Logistics Standard For M 3399

MAN Truck & Bus AG WORKS STANDARD October 2011
Prepared by: Kubik, PWSPC
Vielemeyer, EAS
Logistics Standard for
MAN Truck & Bus
Release EAS:
2011-11, englisch
M 3399
This English version is a translation. In case of doubt or conflict the valid German-language original will govern.
1 Scope and purpose...........................................................................................................................3
2 Communication with suppliers........................................................................................................3
2.1 availability .................................................................................................................................................. 4
2.2 Consultation discussions............................................................................................................................ 4
2.3 Confidentiality ............................................................................................................................................ 4
3 Delivery standards............................................................................................................................4
3.1 JIS/JIT standard procedure........................................................................................................................ 5
3.2 JIS/JIT contract warehouse........................................................................................................................ 6
3.3 JIS/JIT 2-stage delivery process ................................................................................................................ 6
3.4 Ship to Line ................................................................................................................................................ 7
3.5 Individual procurement with/without warehousing...................................................................................... 7
3.6 Vendor Managed Inventory (VMI) .............................................................................................................. 7
3.7 Stock procurement..................................................................................................................................... 7
4 Planning and forecasting process ..................................................................................................8
4.1 Requirement forecast................................................................................................................................. 8
4.2 Freezing, model mix, pearl chain ............................................................................................................... 9
4.3 Flexibility in terms of supplier capacity..................................................................................................... 10
4.4 Maintenance of safety stocks................................................................................................................... 11
5 Call-off and ordering process........................................................................................................11
5.1 Call-off content, formats and transmission times ..................................................................................... 12
5.1.1 Call-offs within the context of the JIS/JIT standard procedure and JIS/JIT contract warehouse
procedure .................................................................................................................................................. 12
5.1.2 Call-offs within the context of "2-stage JIS/JIT" delivery ......................................................................14
5.1.3 Call-offs within the context of "Ship to Line" direct delivery..................................................................15
5.1.4 "Individual procurement" orders with and without warehousing ........................................................... 15
5.1.5 Information within the context of "Vendor Managed Inventory" warehousing ...................................... 15
5.1.6 Call-offs within the context of “stock procurement” .............................................................................. 15
5.2 Call-off recipient ....................................................................................................................................... 15
5.3 Checking of delivery forecast and call-off ................................................................................................ 16
5.3.1 Anticipated deviation in delivery date or quantity ................................................................................. 16
5.3.2 Changes after call-off has been sent ................................................................................................... 16
5.4 Technical fault in the case of JIS/JIT call-offs .......................................................................................... 16
6 Supplier shipping process.............................................................................................................16
6.1 Load carriers/Packing batch..................................................................................................................... 16
6.2 Labelling................................................................................................................................................... 17
6.3 Transport commissioning and responsibility ............................................................................................ 17
6.3.1 Responsibility for transport at MAN Truck & Bus .................................................................................19
6.3.2 Responsibility for transport on the part of the supplier......................................................................... 21
6.4 Customs handling and Incoterms for delivery of goods from non-EU countries....................................... 21
6.4.1 Supplier is not based in the EU............................................................................................................ 21
6.4.2 Supplier is based in the EU.................................................................................................................. 22
6.5 EDI communication in the shipment process ........................................................................................... 23
6.5.1 Delivery documents for transport and delivery..................................................................................... 23
6.5.2 Delivery papers via EDI ....................................................................................................................... 24
6.5.3 Invoicing via EDI .................................................................................................................................. 24
Continued on Page 2 to 43
Replaces: 2011-01 Material group no.:
MAN Truck & Bus Aktiengesellschaft, Munich works - Dept. Standardization (ESS) � All rights reserved according to ISO 16016.
Distribution and use of the contents are not allowed without written permission from MAN Truck & Bus Aktiengesellschaft.

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6.6 Quality of the delivery .............................................................................................................................. 24
7 Process for empties ....................................................................................................................... 24
7.1 Load carrier definition .............................................................................................................................. 24
7.2 Load carrier financing and development.................................................................................................. 25
7.2.1 Universal load carriers and small load carriers .................................................................................... 25
7.2.2 Special load carriers ............................................................................................................................ 25
7.2.3 Packaging material .............................................................................................................................. 25
7.3 Load carrier use and quality .................................................................................................................... 25
7.3.1 Handling load carriers.......................................................................................................................... 26
7.3.2 Container maintenance........................................................................................................................ 26
7.4 Use of the MAN Truck & Bus Web-based container management system.............................................. 26
7.5 Call-off of empties from MAN Truck & Bus .............................................................................................. 26
7.6 Empty container call-off quantity.............................................................................................................. 27
7.6.1 Calculating the maximum stock of empty containers within the container cycle .................................. 27
7.6.2 Calculating container requirements per working day ........................................................................... 27
7.6.3 Calculating the container stock range in the container cycle ............................................................... 28
7.7 Supply security (under- and oversupply) ................................................................................................. 29
7.8 Container account statement/load carrier inventory................................................................................. 29
8 Logistical evaluation...................................................................................................................... 30
8.1 Supplier evaluation .................................................................................................................................. 30
8.2 Freight forwarder evaluation .................................................................................................................... 31
9 Breach of contractual obligations ................................................................................................ 31
9.1 Missing parts process .............................................................................................................................. 32
9.2 Default ..................................................................................................................................................... 32
9.3 Returning/ sending back parts/over-delivery............................................................................................ 33
9.4 Logistical supply quality ........................................................................................................................... 33
9.5 Repair/ replacement of damaged load carriers........................................................................................ 33
9.6 Participation in the open container pool/use of fake load carriers............................................................ 34
9.7 Clarification of responsibility .................................................................................................................... 34
9.8 Lead material management (LMM).......................................................................................................... 34
10 Deviations from the agreed process ............................................................................................ 35
10.1 Changes .................................................................................................................................................. 35
10.1.1 New parts and index changes ............................................................................................................. 35
10.1.2 Changes of load carriers...................................................................................................................... 35
10.1.3 Changes at the supplier....................................................................................................................... 36
10.2 Interruptions............................................................................................................................................. 36
10.2.1 Maintenance and repair of production equipment................................................................................ 36
10.2.2 Interruptions to operation..................................................................................................................... 36
11 Appendix ......................................................................................................................................... 37
11.1 Plant-specific additions ............................................................................................................................ 37
11.1.1 Nuremberg plant.................................................................................................................................. 37
11.1.2 Spare parts location Dachau ............................................................................................................... 37
11.2 Notes on quotations................................................................................................................................. 37
11.3 Other applicable documents .................................................................................................................... 37
11.4 Contacts .................................................................................................................................................. 38

