foru - MAN Brand Portal

foru - MAN Brand Portal

issue 03/2011

the man group magaZineforum

Lift to in the heavens

How the world’s tallest

transportable free fall tower

travels with MAN trucks

spinning for safety

What helicopter gears must

bear in the testing facility of

RENK Test System Systems

worLd in motion

Why global mobility will

increase sixfold six-fold in in the

decades to come

Musical MaritiMe voyage

this massive hall of MaN Diesel & turbo’s Primeserv academy usually serves as

a training site for engineers working on huge ship engines. this summer, it became

the venue for a special concert played by the augsburg Philharmonic orchestra,

with its musicians seeking “Far-away Maritime Worlds”, and invoking melodies that

reflect the magic of the seas. the musical voyage was visually framed by one remaining

diesel giant at the back of the stage and a four-stroke single cylinder unit dating

back to 1906, set up next to the glass frontage of the hall.


MAN ForuM – the MAN Group magazine

is published four times a year in German and English.

Published by MAN SE,

Andreas Lampersbach, Corporate Communications,

Ungererstrasse 69, 80805 Munich, Germany

editors-iN-ChieF Claudia Weber, Inés Gutiérrez,

Tel.: +49. 89. 36098-384, Fax: +49. 89. 36098-382,


PublishiNg house Burda Creative Group GmbH/

BurdaYukom Publishing,

Konrad-Zuse-Platz 11, 81829 Munich, Germany

Tel.: +49. 89. 30620-0, Fax: +49. 89. 30620-100,

editors Klaus-Peter Hilger (resp.), Kirti Letsch

iNterNAtioNAl editors Patricia Preston,

Asa C. Tomash

MANAgiNg editor Marlies Viktorin

CoNtributors Katharina Becker, Dr. Martin Kaluza,

Christine Karl, Verena Nitsche, Barbara Rott, Marcus

Schick, David Selbach

CreAtive direCtor Anita Mrusek

Art direCtor Robert Neuhauser

Photo editors Michelle Otto (resp.),

Elke Latinovic, Anka Müller, Benno Sänger,

Cover F1online

ePP Silvana Mayrthaler

ProduCtioN Wolfram Götz (resp.),

Franz Kantner, Cornelia Sauer

PriNtiNg Pinsker Druck und Medien GmbH,

84048 Mainburg, Germany

Printed on Galaxi Supermat

reProduCtioN permitted with reference.

Any changes must be coordinated with the editors.

CoPyright ©2011 by MAN SE

and Burda Creative Group GmbH

>>> iN tANdeM toWArds suCCess

First entering the job market or embarking on a career

is often not easy. Conflicts must be resolved

and far-reaching decisions be made. In such situations,

it helps to exchange ideas with someone who

has already been through them. This is precisely the

point of mentoring: People with experience in life

and their professions act as mentors, standing by

the side of those who are at the onset of their careers.

MAN supports numerous programs, where

students or junior executives are accompanied by a mentor for a certain period of time.

What our author Katharina Becker did not suspect, was how much the old hands also

profited from the exchange with young people. Apparently, guiding and supporting others

can be a way to explore one’s own self (page 20).

>>> Meet the big MAN

Since this spring, the agricultural machinery manufacturer

Krone has been traveling the western United States to present

its forage harvester of the latest generation in action. The

motto of the road show is “Meet the big MAN,” a reference to

the MAN diesel engines up to 1,078 hp strong that drive the giant

machines. The interested audience was especially impressed

by the smooth running of the motor, reports Hartwig

Janssen, North American Krone sales manager: “We often

heard that the machine doesn’t sound like a diesel at all.” A

statement, by the way, that had our author Martin Kaluza

take notice. For MAN agricultural machinery customers had said the almost identical thing

before: The tractors built by MAN under the designation ‘Ackerdiesel’ until 1963 were already

considered atypical of diesels at that time—and ran extra smoothly (page 42).

>>> MeetiNg the Future With oPtiMisM

In March of this year, 219 children lost their parents on the

east coast of Japan. This is only one of the sad statistics emerging

from the Tōhoku earthquake and the resulting tsunami. In

her conversation with Ko Sasaki, the president of MAN Diesel

& Turbo Japan Ltd., our colleague Kirti Letsch was moved by

the optimism shining through when he spoke about the future

of his country. In April 2011, MAN SE donated generously

to the SOS Children’s Village in Fukuoka. The funds are designated

for the construction of a second SOS Children’s Village

in the center of the area affected by the earthquake (page 9).

forum 03/2011 03





03 conTRIbuToRS

03 MaSThEad

47 foRuM quIz






06 Additional traineeships; record sales for MAN

Latin America; compressors for gas storage

project; new MAN Board member; contribution to

SOS Children’s Village in Japan; hybrid truck test


10 ‘mobility could increase sixfold’

Stephen Perkins heads the think tank for future

traffic, logistics and environmental issues at the

OECD in Paris. An exchange about the worldwide

mobility needs of tomorrow.


14 master of free fall

At 66 meters in length, the Power Tower is

the highlight at every fair for those with heads

for heights. MAN trucks carry the world’s tallest

free-fall tower from town to town.


26 powerful all-rounder

It feeds a small town with energy, balances

electricity supply fluctuations of wind turbines or

melts plastics: a close-up of the new six-megawatt

gas turbine of MAN Diesel & Turbo.

30 surge of savings

Recently introduced and revolving very slowly, the

G-engine of MAN Diesel & Turbo allows for the

application of even larger ship propellers. The result:

fuel savings of up to seven percent.

32 groundwork for iron birds

Helicopter gears must meet the highest of

reliability standards. At the RENK Test System

GmbH site in Augsburg, Germany, they are

tested to the very limit.


20 the value of experience

Within the MAN Group, mentoring programs

are a vital instrument for HR development:

Participants relate how they work and how to

benefit from these plans.

38 looking for the best solution

The new Service Engineering department at

MAN Truck & Bus keeps a very close eye on

the customer. On how to improve structures

and processes for optimized service quality.

forum 03/2011 05


42 from motor plow to giant chippers

For the last nine decades, MAN machinery has

worked the land. Once motorized by 21 hp, the

strongest agricultural equipment now runs with

up to 1,078 hp. The milestones of a long tradition.

46 closing words

Be it during training or rising through the ranks of

management—intensive facilitation and personal

guidance play a key role at MAN, explains Chief

Human Resources Officer, Jörg Schwitalla.



perfect double: Comedian Max giermann posing as

goalkeeper oliver Kahn in the “Man kahn” campaign.

> CaMpaign

Bus comedy with Oliver Kahn

together with the Man soccer team bus,

the legendary german goalkeeper oliver

Kahn and comedian Max giermann, known

from the “switch reloaded” television

sketch show, are the stars in 12 video clips

created by Man se. the first episodes of

the german version are already live at www. Kahn and giermann—

playing the role of Kahn’s trainee—travel

across germany in Man’s football team

coach, experiencing the humorous side of

everyday soccer life. “Man kahn” is the title

of the comedy series, borrowed from the

company’s brand campaign slogan, “Man

kann” (“We are your Man”). the two actors

waxed enthusiastically about the campaign

concept: “the idea of the double Kahn

convinced me immediately,” says the goalie

of his first comedy role. “i have hardly ever

laughed as much as during filming with

Max giermann. He is a perfect double.”

and giermann adds: “filming with oliver

Kahn was fabulous. i’m looking forward

to the next episode.”

> Career opportunities for young people

Additional apprenticeship places

Man ramps up its training capacity,

creating additional apprenticeships

at its sites in germany.

For the start of this year’s vocational training program, the MAN Group will be

taking on one more trainee than originally planned at each of its German production

sites. This marks the company’s contribution to the campaign launched by

the IG Metall metals union in North Rhine - Westphalia under the slogan “One

extra training slot per company”, which MAN Diesel & Turbo has already taken

part in. According to Jörg Schwitalla,Chief Human Resources Officer at MAN SE,

“fostering young talent is a key factor in MAN’s ability to compete. We need young

and motivated people to remain globally competitive with our products and

services in the future.” Participating in the campaign, adds Schwitalla, will give

even more young people the opportunity to develop their talents, ideas and desire

to perform well, as they become acquainted with the diverse range of MAN’s technologies.

Overall, there are about 2,000 trainees working in MAN’s German plants

and sales offices, with the worldwide total at around 2,900.

Photos: Hauke Dressler, SOS Kinderdorf


Reaching the half million mark

After a mere 15 years, MAN Latin America has just produced

its 500,000th vehicle at its factory in resende,

Brazil. Located in the south of the federal state rio de

Janeiro, the plant produces trucks of the Constellation,

Worker and delivery series as well as bus chassis for the

Volksbus model. The sales figures were also a cause for

celebration: With 5,200 vehicles sold, July 2011 was the

best July in company history. in the first half of 2011,

MAN Latin America had already reinforced the position

of market leader in the truck segment that it has held for

the last eight years, by increasing its market share from

28.1 to 30.6 percent.

New truck delivery: Almost one truck

out of three rolling on the streets of

Brazil comes from MAN Latin America.


Employees lend a hand

forum 03/2011 07

Energetic employees make for

enthusiastic children: MAN supports commitment

to young people and their offspring.

