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ON THE WAY

MAN Nutzfahrzeuge Group

2008/2009

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ON THE WAY MAN Nutzfahrzeuge Group

2008/2009


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ON THE WAY MAN Nutzfahrzeuge Group

2008/2009


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Editorial

Anton Weinmann CEO

Dear Readers, In 2008 MAN celebrated its 250th anniversary. This was also a year of numerous economic ups and downs. We would not have survived the past 250 years if we had not always been right by our customers’ side, providing them with products that help them do their job better and more efficiently while also saving them money. This has always been a critical factor, especially during tough economic times. The past few years have been some of the most successful in our history, and we have had enormous growth outside Germany. We produced more than 100,000 trucks and buses in 2008 and increased our profit compared to the year before. Towards the end of 2008, though, sales decreased dramatically. The near future is likely to be a challenging period for both us and our customers. This issue of On the Way explores one of the most notable strengths of MAN Nutzfahrzeuge: our employees’ creativity and enthusiasm for technology that drive them to continuously improve our products and develop new ones. MAN experts are already exploring ways to solve the problems of tomorrow, and skilled racing drivers are demonstrating what our vehicles are capable of. MAN remains a brand that captivates both big and small across the globe.

Best wishes,

ON THE WAY

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MAN Nutzfahrzeuge Executive Board From left to right: Lars Wrebo, 47 – Production & Logistics Sabine Drzisga, 45 – Controlling, Purchasing & Legal Bernd Maierhofer, 44 – Engineering & Portfolio Development Anton Weinmann, 53 – Chief Executive Officer (CEO) Peter Erichreineke, 52 – Marketing, Sales & Services


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“MAN has a strong team behind it. They are the key to our future success” Anton Weinmann


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Contents 10

D I E S E L’ S HEIRS

150 years after the birth of ingenious inventor Rudolf Diesel, his innovative spirit lives on at MAN.

MAY

APRIL

MARCH

FEBRUARY

JANUARY

MAN’s Russian subsidiary Avtomobili Rossiya receives two large orders for 4,700 heavy-duty trucks.

JUNE

11

THOUSANDS OF TRUCKS

19 CHILDREN OF MAN

MAN Nutzfahrzeuge lays the foundations for a new company kindergarten at the Munich plant.

42 NEXT STOP: DUBAI

The new city buses in the Arabian metropolis have an exciting journey behind them.

F O L L O W I N G I N D I E S E L’ S F O O T S T E P S ......................... 11

FA C T S & F I G U R E S .......................................................................25

MAN’s bright sparks are the key to the company’s success

MAN Nutzfahrzeuge in 2008

T R U C K I N G I N T H E F U T U R E .................................................. 16

A W O M A N I N T H E D R I V I N G S E AT ..................................... 31

What will transport look like in the year 2020?

Sandra König is the official driver of the new Bayern bus

A M A N O N A M I S S I O N .............................................................. 20

W H E R E M A N I S K I N G ................................................................ 36

A portrait of rally driver Hans Stacey

The European Truck Racing Championship

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LADY ON BOARD

Top-flight football is a man’s world, isn’t it? Not necessarily, says Sandra König, the woman behind the wheel of Bayern Munich’s new team bus.

NOVEMBER

SEPTEMBER

AUGUST

JULY

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20 R A C E Y S TA C E Y

Someone who wins as many rallies as Hans Stacey has to be relying on more than just good luck – thankfully the Dutch driver can count on his team of committed professionals.

I A A C O M M E R C I A L V E H I C L E S 2 0 0 8 ........ 38

MAN presented innovative products at the show D O U B L E - D E C K E R S O N T H E M O V E ......... 42

MAN buses are the next big thing in Dubai C U S T O M E R I N F O R M AT I O N .......................... 46

The quality of MAN service

ON THE WAY

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Highlights 2008

A driven man The world of transport wouldn’t be what it is today if it hadn’t been for Rudolf Diesel. He and his co-workers at Maschinenfabrik Augsburg, the predecessor of MAN AG, developed the world’s first diesel engine in the years leading up to 1897. MAN Nutzfahrzeuge celebrated the visionary inventor’s 150th birthday in March 2008.

Big order for Russia MAN Avtomobili Rossiya secured two orders for a total of 4,700 heavy trucks – with 2,700 to be produced for the MIB group and 2,000 for JSC TransKreditbank.

MAN is the best make Four hundred fleet managers can’t be wrong: MAN is Germany’s best known and most highly regarded truck manufacturer. This was the result of a survey of 400 fleet managers at transport companies, freight shippers and commercial and industrial enterprises commissioned by the German weekly transport industry publication VerkehrsRundschau. The decisive factors in this annual image award are product quality, customer orientation and companies’ environmental awareness.

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In every employee there’s a Diesel Ideas are capital. This fundamental truth has always been a key part of the MAN story. Even today, 150 years after the birth of Rudolf Diesel, it’s our employees and their ideas that account for MAN’s success.

ON THE WAY

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perfect occasion to present some of his technological heirs. For, just as in his day, MAN thrives off the efforts of its employees, who pursue their work with passion and dedication.

