company preparing for future transportation needs.

uber stock price
Source: TradingView

The Race for Urban Air Supremacy

Urban air mobility is drawing heavy interest from startups and established aerospace players alike. Archer Aviation, Lilium, and Vertical Aerospace are all working on eVTOL aircraft. Boeing and Airbus are also monitoring the space, given their long history in aviation.

Joby has a clear edge. It was one of the first to secure key approvals from the U.S. Federal Aviation Administration (FAA). It also signed contracts with the U.S. Air Force worth over $100 million, giving it valuable testing and revenue. Acquiring Blade’s passenger business provides immediate infrastructure, like lounges and landing sites. Many competitors don’t have these.

By combining this with Uber’s app integration, Joby has a unique first-mover advantage. Customers can still use helicopters and seaplanes today. They can then switch to eVTOL flights when certification is done. This hybrid model provides revenue now and builds customer trust for the future.

Flying Cleaner: Uber’s ESG Takeoff

Uber seeks to grow its mobility services, including air travel, in a way that supports climate goals. The air mobility deal aligns with Uber’s sustainability targets and its efforts to reduce emissions.

Uber has committed to becoming a zero-emission mobility platform globally by 2040. This includes rides, deliveries, and using public transit or micromobility (like bikes and scooters).

Uber net zero goals
Source: Uber

It also aims that by 2030, 100% of rides in the U.S., Canada, and Europe will be zero-emission. Here are Uber’s recent progress highlights:

  • As of Q1 2025, Uber has more than 230,000 active zero-emission (ZEV) drivers globally. That is over 60% more than in the same period a year ago.
  • In that same quarter, drivers using ZEVs completed over 105 million emission-free trips globally, more than 60% more than a year earlier.
  • In many European cities (like London, Amsterdam), over one in every three miles traveled on Uber is now electric.
  • Uber has committed $800 million through 2025 to support drivers switching to EVs. By the end of 2023, it had already allocated $439 million.

By adding air mobility with Joby’s eVTOLs, Uber can cut emissions per trip by 50% to 80% compared to helicopters. This helps Uber move closer to its net-zero goals.

Market Outlook for Urban Air Mobility

The long-term outlook for UAM is strong, driven by several trends, including:

  • Urban Congestion: Cities like New York, Los Angeles, and Tokyo face heavy traffic. Short flights save time and reduce road emissions.
  • Technology: Advances in battery density are extending eVTOL range to 150+ miles.
  • Policy Support: Governments are backing clean aviation, with the U.S. Federal Aviation Administration and European Union Aviation Safety Agency both advancing certification frameworks.
  • Funding: Billions in private and public capital are flowing into advanced air mobility. For example, Archer Aviation secured $1.1 billion in funding from Stellantis and the U.S. Air Force.

If Joby and Uber succeed, they could set the standard for how urban air mobility integrates with everyday transportation. Analysts predict that by the early 2030s, millions of passengers may fly on eVTOL aircraft each year. This growth will be backed by networks of vertiports in major cities. 

McKinsey & Company reported that by 2030, top companies in advanced air mobility (AAM) may run fleets larger than today’s biggest airlines. Their aircraft will carry one to six passengers, plus a pilot, on short trips averaging about 18 minutes.

air mobility by 2030 vs large airlines

Skybound Future of Mobility

The partnership between Joby Aviation, Blade Air Mobility, and Uber represents a major step forward in the future of transportation. Uber’s stock hitting a record high highlights the excitement around this deal and the opportunities it creates. 

Adding air mobility to the Uber app boosts the platform. It draws in high-value customers and prepares Uber for the future of travel.

For Joby, the integration accelerates the rollout of its eVTOL technology by pairing it with Blade’s infrastructure and Uber’s global reach. While challenges remain—especially around regulation, infrastructure, and cost—the momentum is clear. Urban air mobility is no longer just a futuristic idea; it is on the verge of becoming part of everyday travel.

With strong investor support, expanding customer demand, and groundbreaking partnerships, Uber, Joby, and Blade are helping to redefine what it means to move through cities.

The post Uber Stock Hits Record High with Joby and Blade Air Mobility Deal appeared first on Carbon Credits.

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Climate-Linked Supply Chain Risk Is Already in Your P&L

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The earnings calls that quietly reframed climate from sustainability question to operating risk.

Three earnings calls in the last 18 months tell the story without any help from a press release.

Hershey, May 2024: cocoa price exposure compresses margin, and the company attributes part of the cost shock to West African weather. Olam, July 2024: coffee climate exposure quantified in the annual report. JBS, January 2025: supply chain climate disclosures expanded materially in response to investor pressure and regulatory expectation. None of these companies issued the announcement as climate news. They issued it as financial news. The climate-linked supply chain risk did not arrive with a sustainability framing; it arrived as a P&L line.