1 Scope and purpose
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The Logistics Standard for MAN Truck & Bus governs the logistical connection of suppliers for all the plants
of MAN Truck & Bus.
The logistics standard contains a complete list of all possible delivery standards. This does not mean that
suppliers have to realise all the listed delivery standards. As a general rule, only the delivery standard applied
by the supplier must be realised in accordance with the provisions of the current logistics standard.
For each scope of supply that a supplier supplies to MAN Truck & Bus, the logistics standard may be
supplemented by specific information in the form of a MAN Truck & Bus logistics agreement.
Where suppliers are responsible for multiple scopes of supply, MAN Truck & Bus will draw up an individual
Logistics Agreement with them for each individual scope of supply. The scope of supply shall comprise:
� a defined MAN item number, i.e.
� A unit (a pre-assembled set of parts already assigned to a vehicle)
� An assembly (a pre-assembled set of parts)
� An individual part
or
� A set, i.e. a commissioned and partially pre-assembled set of components without its own MAN item
number, but which still consists of individual components/assemblies with defined MAN item numbers.
or
� A module, i.e. a pre-assembled set of parts without its own MAN item number, but consisting of individual
parts/assemblies with defined MAN item numbers.
If the scope of supply is to be provided in sequence (see Section 3.1), it consists of many individual item numbers
and is known as a family. In this case, the scope of supply shall comprise either:
� A unit/assembly/individual part family with defined MAN item numbers for the
units/assemblies/individual parts
or
� A set or module family without defined MAN item numbers for the sets/modules, but whose assemblies
and individual parts do have a defined item number.
Single delivery
Delivery as a
family
Scope of supply
Completely pre-assembled scopes Not pre-assembled scopes
With defined
item number
Assembly or
aggregate
Assembly or
aggregate family
Figure 1:Types of scope of supply
2 Communication with suppliers
Contact person
Without defined
item number
Commissioned
Not
commissioned
Module Set
Individual part
Module family Set family
Individual part
family

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MAN Truck & Bus provides its suppliers with details of key contacts so that they can get in touch quickly should
they need to. On request, it can also provide its suppliers with an organisational chart that contains details of all
the contacts available at management and administrative level within the various departments. Similarly, MAN
Truck & Bus also expects its suppliers to name specific contacts. The supplier questionnaire, which is available
on the Internet, should be used to advise MAN Truck & Bus of these details.
Address: http://www.mantruckandbus.com.
Department: Company/Purchasing & logistics/Supplier applications
2.1 availability
As plants of MAN Truck & Bus generally operate on a multiple shift basis, suppliers must ensure that they can
be contacted outside of normal office hours. Therefore, using the Internet questionnaire described in Section 2,
the supplier must nominate a central point of contact who will be available between the hours of 6pm and
midnight if required.
Any general queries that MAN Truck & Bus submits to a supplier must be answered within 24 hours. If
individual supplier employees cannot be contacted due to absence, appropriate arrangements must be made
to ensure that suitable replacements are available.
Queries escalated as "urgent" (for example in the case of an imminent supply bottleneck) must be answered
within one hour. If it is not possible for suppliers to provide a definitive response within this time, they must
keep MAN Truck & Bus informed of the current situation.
2.2 Consultation discussions
General consultation discussions with the supplier take place regularly every 12 months and are organised by
MAN Truck & Bus. MAN Truck & Bus reserves the right to request that consultation discussions take place at
shorter intervals. The relevant affected partner shall arrange the discussion in the event of major changes or
problems affecting collaboration (see also Section 10).
2.3 Confidentiality
MAN Truck & Bus and its suppliers undertake to treat all decisions, agreements and any associated
documents as strictly confidential. It is agreed that MAN Truck & Bus shall actively provide the partner with
important information.
3 Delivery standards
MAN Truck & Bus integrates its suppliers into standardised material procurement processes. MAN Truck & Bus
makes a distinction in terms of five standards for direct delivery without warehousing and three standards for
delivery with warehousing (see and).

Fig. 2: Delivery standards of MAN Truck & Bus for direct delivery without warehousing
Fig. 3: Delivery standards of MAN Truck & Bus for warehousing
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The delivery standard defines many factors, including the format and content of delivery call-offs/orders,
whether the scope of supply is to be segregated according to type or provided in sequence, the stocking
location and who is responsible for inventory management. MAN Truck & Bus defines the delivery standard to
be used depending on the supplier’s location and, more specifically, for the scope of parts to be supplied and
the recipient MAN plant. This is specified in the Logistics Agreement. For example, where suppliers are
required to deliver their shipments in a particular assembly order (sequence) to the recipient MAN plant from a
remote location, MAN Truck & Bus uses the contract warehouse concept (see Section 3.2) or a 2-stage
delivery process involving support from a service provider (see Section 3.3) to integrate them into the
supply chain.
3.1 JIS/JIT standard procedure
JIS and JIT call-offs result in Just-in-Sequence or Just-in-Time delivery to MAN Truck & Bus. This delivery
process is based on the order of production (sequence) in assembly plants, which is defined daily by
scheduling customer orders (vehicles) in relation to particular assembly lines. With the JIS/JIT standard
procedure, the manner in which the deliveries are called off is synchronised with production, i.e. they are

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provided in precise accordance with the production sequence, and must not be delivered until the moment
when they are due to be installed.
JIT deliveries involve supplying goods segregated according to type and exactly to schedule, whereas JIS
deliveries also need to take account of the precise order of assembly (sequence). Within the context of the calloff
specification, the Logistics Agreement defines the lead time as the time between the call-off being
submitted and the expected delivery time to the recipient MAN plant (see Section 5.1.1).
There is a special kind of JIS delivery called SILS (Supply in Line Sequence) delivery. In this case, the supplier
is not informed of the delivery sequence until the relevant end products are placed on the assembly line.
MAN Truck & Bus only commissions its 1 st -tier suppliers in the case of the JIS/JIT standard procedure. All
processes are handled by these 1 st -tier partners of the MAN supply chain. The 1 st -tier partners have sole
responsibility for commissioning upstream suppliers and for the procurement of raw materials. The JIS/JIT
standard procedure does not allow for delivery from overseas, as the distance and transportation time to the
recipient MAN plant will generally be too great.
3.2 JIS/JIT contract warehouse
Within the context of its JIS/JIT contract warehouse delivery standard, MAN Truck & Bus only commissions its
1 st -tier suppliers. The supplier is obliged to maintain a specific stock relating to its scope of supply in a location
close to the recipient MAN plant. The aim here is to ensure that JIS/JIT deliveries can still be made despite
fluctuating transportation times or in cases where the supplier is based a long way away from the recipient
MAN plant. The stock at the contract warehouse is the property of the supplier. The supplier can use its own
warehouse for stockpiling or this task can be assigned to a service provider commissioned by the supplier. Preassembly
and logistics can be taken care of at the contract warehouse or by the service provider on the
supplier’s behalf, if required. 1 All services provided will be invoiced under the supplier’s accounts payable
number. JIS/JIT deliveries are dispatched from the contract warehouse. The maximum distance allowed
between the contract warehouse and recipient plant is specified in the Logistics Agreement.
For deliveries from non-EU countries, the supplier's contract warehouse must be within the EU. The supplier is
responsible for ensuring that the goods are dispatched in accordance with customs legislation where crossborder
transportation is involved (see Section 6.4), repackaging (where required), building up the MAN Truck &
Bus safety stock at the contract warehouse (see Section 4.4) and sequencing and picking of deliveries, if
applicable. This includes handling at the port in the case of overseas delivery. The supplier is only responsible
for physically transporting the goods to the contract warehouse if he is located outside of MAN Truck & Bus
freight forwarding network for the area. If the supplier is inside the network, the goods will be transported to the
contract warehouse by one of the area freight forwarders authorised by MAN Truck & Bus. The supplier is also
responsible for transport from the contract warehouse if the contract warehouse is located outside the area
freight forwarding network.
3.3 JIS/JIT 2-stage delivery process
In the case of the 2-stage JIS/JIT delivery standard, a contractual regulation on logistics relations not only
exists between MAN Truck & Bus and the supplier, but also with partners in an additional stage of the supply
chain between the supplier and MAN Truck & Bus. At the first stage, a service provider takes on pre-assembly
or logistics activities (for example warehousing, sequencing or commissioning activities). Both the service
provider at the first stage and the supplier at the second stage use their own creditor number. If the supplier
delivers goods to a contract warehouse commissioned by him and MAN Truck & Bus integrates an additional
service provider in the supply chain between the contract warehouse and recipient MAN plant, this process
also corresponds to the JIS/JIT 2-stage delivery standard (see). The Logistics Agreement governs who is
responsible for detailed MRP, stock ownership and placing transport orders.
JIS/JIT 2-stage
delivery process
…involving a service
provider between
supplier and MAN
Stage 2
Supplier Stage 1
Supplier (poss.
in (poss. conjunction in con. junction
Delivery w.
on to
with contract
warehouse) Contract -
automatic
automatic
call-off
call-off
ASP* or
ASP * or
LSP**
LSP**
Delivery on
automatic call-off in
accordance with
string of beads
* ASP: assembly service provider ** LSP: logistics service provider
Figure 4: Representation of the JIS/JIT 2-stage delivery standard
Traileryard/
Trailerdock/
Footprint
MAN
1 For the specifics relating to goods deliveries from non-EU countries, see section 6.4.
Staging in acc. with
the pull principle
Production/
Assembly

