JUNA Technologies

𝐈𝐧 𝐩𝐫𝐚𝐜𝐭𝐢𝐜𝐞, 𝐚 𝐟𝐞𝐰 𝐥𝐚𝐧𝐞 𝐩𝐚𝐭𝐭𝐞𝐫𝐧𝐬 𝐜𝐨𝐧𝐬𝐢𝐬𝐭𝐞𝐧𝐭𝐥𝐲 𝐰𝐨𝐫𝐤 𝐰𝐞𝐥𝐥 𝐟𝐨𝐫 𝐞𝐥𝐞𝐜𝐭𝐫𝐢𝐜 𝐟𝐫𝐞𝐢𝐠𝐡𝐭.⚡ Each pattern keeps the vehicle productive enough for the economics to work. That, more than the vehicle itself, is what determines where electrification should start. 𝐒𝐡𝐨𝐫𝐭 𝐬𝐡𝐮𝐭𝐭𝐥𝐞𝐬 - under roughly 50 km one way, run repeatedly through the day. Many loads, predictable and often a single charge is enough. 𝐑𝐨𝐮𝐧𝐝 𝐭𝐫𝐢𝐩𝐬 - where the vehicle completes one full loop back to origin. This is where toll and CO2 advantages scale. 𝐇𝐮𝐛-𝐚𝐧𝐝-𝐬𝐩𝐨𝐤𝐞 - multiple deliveries a day returning to a central point, giving high and consistent utilisation. 𝐂𝐨𝐫𝐫𝐢𝐝𝐨𝐫𝐬 - where several lanes are bundled into one optimised flow and utilisation is pushed past 80%. This is usually where the real change in economics appears. The common principle is simple. Electric freight works where the network is designed for utilisation. Not every lane qualifies on day one and that is expected. The ones that do are where you begin and you build from there. The practical first step is a network analysis of your lanes, volumes, and patterns. That is exactly where we work with freight buyers to find the best solution for their network. #ElectrifyingRoadFreight

"Switching to an electric truck is now far simpler than making savings elsewhere along the value chain." 💬 That's JUNA's Head of Sales, Cecilia Fritzen, on why electrification is becoming the go-to lever for shippers looking to hit their Scope 3 as well as their business targets - and she's got the numbers to back it up. In the lead-up to IAA Transportation (September 15–20, Hannover), Cecilia joined Graham Major-Ex (sennder) and host Daniel Voigt on the IAA Transportation Podcast to break down how JUNA and sennder are dismantling the financial, operational, and technological barriers holding back the shift to electric freight. 🚛 ⚡ From pay-per-kilometre leasing models to end-to-end charging planning - tune in for the full conversation. Podcast link in the comments! Attending IAA this September? Come find us at the JUNA booth - we've got a special giveaway waiting for you. 🎁 Want to connect with Cecilia ahead of the event or book a meeting on-site? Grab a slot directly via her Calendly (see comments).

🚛⚡We're hiring a Senior Accountant at JUNA! At JUNA, we're building the infrastructure for zero-emission freight in Europe. As we grow across markets, we're looking for a Senior Accountant to own our full financial reporting cycle, from monthly close to consolidated group reporting across six European entities. What you'll do: → Lead month-end and year-end close in collaboration with external accounting partners (IT, NL, PL, BE, FR, ES) → Own consolidated group reporting across all JUNA entities → Ensure HGB compliance and drive process improvements as we scale What we're looking for: → Degree in Accounting or Finance → Fluent German (C1+) and solid English (B2+) → Strong knowledge of HGB → Detail-oriented, structured, and proactive This is a role for someone who wants ownership, not just tasks. Interested? Drop a message or apply via the link in the comments 👇 #Hiring #Accounting #Finance #ElectrifyingRoadFreight https://lnkd.in/gUXJZbVF