As of fall 2011, MAN Group employees can contribute half of one

workday to a pilot project to help at the vocational training center of

the SOS Children’s Village in Nuremberg. “MAN doesn’t just strive to

commit to social causes as a company. Our employees also wish to

do their share and we want to support that,” says Yvonne Benkert,

senior manager for Corporate Responsibility at MAN SE, who

initiated the project. The SOS Children’s Village currently supports

some 800 young people with challenging backgrounds who are just

entering their working lives. Remedial teaching better qualifies

them for vocational training or a job. In the meantime, the adjoining

day care center looks after their children. MAN staff can now

participate in four different projects: Renovating the youngsters’

communal quarters, offering job interview training to adolescents,

servicing the outdoor play equipment at the day care center or

reading aloud to small children indoors. If the Nuremberg pilot

project proves popular with employees, more projects are planned—

even on an international scale.



> EmployEE survEy

Every vote counts

lively interest: About

80 percent of all mAN

staff took part in

the employee survey.

From India to Brazil, from Denmark to South Africa: This year,

47,200 employees of the MAN Group had the opportunity of

participating in a Group-wide employee survey—with data privacy

and anonymity the number one priority. A response rate of

80 percent made for outstanding participation. The results of the

survey will provide a basis for discussing MAN’s strengths and

potential for improvement, as well as introducing concrete changes.

Based on the results, the Management Board of MAN SE has

identified a number of top issues for the MAN Group. The objective:

Continue to move MAN forward and boost employee satisfaction

levels. Jörg Schwitalla, Chief Human Resources Officer at MAN SE,

explains: “Apart from getting more openness and honesty into our

communications processes, we also need to make an even stronger

effort in making customers the focus of all our activities. And: We

intend to live our MAN management culture and make it tangible.”

radial compressors of this type

are supplied to the Netherlands

by mAN Diesel & Turbo.

> powEr supply

Compressors for gas storage project

The Abu Dhabi National Energy Company (PJSC) is currently

building western Europe’s largest gas reservoir in

the Netherlands. The gas storage facility will be built in

Alkmaar, near the North Sea, and feature a capacity of

4.1 billion cubic meters. MAN Diesel & Turbo was commissioned

to supply the entire compressor technology.

In all, the company will be delivering six compressor

systems. While proving highly efficient, MAN’s compressors

are also notable for their highly eco-friendly operations.

For example, the hermetic sealing of each unit ensures

that no gas can escape. Gas reservoirs are needed

in order to balance out seasonal fluctuations in consumption,

ensuring that a reliable supply of natural gas

is available at all times.

> humAN rEsourcEs

René Umlauft appointed to the Board

As of september 1, 2011, rené umlauft was

appointed a deputy member of the mAN sE

management Board. At the same time, the Berlin

native (46) became the cEo of the mAN division

mAN Diesel & Turbo. umlauft had been working

for siemens since 1991, most recently serving as

head of the company’s renewable Energy Division.

New appointment to the

mAN management Board:

As of fall 2011, rené

umlauft serves to bolster

the power Engineering

business unit.

Photo: Simon Katzer, Hauke Dressler

ko sasaki is president of MAn diesel &

Turbo Japan. in July 2011, he visited

the sOs Children’s Village in Fukuoka.

> A CALL TO ...

Ko Sasaki

MAN Forum: Hello, Mr. Sasaki. The events in

Fukushima earlier this year shocked the entire

world. How are you doing today?

Ko Sasaki: We are gradually recovering from the

catastrophe. In economic terms, things are looking

up, and progress is being made with the shutdown

of the Fukushima I atomic power station. At the

same time, the nuclear contamination of agricultural

products is alarming. The government needs

to take faster action to deal with this.

What is the mood like in the country?

Fairly optimistic. People’s willingness to help is astonishing.

A great many volunteers, including

many young people in particular, have come forward

to help with the work of reconstruction. There

is clear determination to recover from the catastrophe

and make a positive step forward.

You recently visited the SOS Children’s Village in

Fukuoka. Does it house many earthquake victims?

Fukuoka is too far from the affected area—about

1,100 kilometers. So SOS Children’s Villages want to

open a new place in Sendai. A generous donation

made by MAN SE should help to make this possible.

How could the work of the SOS Children’s

Village be described?

It is important for us to raise awareness and acceptance

levels for the Children’s Villages. The Children’s

Village in Fukuoka was only set up in 2010.

Until that time, there were few institutions of this

kind in Japan. Orphaned children are mostly sent to

children’s homes—foster families hardly exist at all.

There is growing interest, however. Since the Children’s

Village in Fukuoka opened a year ago, it has

already had 1,800 visitors.

What impressed you the most on your

recent visit?

It made me aware of what a lot of ground we have

to make up in this area. I was very impressed by

how passionate the staff members of the Children’s

Village feel about their work.

> ExpAnsiOn

New MAN site in Munich

> Hybrid TruCk TriAL

Customer tests in Munich

forum 03/2011 09

Easy access: the new MAn offices are

well connected with the public transport

network and the freeway.

since the beginning of 2011, the MAn Group has hired well over

1,000 additional staff members at locations in Munich. Thus, the

company is now opening a new business location, moving into

spacious offices in the parkstadt-schwabing complex located in

the north of the city. beginning in the fall of 2011, the 20,600

square meters of office space has housed employees of the sales

subsidiary MAn Truck & bus AG and MAn Finance international,

as well as some corporate departments of MAn sE.

MAN Truck & Bus is currently putting its new hybrid truck to the test in

Munich. In cooperation with wholesaler Arndt GmbH Co. KG, two MAN

TGL 12.220 Hybrid distribution trucks are used. The test operation is

intended to provide key empirical values that MAN can use for the

further optimization of its hybrid truck. Stefan Kerschl, project leader at

MAN Truck & Bus, comments: “Reliability, economy and environmental

friendliness are the crucial factors for hybrid drives if they are going to

succeed on the market. Using them in delivery vehicles will give us

valuable performance data under real conditions.” MAN Truck & Bus

expects the TGL Hybrid to cut fuel costs by as much as 15 percent.



‘Mobility could increase sixfold’

In the coming years, trucks and buses will become increasingly important for the transport of passengers and

goods, forecasts Stephen Perkins, head of the Joint Transport Research Centre of the International Transport Forum

at the OECD in Paris. He explains how mobility can still be managed in a world with nine billion people.

MAN Forum: The world’s population is expected to reach the

seven billion mark this fall. In 2025 it will be eight billion,

and by 2050 more than nine billion. Is the volume of transport

increasing at the same rate?

Perkins: Actually, it’s increasing even faster. The number of passenger

kilometers will be multiplied three or four times over the

same period. In China, the number of trips taken could very likely

even be multiplied by six. This development also depends on the

question of whether China will follow the Japanese model—with

highly concentrated big cities and a well-developed public transport

system—or rather imitate the European and North American

pattern, with far-flung residential settlements.

Is that why mobility is increasing more rapidly than the

population? Because the Chinese are emulating the Europeans?

No, it is because incomes are rising. More and more people commute

from the suburbs to the city, the number of business trips is

growing and people take more holidays. The volume of freight is

rising at a disproportionate rate, because increasingly production

operations are distributed around the globe. It is still very much

cheaper to transport small quantities of unfinished products just

in time for final assembly than to ship big consignments which

have to be put into intermediate storage at the plant.

A growing proportion of freight transport is being handled

by road, by truck. Why is this?

Roads are everywhere, with a greater reach than other transport

modes. They are flexible, suited for the growing commercial

sector and also provide the first and final legs for other transport

channels. Road’s main competitor is rail. If the rail system were

to carry all of the forecast growth in freight, enormous investments

in infrastructure would be required. So it’s all about

making transport and logistics as efficient as possible. In this

regard, long trucks can also help reduce the number of vehicles

on the primary routes.

In many countries, high-capacity trucks are a controversial

topic. Critics are afraid that they present an increased risk of

accidents, because these vehicles are so difficult to control.

They are not difficult to control. In fact, they are equipped to

higher standards than the average vehicle. Braking performance

is better. The length of the vehicle means the benefits of some advanced

safety technologies such as lane guard systems are particularly

significant. Until such advanced technologies are required

on all vehicles, there is an opportunity for voluntary agreements

or special licensing arrangements for higher-capacity vehicles to

be equipped to the highest standards. The costs of these systems

can be easily covered, as long trucks are much more profitable

than conventional vehicles.

Will air travel, road and rail at least be more effectively

interlinked in future?

It’s hard to say. The problem is always the same: Reloading a consignment

from one mode of transport to another costs money. But

logistics businesses have strong incentives for finding the most efficient

combinations, as the transport operations of companies like

DHL and TNT show every day. Allowing the market to drive efficiencies

on all the modes is important to achieving efficient system-wide

intermodal links.

What about oil prices? How can road transport continue to

look more appealing than rail in future, when the cost of gas

goes on mounting as it has done in the past?

Despite increases in oil prices, other factors like labor and capital

weigh heavier in transport costs, and overall transport costs account

on average for only a few percentage points of the final cost of

goods. The cost of gas could continue to rise for quite a while without

changing the situation, and in real terms today’s oil price is only

around 10 percent higher than the peak in the second oil crisis in

1980. In addition, manufacturers such as MAN are developing technologies

to optimize engines, improve aerodynamics and reduce

Photo: Prisca Martaguet

“Long trucks are much more profitable

than conventional vehicles.”