No standard solutions

A wealth of new ideas: Franz Rammer, an MAN engineer, developed the EVB® . To increase braking capacity, he utilized an already existing valve cycle.

irstly, there was Rudolf Diesel, who showed that it is always advisable to fight for your ideas. Heinrich von Buz, the director of Maschinenfabrik Augsburg in the late 1800s, was the only one who believed in the young engineer and provided him with a workshop and assistants. It was an investment that paid off well, for Diesel ended up developing an engine that revolutionized technology. On March 17 2008, Diesel would have been 150 years old – the

F

A good example of one such innovator at MAN is engineer Franz Rammer, a keen tinkerer who prefers unconventional approaches. Even back in school, he was always looking for unusual ways of doing things, and he hasn’t changed his style to this day. In fact, his approach yielded a great success: the MAN EVB® (Exhaust Valve Brake), a unique feature of all MAN vehicles. The problem, which had been baffling many engineers in the early 1990s and which Franz’s invention solved, was this: At that time, engine brakes were no longer able to keep up with the constantly increasing output of diesel engines installed in vehicles. The initial approaches to dealing with the issue all proved to be too complex and costly. What was needed was a mechanism to open the exhaust valves in order to increase braking performance. Franz had been testing this approach when he had a sudden flash of inspiration – he could use an already existing, actually undesired valve opening cycle for this purpose. After running some initial calculations through a computer, he obtained a CAD program for his own PC at home, where he methodically went about designing a simple hydraulic system that would produce the desired result. Based on his drawings, he had the necessary components fabricated and tested. “What came out of it all was exactly what I had expected,” Franz states, still pleased at the outcome. The EVB increases braking performance by up to 65 percent. So far, it’s been installed in more than three million vehicles.

Left: A template, built by Martin Lenk in Vienna, ensures correct cable routing. It makes errors almost impossible because the cable locations are clearly indicated.

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Above: Detlef Dörrie is known as “MacGyver” for his ingenuity. Right: Automotive engineer Christian Tauschhuber devised the cold test for commercial vehicle engines.

One plug instead of three Detlef Dörrie, an industrial mechanic at MAN, has been a passionate tinkerer his whole life. To him, a bicycle or a scooter has never been merely a means of getting around. In fact, even as a boy, he was always working on them. Today he even drives a car that he built himself. In his free time he takes part in races – in cars from which he has removed everything except the bare essentials. So, it’s no surprise that his colleagues call this resourceful gent “MacGyver”. At MAN, he’s always coming up with new ideas. His latest winner: when installing the four-circuit protection valve, replace three plugs with just one. For him and his co-workers this means fewer work steps; for MAN customers, it means even more reliable trucks.

Cold testing protects the environment Even as a child, Christian Tauschhuber loved engines, so it was not surprising that he went on to become an automotive engineer. He gets his best ideas whenever he can get away from it all – such as on weekend morning jogs in the woods. It was during these runs that Christian, a module manager for engine assembly, used to ponder the question of how the final

Left: Thanks to Orhan Sakinci (Ankara), welded joints are now checked for leaks with a spray and no longer dipped in a water tank. Right: Truck radiators are installed using a crane. It used to be nerve-wracking, close-order work until Robert Heretyk (Cracow) used a rubber strap to compress radiators, greatly easing their installation.

ON THE WAY

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dedication paid off, not only for MAN but also for its customers, thanks to lower costs. What’s more, this procedure helps to protect the environment by saving about 400,000 litres of fuel annually.

The Danube as inspiration

Inspired by the flow patterns of the River Danube, MAN engineer, Andreas Döring, developed the PM-KAT®.

test time for engines could be shortened. While one engine leaves the assembly line every few minutes, their testing can easily take 30 times as long. Cold testing, a method whereby engines are allowed to run on the test stand without coolant, seemed to be a promising, time-saving alternative. Until then, however, this test method had only been generally used for car engines. Cold testing of truck and bus engines, with their much higher torque, was considered too difficult. But Christian’s

If you ask Andreas Döring how he comes up with good ideas, he doesn’t have to think twice: “Just take the train!” Andreas lives in Munich but works in Nuremberg and knows how to put his daily commute to good use: “That’s when I have the time to relax, reflect and turn over new ideas in my mind.” It was on such a train trip that he devised the principle behind the MAN PM-KAT® diesel particulate filter. Flooding had forced the train to stop, and, while he waited, Andreas observed the behaviour of the river water. The Danube had spilled over its banks and onto the meadows, where it was flowing around the trees. Wherever obstacles diverted the flow of water, the floating debris tended to accumulate. Based on this observation, Andreas came up with an idea: Soot particles in diesel exhaust gases could be diverted and trapped much like the floating debris. For several years, many people at MAN worked on the filter project until Andreas’s idea could be realized. The result is that the exhaust gases in the PM-KAT® are not passed through filter media like in a conventional filter but allowed to flow alongside specially designed separators. This means that the PM-KAT® cannot get clogged up, making it the only absolutely maintenance-free system for trapping soot particles. A patent has been applied for Andreas’s concept. In fact, his inventiveness has resulted in some 20 patents pending. Franz Rammer, Detlef Dörrie, Christian Tauschhuber and Andreas Döring are only four examples of how Rudolf Diesel’s innovative spirit lives on at MAN. Such ingenuity is the foundation of the company’s success, which would not be possible without the creativity and commitment of its employees. ■

Aluminium barcode stickers used to be part of crankshaft production in Salzgitter. Then, Dominik Abend and Rudolf Stefanic introduced polyester stickers, which adhere better and are much cheaper.

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Highlights 2008 Turning more safely Drivers who are about to turn at an intersection will get a warning from MAN’s new proximity alert system if there is a pedestrian or cyclist in the truck’s blind spot. For this special contribution to road safety the company received the ADAC’s Mobility Prize as well as its 2008 Yellow Angel for “Innovation und Environment”.

History you can touch In June, MAN fans in Munich, Augsburg and Nuremberg got to experience the impressive history of MAN when more than 30 historic trucks, buses and tractors toured Bavaria to celebrate MAN’s 250-year anniversary.

A formidable firefighter The MAN SX 43.1000 8x8 is not your average truck − it is used all over the world as an airport crash tender. Munich Airport added three new ones to its fleet in early 2008. This vehicle is impressive, with a pump output of 10,000 litres per minute and a 1,000 hp V12 engine that can take it from 0 to 80 km/h in under 25 seconds.