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Within the context of the JIS/JIT 2-stage delivery standard in the case of deliveries from non-EU countries, the
service provider operates a transshipment warehouse in Europe on behalf of MAN Truck & Bus. The service
provider assumes responsibility for repackaging, maintaining the safety stock specified by MAN Truck & Bus at
the transshipment warehouse and, where applicable, sequencing or picking tasks and/or any activities
designed to add value, e.g. pre-assembly, painting etc. The supplier is responsible for physically transporting
the goods to the transshipment warehouse and for ensuring cross-border shipment in accordance with
customs legislation. This includes handling at the port in the case of overseas delivery. In this case, the stock
held at the service provider’s transshipment warehouse is the property of MAN Truck & Bus.
3.4 Ship to Line
In the case of Ship to Line delivery, the supplier assumes control of the entire material delivery. The supplier is
responsible for ensuring that a defined range of the required materials is stocked close to the point of
consumption. Supply organisation is the responsibility of the supplier, but must be agreed with MAN Truck &
Bus. Generally, suppliers will build up a basic stock at the recipient MAN plant on a one-off basis. They will
then work on a 2-container principle, exchanging empty containers for full containers as and when required.
The Logistics Agreement specifies the range of the safety stock which is to be stored close to the point of
consumption (see Section 4.4). Stock ownership is also governed by the Logistics Agreement.
The Ship to Line delivery standard does not allow for deliveries from overseas.
3.5 Individual procurement with/without warehousing
Individual procurement governs deliveries to MAN Truck & Bus that are not covered by scheduling
agreements. Orders are generally either one-offs or sporadic. In the case of individual procurement, the
logistical details are not defined using the Logistics Agreement. MAN Truck & Bus is responsible for
forwarding all necessary requests and information to the supplier (delivery volume, delivery deadline, packing
batch, load carrier, packaging, labelling and, if applicable, transport service provider, delivery papers etc.)
when the order is placed.
3.6 Vendor Managed Inventory (VMI)
The Vendor Managed Inventory approach involves an intermediate warehousing stage (between the supplier
and MAN Truck & Bus) that enables the purchasing market to be kept completely separate from production.
Warehousing and warehouse management are carried out by MAN Truck & Bus. The supplier assumes
responsibility for inventory management, i.e. delivery times and quantities. Thus, the supplier has sole
responsibility for the stock and supply aspects. MAN Truck & Bus identifies a stock corridor with limits for the
maximum and minimum range of the stock; within these limits, the supplier is free to manage the stock as he
sees fit. Factors including variable parameters (such as delivery reliability and transport costs) are taken into
account when calculating the corridor limits, allowing MAN Truck & Bus to adapt these limits on a monthly
basis if necessary. Stock ownership is governed by the Logistics Agreement.
The supplier undertakes to
� maintain delivery data (arrival dates) on a daily basis
� check the stock levels regularly, and
� comply with the stock limits (stock corridor).
The Vendor Managed Inventory delivery standard does not allow for deliveries from overseas.
3.7 Stock procurement
The stock procurement approach involves an intermediate warehousing stage (between the supplier and MAN
Truck & Bus) that enables the purchasing market to be kept completely separate from production.
Warehousing, warehouse management and inventory management are carried out by MAN Truck & Bus,
which remains responsible for these processes. The supplier’s role is to deliver the material segregated

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according to type, in accordance with the call-offs from MAN Truck & Bus (see Section 5.1.6). Stock ownership
is governed by the Logistics Agreement.
In the case of deliveries covering longer distances (particularly from overseas), a safety stock must be
maintained at a location close to the recipient MTB plant. The safety stock should be built up in accordance
with the “JIS/JIT contract warehouse” or “JIS/JIT 2-stage” delivery standards, depending on whether it is the
supplier or MAN Truck & Bus that is responsible for this task.
4 Planning and forecasting process
4.1 Requirement forecast
The requirement forecast provides suppliers with information about the future requirements of MAN Truck &
Bus as far as their own particular scope of supply is concerned. The requirement forecast is non-binding on
MAN Truck & Bus, does not authorise the supplier to make deliveries and is independent of the delivery
standard.
As requirements cannot be concretely scheduled until customer orders have been received, some future
requirements are predicted in order to generate the requirement forecast. The proportion of these predicted
requirements can vary, as the range of orders is heavily dependent on the economic situation. Requirements
can therefore fluctuate between individual forecasts. As a rule, exact requirements are known approx.
17 working days before assembly of a truck/bus starts. This is the moment when MAN Truck & Bus freezes the
orders (known internally as “freezing”) (see Fig. 5)
-
-
Level of order fulfilment
17 WD
approx.
1 month
Planning
about
to be
picked
Final
assembly, driver's cab,
axle construction, engine
construction, production
without warehousing
2 months
P
Planning
lanning
being
picked
fF
ixer ixed
requirement
( Assemblies/modules)
Fig. 5: Long-term planning
3 months 4 months 5 months 6 months 7 months 8 months
Fixed
order stock
Disposition
quantities
Individual parts
Unfinished parts
Forecast
requirement
Based
on experience from the past
12-month
rolling plan
Time
Due to the necessary lead times associated with internal MAN deliveries and with production of the main units
such as the cab, axle and motor, the delivery period allowed for the scope of supply concerned may be
considerably less than the 17 working days leading up to the start of truck or bus assembly. The short-term
fluctuations in call-offs that occur when forecast orders are replaced with customer orders must therefore be
compensated for by means of safety stocks in the logistics chain as well as flexibility on the part of both the
supplier and MAN Truck & Bus. If this is not possible in individual cases, the procedure relating to deviations
from the delivery call-off must be followed; this procedure is described in Section 5.3.
...