Stephen Perkins, head of the Joint Transport Research Centre at the OECD


> personal profile

Stephen Perkins

stephen perkins heads the Joint Transport

research Centre of the international Transport

forum (iTf) at the organization for

economic Cooperation and Development

(oeCD) in paris. The iTf is an international

government organization that serves as a

transport policy think tank for its 52 member

states and organizes an annual meeting

of all ministers of transport in leipzig,

Germany. The newest member nation is

China, with official accession proceedings

currently underway. after completing his

studies in energy economics and environmental

science at imperial College london

and the University of east anglia, perkins

worked for the international energy agency

(iea) in paris, another oeCD branch. at the

iTf, the 51-year-old British national focuses

on regulation issues and pricing models

designed for managing congestion and reducing

environmental pollution.

drag and rolling resistance. All these improvements could reduce

fuel consumption and CO 2 emissions by 20 percent.

Do you think that electrical drives and hybrid truck engines are

the shape of the future for trucks?

The development of hybrid and electrical drives is moving fast

and I wouldn’t like to try to forecast the future here, but present

trends in the long-distance haulage market indicate that the diesel

engine has a clear advantage. For the inner city, for short-distance

trips, hybrid and electric drives are viable, however, and

have a great advantage in terms of noise. And at ports and on

plant premises where pollutant emissions are a problem, electric

drives are already taking over, such as in the ports of Los Angeles.

Back to infrastructure: You’ve said that it is hard to imagine how

existing roads will cope with so much more traffic. Isn’t this

especially true in fast-growing countries like China and India?

India has just launched a major road expansion program. And

China probably actually has more infrastructure capacity than it

needs—at least in critical areas like ports. The roads of western industrial

nations are in principle sufficient to handle the expected

growth—provided that money is invested in better transport management


Really? Central Europe is already choked by traffic jams...

Away from ports and other major freight generators, traffic jams

are mainly caused by passenger cars, so traffic management solutions

have to address cars as well as trucks. The best thing would be

a flexible toll, where the prices would vary in accordance with road

use, based on clearly defined and fair regulations. Technically, it

could be based on the German Toll Collect system, for instance.

Couldn’t intelligent control systems also help to regulate the

flow of traffic? By GPS and autopilot?

Photo: Prisca Martaguet

> freight traffic

Trucks will become the

backbone of global trade

experts forecast that the share of truck

traffic will grow to 73 percent of overall

freight traffic by 2030. especially china

will see a much increased significance

of trucks as a means of transportation.

Source: Transport Outlook 2011,

International Transport Forum






Yes, indeed. Although the main advantage of the road system is

that drivers can decide for themselves how and where to travel.

Navigation systems that are permanently online and communicate

with one another can help guide traffic away from congested

links, however.

You seem to be assuming that there isn’t going to be any change

in the demand for mobility. Yet many young people in the

west are not actually concerned any more with having a car of

their own and are looking for alternatives.

That is indeed true. And there’s a whole raft of innovative approaches

which meet this trend. Car sharing for instance. Electrical

cars, provided at small charging stations around the city, similar

to hire cycles, are to be piloted in a number of cities including

Paris. You could also imagine contracts of the sort you get with a

mobile phone. The customer buys the electric car and rents the

battery, as that is the most expensive element.


















forum 03/2011 13

And in parallel to this, societies are getting older all the time.

Don’t we need quite different strategies to cope with this?

Of course. People of advancing age tend to use cars less and are

more likely to rely on public transport. But then public transport

needs to be geared to accommodate them—with low-floor buses,

easily accessible seats and hand holds. All features that benefit

other users too. The trend is designing public transport systems

to be accessible for all.

So will trains and buses become increasingly important for

passenger transport?

It’s a similar situation to that with freight. Rail-based systems

can’t just be developed overnight. But if you keep a lane free for

buses, as is the case today in many parts of London, you have

created massive new capacity at a stroke. In cities, of course, buses

can also use an electrical drive system. In any case, they have

a big future ahead of them. <



91 94


Photos: Sorin Morar, imago/Peter Widmann

>>> “Any of you without a last will: Not

making it was a mistake!” Addressing her

guests, Christina Bruch-Schneider does not

exactly mince words. Then she pushes the

button. And down it goes. From a height of

63 meters. Straight as a die, at a speed of 15

meters per second. We are on the 66-metertall

Power Tower, the highest transportable

free fall tower in the world. ”You all still look

fine,” whoops Christina Bruch-Schneider

master of free fall

The soaring and regal highlight of every funfair: the Power Tower.

MAN trucks carry the colossus across Germany—

and to its seasonal pinnacle, the Munich Oktoberfest.

Several steel floor slabs

provide the basis for the

180-ton giant.

into the microphone. “But that was only for

starters. Part two is still to come.” And with

that she fires the gondola and its ten and a

half thousand kilos back up to the 13th story

of the Power Tower, with its 32 ecstatically

screaming and foot-stomping passengers.

“You want more? You can have more!”

“Experience enhancement through

commandos” is the term in show business

circles. And Christina Bruch-Schneider can

forum 03/2011 15


issue those like no other. That is why patrons

are flocking in droves, craving the

adrenaline kick that comes with speed and

acceleration. And the dizzy altitude is another

factor in this extraordinary thrill

ride. The Power Tower is among the top attractions

at every fun fair and festival. To

make this amusement ride shine in all its

glory, showman Ewald Schneider has to

meet a huge logistics challenge each and



every time. It takes about three days for him

and his team of nine to 20 assistants to set

up the 180-ton cult tower, which occupies

an area of 21 by 22 meters. As this is such an

elaborate procedure, the family business

attends only major events—such as the famous

24-hour endurance race at Le Mans,

the Winter Wonderland in London, the

Hamburg Dom festival and, of course, the

Munich Oktoberfest.

Reliable MaN fleet

The Schneiders and their Power Tower travel

with an entourage consisting of five traction

vehicles—all made by MAN—plus 11

trailers and attachments. Even on the Autobahn,

the tower makes an impressive showing—a

spectacular convoy. It takes five trailers

to carry the mast alone, conveniently

disassembled into six parts, from one festival

to the next. Just a few days ago, Ewald

Schneider added a new, specially manufactured

motor tractor with crane to his pool

of MAN vehicles. The truck was used for the

first time at the Fall Festival in Rosenheim,

Upper Bavaria. The next stop was the famous

Munich Oktoberfest. “It’s the perfect

vehicle,” enthuses Schneider. 44 years old,

he was born in Eastern Westphalia and now

resides in Munich. Indeed, the MAN vehicle

is a real showman’s truck. The silver 33.540

TGX with a six-cylinder power set has been

specially designed with three axles. Its tail




1. Part of the gondola swings into view. The cabin

can accommodate 32 brave passengers.

2. Practiced choreography: The team needs around

three days to get the tower set up.

3. The size of mill wheels, these brake disks catch

the cabin just a few meters off the ground.

supports a regal telescopic crane for lifting

massive loads. “This way, the truck helps us

with setting up and dismantling and it is

also powerful enough to pull our trailers,

which weigh tons,” says Schneider during

set-up in Rosenheim.

colossus of MaNy toNs

Such multitasking capability is a top priority

for show people when it comes to their

vehicle fleet. “We clock between 30,000 and

40,000 kilometers per year. That isn’t much

for a traction unit,” observes Schneider.

With its MAN fleet, the family company

transports the individual tower components,

gondola elements, supports, the

workshop container, as well as the personnel

vehicle and accommodation caravans to

about 10 events every year. The heavyweight

record is set by the tower’s central

unit, weighing in at 58 tons. With its two

1,200 hp electric motors, the gears, cable

winches and brake disks, it provides the

foundation as well as the physical centerpiece

of the structure. Four projecting steel

struts give the tower a secure base. Setting

it up the way its inventor intended requires

a high degree of experience and accurate visual

measurements. “The base and the load

carrying points have to fit together perfectly,”

says Ewald Schneider. “Basically, we are

rebuilding the foundations from scratch

each and every time.” And the team does it

Photos: Sorin Morar

Operated by remote control,

the telescopic crane of

the MAN truck is ideal for

lifting heavy loads.



with great diligence. Experts from the local

planning authorities and the TÜV, Germany’s

quality standards authority, check meticulously

to make sure that all safety regulations

are followed.

One of the biggest challenges for the

troupe is that of positioning complex technology

and high-end equipment securely in

a very confined space. While setting up the

tower, every switching maneuver and every

manual operation must be absolutely accurate.

Everything runs according to a practiced

setup plan. After all, pitches at festivals

are valuable commodities.

tough job, but never boring

In order to assemble the five tower elements

with their brightly colored lights down to

the nearest millimeter, a special big crane

moves into action. Using a kind of joystick,

the crane driver lifts parts weighing tons

from the flatbed trucks arriving in close

succession, swings them like toys into the

air and places them precisely on top of one

another. This calls for maximum concentration

from the whole team. “Show people are

jacks-of-all-trades, because they must be

lending a hand wherever it’s needed,” says

Schneider, describing the job profile. This

applies both to assembly and to operation.