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A challenge for future freight transport: megacities. Cities with over one million inhabitants are popping up everywhere, especially in Asia. Within just a few years, in these densely populated areas there will probably be no more heavy trucks on the roads, just low-emissions hybrids and electric vehicles.

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ON THE ROAD IN THE YEAR

2020 Huge mega-cities, zeroemissions zones and constantly increasing traffic: Experts expect road freight transport to change dramatically by the year 2020.

s if by magic, the MAN EuroCombi docks at one of the many cargo bays at the huge shipment transfer station. The doors to the cargo area open automatically. In just a few minutes, robotcontrolled unloading systems have identified the pallets and transferred them to smaller vehicles with hybrid or electric drives. Heavy trucks are primarily used only for transport between urban areas. Powerful communications and assistance systems involving satellites constantly report on the locations of trucks, provide information on the status of their loads and calculate when the next partial shipment can be added. Equipped in this way, the new giants of the highway will make transport as efficient as possible in the future. What will transport look like in the year 2020? What will trucks have to be able to do by then? These are the very questions already being pondered by commercial vehicle manufacturers today. At MAN, developers are simulating possible future scenarios and focusing on the upcoming demands on transport vehicles. To find solutions to these important questions, MAN is working closely with logistics service providers such as DHL.

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We spoke with Dr. Keith Ulrich, head of the DHL Innovation Centre, about the future of road freight transport and MAN’s place in it.

In your opinion, how will road freight transport change by 2020? Freight transport will continue to increase. Developments such as globalization and the global division of labour are irreversible. This means that we have to make sure that all transport routes and commodity flows – including air, rail and road – are precisely coordinated. I think that in the future we’ll enjoy much more intelligent control of traffic and logistics flows.

How can traffic flows be intelligently controlled? Let me give you an example: We’re already working on RFID, which stands for Radio Frequency Identification, with one of our customers. This technology allows us to use tag readers to positively identify and locate goods. This method will make the supply chain more transparent and open up new possibilities. For instance, customers can completely bypass the traditional inspections conducted upon receipt of goods due to the high quality of the data contained in the pallet tags. However, RFID is only one of many technologies that will result in greater convergence in the flow of goods and information. Information logistics will become more and more important. The pharmaceutical industry is another good example. In this case, the trend is toward cooled, liquid drugs, which can be more accurately dosed and are more effective. That’s why, even now, we’re already looking into how to improve processes for monitoring the state of goods in transport. We’re working with partners like MAN to develop new ideas that will enable us to

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meet the individual needs of our customers with far greater precision. Our goal is to offer our customers more innovative logistics services.

Where will you get this in-transport information from? Some of it will come from the truck itself. To do this, it’ll need to be equipped with communications modules that can send and receive information worldwide. Technically, that’s already possible today using GPRS or UMTS. The challenge of the future will be in managing the complexity of the data, optimizing the system and making relevant information available to the customer. For instance, it used to be that weight was the critical factor in transport, but that’s changed now because of internet-based commerce. Today, if I order something from Amazon or eBay, the shipping boxes are often of a standard size, regardless of how much they contain. This means that we can no longer use weight alone as a basis for calculating the space utilization of a truck. This trend is only going to increase, as the market share of internet-based stores and dealers is growing rapidly. A consequence of this trend is that we now need transport vehicles capable of holding very high volumes. And that’s where MAN, as a truck manufacturer, enters the picture.

What other requirements do you have of vehicles?

We’ve set a goal to achieve a 30 percent increase in CO2 efficiency by the year 2020. Here, too, we’re counting on our collaboration with partners in the auto industry because lowemissions vehicles are a major part of this effort. Now, there are several different ways how this might look in practice. On the one hand, alternative drive systems and environmentally friendly fuels could lead to decreased emissions. In fact, on some local delivery routes, logistics providers are already employing electric vehicles. In particular, by the year 2020 we expect to have vehicles that run on second-generation bio-diesel. On the other hand, trucks have got to get even more economical when it comes to fuel consumption. In this regard, I can well imagine that route-based topographic data will be included in the engine management system in order to achieve Dr Keith Ulrich, head of the DHL even greater economy. So, in collaboration with Innovation Center. our partners we expect to develop the right transport solutions for the future. ■

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MAN charges ahead! It was a lead no one could beat − Dakar 2007 winner Hans Stacey came in first in the Transoriental Rally in July 2008, over three hours ahead of his closest competitor. The Rally covered a total of 10,000 kilometres across Russia, Kazakhstan and China. Of the 14 trucks that ultimately reached the finish, six were from MAN.

Highlights 2008 A red-letter day for design It goes without saying that the engineers developing the new TGX and TGS trucks paid close attention to high-quality systems. That they also had an eye for striking looks was recently confirmed when the trucks received a red dot: best of the best award for outstanding and innovative design. The competition was tough: more than 3,200 entrants vied for the coveted prize, but only the best prevailed.

Children of MAN As we all know, juggling the demands of career and kids can be quite a struggle. MAN wants to help make its employees’ lives easier: MAN Nutzfahrzeuge CEO, Anton Weinmann, laid the cornerstone for a kindergarten at the company headquarters in Munich last July. The doors of the bilingual (English and German) kindergarten opened in March 2009 in March 2009.

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ans Stacey was the defending champion at the starting line of the Dakar 2009, having won the classic off-road event the last time in his MAN TGA race truck. Back then, the adventurous, 9,000 km route still ran from Lisbon all the way across the Sahara to the Senegalese capital Dakar. And “Racey Stacey” – as this flying Dutchman is known – was the fastest of all the truckers who finished the marathon adventure.