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Upon contract conclusion, the supplier receives a current forecast of requirements for the year as well as the
forecast maximum daily needs for each MAN location (see Logistics Agreement). During operations, MAN
Truck & Bus regularly supplies both an updated requirement forecast covering a forecast period of 12 months
for each item number and the cumulative requirements for each delivery date and item number. This
requirement forecast, in VDA 4905 or EDIFACT DELFOR format, is based on the delivery schedule. The
respectively current requirement forecast applies.
The Logistics Agreement defines both the transmission time and format. If the forecast has not been sent by
the agreed time, the supplier must inform the relevant materials manager/planner at MAN Truck & Bus
immediately.
MAN Truck & Bus will inform its suppliers of any change in conditions that affect supplier processes. This shall
include, in particular, major changes in quantity, changes to work or shift patterns and changes to
non-production days.
4.2 Freezing, model mix, pearl chain
When orders are frozen (the so-called “freezing” process) approx. 17 working days before vehicle assembly is
due to commence, they are definitively assigned to a particular production day and vehicle assembly line at the
MAN Truck & Bus assembly plants. The order of production ("sequence") within these daily packages ("model
mix") is fixed 10 working days (see Table 2) prior to vehicle assembly. Like in a "pearl chain", the orders are
arranged in the exact order of assembly (see Fig. 6). Sequences are established for truck and bus assembly,
production and assembly of cabs, engines and axles as well as for a number of important pre-assembly
processes.
Orders on
hand
Orders
Order release
Start of truck
(freezing) approx. 17
production End-of-line
Vehicles
For VDA 4916, T
call-off is here
Model mix
pearl chain
Unit
delivery
M
o
Daily packages d
Model mix
m
i approx. 11
x
working days
Assembly
For VDA 4916, Z call-off
is here
Fig. 6: Timeline of order scheduling process (using the example of truck assembly in Munich)
Based on the vehicle pearl chain for the various vehicle production lines and the requirements of other external
customers, MAN Truck & Bus also then schedules the assembly sequences for main units such as the engine,
cab, front axle and rear axle. This scheduling step generates the "unit model mix". Table 1 shows the lead
times for the unit model mix in normal operation, based on the applicable unit start date. Temporary deviations
will be communicated separately.

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Truck sector
Bus sector
Recipient plant Assembly line Fixed range in the assembly
sequence
Munich Truck assembly 11 working days
Cab assembly 8 working days
Axle assembly (rear axle) 6 working days
Axle assembly (front axle, transfer 4 working days
case)
Salzgitter Truck assembly 11 working days
Axle assembly 8 working days
CKD 13 working days
Cracow Truck assembly 11 working days
Steyr Truck assembly 11 working days
Cab assembly 8 working days
CKD 11 working days
Vienna Truck assembly 11 working days
Pilsting Bus assembly 21 working days
Plauen Bus assembly 21 working days
Ankara Bus assembly 10 working days
Salzgitter Bus assembly 10 working days
Posen Bus assembly 10 working days
Starachowice Bus assembly 10 working days
Components sector Nuremberg Engine assembly 3 working days
Table 1: Time spans for fixed assembly sequence (pearl chain) at plants
Any change in the order (e.g. because of a delivery bottleneck) after the model mix has been defined results in
very high follow-up costs due to the linking of the various assembly lines and due to fixed orders being placed
with suppliers for the core assemblies required. Therefore, in addition to ensuring supply security, the main
logistical aim is to keep the sequences stable. Only by strictly adhering to the planned sequence is it possible
to keep the fluctuations in short-term material requirements within tight limits.
4.3 Flexibility in terms of supplier capacity
Each supplier is obliged to monitor the capacity required to manufacture the products falling within his scope of
delivery in order to determine the extent of capacity utilisation. Within this context, both the non-binding
requirement forecasts and the binding requirement data in the delivery call-off must be taken into consideration
for the whole forecast period (up to twelve months). If any potential bottlenecks with regard to capacity are
identified, the supplier must take the appropriate action without delay in order to increase the available capacity
levels and must inform MAN Truck & Bus of this in a clear and comprehensible manner. If the supplier requires
a resources order from MAN Truck & Bus for this, this must be requested from Purchasing at least four weeks
before the required order date and a copy of the request must also be sent to Material Planning/Management
with a written explanation of the reason for the request.
Upon conclusion of a contract, the supplier is obliged to advise MAN Truck & Bus of the average and maximum
weekly capacities that have been set aside for MAN Truck & Bus. In addition, any measures required to
achieve the maximum weekly capacity must also be specified. As standard, suppliers must be prepared for
permanent increases/reductions in quantities of up to 20% of the average weekly capacity - based on the
respectively applicable current call-off - with a lead time of one month. If MAN Truck & Bus needs to impose
differing flexibility requirements on the supplier concerning capacity, this will be agreed separately (see
Logistics Agreement).
If necessary, the supplier and MAN Truck & Bus shall agree on a rolling monthly capacity/requirement
consultation process with the aim of identifying and/or avoiding any bottlenecks in capacity or overcapacity at
an early stage. This collective planning activity shall focus on managing the capacity resources used within the
supply chain. MAN Truck & Bus offers an Internet-based application (MAN Truck & Bus homepage) in the form
of its DCP tool for the purpose of implementing the rolling capacity/requirement consultation process. This
involves identifying short to long-term capacity bottlenecks affecting the supplier by comparing (MAN)
requirements with (supplier) capacity levels according to the black box principle.

4.4 Maintenance of safety stocks
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The purpose of the safety stocks calculated by MAN Truck & Bus is to compensate for short-term fluctuations
in the schedule. Table 2 shows the respective stocking locations of MAN Truck & Bus depending on the
delivery standard.
Delivery standard
Direct delivery:
Location of safety stock
- JIS/JIT standard procedure
- JIS/JIT contract warehouse
- JIS/JIT 2-stage delivery process
Truck trailer or footprint in the MAN receiving plant
Direct delivery:
- Ship to Line
Close to point of consumption in MAN recipient plant
Direct delivery:
---
- Individual procurement without warehousing
Delivery with warehousing:
- Vendor Managed Inventory
- Stock procurement
- Individual procurement with warehousing
Warehouse in MAN recipient plant
Table 2: Storage location of MAN safety stock depending on the delivery standard used
As a general rule, MAN safety stocks are not intended to safeguard against delivery delays on the part of the
supplier. Thus, the supplier is responsible for delivering punctually to MAN Truck & Bus and must maintain own
safety stocks of finished/semi-finished parts where necessary to ensure this takes place. The level of these
stocks and their stocking location depend on
� the stability of the supplier's internal processes,
� the stability of the logistical chain upstream of the supplier, and
� the selected delivery standard (see Section 3).
Suppliers are obliged to advise MAN Truck & Bus of the current range of their own safety stocks on request.
If required, the Logistics Agreement shall also specify the range of safety stocks that MAN Truck & Bus
requires the supplier to ensure in order to safeguard against problems including supply risks. This specification
provides the basis for building up the initial safety stock. However, MAN Truck & Bus reserves the right to
adapt the specified ranges of safety stocks in the light of various factors, including supplier performance. In
such cases, MAN Truck & Bus shall inform the supplier of the modified values.
5 Call-off and ordering process
The following sections explain the content, formats and transmission times for the call-offs sent by MAN Truck
& Bus to its suppliers, depending on the selected delivery standard. Further information, e.g. relating to the
data contained in the call-off, can be found in the MAN EDI starter pack as well as the EDI process
description for JIS/JIT delivery.
As standard, MAN Truck & Bus shall send delivery call-offs via electronic data interchange (EDI) in accordance
with either the VDA or the EDIFACT standard (see Section 5.1). It is assumed that the supplier already has the
necessary communication facilities in place to support EDI. Call-offs can only be sent via the Internet, fax or
mail in special cases. The delivery quantities and delivery dates (deadlines) stated in the delivery call-offs and,
in particular, in the JIS and JIT call-offs, must always be adhered to. The stated delivery dates are the dates
the products are due to arrive at the appropriate recipient MAN plant.