It can happen that the boss has to repair a

transformer, or the electrician may have to

stand in at the cash desk or whip the crowd



into a frenzy. “It may be a tough job at times,

but it’s never boring,” says Christina Bruch-

Schneider, who is busy with her bookkeeping

even while the tower is being set up.

Ewald Schneider and his wife were literally

born into the travelling show circuit

and its business. She comes from a long line

of an established Düsseldorf showbiz family.

“I grew up with big wheels and rollercoasters.

I’m the eighth generation of my

family to be touring folk festivals.” Her hus-



1. Ewald and Christina Schneider both come from

long-established show-business families.

2. A canine guest throughout Germany: Oskar the

Dog never misses a festival.

3. The Schneider outfit takes its principal attraction,

the Power Tower, from one city to the next.

4. The MAN fleet arrives early in the foothills of the

Bavarian Alps; assembly in Rosenheim can begin.

band can look back at 250 years of folk festival

history carved into his family tree. “My

great-grandfather had hippodromes, with

pony rides as the special attraction. I was

presented with my first autoscooter at the

age of 16. That was my first step in the direction

of independence.” The Schneiders have

three children, aged 18, 15 and six. Just like

their parents before them, they are educated

at boarding schools. Will they be going

into show business as well? “We’ll have to

see about that,” says Christina Bruch-Schneider.

“School takes priority. We are all well

aware how hard and laborious this job is.”

Family with a Fun Fair gene

Ewald Schneider junior, the 15-year-old,

seems to have already developed a taste for

the family tradition. During his school

breaks, he helps set up the tower, assisting

his father in lifting the last unit of the

brightly colored backdrop to its lofty position

with the telescopic crane of the MAN

TGX. “Power Tower” is written on it in red

lights, together with “13th Floor”. As the last

component of the façade is screwed into

place, the glamour is already palpable. The

plastic seats with their orange safety bolts

gleaming like life jackets are still vacant as

yet. The gaze is drawn up and further up, to Morar

the very top of the tower. Yes, indeed: “Any


of you without a last will: Not making it was

a mistake!” Let the good fair times roll. < Photos:

The Power Tower is considered

the tallest transportable

free fall tower in the world.

In less than five seconds, it

drops from a height of more than

60 meters to ground level. This

earned the tower an entry in

the Guinness Book of Records.

> RecoRd fIGuRes

Power Tower – the fastest route

between heaven and earth

Total height: 66 meters

drop: 63 meters

speed rising: 6.5 meters per second

speed falling: max. 15 meters per second

Weight of the gondola (loaded): circa 10,500 kilos

Passenger capacity: 32

Total weight of the equipment: circa 180 tons


The value of experience

Talent, diligence and a little luck are generally considered indispensable

success factors. Yet young professionals need role models just

as urgently. With tailored mentoring programs, the MAN Group supports and

nurtures men and women in their career development.

Properly sowing the seeds: From the beginning, mentors offer advice and inspiration to career entrants.


“What mentors teach

their mentees can’t

be learned from books.”

Harika Yücebilgiç, talent management

specialist at MAN SE, Munich

Deeper roots, faster growth: Mentees tap the networks of their mentors to learn more about the company environment.

forum 03/2011 21



“Mentors experience a real

sense of appreciation that they can

pass on their experience.”

Martina Zimmermann, head of Worldwide Organization Personnel

Development, MAN Diesel & Turbo, Augsburg

Sustainable growth: Through mentoring programs, companies pass on valuable expertise to the next generations.

Photo: Kenji Aoki

>>> Harika Yücebilgiç is certain: “Mentors

can teach their mentees what can’t be

learned from books.” As talent management

specialist at MAN SE in Munich, Yücebilgiç

manages MAN’s mentoring program at the

Technical University of Munich (TUM).

Since 2007, the commercial vehicle and engine

manufacturing company has supported

programs at TUM whereby alumni—former

students of the university—assume a

year-long mentorship for current students.

This involves not only entry into professional

life, career planning, leadership and

technical issues, but also personal matters,

such as juggling family commitments and

professional life, work-life balance, or conflict

management. In addition to first-hand

support, mentors offer their protégés access

to their own networks to facilitate internships,

diploma theses or job placements.

MAN considers it a fundamental

social responsibility to provide support today

for the generation of tomorrow,” says

Jörg Schwitalla, Chief Human Resources Officer

at MAN SE and patron of the TUM

mentoring program. “Our experienced

mentors offer students an important jumpstart

for their careers. On the other hand,

we get to know motivated young people,

who contribute new ideas to the company.”

MAN’s commitment also emphasizes its

appeal as an employer, by strengthening

the company’s reputation and assisting in

personnel recruitment.

aluMni for students

Is an internship advisable after studying

abroad? How can doctoral work be reconciled

with family commitments? These and

other questions are the topics of discussion

for Robin Sonneborn, who took up his mechanical

engineering studies at TUM in May

2011, and for his MAN mentor Sven Eisenbach.

Now working for MAN Diesel & Turbo

in Augsburg, the computational engineer

says that while a student, he had been grateful

to talk to friends of his parents about career

issues. “It does help to exchange views

with someone who has already had the experiences

that still lie ahead,” says Sonneborn.

When asked if she would like to join

the TUM program as a mentor, Fernanda

Kleffmann did not hesitate for a second. “I

really liked the idea. It was something I’d always

wanted to do,” says Kleffmann, who

comes from Brazil and now works as a logistics

project manager at MAN Truck & Bus in

Dachau, near Munich. Since the spring of

2011, she has been mentoring 26-year-old

mechanical engineering student Kerstin

Schmidt-Thrö. They meet once a month to

discuss job applications, contact networks

or planning trade fairs. “I enjoy sharing my

expertise,” says the 33-year-old. “This kind

of mentoring isn’t a monologue at all, but

rather an exchange. I also tell her about my

projects. We meet at eye level, that was very

important to me.”

The idea of mentoring was resurrected

just a few years ago to benefit HR development.

And yet it is by no means a passing

fad. The concept dates back to Greek mythology:

Before setting off for the Trojan

war, Odysseus asked his confidant named

Mentor to look after his son Telemachus in

his absence, introduce him to society and

stand by him as fatherly figure and advisor.

Referring to this story, mentoring today describes

the specific exchange of information

between people on different developmental

and hierarchic levels.

The first mentoring programs deliberately

targeted the advancement of women,

who are rarely found in top positions even

with outstanding abilities. Contact with

persons in executive positions is particularly

useful to them. Traditionally shaped by

industrial production, MAN is industry average

with a female ratio of about 11 percent.

In order to boost this figure—not least in

forum 03/2011 23


view of skilled labor shortages—MAN proactively

supports promotion programs to

encourage women in technical professions,

such as the mentorING scheme (ING being

the German abbreviation for engineer) at

the Technical University of Munich. Female

students of electronics and IT, mechanical

and construction engineering, computer

sciences, and physics receive the support

and advice of an experienced mentor for a

year at a time and can attend numerous

events on topics such as career planning,

professional bearing or how to make a good

impression, or job application training.

external Mentors

Tanja Reissenweber is another beneficiary

of targeted advancement for women. When

the 40-year-old took up her first management

position at the Bavarian home loan

bank LBS, she was proposed for the crossmentoring

program, an initiative by Munich’s

social services department, aimed at

female executive staff, which brings together

mentors and mentees from different

companies in pairs. “I wanted a clear view of

my career goals,” explains Reissenweber.

Her mentor came from MAN—an advantage,

she thinks. “I wouldn’t have been so

open with someone from my own company.”

And besides, the relevant issues in the

two companies differ less than some would

assume: leadership issues, self-presentation,

compatibility of family and career.

“We used a project in order to make Tanja

Reissenweber more visible in her company,”

says her mentor Wolfgang Weiss, personnel

developer at MAN Truck & Bus Germany,

one year and many meetings down the line.

“He helped me recognize the value of my

contribution and to stop playing it down as

something to be taken for granted,” says

Reissenweber, in appreciation of her mentor.

“He was very skillful in asking me pointed

questions and thus helped me in heading



off in the right direction.” She now has a

better view of her career. Although being a

committed executive she has deliberately

decided against taking the next step on the

career ladder. Unlike in the past, however,

she now contemplates the idea of going into

business for herself, she says. Just like Tanja

Reissenweber, female junior executives at

MAN can also benefit from experienced

mentors at other Munich companies such

as Allianz, Siemens and Wacker Chemie.

international exchange

Martina Zimmerman, head of Worldwide

Organization Personnel Development,

could never have imagined the enormous

interest that young people would have in

the experience of the older generation. Last

year, MAN Diesel & Turbo in Augsburg

launched an internal mentoring program

with 10 mentoring pairings. In it, executives

with international experience support

selected young talents beyond location

and national boundaries. “The feedback

was quite overwhelming,” reports a

rather pleased Zimmermann.

Now in its second year, the mentoring

program has been extended to 17 pairings.

Be it in Augsburg, Zurich, Oberhausen, Berlin,

Copenhagen, Dubai or India—mentors

are meeting with their mentees from a variety

of departments. The objectives here

are as varied as the individual personalities.