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Yet Hans Stacey is just your average sort of chap: not exactly slender, but no bodybuilder either. But he does have a look in his eyes that betrays that this is a man who’s been all over the world. So, is he some kind of superhero or daredevil? Far from it. “That’s not how I see myself at all,” Stacey replies. “Of course, many motorsports fans who see our “MAN with a Mission 2” team on TV think that we lead a dangerous and adventurous life, but the reality is quite different. Rallying is a professional sport, and we approach


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In preparing for the Dakar, the Dutch team held regular training sessions on tough terrain.

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Dutch rally driver Hans Stacey is a real winner: In 2007, he won the Dakar Rally; in 2008, the Transoriental Rally – both times behind the wheel of an MAN. We met up with him again before the 2009 Dakar Rally, which went through Argentina and Chile.

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each race with a professional attitude. Believe me, competing in the Dakar is so challenging that you want to stay as far as possible from any additional adventures.” That’s why, to prepare for the demands of the latest Dakar, Stacey took part in a great variety of rallies in order to accumulate as much experience as possible. In the 2008 Central Europe Rally he got some training in the dogged battle to gain seconds of time. In the Transoriental Rally he had to constantly fight the extremely high dunes of the Gobi Desert. Both of these experiences are something drivers encounter during the Dakar event. Nevertheless, you can’t plan and train for everything that might turn up when racing thousands of miles across dusty deserts and mud pits – after all, that’s precisely one of the challenges of every marathon rally. “Despite all this, for me the Dakar isn’t a dangerous stunt but a race that we really want to win. That’s why we take great pains to ensure that whatever happens is something we have planned for and know how to deal with. Even so, a lot of unforeseeable situations can still occur.” The list of unforeseen circumstances that Stacey has experienced in his 25 years of motorsport is long. For example, during the Transoriental Rally from St. Petersburg to Beijing “we got a load of bad diesel contaminated with lots of water. It took my mechanic two long days and nights to get the truck running again. That’s why my motto is: ‘I don’t need good luck so long as I don’t have too much bad luck.’”

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Does that sound like the philosophy of a daredevil who’s ready to take great risks? Not really. Stacey is enough of a pro to know that when it comes to marathon rallies, only careful preparation and exceptional concentration will give you a chance to succeed. Half-cocked hotspurs and reckless adventurers won’t last long – the demands on man and machine are just too brutal. After all, there’s good reason why they say: “Whoever wants to win the Dakar, first has to get to Dakar.” Starting this year, that’s not literally true. Even though the name hasn’t been changed, the Dakar Rally took place for the first time in South America. Yet the fundamental character of this classic rally still applies in the raw, untamed terrain of the Pampas, among the 6,000 m peaks of the Andes and in the endless stretches of dunes between Argentina and Chile. Sometimes, however, even the most professional attitude isn’t quite enough, and exceptional concentration and careful preparation simply don’t get you through. Especially when the team does start to have the dreaded “too much bad luck”. And unfortunately, that’s exactly what happened to Hans Stacey and his crew – Charly Gotlib (navigator) and Bernard der Kinderen (mechanic) – during this year’s Dakar. Right at the start of the 9,500 km rally, tyre damage set them back and they lost their promising position. Finally, during the sixth stage, equipment failure forced them to give up entirely. Nothing daunted, next January “Racey Stacey” is going to be back in South America fighting to get his Dakar title back – a true pro never accepts defeat. ■


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Left: The Dutch team “MAN with a Mission 2� started the Dakar 2009 with two MAN TGS race trucks and a service truck. Below: Hans Stacey (right), who started as the defending champion in the truck class, with navigator Charly Gotlib (centre) and mechanic Bernard der Kinderen (left).

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Our employees celebrate around the world

“

The commercial vehicles division has evolved over MAN’s history to become our most important business unit. Our workers are proud of that

�

Anton Weinmann

MAN Nutzfahrzeuge celebrated its special anniversary year by organizing Family Days Out all over the world for its employees and their families, partners and friends. The events taking place in many countries including Germany, South Africa and Poland gave thousands of visitors the chance to learn more about the world of MAN.

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250 YEARS

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Facts and figures 2008 Operating profit 1) € mill. 1,200 1,100 1,000 900 800 700 600 500 400 300 200 100

2002

2003

2004

2005

2006

2007

2008

MAN Nutzfahrzeuge AG ended the fiscal year 2008 with a record profit.

Five-year comparison

€ mill. Operating profit

1)

Operat. profit incl. results from financing

2007

2006

2005

2004

2003

1,056

1,010

670

469

322

1,062

1,039

698

497

10,610

10,410

8,685

7,377

6,799

103,705

100,609

87,160

74,218

69,410

%

2008

2007

2006

2005

2004

ROS (Return on Sales) 1)

10.0

9.7

7.7

6.4

4.7

10.0

10.0

8.0

6.7

39.5

43.0

26.8

17.9

1)

Turnover Truck and bus sales in units

ROS including financial services 1) ROCE (Return on Capital Employed)

1) 2)

Expenditure

Capital outlay in € mill.

2008

2007

Investments 3)

492

352

Depreciation

225

306

Research and development

256

234

1) From

2004, reported after correction of lease accounting

2) Since

2004, modified balance-sheet structure in line with IAS 1; not retroactively adjusted to figures of previous year

3) Not

including equipment leased to customers

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207mm

Truck division The market embraced the TGX and TGS heavy truck series, which were introduced by MAN in 2007. Total turnover in the truck division increased by more than 3%, this was coupled with an increase in operating profit.

Turnover Sales

Δ

2008

2007

in %

€ mill.

9,088

9,023

0.72% 3.45%

units

96,478

93,260

TGX

units

24,402

2,108

TGS

units

19,841

1,012

TGA

units

24,274

60,500

TGM

units

8,753

7,934

10.32%

TGL

units

13,711

15,107

– 9.24%

Other

units

5,497

6,599

– 16.70%

Production

units

100,065

92,715

7.93%

Operating profit Employees 4)

– 59.88%

€ mill.