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5.1 Call-off content, formats and transmission times
5.1.1 Call-offs within the context of the JIS/JIT standard procedure and JIS/JIT contract warehouse
procedure
Both JIS/JIT delivery standards generally involve two types of call-off for the supplier: Firstly, a delivery
forecast containing future planned requirement figures is sent on a continuous basis, i.e. daily or weekly (see
Section 4.1). This delivery forecast is not binding on MAN Truck & Bus and does not authorise the supplier to
make deliveries. Secondly, the binding JIS or JIT call-offs are sent out; these then replace the delivery
forecasts completely for the time frame concerned. Surplus quantities are omitted. Higher call-off quantities are
classed as additional requirements. The modified requirements are automatically taken into consideration
when the next delivery forecast is issued.
In addition to specifying the quantity, the JIS/JIT delivery call-off also includes details of the delivery time. If this
delivery time cannot be adhered to, the MRP department at the relevant MAN plant must be notified
immediately by telephone, e-mail etc. Both the internal throughput time required by the supplier and the
transport time must be taken into account within this context. This requirement applies regardless of whether
an early or late delivery is anticipated, or whether the early or late delivery is the responsibility of the freight
forwarder or the supplier. The freight forwarder is responsible only for informing MAN Truck & Bus of any
changes following dispatch that affect the scheduled arrival time that has been communicated.
In the case of the JIS/JIT contract warehouse delivery standard, call-offs are sent to the recipient specified by
the supplier. This can be, for example, either a production site or the supplier's contract warehouse (see
Section 3.2). The supplier must ensure that its contract warehouse can always be informed without delay.
Delivery notes that are generated at the contract warehouse when goods are dispatched must contain the
supplier’s accounts payable number. In addition, the consistency of the document information must be
ensured. In particular, consistency must be ensured between the information on the delivery note and the
information on the invoice.
The information below describes the differences between the call-offs for JIS and JIT deliveries and between
the EDIFACT and VDA call-off formats.
5.1.1.1 JIS call-offs with a trailer load specified by MAN Truck & Bus
If MAN Truck & Bus needs to assign particular items to a specific truck trailer, it shall send call-offs that provide
details of the items to be supplied on the respective trailer corresponding to the order of production. In such
cases, the call-off shall always be sent in EDIFACT DELJIT format. The VDA format is not used within this
context.
With the EDIFACT DELJIT format, the DELJIT/SYNCHRO PLANNED call-off is used to inform the supplier of
the precise vehicle configuration in accordance with the frozen sequence specified by MAN Truck & Bus (see
Section 4.2). The order of the vehicles is defined using sequential numbers in ascending order. With this type
of call-off, this order does not correspond to the production sequence, but to the scheduled number of vehicles
per day. This information is available for a production period of 17 working days.
For the supplier's scope of supply, MAN Truck & Bus generates a scheduled sequence of loaded truck trailers
containing the items that are to be supplied in sequence for a defined time frame. In the case of the call-off
DELJIT/SYNCHRO CALL-OFF PLAN, MAN Truck & Bus sends the supplier details of what the last of the
newly scheduled trailers is to contain, along with the scheduled arrival time (see Fig. 7) From the supplier's
point of view, this is the last of the already scheduled trailers that is to be delivered to MAN Truck & Bus.
The physical consumption of goods at the recipient plant initiates the delivery release of the next scheduled
trailer on the basis of the trailer ID (PLAN � FIRM) (trailer Kanban). Following the "consumption" of a trailer,
the binding trailer call-off DELJIT/SYNCHRO CALL-OFF FIRM is sent (see Fig. 7). The number of scheduled
and fixed trailer loads within the time frame is specified by the Logistics Agreement.
The complete JIS call-off in the EDIFACT DELJIT format consists of the DELJIT/SYNCHRO CALL-OFF PLAN
and the DELJIT/SYNCHRO CALL-OFF FIRM call-offs. The Logistics Agreement specifies whether MAN
Truck & Bus also needs to send the DELJIT/SYNCHRO PLANNED call-off and how far in advance this call-off
should be sent.

EDIFACT
Call-off cycle: after consumption of a trailer load
DELJIT/ SYNCHRO
PLANNED**
� • Newly frozen vehicle
nos. without -
sequence
� • Item nos. in acc. with -
parts List analysis list analysis
DELJIT/ SYNCHRO DELJIT/ SYNCHRO
CALL-OFF PLAN CALL-OFF firm
� Item nos. in acc. with
-
parts list analysis for
� Item nos. in acc. with
parts list analysis for
one trailer load one trailer load
� Vehicle nos. in � Vehicle nos. in
sequence
sequence
Advance notification*,
max. 17 working days
Range of planned
trailer loads*
Range of fixed trailer
loads*
Fig. 7: Information and lead times for the JIS call-off in the EDIFACT DELJIT format
5.1.1.2 JIT call-offs with a trailer load specified by MAN Truck & Bus
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As with the JIS call-off, MAN Truck & Bus generates a scheduled sequence of loaded truck trailers containing
the items that are to be supplied for the supplier’s scope of supply and for a defined time frame, where
required. However, in contrast to JIS delivery, in this case MAN Truck & Bus plans the loading of the trailers
according to item type and not according to the scheduled vehicle sequence.
In the case of the DELJIT/Kanban CALL-OFF PLAN, the supplier receives non-binding details of what the last
of the newly scheduled trailers is to contain, along with the scheduled arrival time. From the supplier's point of
view, this is the last of the already scheduled trailers that is to be delivered to MAN Truck & Bus. The number
of fixed trailer loads within the time frame is specified by the Logistics Agreement.
The physical consumption of goods at the recipient plant initiates the delivery release of the next scheduled
trailer on the basis of the trailer ID (PLAN � FIRM) (trailer Kanban). Following the "consumption" of a trailer,
the binding trailer call-off DELJIT/Kanban CALL-OFF FIRM is sent.
The complete JIT call-off in the EDIFACT format consists of the DELJIT/Kanban CALL-OFF PLAN and the
DELJIT/Kanban CALL-OFF FIRM call-offs.
Further information on the content and layout can be found in the MAN EDI starter pack.
5.1.1.3 JIS call-off without a trailer load specified by MAN Truck & Bus
If MAN Truck & Bus does not specify a trailer load, but instead leaves this to the supplier, the call-off can be in
either the EDIFACT DELJIT or VDA 4916 formats.
Call-offs in the EDIFACT DELJIT format are generated and sent in the same way as when a trailer load is
specified, but no trailer ID is given. Details can be found in the MAN EDI starter pack.
The JIS call-off in the VDA 4916 format specifies an exact delivery date and quantity based on daily
requirements (day period). It either consists of a so-called Z call-off, or is made up of a Z call-off and an MAN
Truck & Bus-specific D call-off (see Fig. 8). A call-off for a vehicle (Z/D) is always one-off and final. No
electronic change or cancellation information can be issued in respect of the type and quantity of the item
numbers allocated to a vehicle or the required date. Should such changes become necessary, they must be
agreed separately (emergency strategy). Lead times and call-off frequency are defined in the Logistics
Agreement.
The Logistics Agreement specifies whether a T call-off must be sent additionally. This call-off informs the
supplier about the scheduled, but not yet confirmed, vehicle content in a day period on the final assembly line
(see Fig. 8). In addition, the Logistics Agreement specifies the lead time for sending the call-off.
Time
Start of
Freezing Model mix Delivery/arrival
production
date
* By agreement **Optional Call-off binding