“With one pairing, the emphasis will

be on management issues, while another

might focus on how to position oneself

during an international assignment in such

a way that headquarters will also notice,”

relates Zimmermann. In addition, she says,

the mentoring program encourages knowledge

transfer and cooperation between departments

and across national boundaries.

These cross-corporate exchanges are

also important to Bernhard Frey. As head of

Personnel Marketing at MAN Truck & Bus in

Munich, he is responsible for its Graduate

Program, where he himself serves as a mentor.

While it began at the national level back

in 2003, the program has been expanded to

cover 40 locations worldwide. Supported by

an experienced executive from their main

department who acts as a mentor, trainees

pass through a series of company postings

over the course of 15 months—including

some abroad—to become better qualified

for their future professional responsibilities.

The prospect of jumping on her career

ladder with an overall view was particularly

attractive, says his trainee Antje Bolenz.

Alongside her work in the HR division, the

business administration graduate has had

placements in communication, management

support and production—enabling

her to not only broaden her expertise, but

also to establish valuable contacts within

the company. “Moving from one office to

another and assuming new responsibilities

all the time isn’t easy. I need to adapt rapidly,”

reports the 27-year-old. “It is our goal

that trainees will network together and cooperate

in an interdisciplinary way,” says

her mentor, Frey. “We want engineers working

with controllers, and developers with

HR managers—that is precisely what the

company needs.”

open to feedback

MAN expects its trainees to meet the highest

standards in this regard. “We want the

very best graduates in all sectors: engineers,

marketing specialists, HR officers,

technicians, production technicians,” says

Frey. “They must deliver performance, be

willing to learn, cope with conflicts and remain

open to feedback.” Bolenz not only

appreciates that her mentor tells her about

her strengths, but also values his pointing

out what she still needs to work at. No matter

what challenges she is encountering,

important issues with him, and he takes

the time to listen. “I have the feeling that he

always drops everything he’s doing whenever

I should need his help.”

Mutual benefit

Still, not only does the generation of upand-coming

executive staff stand to benefit

from mentoring—mentors in turn can

profit from this intensive dialog with the

young. “Mentors experience a real sense of

appreciation by their company that they

can pass on their experience,” explains

Martina Zimmermann.

In addition, mentors can share their

experiences with others in their position at

MAN networking meetings. The process of

helping and advising another person is also

a personal discovery, says mentor Sven

Eisenbach, describing his own experience.

Mentoring made him reflect on what he

himself did upon first finishing his degree

and at changing situations at the beginning

of his professional career. Considering

his past motivation, he says, has helped

him to develop further. And it actually

happens quite often that old hands can

learn something from these whippersnappers.

Mentor Wolfgang Weiss compliments

his mentee Tanja Reissenweber: “I admire

the ease with which she reconciles family

and a career. I would never have managed

that feat myself. She has actually taught

me: Yes, it’s possible.”

During the ongoing contest for the

top talents, mentors also serve as figureheads

for the company. “Well-qualified individuals

are needed at every level,” points

out Eisenbach. “The intensive support program

offers the opportunity to recruit a

truly outstanding staff member.” As witnessed

by Thomas Grimm, a designer in the

truck product management department of

MAN Truck & Bus: His mentee is now working

at the same company. <

her mentor is involved. She discusses all Photo: Gallerystock/Mark Laita

“Mentoring isn’t a

monologue, but rather

an exchange.”

Fernanda Kleffmann, Logistics Project Manager,

MAN Truck & Bus, Dachau

“The intensive support program offers

the opportunity to recruit a

truly outstanding staff member.”

No mentoring sans controlling: Upon conclusion of frequently long-term support, the mentees’ development process is jointly discussed.

forum 03/2011 25

Sven Eisenbach, computational engineer,

MAN Diesel & Turbo, Augsburg

Powerful all-rounder

A newly developed gas turbine from MAN Diesel & Turbo can generate

an output of six megawatts of electricity—sufficient power to supply

a small town of 13,000 households. One outstanding feature is the turbine’s

economical size: It could easily fit into a double garage.

oIl Cooler

Keeps the lubricating oil for

the gas turbine system

at the right temperature.

Input aIr fIlter

makes sure that only filtered air

enters the gas turbine, without any

particles or foreign matter.

Control system

this electronically controlled and

computer-monitored communication

unit links the entire package

with the customer’s control room.

Infographics: Horst Kolodziejczyk/Hokolo 3D


Power-heat cogeneration

utilizes fuel twice as effectively—producing


electricity and heat, which

would escape through the

chimney in other systems.

This allows for actually

utilizing about 80 percent

of the applied energy.

auxiliary Gear uniT

links the starter motor as a

drive with the gas turbine.

heaT exChanGer

here the exhaust heat from the

turbine turns water into hot

steam that can be used for other

applications, such as drying

or melting a variety of products.

Gas Turbine

The system’s centerpiece. newly

developed by man Diesel & Turbo,

it features a high degree of efficiency,

low emission levels and low maintenance



The gas turbine

drives a generator

and thus supplies


Power Gear uniT

Converts the rotary speed of the gas turbine

to the required generator speed. For powergeneration

purposes, this amounts to 50 hertz

in europe and 60 hertz in the us.


>>> Shimmering like silver, the metal piece

rests on your skin, nestling into the palm,

smooth and cool. Merely the size of a

thumbnail, the object has the ideal dimensions

and design of a mislaid earring. Far

from it, though. This tiny thing measuring

just 17 millimeters actually turns out to be a

compressor blade in the original format. It is

part of the 11th and smallest compression

unit of the new gas turbine made by MAN

Diesel & Turbo.

The new member of MAN’s gas turbine

family is designed to tap additional market

potential, especially in the field of decentralized

energy production. Such applications,

which must work quickly, reliably and independently

of the rest of the power grid, require

machines of the six-megawatt class—

previously missing from the company’s

portfolio. To close the gap, the smaller drive

designed at the Oberhausen plant now supplements

the more powerful THM turbines

from MAN Diesel & Turbo, which work as

heavy-duty turbines with an output of more

than 10 megawatts.

> Six-megawatt gaS turbine

Compact size, efficient energy yield

Similar to a car engine, the gas turbine is a drive machine comprising several components.

the power unit owes its name to the hot gas generated in the combustion

chambers, 01 causing the turbine blades 02 to turn. thus, thermal energy is converted

to mechanical energy, which initially drives 03 the compressor. in the twinshaft

design represented here, the compressor and the gas generator turbine 04

form a single unit. the same housing contains the effective power turbine 05 , which

is also used as a mechanical drive in gas or oil pipelines, or else serves to produce

power through a generator. in order to initiate the overall process, ambient air is first

sucked into the system through the inlet housing 06 . the adjoining compressor is

equipped with 11 rows of blades of varying sizes. the largest blade is about the size

of a slice of toast; the smallest is about as large as a dime. Step by step, the air is increasingly

compressed and driven into the combustion chambers at high pressure.

Here the air blends with a gaseous or liquid fuel, ignites and combusts. One part of

the air intake is diverted from the combustion chambers and serves to cool the surrounding

environment, which can reach a temperature of

up to 1,200 degrees Celsius.


Kolodziejczyk/Hokolo Horst Infographics:

Thorough markeT analysis

Kicked off six years ago, the development required

a substantial specification document:

The resulting product needed to be long-lasting,

robust, easy to maintain, low in emissions

and versatile. In addition, it required a

high degree of efficiency when working at

less than full capacity. Due to experience




gathered in recent years with the technology explains Volker Langusch, project manager test center developed specifically in Ober-

to improve the output and efficiency of the for Sales in the Process Industry Gas Turhausen, the complete system—comprising

THM series, the development team found it bines sector. Take the test compressor, for in- the compressor, the turbines and peripheral

easier to achieve these ambitious targets. In stance: Fitted with blades in the original size, units—underwent its first performance tri-

addition, setting up a comprehensive net- it passed all tests perfectly.

al from November 2010 to February 2011.

work of partnerships with universities, re- Tested at another institute, the com- The outcome was satisfactory: Hundreds of

search institutes and other companies bustion chamber proved its functionality measurement devices proved that the new

proved extremely useful. “This way we could with regard to the desired emission levels gas turbine remained within the desired

test the functionality of many individual for nitric oxide and CO2, as well as the unit’s limits in all segments. “Starting with the

components in advance, which accelerated stability and cooling of hot components. first ignition, we went from zero to a

the development of the overall system,” This cleared the way to a prototype. At the 100-percent performance in just a week,”





lauds Sven-Hendrik Wiers, head of Gas Turbine

Development at MAN Diesel & Turbo

in Oberhausen. Nothing remained to hinder

a market launch in December 2010.

Based on a detailed analysis of customer requirements,

the turbine will become available

in either a single-shaft or a twin-shaft

version in the future. The difference: The

two-shaft machine serves as a mechanical

drive, such as for compressors in the oil and

gas industry. In this design, the turbine part

is divided up into a gas generator turbine

and a power turbine, with independent rotary

speeds. In the single-shaft design, all

the compressor and turbine systems are

lined up on the same shaft.

used in mini power stations

Due to its compact size—about four meters

high, three meters wide and eight meters

long— the gas turbine can be used wherever

electrical energy is needed: in remote

locations like an oil platform, for instance,

or as a mini power plant for residential areas.