1,037

1,023

1.37%

number

29,026

28,274

2.66%

Bus division Following the bus division’s operating loss of €13 million in 2007, operating profit in the bus division rose by €32 million in 2008 to €19 million. This improvement comes as result of the restructuring measures that were introduced for the bus division in 2007.

Δ

2008

2007

€ mill.

1,522

1,387

9.73%

Sales

units

7,227

7,349

– 1.66%

Production

units

7,265

6,913

5.09%

Turnover

Operating profit Employees 4)

4) Including

temporary staff

€ mill.

19

–13

number

6,984

8,121

in %

– 14.0%


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207mm

Productivity

3.00

2.89

Vehicles per employee

5)

2.71

2.75 2.48

2.50 2.15

2.25 2.02

2.00 1.75 1.50 1.25 2004 5) including

2005

2006

2007

2008

temporary staff

Market shares in Europe 6)

Trucks

Buses

16.6% 16.1% 14.9% 12.8%

2007

6) Registration

2008

2007

of new trucks over 6 t, buses over 8 t

2008

Production moved full speed ahead in 2008, exceeding 100,000 trucks for the first time ever.


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197mm

Production MAN Nutzfahrzeuge manufactures trucks and buses at 13 sites all over the world. The additional joint venture, MAN FORCE TRUCKS in Pune, India, employs 470 people.

Production facilities Munich, Germany Nuremberg, Germany Salzgitter, Germany Pilsting and Plauen, Germany Vienna, Austria Steyr, Austria Poznan and Starachowice, Poland Cracow, Poland Ankara, Turkey Olifantsfontein and Pinetown, South Africa Total number of employees

7) Including

temporary staff

Sector

Employees 7)

Head Office, heavy trucks, spare parts

6,611

Engines

3,955

Heavy trucks, bus chassis

2,565

Premium coaches and double-deckers

999

Special-purpose vehicles

994

Light and medium-weight trucks, spare parts

2,827

City buses

4,018

Heavy trucks

645

Standard coaches and intercity buses

2,117

Bus and truck assembly

999 25,730


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Highlights 2008 Family Days Out to mark MAN’s anniversary There were two good reasons to celebrate in 2008. MAN marked its 250th anniversary and Rudolf Diesel’s 150th birthday with Family Days Out at all of its numerous locations from South Africa to Poland. Around 30,000 attended the event in Munich alone. A special treat was in store for the 4,000 employees of the MAN engine plant in Nuremberg and their families: they got a chance to see over 30 historic trucks, buses and tractors that were on an anniversary tour through Bavaria.

On the streets of Ankara After ordering 490 Man Lion’s Classic city buses in 2006, the Turkish capital ordered another 500 in 2008. The vehicles are equipped with engines that run on natural gas, meaning they have very low emissions.

MAN is the champions’ choice Now Ribéry, Schweinsteiger, Klinsmann & co. can lean back in safety and comfort on their way to Bundesliga and Champions League matches: A luxury MAN Lion’s Coach L Supreme – equipped with foldaway tables, luxurious leather seats, state-of-theart multimedia equipment and a spacious kitchen in the rear – has been taking the Bayern Munich players to away matches since autumn 2008. And the players aren’t the only ones who love the new team bus: “It drives like a sports car,” beams the team’s driver Sandra König.


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A woman up front Sandra König gets the boys of football club Bayern Munich from A to B and back again as the driver of their new team bus, an MAN Lion’s Coach L Supreme.

he journey to Bayern’s away match this weekend begins at 7:30 on Saturday morning. Humming along to the radio, Sandra König is in the kitchen of the otherwise empty MAN team bus, filling the fridge with chocolate spread, cheese, ham and salami – her charges are hearty eaters. Then it’s time for her to set off on the long road to Gelsenkirchen – the Bayern boys are playing fellow Bundesliga team Schalke 04, and when they get on the bus at Düsseldorf airport at seven o’clock this evening they will

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be looking forward to Sandra’s lovingly prepared sandwiches. As always, the bus driver-cummum has made sure to buy their favourite farmer’s bread. After 20 years driving the Bayern team around, Sandra has become very familiar with their habits, and she knows that the minute the footballers get on board, they will want to eat. They are usually ravenous after matches and want to tuck into something satisfying like lasagne, stew, schnitzel or, indeed, piles of tasty sandwiches – whatever Sandra has whipped up in her little kitchen inside the MAN coach while the team are out on the pitch scoring goals. “I’m not that interested in football actually,” she says, “but I am interested in the team.” While the players are eating, the players relax and chat at ease about their families, girlfriends, hobbies and hopes. The feminine touch and warm, freshly prepared food are relatively recent additions to life on board the team bus. When Sandra first joined as an assistant driver alongside her father at the tender age of 20, the food came from hotel kitchens and was cold. And at first, the coaches and managers were not at all happy about having a woman on board. “It was dreadful,” she recalls. “They were so opposed to having this young girl anywhere near the team. I could see them glowering every time they saw me laughing with one of the players.” Thankfully these days the coaches aren’t nearly as strict and no one minds

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her horsing around with the likes of prankster Bastian Schweinsteiger. We see evidence of this more relaxed attitude as Sandra leans back in head coach Jürgen Klinsmann’s swanky leather chair, sipping coffee and munching on a roll.

Sanctuary on wheels The autobahn rolls past outside the tinted windows. There is not much of the German motorway network that Sandra König is not familiar with. But now she gets the chance to have a break as her colleague Michael Lauerbach takes over the wheel. Sandra puts a CD in the bus’s sound system and the relaxing strains of lounge music waft through the interior. “Ever since we’ve had this new bus with its fantastic speakers, most of the players don’t listen to their own stuff via headphones,” she tells us, and lets us in on a secret: captain Mark van Bommel is the


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“While the boys are on the pitch I cook for them. They like everything – German, Italian, Asian...”