Kuhlmann Logistik GmbH 𝐝𝐫𝐨𝐯𝐞 𝐚𝐧 𝐞𝐥𝐞𝐜𝐭𝐫𝐢𝐜 𝐭𝐫𝐮𝐜𝐤 𝐟𝐨𝐫 𝟏𝟐𝟎,𝟎𝟎𝟎 𝐤𝐢𝐥𝐨𝐦𝐞𝐭𝐫𝐞𝐬 𝐨𝐟 𝐫𝐞𝐚𝐥 𝐟𝐫𝐞𝐢𝐠𝐡𝐭 𝐰𝐢𝐭𝐡𝐢𝐧 𝐨𝐧𝐞 𝐲𝐞𝐚𝐫.   Throughout this year of daily operation, Kuhlmann saved 90 tonnes of CO₂. That is roughly the same as taking 45 cars off the road.   There is also a practical gain that rarely makes the headlines. With no combustion engine and no diesel particulate filter, the truck spends less time in the workshop and unplanned repairs have become less frequent.   We worked alongside Kuhlmann from the first route to the latest charging stop, providing the vehicles, charging access infrastructure information for their lanes, and were a point of contact available day and night. Kuhlmann also installed their own charging stations on site, powered by 100% green electricity.   In the video, the people behind the change describe what a year on electric power actually feels like, from the silence in the cab to the way the truck pulls its full weight on every load.   One truck has now become the start of a wider fleet transition. This is what electrifying road freight looks like once it becomes part of everyday operations.   #ElectrifyingRoadFreight

𝐋𝐢𝐟𝐞 𝐚𝐭 𝐉𝐔𝐍𝐀: 𝐖𝐡𝐲 𝐩𝐞𝐨𝐩𝐥𝐞 𝐣𝐨𝐢𝐧 🚛⚡ What does it take to build electric freight from scratch? Agility, the drive to shape a vision from day one, and a front-row seat to how fast this industry is moving. We asked Mei-Han Weng, Senior Data Scientist, three quick questions about joining JUNA. Here's what Mei-Han had to say: #ElectrifyingRoadFreight

🚛⚡We're hiring a Senior Accountant at JUNA! At JUNA, we're building the infrastructure for zero-emission freight in Europe. As we grow across markets, we're looking for a Senior Accountant to own our full financial reporting cycle, from monthly close to consolidated group reporting across six European entities. What you'll do: → Lead month-end and year-end close in collaboration with external accounting partners (IT, NL, PL, BE, FR, ES) → Own consolidated group reporting across all JUNA entities → Ensure HGB compliance and drive process improvements as we scale What we're looking for: → Degree in Accounting or Finance → Fluent German (C1+) and solid English (B2+) → Strong knowledge of HGB → Detail-oriented, structured, and proactive This is a role for someone who wants ownership, not just tasks. Interested? Drop a message or apply via the link in the comments 👇 #Hiring #Accounting #Finance #ElectrifyingRoadFreight https://lnkd.in/gUXJZbVF

𝐓𝐡𝐞 𝐟𝐚𝐬𝐭𝐞𝐬𝐭 𝐰𝐚𝐲 𝐭𝐨 𝐬𝐞𝐭𝐭𝐥𝐞 𝐰𝐡𝐞𝐭𝐡𝐞𝐫 𝐞𝐥𝐞𝐜𝐭𝐫𝐢𝐜 𝐟𝐫𝐞𝐢𝐠𝐡𝐭 𝐢𝐬 𝐫𝐞𝐚𝐝𝐲 𝐨𝐫 𝐧𝐨𝐭 𝐢𝐬 𝐬𝐭𝐨𝐩 𝐝𝐞𝐛𝐚𝐭𝐢𝐧𝐠 𝐢𝐭 𝐚𝐧𝐝 𝐥𝐨𝐨𝐤 𝐚𝐭 𝐰𝐡𝐚𝐭 𝐨𝐮𝐫 𝐨𝐩𝐞𝐫𝐚𝐭𝐢𝐨𝐧𝐚𝐥 𝐝𝐚𝐭𝐚 𝐬𝐚𝐲𝐬. 𝐇𝐞𝐫𝐞 𝐚𝐫𝐞 𝐭𝐡𝐞 𝐧𝐮𝐦𝐛𝐞𝐫𝐬: More than 70 electric trucks operating daily since 2023, across 4 countries and 5 different truck manufacturers. Over 2 million cumulative kilometres by April 2026, with the longest-running lane covering 240,000 kilometres a year. That track record matters most when it answers the three concerns freight buyers raise before committing volume. 𝐁𝐚𝐭𝐭𝐞𝐫𝐲 𝐥𝐢𝐟𝐞: across the fleet we still see over 98% state of health. Degradation is running slower than industry expectations, not faster. 𝐏𝐚𝐲𝐥𝐨𝐚𝐝: we move around 25.5 tonnes on a 40-tonne combination, a real-world freight use case. 𝐑𝐚𝐧𝐠𝐞: We typically see 350 to 400 km per charge, which covers most regional legs. Longer legs need one planned charging stop, not a redesign of the operation. The perceived limits of electric freight are, in practice, planning parameters. They are manageable today and the evidence is operational, not theoretical. If range, payload or battery life were your blockers, the numbers are worth a second look. #ElectrifyingRoadFreight