After all, the turbine’s six-megawatt

output can provide power for a small town

of around 13,000 households. MAN’s developers

are talking about a “world-class” machine

that is so economical of space that it

would fit into a double garage. Another

market for the gas turbine is in the field of

regenerative energy, as sun and wind do not

always deliver power consistently. What to

do in the case of light rain, overcast skies

and no wind? For a reliable source of power,

a regenerative energy supply needs backup

power plants to balance these fluctuations.

To this end, gas turbines can be expected to

also play an increasingly important part in

future energy production.

Last but not least, there is also increasing

demand for gas turbines in power stations

that work according to the power-heat

cogeneration principle. This technology results

in a more efficient use of energy than

when heat and power are produced separately.

In combined gas turbine and steam

turbine systems, for example, the exhaust

gases from the turbine can be directed to a

waste heat boiler that produces steam. This

drives a downstream steam turbine that

yields additional electricity. The steam’s residual

energy content at the turbine outlet

can be condensed in a cooling tower or used

to generate more heat. In comparison with

pure gas turbine operations, this results in

a significantly higher degree of efficiency:

Just in terms of electricity production, the

efficiency gain is well above 30 percent. In

coupled operations, a fuel utilization level

of around 80 percent is also achievable,

which in turn helps to improve the system’s

environmental balance.

In addition to eco-friendliness, the developers

also focused on the economic aspects

of the new product. “With a projected

life cycle of 30 years or more, the initial investment

is negligible,” emphasizes Sven-

forum 03/2011 29


“Starting with the first ignition, we went from

zero to a 100-percent performance in just a week.”

Sven-Hendrik Wiers, head of Gas Turbine Development at MAN Diesel & Turbo, Oberhausen

“A comprehensive network of partnerships allowed us

to test the functionality of many individual components in

advance, which accelerated machine development.”

Volker Langusch, project manager for Sales in the Process Industry Gas Turbines sector

Hendrik Wiers. Fuel costs and maintenance

play a decisive role here. Nobody can predict

what the price of natural gas is going to

be in 20 years’ time. Other fuels—such as

synthetic gases, biodiesel and bioalcohol—

are therefore growing increasingly important.

With its six small combustion chambers,

the design of the new gas turbine

makes it easily adaptable for a variety of different


easy maintenance

The new gas turbine was also designed with

an advantageous approach to servicing in

mind—an important sales argument for

customers. While a complete turbine replacement

can be carried out within just

72 hours, inspections hardly cause any interruptions

to normal operations. This is

due to a sophisticated maintenance system

developed by MAN Diesel & Turbo. It involves

online monitoring that detects abnormalities

and introduces appropriate

measures immediately, as well as a device

known as a borescope. In rather the same

way as an endoscope is used for arthroscopy

of the knee joint, it allows for examining

the interior workings of the turbine without

any disassembly. Another advantage of the

new product from Oberhausen is that all

components of the gas turbine system—

from engineering through to the service

package—are supplied by a single source.

Whether set up as a mini power station

in the neighborhood or used as a backup

system for solar and wind power generators:

The good old gas turbine will continue

its powerful spin, adding to the energy mix

of the future.



Surge of SavingS

No less than a revolution in marine engine design: The G-type from MAN Diesel & Turbo features a longer piston lift

that reduces engine speed and thus supports the use of ship propellers with an even greater diameter.

>>> The concept is rather straightforward:

Slowly rotating ship propellers with a comparatively

high diameter are considerably

more efficient than smaller ones with

greater rotational speed. When it comes to

large-bore two-stroke engines that require

no gears but are driving the propeller directly,

the outcome is obvious: The larger

the propeller, the lower the speed that the

engine must provide. And precisely this

task was accomplished by MAN Diesel &

Turbo’s recently developed ultra-longstroke

engine. Its core characteristics allow

for lower engine speeds, larger propeller diameters,

and thereby significant fuel savings,

and correspondingly reduced carbon

dioxide emissions. According to Ole Grøne,

senior vice president for Low-Speed Sales

and Promotions at MAN Diesel & Turbo,

the G-type engine represents “the most

revolutionary development in our engine

portfolio over the last decade, ever since

the successful introduction of the electronically

controlled ME drive.”

New ship desigN waNted

Based on further reductions in the engine’s

rotary speed, the G-type engine supports

the use of propellers that can surpass the

previous diameter by up to a meter. This reduces

consumption by 4 to 7 percent in

comparison with MAN Diesel & Turbo’s established

S-ME engine series. These S-type

models with a long piston lift and low en-

the past as the principal drive of tankers and

bulk goods freighters. More often designed

for speed, container ships have generally

been fitted with engines of the K-series,

which have a shorter lift and higher engine

speed. Responding to the economic pressures

of recent years, however, shipping

companies have increasingly been favoring

> PoTeNTiAl sAviNGs

Looking at lower cost

The G-type engine’s fuel consumption

(sFoC) is up to seven percent less than

that of traditional two-stroke engines.

Standard operations (S-type)

Part load operations (g-type)

Low load operations (g-type)

170 SfoC g/kWh


the S-models—combined with a bigger propeller—for

these goods carriers as well. “The

time was ready for our even more efficient

G-series,” says Ole Grøne, explaining the decision

to introduce the new model in the fall

of 2010. In order to create space for the bigger

propeller, shipyards must now redesign

the layout of ship sterns. This signals a radical

shift in shipbuilding and engine design.

Optimized eNgiNe cONtrOls

Nowadays, customers are primarily focusing

on their operating costs, as the high fuel

prices of recent years have caused those to

just about explode. The optimization of fuel

consumption therefore became a key issue

for engine developers, who are striving to

meet this challenge through a combination

of the most recent process parameters.

These include factors such as low load optimization

options, turbocharger switch-off

mechanisms and variable turbine geometry.

In addition, the implementation of

varying cylinder spacing also results in the

reduction of engine block weight.

Among the first to tap the benefits of

the new generation of two-stroke engines

for its fleet is the Greek shipping company

Thenamaris. Soon after the market launch,

the Athens-based company ordered four Gtype

engines to power four of its container

ships. The first of these goods vessels is

scheduled to leave the shipyard in South

Korea in August 2013, charting the course to




50 60 70 80 90 100

engine torque in percent

gine speed have been traditionally used in the seas of the world. < Photo:

Massive momentum: New ship engines

from MAN Diesel & Turbo facilitate the use of

larger propellers, which saves fuel.



Groundwork for iron birds

Helicopters must meet the highest standards of reliability,

particularly their gear units. RENK Test System GmbH, a subsidiary of

Augsburg-based Renk AG, offers custom-tailored test beds

that drive them to the utter limit.

Photos: Clip Dealer, Jan Greune

A mechanic gets everything set up

for the assembly of the main rotor

flange, which serves as the mount

for the gears undergoing testing.



>>> “In constructing test systems, fixed

standards are no use for us at all. Everything

is customized and designed to meet

the customer’s individual requirements,”

says Mathias Karrer. The managing director

of RENK Test System GmbH (RTS) is conducting

a tour of the test system manufacturer

in Augsburg, where modern factory

workshops alternate with historic brick

buildings. “And so our employees’ job is

never daily routine—instead they are continuously

engaged in ground-breaking

work.” Karrer feels rather enthusiastic about

Software experts check the measuring

technology of a test bed destined for Asia.

the richly varied work. Currently, his staff is

focusing on the construction of test facilities

for helicopters.

This subsidiary of Renk AG, where

MAN holds a majority interest, specializes

in turnkey test systems and shares a production

site with the parent company. Some

of the office buildings and workshops date

back to the early 20th century—when today’s

specialized gear systems manufacturer

Renk was a workshop for making cog

wheels. RTS develops and produces test systems

for railed vehicles, wind power plants

and the automotive and aviation industries.

In one of the assembly halls, two helicopter

test beds are under construction. Painted a

bluish gray, these steel juggernauts almost

reach the ceiling. They are surrounded by

what initially looks like chaos: Cabinets

containing electronic power units are set

up in a long line, with a start-up container

stuffed with computers and monitors in

the middle, surrounded by crates filled

with individually customized mechanical

and electronic parts. And yet this apparent

clutter actually has a system. Both test

units will leave the plant before the end of

this year, one headed for the United States,

the other to Asia. To this end, they are first

broken down into assembly modules,

packed into boxes and dispatched to their

destination, where RTS staff will put them

back together according to very detailed assembly


TesTs before delivery

“Any test bed always exists for the purpose

of imitating reality for the test object,” explains

Jörg Cordes, who is key account manager

for aviation test systems and managing

director of RENK LABECO Test Systems, the

affiliate in the United States. “The essential

advantage of a test bed as compared with

testing under real conditions lies in the fact

that you can reproduce the parameters in a

controllable and continuable environment.”

In the case of helicopters, test systems are

used in research and development, as well as

for quality assurance in production and the

maintenance of gears. In the research sector,

test beds are used for the optimization of a

prototype, assessing and improving its functionality

and performance. Such testing processes,

which also check wear and tear of test

objects, can last more than 200 hours.

In quality assurance, test beds form

the last link in the production chain: Every

finished gear system is subjected to a test

run in order to check its functionality in the

On the 5.5 meter-high

test bed, helicopter gears

are tested for resistance

to different kinds of stress.