Left: Sandra König doesn’t leave anything to chance. Before every match she carefully checks the route to the stadium in order to assess where the bus might get stuck in traffic. Right: Sandra (pictured here with assistant coach Martin Vasquez) had to work hard to gain acceptance in this maledominated world. At first the coaches and managers weren’t too happy about having a woman around.

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only player capable of putting together a mix that everyone can enjoy – others, such as goalkeeper Michael Rensing and football great Mehmet Scholl, failed in the attempt. “Their CDs didn’t survive more than two tracks,” grins Sandra. It’s almost as if she’s talking about the last school trip. Some of the men are keen card players, and the bus is equipped with a special Bavarian pack as well as a standard international pack for the South American players on the team. The atmosphere on the bus is cosy and friendly. “It’s like a clubroom for the team,” Sandra tells us. The bus also often serves as a refuge – after all, a club as successful as Bayern Munich is bound to make a few enemies as well as friends along the way. Indeed, once Sandra and her Lion’s Coach Supreme have passed Würzburg, they receive their first rude gesture from a car window. But Sandra just shrugs it off.

A busy bus As the sun breaks through the mist, Sandra grabs her shades and hops into the driving seat. Michael plops into a window seat beside a table. The two drivers only returned from a trip to Florence two days ago. They were on the move all night, taking turns behind the wheel. Sandra, Michael and the Lion’s

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Coach Supreme are the team’s shuttle service, carting them from airports to hotels, from hotels to stadia and then back again, but they are also a home away from home in the team’s jet set lifestyle. As well as the players themselves, the bus transports 34 pairs of football boots, jerseys, shorts, tracksuits and dress suits. It is also equipped with an impressive range of medical equipment – “a hospital has nothing on us,” quips Sandra – and a massage table. When Bayern play abroad, the bus is host to a team of chefs from the famed kitchen of Alfons Schuhbeck. Sometimes it even takes the culinary whizzes to the training camp in Marbella. “The team only travel as far as Stuttgart and Nuremberg in the coach,” says Sandra, waving at a little boy who is flapping his hands frantically from the window of a passing car. One certainly cannot travel incognito in the Bayern bus; both positive and negative attention is guaranteed. While Sandra can’t help smiling at the enthusiastic child, next she is irritated by a Borussia Dortmund fan who slows down in front of her in order to give her a good look at his black-and-yellow scarf. Sandra puts her foot down and overtakes. “It’s a good thing the boys aren’t on board,” she smirks, “There would have been a bit of an uproar about that.”

It pays to be prepared Working for Bayern Munich, Sandra is used to getting ahead. She becomes impatient at every construction site, every traffic jam and every unexpected red light. “Paris is my nemesis,” she says. “The route to the stadium is a nightmare.” And she long since gave up depending on police escorts, particularly when it comes to Champions League matches. “If you win the game, they abandon you.” When travelling to cities like Florence and Barcelona, Sandra researches the road layout carefully in advance. The day before international matches, she works out all the possible routes from the hotel to the stadium and back, finds out where the construction sites and congestion hotspots are, and speaks to the stadium stewards and the bus drivers of rival teams – even if it keeps her up late. “I’d rather get two hours’ peaceful sleep than go through seven hours of tossing and turning over worst-case scenarios,” says Sandra, indicating to turn off at the exit for Essen. The satellite navigation system murmurs instructions, but Sandra could find her way to the hotel with her eyes closed. Still, this evening she and Michael will be reconnoitring the route to the stadium in Gelsenkirchen and then on to Düsseldorf airport, just to make sure they do not encounter any nasty surprises tomorrow after the match. It always pays to be prepared – both on the road and in the kitchen. After all, you never know when Luca Toni might peer into the pans, demanding to know what’s cooking. ■ While she waits for the players, Sandra König relaxes in style, ensconced in Jürgen Klinsmann’s “executive chair”.

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Highlights 2008

Your truck in a few clicks From 7.5 to 44 tonnes, from standard tractors to multi-axle special use vehicles – you can now configure your ideal truck online with just a few clicks. The new configuration tool guides existing and potential customers through MAN’s product range and puts together a customized proposal for vehicles and services. Upon request, a sales representative will contact you to discuss your requirements.

>> www.man-mn.com/configurator

Fit for the future With over 300,000 visitors from 110 countries, the IAA Commercial Vehicles Show 2008 was the most successful ever. MAN had an impressive showing at the industry’s major trade fair, presenting numerous innovations in transport efficiency, such as its hybrid-drive delivery truck.

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Where MAN is king! When these giants go up against each other, their 1,000 hp engines roaring, the ground trembles and the air is thick with the smell of burnt rubber. In the ten weeks of the annual European Truck Racing Championship, drivers compete on Europe’s top race courses. MAN chalked up quite a success in the last championship – MAN drivers took six of the top ten places in 2008. ■

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For the sake of the environment: MAN offers a range of bus engines that meet EEV standards.

Now ready for delivery routes: The new TGL Hybrid represents a milestone in alternative drive systems.

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Experiencing the IAA 2008 IAA Commercial Vehicles is regarded as the most important event in the transport and logistics sector. At the MAN stand, visitors could speak with company representatives and experience the brand up close. ow can transport efficiency be increased? How can legal environmental standards be economically implemented? Many business owners, whether they operate transport, construction or bus companies, are asking themselves such questions, particularly in light of the current economic downturn. Fortunately, MAN brought some of the answers to these questions to the IAA: semi-tractors fine-tuned to optimize fuel consumption, alternative drive systems, and services that facilitate exceptionally economical vehicle use.

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Sign of the times: transport efficiency

Ahead of its time: The Future Center (left) invited visitors to take a journey through time to 2020. Inside, they could discuss the future of road freight transport with MAN experts in research and development.