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VDA 4916
Call-off Call-off cycle: cycle: Daily Daily
Fig. 8: Information and lead times for the JIS call-off in VDA format
Z call-off:
The requirement is triggered by the internal assembly line sequence defined as a "frozen" pearl chain. The Z
call-off is based on the vehicle-related parts list, which contains all of the item numbers with details of the
quantities needed for the unit of one specific vehicle. The Z call-off is sent once and describes the frozen
assembly order. Where a D call-off is used, the Z call-off does not authorise the supplier to make deliveries.
D call-off:
T call-off**
� • Vehicle nos. of a
daily target without
sequence
� • Item nos. in acc. w.
parts list analysis
Z call-off D call-off**
� Vehicle nos. of a
daily target in
� •Vehicle
nos. of a
daily target in
sequence
sequence
� Item nos. in acc. w.
parts list analysis
� No item nos.
Advance notification*,
max. 10 working days
Advance notification*,
max. 17 working days
The D call-off defines the vehicle sequence (sequence call-off). A D call-off must always have been preceded
by a Z call-off at a previous point in time. Only the production number (VIN) is sent. The arrival dates in the D
call-off may differ from the Z call-off. The D call-off is binding for the delivery.
5.1.1.4 JIT call-off without a trailer load specified by MAN Truck & Bus
If MAN Truck & Bus does not specify a trailer load, but instead leaves this to the supplier, the call-off can be in
either the EDIFACT DELJIT or VDA 4915 formats.
In the case of a JIT call-off, MAN Truck & Bus sends detailed call-offs every working day via electronic data
interchange. The detailed call-off contains supply-relevant required quantities and arrival dates up to a time
specified in the Logistics Agreement. Any dates and quantities falling outside this time period should only be
viewed as a delivery schedule in the sense of a delivery forecast, and are of no direct relevance in terms of
supply. The latest detailed call-off that is sent replaces its predecessor.
5.1.2 Call-offs within the context of "2-stage JIS/JIT" delivery
Advance notification*
As standard, MAN Truck & Bus sends the binding detailed or sequential call-offs to the partner in the first stage
of the supply chain, i.e. to the 1 st -tier supplier or logistics service provider. The partner in stage 2 only receives
the non-binding delivery forecast. If the item numbers used for the 1 st -tier service provider’s and 2 nd -tier
supplier’s scopes of supply are different, the partner in stage 1 also receives a non-binding forecast from MAN
Truck & Bus. The call-off content, formats and transmission times described in Section 5.1.1 apply
analogously. If this standard approach cannot be followed, the changes must be specified in the Logistics
Agreement.
MAN Truck & Bus expects both partners to send each other delivery notes via EDI transmission that make
reference to the delivery forecast sent by MAN Truck & Bus to the 2 nd –tier partner. The consistency of the
document information must be ensured. In particular, consistency must be ensured between the information on
the delivery note and the information on the invoice.
Time
Freezing Model mix Start of Delivery/
production arrival date
* By agreement **Optional Call-off binding Call-off binding if D call-off not applicable

5.1.3 Call-offs within the context of "Ship to Line" direct delivery
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Within the context of “Ship to Line” direct delivery, the supplier does not receive any binding call-offs from MAN
Truck & Bus. The supplier receives only the requirement forecast in VDA 4905 or EDIFACT DELFOR format
(see Section 4.1).
5.1.4 "Individual procurement" orders with and without warehousing
Within the context of “individual orders” in direct delivery and with warehousing, the supplier does not receive
any binding call-offs from MAN Truck & Bus. The sporadic orders are sent by fax or post, or via EDI.
5.1.5 Information within the context of "Vendor Managed Inventory" warehousing
MAN Truck & Bus provides its suppliers with current planned requirements, stock levels (assembly buffer and
warehouse) and consumption quantities daily via the Internet. Maximum and minimum stock ranges are
defined in the MAN Truck & Bus VMI tool. However, MAN Truck & Bus reserves the right to adapt the specified
ranges in the light of various factors, including supplier performance. The requirement data provided by MAN
Truck & Bus within this context is binding. In addition, MAN Truck & Bus sends the requirement forecast, along
with current consumption quantities and stock levels, to the suppliers in the VDA 4905 or EDIFACT DELFOR
delivery call-off formats (see also Section 4.1); this forecast is not binding from the perspective of delivery.
5.1.6 Call-offs within the context of “stock procurement”
The stock procurement delivery standard is the only standard where the requirement forecast in VDA 4905 or
EDIFACT DELFOR format (see Section 4.1) actually authorises the supplier to make deliveries within a
specified period, rather than merely being interpreted as a forecast. As standard, this time period is 17 working
days. Any deviations from this shall be specified in the Logistics Agreement. The appropriate parameters
apply as mandatory for delivery (see Fig. 9).
VDA 4905,
EDIFACT DELFOR
Call-off cycle: daily, weekly,
monthly, etc. by agreement
per item
no.
* By agreement Call-off binding
Requirement forecast
� • Requirement forecast
for 12 months
Delivery plan call-off
� • Arrears and resulting
immediate requirement
� Required quantity, date
Fig. 9: Information and lead times for delivery schedule call-off
5.2 Call-off recipient
Advance notification*
Time
Delivery/arrival date
The supplier must specify a call-off recipient as far as the EDI connection is concerned and outline a fallback
solution that can be used in the event of any breakdown (e.g. fax transmission over a defined period in parallel
with the EDI call-off). In the case of the 2-stage JIS/JIT delivery standard, recipients who can authorise the
second stage of the supply chain must also be specified, if required.

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5.3 Checking of delivery forecast and call-off
5.3.1 Anticipated deviation in delivery date or quantity
The supplier regularly checks incoming delivery call-offs as well as their plausibility and feasibility. If the
supplier has any doubts about the information, he must contact MAN Truck & Bus of his own accord. In
particular, if it seems likely that the delivery date or quantity cannot be met, the supplier must inform MAN
Truck & Bus immediately. When doing so, he must state the reason for the delay in delivery, and specify a
subsequent delivery date. In the case of more serious backlog situations, the supplier shall provide MAN Truck
& Bus with a catch-up plan agreed with the Material Planner/Material Manager (to be updated daily) in order to
resume punctual deliveries. Any claims relating to delivery delays shall remain unaffected by this.
Changes to the quantity or delivery date made after a call-off has been sent may only be made in writing and
must be confirmed by MAN Truck & Bus in each individual case (e.g. rounding up the delivery quantity to a full
truck load). Before this can happen, an objection must first be raised against the delivery call-off by the
specified deadline, in writing or by fax, and sent to the relevant Material Planner/Material Manager. After these
time periods have elapsed, the call-offs that have been sent are deemed to have been accepted.
The following deadlines for objection apply:
� Within 10 working days for long-term call-off changes (> three months before delivery date)
� Within three working days for medium-term call-off changes (three months to 15 days before delivery date)
� Within one working day for short-term call-off changes (< 15 days before delivery date)
� Immediately for JIS and JIT call-offs
5.3.2 Changes after call-off has been sent
Certain scopes of supply involving items that are to be used in the end products of MAN Truck & Bus can
change even after the delivery call-off due to changes in customer requests. As far as these scopes are
concerned, deadlines and features are agreed in the Logistics Agreement, which specifies the latest possible
date that a change can be made and the product features which can be changed.
5.4 Technical fault in the case of JIS/JIT call-offs
MAN Truck & Bus and the supplier shall endeavour to identify any technical faults affecting the EDI
transmission of call-offs as quickly as possible. The supplier shall inform MAN Truck & Bus if the agreed
delivery call-offs have not been received by 10:00 at the latest on the agreed day (daily if applicable) (see
Contacts appendix in the Logistics Agreement).
6 Supplier shipping process
6.1 Load carriers/Packing batch
The supplier must adhere to the load carrier type and sales packaging (see Aftersales and spare part
packaging guidelines) as well as the defined packing batch specified for the respective item number and
corresponding recipient plant (both of these together form the so-called “delivery standard”, for detailed
specifications see Logistics Agreement). The above sentence does not apply to remaining quantities in the
case of batch production. Deviations from the specified load carrier are permitted only subject to prior written
approval from the relevant planner or material manager of MAN Truck & Bus. The approval must contain the
affected item numbers, as well as details of the agreed alternative packaging and the precise time of the
approval, and must be made visible on the container. If the deviation is approved, the specified alternative
packaging should be used in this individual case.
MAN Truck & Bus expects goods to be delivered in undamaged containers (see 7.3).