Photos: Jan Greune



shortest possible time. This also serves to

meet legal provisions, especially the flight

safety regulations issued by the US Federal

Aviation Administration in the case of helicopters.

Test beds also play a major role

when it comes to the maintenance of helicopters:

Choppers must prove their functionality

in flight at regular intervals. This

includes disassembling the gears and testing

them on the test bed. “The test criteria

for helicopter gears include the rotary speed

of the rotor, the torque, the oil pressure of

the gears and the oil temperature. The gears

are subjected to stress in order to test all

these variables,” explains Jörg Cordes. The

computer technology controlling the test

system is housed in a number of measurement

and control cabinets. To ensure stability

and user friendliness, RTS utilizes not

only commercially available hardware components,

but also operating systems that

are developed in-house.

The key component of these test facilities,

however, is RTS’s own automated RENK

Dynamic Data System (RDDS) for all control,

monitoring and visualization functions.

It puts the gears through a simulation

which imitates reality perfectly. It allows for

conducting virtual flights that simulate extreme

conditions, which could not be performed

for real without considerable risk.

About 80 percent of orders received

by RTS in Augsburg come from abroad. The

In the test workshop of RENK Test System GmbH in Augsburg, the test system is graphically

represented as a hydraulics diagram. This offers a detailed overview of the individual components.

market for test beds is a rather small universe,

with everybody acquainted with everyone

else. “There’s only a limited group

of experts in this particular field, with perhaps

some 50 individuals worldwide,” comments

Cordes. “We have orders coming in

from all over the world because we are wellestablished

on the market and also maintain

a good network.”

In the middle of the shop floor, a software

engineer and a start-up engineer are

currently busy calibrating the measurement

technology of the test bed destined

for Asia. This is a so-called multi-model

gear testing unit, where the gears of different

helicopter models—ranging from 6 to

15 tons in total weight—can be subjected to

trials. There is a designated pallet for every

gear type that helps maneuver the assigned

test object onto the test bed.

Customized teChnology

On average, it takes five to seven years

from drawing up the first development

plans for a helicopter test bed until the

unit is delivered to the customer. And delivery

times actually range between one to

three years. “The manufacturers approach

us with their ideas, or with specifications

they have already drawn up, and we develop

the test systems on that basis,” says

Cordes, explaining the process. In the case

of helicopter manufacturers, the development

phase of gears generally runs parallel

to the construction of the test units. “In

the best-case scenario, our systems will be

finished just in time to test the prototypes.”

But when this ideal can not be

achieved, RTS needs to build its own dummy

gears to ensure that the test bed is precisely

dimensioned for them.

The completion of the development

process and internal commissioning of a

system does certainly not mark the end of

an order for the team in Augsburg. “The assembly

staff working on the test bed at

RENK Test System are the same people who

will set it up and take it into operation onsite

at the customer location,” points out

Mathias Karrer. Among additional services

offered by RTS is the training of the customer’s

own employees. “We work to individually

design everything to meet the

needs of the customer. Custom-tailored

testing technology: That would probably

describe it best.” <

Photos: Jan Greune, Colourbox/Alex Fiodorov

MAN employees from R&D,

Aftersales and workshops bring

together their experience to new

product development.

Illustration: Debut Art/James Carey

Looking for the best soLution

Development, central Aftersales and workshops work closely together in MAN Truck & Bus

product developments—courtesy of the new Service Engineering department.

The goal: optimized technology over the entire vehicle life cycle and satisfied customers.

>>> Sometimes, the devil is in the detail.

Which would also apply to highly developed

engine technology. When the particle filter

must be removed prior to valve clearance

adjustment in a bus engine, for example,

the resulting extended stay in the workshop

drives up costs for a basically straightforward

service. “And that is not what the inventor

had in mind,” says Georg Pachta-

Reyhofen, Chairman of the MAN SE Board

of Directors. “The competitiveness of commercial

vehicles is increasingly decided by

the life-cycle costs. While maintenance

costs play a relatively small role, at less than

20 percent, the manufacturer, in contrast,

yields much control over them.”

AheAd of Their Time

Against this backdrop, the MAN Board of

Directors assigned Wolfgang Kuchler, former

head of Information Management at

MAN Truck & Bus, to set up a new department

in fall of 2010. This MAN Service Engineering

is responsible for working out precise

reliability guidelines in cooperation

with Research and Development, Aftersales

and workshop practitioners, relating optimized

diagnostic methods and bringing in

new insights as early as the product origination

stage. “The costs of repairs and maintenance

always depend on how the aggregates

are structured, which diagnostic possibilities

exist and how their degree of dissection

ProBLem SoLuTioN

A conducted search for errors in the workshop

includes the evaluation of information from

development and Aftersales and results in

competitive problem solving.

and replacement-part logistics look,” explains

Kuchler, who heads the Service Engineering

outfit today. “Unlike troubleshooting,

which is organized in a single unit at

MAN Truck & Bus, we in Service Engineering

are not concerned with handling the

finished product. We are more active much

earlier in the product engineering process,

meaning the time when the ‘product DNA’

evolves, if you will.” The service engineers

must therefore always stay a little bit ahead

of their time. “In addition, we’re always

forum 03/2011 39


looking at the later application of a new vehicle

or aggregate over the entire life-cycle,”

says Kuchler. In order to accomplish that,

the 42-year-old electronic engineer and his

team are in close dialogue with those in

charge at MAN Aftersales, with customer

advisors and workshop foremen. “Our principle

is that of ‘lessons learned‘. We take the

very concrete market needs, the demands

and problems of everyday life on-site, all

the experiences from the Aftersales environment

and integrate them into the creation

of the product.”

The Bigger PicTure

That is not always an easy task, as target

conflicts keep flaming up at the interfaces

between development, production and aftersales.

Are glued or bolted joints better?

How detailed and complex should aggregate

disassembly become? Kuchler’s experience:

“The answers coming from the preassembly

staff are often quite different

from the response in maintenance facilities.”

Production and initial assembly, for

example, might favor a bumper made from

one piece, says Kuchler. In case of damage

or a partial repair, however, the workshop

could please customers with a separable

variant and the advantages in terms of

costs and handling. Looking at the bigger

picture is not a new habit for MAN. “It’s

new, however, that we have established a

Joachim Götsche,

Aftersales – Service Engineering

MAN Truck & Bus Salzgitter

“Combustion residue from the engine must be removed

from the filter, so that the filter can be used over the

entire life-cycle of the vehicle. ”

system for this process through service engineering.

Individual employees have always

instinctively contributed their experience

to the creation of the product. That

approach now follows a comprehensive

plan,” says Kuchler. The team of Service Engineering

employees reflects the company’s

competence range, from foremen in

the workshops to development engineers

with doctoral degrees, he adds. “It is always

necessary to take an integrative overall

view in order to create added value,” emphasizes

Kuchler. “After all,” he says, “this

is also about the MAN customer promise

to provide efficient transport solutions

with immediate repair and maintenance

service to reduce the idle time of vehicles

to a minimum.”

extracting the optimum

The most important accomplishment of every

MAN service engineer is the ability to listen

closely. Only then, knows Kuchler, can

problems be transformed into solutions.

“We are meeting the market’s many challenges

with a comprehensive view. That also

always requires flexibility to deliver optimum

service for the customer.” On his flip

chart, Kuchler has drawn two possible connections

between a problem and a solution

with several quick strokes: One long, squiggly

line and another, line which is short and

direct. “Competitive solutions to problems

are possible only when everyone works together

to reduce the complexity of the individual

components in production and process

design, as well as in the customers’ expectations,”

is how Kuchler explains it.

Particle filters provide one example

for this approach. They collect soot particles

from the exhaust which continually

burn at an exhaust temperature of more

than 350 degrees Celsius— without leaving

any residue. The result is a vehicle with the

level of sustainability demanded by both

Illustrations: Debut Art/James Carey

“Innovative customer and service-oriented product

development requires the right information at the right time,

at the right place and of the right kind. ”

customers and legislators, meaning lower

particle and gas emissions with lower consumption

levels of fuel and oil. “Hower,

combustion residue from the engine, socalled

oil ash, makes for a gradual clogging

of the diesel particle filter,” explains

Joachim Götsche of Service Engineering at

MAN Truck & Bus in Salzgitter. “Such residue

must be removed from the filter, to

allow for its utilization over the entire lifecycle

of the vehicle.” This is in the interest

of saving costs, protecting resources and

adhering to the required environmental

standards in operation, emphasizes

Götsche. Together with developers and

hands-on staff in the workshops, the team

is now searching for an ideal process

design. “For us, it’s about weighing the advantages

and disadvantages between either

central cleaning and the installation of

exchange parts or cleaning in the respective

workshop and re-installation of the

original part afterwards.”

Curiosity and Love of detaiL

From such considerations and the ongoing

critical observation of different aspects of

solving complex questions, the service engineers

are working out checklists for product

development that meets the requirements

Wolfgang Kuchler,

Aftersales – head of Service Engineering

MAN Truck & Bus AG

of Aftersales. “We are information refiners,”

says Kuchler, summing up the task of his department.

“With changes of perspective and

permanent information exchange, we are

systematically expanding our database-supported

treasure of knowledge.”