In addition to these solutions, MAN presented a surprise that put a smile on everyone’s faces: the TGX EcoLion, an extremely economical truck in the TGX series. During its development, the emphasis was focused on maximizing transport efficiency. This means the TGX EcoLion offers users technical solutions specifically designed to keep down maintenance costs, such as the new Air Pressure Management (APM) system. The advantage of APM is that compressed air is only provided when needed, meaning that the system can replace conventional air compressors, which run all the time. This innovation yields average fuel savings of half a litre per 100 kilometres. Greatly improved aerodynamics can also help to save fuel. When the roof spoiler is correctly adjusted, fuel consumption can be reduced by up to five percent.

ON THE WAY

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For the environment

Top: Football legend Gerd Müller distributes autographed balls. Left: The new Bayern Munich bus was a highlight at the MAN exhibition stand. Bottom: The view from a NEOPLAN Starliner.

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There were also new developments in light and medium trucks. For example, the hybriddrive MAN TGL made its world premiere at the IAA. Both the TGL and the TGM also showed their new styling, which is based on the prizewinning design of MAN heavy trucks. The good news under the bonnet is that the engines meet the stringent Euro 5 emissions standards without the need for additives. A new internal engine modification means that the combustion in the cylinders produces even less nitrogen oxide, making aftertreatment unnecessary. Depending on their design, these engines also already meet the even more stringent EEV (Enhanced Environmentally friendly Vehicle) standards. The MAN bus family also looked terrific in its standardized design. While the experts were getting excited about the environmentally friendly EEV buses, the general public were attracted to one very special vehicle – the new team bus for FC Bayern Munich – probably also because football legend Gerd Müller was standing beside it signing footballs. ■


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Highlights 2008

Partnership with SOS Children’s Villages MAN Nutzfahrzeuge has joined forces with SOS Children’s Villages to help give young people in Africa new hope for the future. Their first project is a training centre in Ethiopia, for which MAN is providing financial support and technical expertise.

Double-deckers for Dubai Nothing but the best for this boom town – the first NEOPLAN double-decker buses will go into service in the Persian Gulf metropolis from June. The imposing 4.56-metrehigh city buses are part of a major order for 400 vehicles from Dubai’s Roads & Transport Authority (RTA).

ON THE WAY

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Standing at over four-and-a-half metres tall, the new NEOPLAN double-decker buses are the next big thing in Dubai. Getting them there from the plant in southern Germany is quite an accomplishment in itself. he convoy starts to move shortly before 2:30 in the afternoon. Five buses inch out from the Pilsting plant and onto the road. Thomas Aschenbrenner, head of vehicle transport company Eurolines, is at the wheel of bus number three. He carefully watches the bus in front of him move forward, then he follows. Their destination is the seaport of Bremerhaven, 800 km away, where ships will take the buses on to Dubai. These are not your average double-deckers: Each one is 4.56 metres tall – half a metre higher than the conventional vehicles, so passengers on the top deck have plenty of room to stand comfortably. The added height also provides space for a high-power climate control unit. With outside temperatures often exceeding 50°C in Dubai, these units are absolutely essential. The road to Bremerhaven is anything but easy. The unusual height of the buses means they must pass under many bridges in the centre lane, plus there are narrow tunnels to manoeuvre through. Not to worry, says Aschenbrenner. He has put plenty of time into preparing for the journey. For several days he was out on the road, travelling the entire distance and measuring every single bridge. With laser equipment and a laptop his team created a precise profile of the route, which they then sent to the authorities for approval. This was not easy either, considering that a separate application had to be submitted for each state that the buses were to pass through. It took three months before all the preparations were in place. It will take a full 15 hours to get to Bremerhaven. An exact time slot has been defined in advance for each state. Since the convoy can only travel in

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Left: The ramp to the ship is so steep that the buses have to go up backwards. Right: Each convoy of five buses must be driven 800 km from the plant in Pilsting to the port in Bremerhaven.

16:55, NUREMBERG INTERCHANGE ON THE WAY

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06:33, BREMERHAVEN After travelling clear across Germany, the buses arrive at dawn in Bremerhaven, their final stop on land. There they are loaded onto a container ship and taken to the Persian Gulf.

FINAL DESTINATION: BUS DEPOT IN DUBAI 44

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Each of these 4.56-metre-high giants is meticulously secured by the loading crew to protect it from the motion of the ocean waves.

the specific states during those times, they cannot afford any major delays. This shouldn’t be a problem, as the team is very well organized: The drivers use CB radios to agree on who will move to the centre lane and when, and a list tells them where to expect road works. An escort travels at the rear as an added safeguard. Each time the convoy is about to change lanes, the escort activates a signal, warning the vehicles behind not to pass. Aschenbrenner and his team have long since grown accustomed to curious onlookers. After all, they take doubledeckers to Bremerhaven every week; the customer in Dubai has ordered 170 of them. “At the beginning it was a little strange to have so many people taking pictures every time we took a break at motorway services,” he says. “Now we almost feel like something is missing if there is no one taking a picture of us from their car.” It is just before midnight and the police are waiting for the convoy on the A7 near Hanover. Fortunately everyone is on schedule. The convoy is about to face one of the most

challenging stretches of its itinerary: a bridge with a height limit of just 4.5 metres. The buses must be lowered if they are to go any further. They make a brief stop. The police help by temporarily stopping traffic on the A7. Even after the buses have been lowered, with just four centimetres between the top of roof and the bridge, the convoy must proceed with extreme caution. Three minutes later they are out of harm’s way without a scratch and the journey to Bremerhaven continues. At dawn Aschenbrenner and his team arrive at the port. Dock workers take over from here. One final feat of clever manoeuvring will be required to get the buses onto the ship. The ramp to the ship is very steep and not designed for low-floor buses with their long front overhangs and flat undercarriages. In the end, the workers move the buses up the ramp backwards, using various planks to get them up the last few metres. Once the buses are safely aboard, workers park them carefully in their precisely defined spaces and secure them in place. The enormous container vessel can now begin its long voyage to Dubai. ■