You are probably reading this article because you suspect the same thing is happening to your business. This piece walks through what is showing up on which earnings calls, how procurement and finance leaders are quantifying the exposure, and what serious corporates are doing about it before the regulator asks.

Where climate risk has already appeared in earnings

The pattern is consistent across resource-intensive sectors. A weather event compresses supply, the price spikes, the cost flows through the income statement, and the analyst on the call asks whether the event is anomalous or structural. Increasingly, the honest answer is the second one.

Cocoa is the cleanest example. The 2023 to 2024 West African harvest fell sharply on the back of erratic rainfall and disease. Cocoa futures more than tripled. Companies with concentrated West African sourcing absorbed the cost; companies with diversified sourcing absorbed less. The exposure was not climate as ESG topic. It was climate as cost of goods.

Coffee follows the same pattern. Brazilian and Vietnamese harvests have moved on weather more sharply across the last several seasons. Roasters with long-tenor supplier relationships and origin diversification have managed the volatility; roasters with spot-market exposure have not. Wheat, sugar, palm oil, beef: the same dynamic in different commodities, a pattern the IPCC AR6 Working Group II report projects will intensify across agricultural systems through mid-century.

What this means: climate risk is no longer a footnote in the 10-K. It is a line item the CFO has to explain on the call.

The three commodity exposures that hit margin first

For most companies with material Scope 3 exposure, three exposures dominate the near-term P&L risk.

  • Concentrated single-origin sourcing in a climate-vulnerable region. If your tier-one supply for any material commodity sits in one geography, you have a concentration risk that climate amplifies. Diversification across origins is the obvious hedge, but it takes years to build and requires relationships you cannot acquire by tender.
  • Supplier financial fragility under climate stress. Smallholder farmers, who supply a large share of the global cocoa, coffee, and palm oil market, do not carry the balance sheets to absorb yield shocks. When yields collapse, they exit. When they exit, your supply base shrinks, and the surviving suppliers raise prices. The risk is structural, not cyclical.
  • Logistics and storage exposure to extreme weather. Hurricane disruptions to Gulf shipping, drought-driven Panama Canal restrictions, flooding in European inland waterways: each of these has moved input costs in the last three years, a pattern documented in Munich Re’s natural catastrophe data. The exposure shows up as a one-quarter event in the financial press but accumulates over time on the cost line.

TCFD and ISSB disclosure changes

The disclosure architecture has now caught up with the risk. The Task Force on Climate-related Financial Disclosures, whose recommendations are now embedded in the ISSB’s IFRS S2 climate standard, requires companies to disclose climate-related risks across physical and transition categories, with quantification where possible.

For physical risk specifically (the climate-linked supply chain risk you are reading about), the disclosure must address both acute exposures (extreme weather events) and chronic exposures (gradual changes in temperature, precipitation, and growing seasons). The disclosure must address the time horizon over which the risk is material, the parts of the value chain exposed, and the financial impact under different scenarios.

The CSRD imposes similar requirements under European law, with double materiality (both financial and impact materiality) embedded in the assessment. The practical effect: your auditors and your investor relations team now need a defensible answer to the climate-linked supply chain risk question, and the answer needs to be quantified.

What procurement and finance can do now

Three actions matter near-term.

Map your exposure. Most companies do not have a clear view of which tier-one and tier-two suppliers sit in which climate-vulnerable geographies. Without the map, you cannot quantify the risk, and without the quantification, you cannot disclose it credibly. The map is the foundation, and World Resources Institute climate risk research provides useful public tooling to start.

Diversify and deepen, in that order. Diversification across origins reduces concentration risk, but the deeper move is to invest in the resilience of the suppliers you already have. Regenerative practices, agroforestry, soil health interventions: these reduce yield volatility under climate stress and protect your input cost trajectory.

Embed the climate spend inside procurement, not outside it. Treating climate risk as a sustainability cost line subordinates it to the ESG budget. Treating it as a procurement and resilience investment puts it in the budget that matters, which is the cost-of-goods budget that the CFO defends quarterly.

Nature-based supply chain investments are the asset class designed for exactly this purpose. They sit inside the value chain, they reduce climate-linked supply risk, they generate verifiable Scope 3 reductions, and they produce the documentation an auditor and a regulator can both test.

If you are quantifying climate-linked supply chain risk in advance of the next earnings cycle or the next disclosure period, the carbon and sustainability experts at Carbon Credit Capital can help you map your exposure and structure a Dual-Value Model response that addresses reduction, resilience, and disclosure-readiness in a single program. Schedule a consultation.

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Where should an SME start with a carbon action plan?

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More and more small and medium-sized businesses are hearing the same question from their larger customers: What is your carbon footprint? That question now travels down entire supply chains, and it arrives next to tender requirements, certification criteria, and rising customer expectations.

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

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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.

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