This flows directly into the requirement

and system specifications book for everyone

participating in the process. Kuchler

is certain: “Innovative customer and serviceoriented

product development requires the

right information at the right time, at the

right place and of the right kind.” He and his

team are working on that every day—with

professional curiosity and love of detail.



From motor plow

to giant chippers

Nowadays, MAN is rarely associated with making engines for

agronomical purposes—even though the company motorizes the

world’s most powerful chippers. And for many years, MAN even

manufactured its own range of agricultural machinery.


Krone Big X 1100

MAN engines with an output of

up to 1,078 hp power the Krone

agricultural chipper. The top model of

the Big X series is the world’s largest

agricultural machine.

Photos: Holmer, Krone


Holmer Terra Felis 2

Holmer’s 14.5-meter-long Terra Felis 2

is used for harvesting sugar beets.

Its MAN diesel engine features an

output of 340 hp.

>>> The home of the superlative is certainly

the United States. Be it Texas, Idaho, Oregon

of Colorado—the western part of the country

is covered by endless rows of corn and

wheat fields stretching along dead-straight

country roads. Upon harvest time, the roads

and fields are taken over by the fleets of the

agricultural contractors. Working around

the clock, gigantic harvesters load up the

lineup of trucks that carry the harvested

crops to their destination. With its big machines,

the northern German manufacturing

company Krone feels right at home here.

forum 03/2011 43

“Meet the Big MAN” is the motto of its road

show, which presents the latest generation

of the Big X agricultural chipper to the public.

The convoy will continue to travel the

American West right up to November 2011.

The goal is to demonstrate to dealers and

customers involved in the harvesting business

the powerful performance of the Big X

with its MAN V12 engine.

“We make the most powerful agricultural

machine available on the market today,”

says Hartwig Janssen, and with pride in

his voice. Janssen is Krone’s sales manager

for the North American region and part of

the road show’s organizational team. The

machine he refers to is the Big X 1100. Its

chipping gear covers an impressive 14 rows

of corn—more than any other harvester. It is

powered by an MAN engine with an output

of 1,078 hp. “To reach this kind of performance,

we previously equipped the giant

chipper with two engines from a competing




MaN 4 s 2

The innovative and

pioneering 50-hp

four-wheel drive 4 S 2


presents the ultimate

achievement in MAN’s

tractor production.

MaN as 542 a

MAN’s road tractors

were mainly used for

local goods transport.

company, each with 500 hp. Thanks to MAN,

we now achieve the same results with just

one engine,” says Janssen. To improve efficiency

in all operating modes, a power management

system allows for throttling engine

output when engaged in lighter work.

The use of MAN engines in agricultural

technology is certainly not new. For

many years, MAN actually made its own agricultural

machinery. In 1921, truck production

at the MAN works in Nuremberg was

not at full capacity, so the company started

manufacturing motorized plows. In those

days, the motorized plow was a technical innovation—which

was acknowledged with

an award from Germany’s Agricultural Association.

The plant built 300 units before


MaN a 32 H

Equipped with the

recently developed

M-engine, the


models were

quieter and more


discontinuing production. It was 1937 before

MAN would resume the production of

agricultural machinery, with the 50-hp AS

250 farm tractor.

PoPular collectors’ Pieces

MAN’s first post-war tractor was the 25-hpstrong

AS 325 model, introduced in 1947. It

came with the option of a two-wheel or

four-wheel drive and was the first tractor to

bear the MAN Ackerdiesel (field diesel)

brand name. These tractors enjoyed the

reputation of being powerful, modern and

solidly built—and the four-wheel-drive version

was an especially pioneering one. By

the early 1950s, the export business had

grown to delivering Ackerdiesel units to

60 different countries, generating almost

the same sales revenue as within Germany.

As the rising demand for trucks resulted

in the MAN plant in Nuremberg reaching

its limits, production—including tractor

production—was relocated to Munich in

1955. Although MAN continued to modernize

its tractor range in the next few years,

production was finally discontinued in 1963.

The company had decided to free up further

capacity for its expanding truck business.

Today, MAN’s Ackerdiesel machines are

popular among collectors. About half of the

53,000 tractors once built are thought to

have survived to the present day.

Even though MAN ended its own production

of agricultural machinery in 1963,

the company’s diesel engines continue to

be found today in a wide variety of agricultural

applications. MAN engines have powered

tractors made by Schlüter and Fendt

for many years and a range of many successive

models. Diesel engines built in the

Nuremberg plant were and still are used in


Man as 325 a

MAN was the first

serial manufacturer in

Germany to build an

agricultural tractor with

a four-wheel drive.

massive agricultural machines, such as the

Holmer and Ropa beet lifter.

instant recognition

Engines for agricultural technology are the

focus of the Off-Road department at the Engines

Sales Unit of MAN Truck & Bus in

Nuremberg. “The main application areas of

the engines today are big harvesters, such

as agricultural chippers and self-propelled

mowing machines,” says Jürgen Haberland,

head of Off-Road Engine Sales for Industry

forum 03/2011 45


Man Motorpflug

The motorized tractor

was a serial product

and represented

MAN’s first venture

into manufacturing

agricultural machinery.

and Agricultural Technology. “Currently,

we are marketing a new generation of industrial

V-engines and other serial engines

to meet the coming legal exhaust requirements.”

He considers the “Meet the Big

MAN” road show organized by MAN’s business

partner Krone an affirmation of the

company’s strategy. “It is quite a special experience

for us that a customer would place

marketing emphasis on the motorization

with our new V12 engine,” observes MAN

manager Haberland. Janssen from Krone

agrees: “The joint road show has been beneficial

for both companies. MAN hasn’t had

a very high profile in this sector of the US

market in the past. Now all of a sudden everyone

is talking about these engines.”


closing words

Jörg Schwitalla,

Chief of Human Resources

officer of MAN SE

WINNING smart mINds

To remain an attractive employer for junior employees,

MAN is committed in many ways—ranging from professional

training to mentoring programs.

>>> How can we attract motivated talents at an early

stage? Which strategies serve us well in order to retain

young employees at MAN over the long term? In these

times of skilled worker shortages, such questions remain

important. In order to prepare for the future,

MAN has taken action. We support, for example, individual

mentoring programs at universities, where MAN

employees accompany students enrolled in technical

degree studies as mentors. As a patron, I feel especially

close to the mentoring program of the Technical University

of Munich (TUM), where supervised students

can discuss their questions about job market entry and

career planning with their mentors. Personal contact

often results in the opportunity of an internship or a

thesis in the company. Other than this, there are internal

mentoring programs at MAN subgroups—such as

MAN Diesel & Turbo in Augsburg—where currently 10

pairings of students and mentors are learning from

each other.

Alongside university graduates, trainees are a

special focus point at MAN. For this reason, the MAN

Group placed one more trainee than originally planned

at the start of vocational training in September 2011 in

each German training site. We are thereby participating

in an initiative of the metals union IG Metall in

North Rhine-Westphalia. To remain strong in innovation,

we especially need young, creative people with a

lot of enthusiasm for technology. This year, 677 trainees

have started their professional careers in various locations

in Germany.

The fact that MAN is perceived as an attractive

employer is not only indicated by the high number of

applications for trainee spots, and the repeated placement

of our enterprise among the “top employers in

Germany,” but also in the rising number of employees

at different Munich locations in 2011. Since January,

1,000 new employees have been supporting central areas

in particular, such as Purchasing and Product Development.

In order to accommodate the strong growth

trend of the MAN Group, we shall be opening another

new location in Munich this year. Some areas of the

company headquarters of MAN SE will be moving to

Parkstadt Schwabing in the north of Munich in November

2011, in addition to MAN Finance International and

MAN Truck & Bus Germany.

Be it our mentoring programs or trainee placements—MAN

is investing over the long term in the

training, continued education and promotion of its qualified

employees. This is especially necessary to secure

the company’s global competitiveness in the future. <




Photo: mauritius/Alamy

wIn an ExcURsIOn tO thE

wIntER wOndERland lOndOn


Simply provide the correct answer to this question: The gas turbine newly developed by MAN Diesel & Turbo features how many megawatts?

A) 6 B) 8 C) 10

Six years have come and gone between the first drawing on a blank sheet of paper and today’s endurance testing. About 200 people worked continually

on the idea, with many millions invested in the gas turbine that MAN Diesel & Turbo designed and developed. The result: Compact, efficient and multifunctional,

the miniature power plant can produce enough electricity for a small town with 13,000 households. Read more from page 24.

Submit your answer by e-mail to by October 30, 2011, providing your name and e-mail address, and you could win an excursion to

London’s Winter Wonderland. Set up in Hyde Park, the Christmas theme park will delight you: Besides a plethora of carousels, a Ferris Wheel and

roller coaster, there is also a circus and the city’s largest ice rink. Enjoy the romantic mood of the German Christmas market or experience a thrilling ride

on the Power Tower. The world’s tallest transportable free-fall tower travels to London on heavy-goods vehicles made by MAN. Look forward to an unforgettable

winter event, including an overnight stay for two.

A view across the Oktoberfest in Munich. The world-famous beer

festival boasts numerous attractions, including huge fairground rides,

which are transported by special MAN trucks.

More magazines by this user
Similar magazines