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No one can beat our service quality hether you are transporting goods or people, the most important thing is getting to your destination on time, every time. Today’s complex world of tight schedules and just-in-time deliveries puts tough demands on transport and logistics

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“We are ready to help, whether you have a truck or a bus, whether you need maintenance or repairs. And we always use genuine MAN parts” companies, drivers and vehicles. Every truck and bus journey has to run like clockwork. No one can afford long wait times or cancellations – and no one has to if they use MAN. Our vehicles are reliable, and we want them to stay that way, which is why we created MAN ComfortService. Its customized service plans can meet your needs, whatever they are. Our 58 MAN Truck & Bus Centres and more than 1,500 service points worldwide provide vehicle maintenance to keep your investment running smoothly down the road. And if one of your drivers should ever have a technical problem while in transit, they can call MAN Service Mobile24 for help at any time. ■

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Experiencing MAN and NEOPLAN MAN FORUM

Experience the wide world of MAN trucks and buses. The forum incorporates the customer centre where you can pick up your vehicle, a showcase of the MAN brand, and the Industry Competence Centre. It opens in summer 2009.

omething big is happening on the north side of Munich. Two contemporary, daylight-filled buildings with a customer-focused 9,000 m² exhibition area invite visitors to discover the full array of MAN and NEOPLAN vehicles. The information area includes a fascinating overview of MAN’s history, its involvement in truck racing and its global sales and service network. There is also a cafeteria and plenty of space for special events. The Industry Competence Centre in the MAN forum is a place for customers to get expert advice, test-drive vehicles or even complete a driver training course. Now our Munich headquarters are more attractive than ever. ■

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INDUSTRY COMPETENCE CENTRE

This area presents transport solutions for specific industries around the world. The spotlight will shift to a new industry periodically.


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NEOPLAN FORUM

NEOPLAN joined the MAN Nutzfahrzeuge Group in 2000. NEOPLAN buses are now to have their very own forum complete with a customer centre and exhibitions showcasing the NEOPLAN brand. Due to open in winter 2009-2010.

T H E C O M PA N Y ’ S N E W H E A D Q U A R T E R S

The two forums are being built directly across from the new headquarters of MAN Nutzfahrzeuge (lower left) and the headquarters of MAN Truck & Bus Deutschland (lower right) at the intersection of Dachauer Straße and Karlsfelder Straße in Munich. Seen from above, the four buildings will be arranged like the leaves on a shamrock.

“Come see and test-drive our latest vehicles and talk with experts at the new MAN and NEOPLAN forums” ON THE WAY

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The MAN Group MAN is one of Europe’s leading industrial companies in the field of transport-related engineering with annual sales of around €15 billion (2008). MAN supplies trucks, buses, diesel engines, turbomachinery and specialist transmissions and has

around 51,300 employees worldwide. MAN’s business units hold leading positions in their markets. MAN AG, Munich is one of the top 30 companies listed on the German stock exchange index (DAX).

Short profiles MAN Nutzfahrzeuge is the biggest company within the MAN group and one of the leading suppliers of commercial vehicles and transport solutions. Commercial Vehicles Latin America is the biggest truck producer in Brazil, where it is the market leader in the manufacture of heavy-duty trucks. MAN Diesel leads the market in two-stroke boat engines and is the world’s leading supplier of large four-stroke diesel engines. MAN Turbo is one of the world’s leading manufacturers of thermal turbomachines. RENK is a manufacturer of high-quality specialist transmissions, other components of compulsion technology and test systems.

MAN Nutzfahrzeuge brands Corporate brand

Product brands

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Imprint PUBLISHED ON BEHALF OF MAN Nutzfahrzeuge Gruppe Group Communications Dachauer Strasse 667, 80995 Munich, Germany Tel.: +49-89-1580-1175 E-mail: joachim.kelz@man.eu Responsible for the publication: Nina Gutzeit Editorial Team: Stefan Schmid, Joachim Kelz Picture Editor: Sandra Schmid PUBLISHING HOUSE Journal International Verlags- und Werbegesellschaft mbH Hanns-Seidel-Platz 5, 81737 Munich, Germany Publishing Director: Stefan Endrös Editorial Team: Birgit Miriam Hering, Oliver Armknecht, Thorsten Elbrigmann Art Direction and Graphic Design: Sven Kretzer Picture Editor: Jürgen Stoll Production: Birgit Scholz

AUTHORS Oliver Armknecht, Kai Bargmann, Sascha Böhnke, Thorsten Elbrigmann, Theo Gerstl, Birgit Miriam Hering, Dr Wolfgang Hörner, Anja Christina Lohmann, Bettina Maierhofer, Bert Roozendaal PHOTOS Bartscher (36–37), Alexandra Beier (31–34), Golden Section Grafics (15), Wolfgang Groeger-Meier (Titel), Imago (29), Ecopix (29), IStockphoto (16), Richard Kienberger (22, 36–37), Martin Kreuzer (6– 7), Christian Thomas (42– 45) Cojan van Toor (20–21, 23), Patrick Wittmann (41) TRANSLATION English Express, Berlin, Germany REPROGRAPHY PMI Publishing, Munich, Germany PRINTING Peschke Druck, Munich, Germany COPYRIGHT No part of this publication may be reproduced without permission from the publishers Status: February 2009


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MAN Nutzfahrzeuge Group Dachauer Strasse 667 80995 Munich Germany Telephone +49.89.1580-0 Telefax +49.89.1580-1212 www.man-mn.com A Member of the MAN Group

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