A strong example showing that electrified long-haul is operational today, even across one of Europe's longest BEV corridors at 1,250 km. Progress like this, is exactly what we believe will scale electrified transport across Europe. Great to see this collaboration between VELUX and LOTS Group. #ElectrifyingRoadFreight

𝐎𝐧 𝐭𝐡𝐞 𝐫𝐢𝐠𝐡𝐭 𝐥𝐚𝐧𝐞𝐬, 𝐦𝐨𝐯𝐢𝐧𝐠 𝐲𝐨𝐮𝐫 𝐟𝐫𝐞𝐢𝐠𝐡𝐭 𝐞𝐥𝐞𝐜𝐭𝐫𝐢𝐜𝐚𝐥𝐥𝐲 𝐚𝐥𝐫𝐞𝐚𝐝𝐲 𝐜𝐨𝐬𝐭𝐬 𝐥𝐞𝐬𝐬 𝐭𝐡𝐚𝐧 𝐝𝐢𝐞𝐬𝐞𝐥 𝐭𝐨𝐝𝐚𝐲. 𝐍𝐨𝐭 𝐞𝐯𝐞𝐧𝐭𝐮𝐚𝐥𝐥𝐲 – 𝐧𝐨𝐰. The reason this surprises people is that the whole debate fixates on the truck purchase price. That's the wrong place to look. The cost of moving a load is the truck, the energy, the tolls, and how hard the vehicle is utilised. Three of those four already favour electric. On daily mileages around 450 to 500 km, our like-for-like comparisons show electric running roughly 13 to 14% below diesel. With depot charging at scale, that gap widens to close to 30%. Two structural forces pull the same direction: electricity is already cheaper than diesel per kilometre and in Germany battery-electric trucks stay toll-exempt until mid-2031 while diesel carries a CO2-based toll surcharge. The real question for a freight buyer isn't "is electric cheaper." It's "which of my lanes already clear parity." Reach out to us for a network analysis. #ElectrifyingRoadFreight

𝐌𝐨𝐬𝐭 𝐟𝐫𝐞𝐢𝐠𝐡𝐭 𝐛𝐮𝐲𝐞𝐫𝐬 𝐡𝐚𝐯𝐞 𝐬𝐩𝐞𝐧𝐭 𝐭𝐡𝐞 𝐥𝐚𝐬𝐭 𝐟𝐞𝐰 𝐲𝐞𝐚𝐫𝐬 𝐰𝐚𝐭𝐜𝐡𝐢𝐧𝐠 𝐝𝐢𝐞𝐬𝐞𝐥-𝐥𝐢𝐧𝐤𝐞𝐝 𝐭𝐫𝐚𝐧𝐬𝐩𝐨𝐫𝐭 𝐜𝐨𝐬𝐭𝐬 𝐦𝐨𝐯𝐞 𝐢𝐧 𝐰𝐚𝐲𝐬 𝐭𝐡𝐞𝐲 𝐜𝐨𝐮𝐥𝐝 𝐧𝐨𝐭 𝐩𝐫𝐞𝐝𝐢𝐜𝐭 𝐨𝐫 𝐡𝐞𝐝𝐠𝐞. This is rarely framed as a reason to electrify, but it should be, because the real difference between diesel and electricity is not only price – it is control. Diesel ties your transport budget to a global commodity you cannot influence, whereas electricity can be procured, contracted, and increasingly produced or stabilised at the point of use. For a freight buyer, that turns energy from an uncontrollable line item into one you can actually plan around. This advantage also compounds with volume because electricity pricing is not fixed, the more predictable volume you commit to a lane, the stronger the energy contracts behind it become, and the more stable your cost per kilometre gets over time. So, the question for a freight buyer is not only whether electric freight is cheaper. It is whether you want transport cost you can plan against, instead of one you can only react to. Predictability is a procurement advantage. 𝐄𝐥𝐞𝐜𝐭𝐫𝐢𝐟𝐢𝐜𝐚𝐭𝐢𝐨𝐧 𝐢𝐬 𝐨𝐧𝐞 𝐨𝐟 𝐭𝐡𝐞 𝐟𝐞𝐰 𝐥𝐞𝐯𝐞𝐫𝐬 𝐭𝐡𝐚𝐭 𝐝𝐞𝐥𝐢𝐯𝐞𝐫𝐬 𝐢𝐭. #ElectrifyingRoadFreight