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Load carriers are only to be filled with goods for one offloading point. Load carriers must be delivered
segregated according to type, unless the delivery is a JIS delivery or a delivery of sets or modules (see
Section 1).
6.2 Labelling
The water resistant goods tag filled out correctly and in full according to VDA 4902 (see Fig. 10) must be
attached securely to the load carrier in a visible location on the left (viewed in the direction of travel). The
goods tags for small load carriers must only be placed in the pockets intended for this purpose (see 7.3.2).
If parts with different item numbers are transported in one load carrier, clear labelling is required to facilitate
identification of the goods. This procedure (more than one item number per load carrier) is only permitted in
exceptional cases and subject to prior agreement. Initial samples are to be clearly identified as such with their
own goods tag.
(1) Recipient of goods (2) Offloading point – warehouse location – use key
(3) Delivery note no. (N)
(8) Customer's item no. (P)
(9) Fill quantity (Q)
(12) Supplier no. (V)
(15) Package no. (8)
(17)
Fig. 10: Goods tag in accordance with VDA 4902
(4) Supplier address (short name, plant, post code, city)
(5) Net weight (6) Gross weight (7) Number of packages
(10) Designation of delivery, service
(11) Supplier's item no. (30S)
(13) Date (14) Design alteration level
(16) Batch no. (H)
The following information must be added to the goods tag in the case of JIS deliveries: Trailer number, tray
(container) sequence number, chassis number of each component, arrival date, assembly line date and
assembly line sequence.
6.3 Transport commissioning and responsibility
Depending on the supplier's location, either the supplier or MAN Truck & Bus is responsible for organising,
commissioning and carrying out transportation tasks. Transport is organised in accordance with the delivery
standard selected, as shown in the following diagram:

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Interurban delivery,
supplier dispatch
location within area
covered by MAN Truck
& Bus freight
forwarding network
(country codes: A, B,
CH, CZ, D, DK, E, F,
FIN, GB, H, I, L, N, NL,
P, PL, S, SK, SLO)
Interurban delivery,
supplier dispatch
location outside area
covered by MAN Truck
& Bus freight
forwarding network
Overseas delivery
(container delivery)
Delivery standard
� JIS/JIT standard procedure
� Stock procurement
� JIS/JIT contract warehouse
� JIS/JIT 2-stage delivery process
� Ship to Line
� Vendor Managed Inventory
� JIS/JIT standard procedure
� Ship to Line
� Vendor Managed Inventory
� Stock procurement
� Individual procurement with/without warehousing
Warehousing
� JIS/JIT contract warehouse EU
� JIS/JIT 2-stage delivery process
� JIS/ JIT contract warehouse 7
� JIS/JIT 2-stage 7
� Individual procurement with/without
warehousing
EU
Non-EU
Non-EU
Supplier
Supplier
Supplier
Supplier
Organisation, commissioning and execution
of transport by
MAN
FCA 2
supplier plant 4
Supplier
Supplier
Supplier
Supplier
Supplier
Supplier
Supplier
Supplier
Supplier
1 DDU (Delivered Duty Unpaid): The seller supplies the purchaser with goods not released for import at a specified destination on the incoming means of transport without unloading. The vendor
must bear the costs and risk of transport to this point (with the exception of any customs duty for the import into the destination country), see Incoterms® 2000 rules by the International Chamber
of Commerce (ICC) and/or
For new contracts as of 2011 instead of DDU -> DAP (Delivered At Place): The seller supplies the purchaser with goods at a specified destination on the incoming means of transport ready for
unloading. The purchaser is responsible for the unloading. The seller bears all risks related to the delivery to the specified location. DAP obligates the seller to clear the goods for export, if
applicable. However, the seller is under no obligation to clear the goods for import, pay import customs duties or take care of any import formalities. If the parties wish the seller to clear the goods
for import, pay import customs duties and take care of import formalities, the DDP clause should be used, see Incoterms® 2010 rules by the International Chamber of Commerce (ICC).
2 FCA (Free Carrier): The seller delivers the goods cleared for collection to the haulier named by the buyer at the stated location. If the delivery takes place at the seller's location, the seller is
responsible for loading the goods. If the delivery takes place at a different location, as required by the buyer, the vendor is not responsible for unloading. If applicable, the seller is obligated to take
care of all necessary customs formalities to export the goods, see Incoterms® 2010 rules by the International Chamber of Commerce (ICC).
3
In principle, the location of the contract warehouse (JIS/JIT contract warehouse) operated or commissioned by the supplier, or of the service provider commissioned by MAN (JIS/JIT 2-stage), is
within the area freight forwarding network of the MAN Bus & Truck Group.
4 The supplier is responsible for the unloading in the contract warehouse that he has commissioned or operates himself, even if the delivery is collected at the supplier by an area freight forwarder
commissioned by MAN. The supplier is responsible for any damage arising or losses incurred in the contract warehouse as of the time the unloading starts.
5
The supplier is responsible for loading in the outgoing goods department of the contract warehouse. If goods have been loaded in the proper manner, the risk for any damage arising or losses
incurred is transferred to MAN Bus & Truck.
6 Details on customs clearance and any other particular information (e.g. where the supplier is based in the European Community) are described in chapter 6.4 of the Logistics Standard.
7 In the case of overseas deliveries, all shipments are initially placed in a transshipment warehouse so that they can be transported from there by HGV to the recipient MAN plants. This
transshipment warehouse will either be operated as the supplier's contract warehouse, or on his behalf (JIS/JIT contract warehouse) or by MAN or on behalf of MAN (JIS/JIT 2-stage).
Based on the service provider or contract warehouse, the deliveries to the recipient MAN plants can be performed as either a JIS/JIT direct delivery or stock procurement from stock.
Fig. 11: Responsibility for organising, commissioning and performing transportation tasks depending on
the location of the shipping plant and delivery standard
Supplier
FCA 2
supplier plant 4,6
MAN
FCA 2
supplier plant
Supplier
Supplier
Supplier
DDU or DAP 1
service provider 6
MAN
FCA 2 supplier plant
Contract
warehouse
4 5
Contract
warehou
4 5
Service
provide
3
Supplier
DDU or DAP 1 MAN plant 6
MAN
FCA 2 supplier plant
Supplier
DDU or DAP 1 MAN plant 6
MAN
Supplier MAN
FCA 2 contract warehouse 6
Contract
warehouse
3, 5
Supplier MAN
o
DDU
Supplier Supplier
DDU or DAP 1 MAN plant 6
MAN
MAN
MAN
Contract
warehouse
MAN
4, 5
FCA 2 contract warehouse
MAN
FCA 2 contract warehouse 6
Contract
warehouse
4, 5
Service
provide
3
MAN
MAN
MAN
MAN
MAN
MAN
MAN
MAN
MAN
MAN
MAN
MAN
MAN

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When the supplier is located outside the the MAN Truck & Bus freight forwarding network, the "JIS/JIT contract
warehouse" delivery standard is used with the Incoterm "FCA ex contract warehouse". Otherwise the delivery
will be performed with Incoterm “FCA supplier plant”. In the latter case, the supplier is additionally responsible
for unloading the goods in the incoming goods department as well as loading the goods in the outgoing goods
department of the contract warehouse, and is liable for any losses incurred or damage arising between these
two points in time (see also) in the same way and to the same extent as would be the case for a delivery as per
“FCA contract warehouse”, i.e. if he had taken care of the transport to the contract warehouse himself and thus
no transfer of risk had occurred in the interim. The supplier must check the completeness and integrity of the
goods when unloading the goods in the incoming goods department of the contract warehouse and must
immediately and directly notify the area freight forwarder of any missing quantities or damage. Otherwise the
goods are considered to be transferred to the supplier in a complete and defect-free condition.
6.3.1 Responsibility for transport at MAN Truck & Bus
In the case of a delivery commissioned by MAN Truck & Bus, the supplier is responsible both for the timely and
correct notification of the MAN Truck & Bus freight forwarder, and for ensuring that the items included in the
scope of supply are made available on time. Details relating to deliveries commissioned by MAN Truck & Bus
can be found in the Shipping instructions for deliveries to MAN Truck & Bus, which is available from
Purchasing. The Shipping instructions (current version) forms part of the contract between the supplier and
MAN Truck & Bus. If these instructions are not observed, MAN Truck & Bus reserves the right to invoice for the
additional expenditure incurred.
In the case of a delivery commissioned by MAN Truck & Bus, the working hours of the recipient plant must be
taken into account along with any Sundays and public holidays that are of relevance from the point of view of
transportation. The supplier must ensure that delivery frequency is not affected by the working hours or by any
non-working or reduced working days that apply in respect of the supplier's plant and the freight forwarder.
With respect to deliveries commissioned by MAN Truck & Bus, MAN Truck & Bus makes a distinction between
“standard shipments without packages” and “standard shipments with packages”. Small shipments up to a
weight of 60 kg apply as packages. For this, small shipments up to 32 kg must be compiled into a single
package and no more than 2 packages in total may be sent per dispatch day.
Standard non-package shipment
In the case of a delivery commissioned by MAN Truck & Bus involving non-package shipments, the supplier
must normally notify the MAN Truck & Bus freight forwarder two working days before the delivery date (Day A)
in order to guarantee a punctual delivery. The freight forwarder shall then collect the shipment from the
shipping location, i.e. the production location, contract warehouse location or service provider location, one
working day before the delivery date (Day B). The supplier must stage the shipment accordingly. The delivery
shall then be made to the recipient MAN plant on the delivery date (Day C). However, depending on the
distance between the shipping location and the recipient plant, it is often necessary for the notification to take
place more than two working days before the delivery date. Consequently, the details are governed by the
Shipping instructions for deliveries to MAN Truck & Bus, which are binding.
The supplier uses the “Dispatch Notification” form to notify freight forwarders of shipments without packages by
fax. If applicable, the supplier shall send the delivery note in accordance with VDA standard 4913 to the freight
forwarder as well as to MAN Truck & Bus. The delivery note shall not be transmitted to MAN Truck & Bus via
EDI by the freight forwarder. Upon collection, the supplier shall provide the freight forwarder with the original
copy of the freight order (VDA 4922) plus an additional copy, as well as two copies of the delivery note or two
copies of a goods receipt/issue slip (VDA 4912). For all shipments which do not pass through the freight
forwarder’s consolidation point, the freight order and delivery note (if not sent according to VDA standard 4913)
must be sent in advance by fax to the freight forwarder. In such cases, the supplier shall be informed by the
freight forwarder.
In the case of JIS/JIT delivery, the goods are to be made available by the supplier at a certain point in time for
collection by the freight forwarder; this date will depend on the delivery date (collection date = arrival date -

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transit time - loading time). On the day before the goods are to be made available, the supplier shall notify the
freight forwarder of the collection date for the goods and the delivery date to the recipient MAN plant by an
agreed time (see Shipping instructions). Upon collection, the supplier shall provide the freight forwarder with
the original copy of the freight order plus an additional copy, the EDI goods receipt/issue slip and the chassis
number-related loading list. If the transit time changes, the freight forwarder must inform the supplier of this,
providing sufficient notice. The freight forwarder shall inform MAN Truck & Bus and the supplier if the agreed
date of collection from the supplier cannot be adhered to. After the goods have been collected from the
supplier by the freight forwarder, the freight forwarder must consult the MRP department at the affected plant
immediately in the event of any subsequent time delays.
Any additional costs caused by deviations from the standard process shall be borne by the party responsible.
Such deviations shall include, for example:
Supplier-related:
� Bringing forward dispatch due to non-production days or public holidays (additional trailer requirement)
� Waiting times due to unusual delays in shipment
At MAN Truck & Bus:
� Saturday shifts, which result in shipments from the supplier being brought forward (additional trailer
requirement)
� Postponement or omission of scheduled shipments due to production failures, subject to Section 8 of the
General Purchasing Conditions for Production Material and Spare Parts for Commercial Vehicles
Standard package shipment
In the case of a delivery commissioned by MAN Truck & Bus, package shipments (up to 60 kg, max. of 32 kg
per individual package) shall be sent using the specified service provider. The delivery process is the same as
for non-package shipments. The supplier shall use the specified service provider’s shipment documentation to
provide notification of package shipments. Reference must be made to the valid shipping instructions in each
case for details on the process.
Special consignments
In the case of a delivery commissioned by MAN Truck & Bus, the instructions for dealing with a special
consignment are always defined by the MRP department of the recipient MAN plant in cooperation with the
supplier.
If the special consignment is necessary for reasons for which MAN Truck & Bus is responsible, MAN Truck &
Bus shall pay the costs and shall be responsible for commissioning and execution of the special consignment.
If the consignment is necessary for reasons for which the supplier is responsible, he shall pay the costs and
shall be responsible for commissioning and execution. The supplier will receive a special-delivery number from
Material Management for this. If the supplier commissions the special consignment service provider of MAN
Truck & Bus (currently INTIME), the special consignment service provider must also be informed of the specialdelivery
number. The MAN special-delivery number must be noted on all the shipping documents. Alternatively,
the supplier can also use another freight forwarder.
If it becomes evident in retrospect that the supplier and not MAN Truck & Bus (or vice versa) is responsible for
the special consignment, the costs for the special consignment must be charged to the respective other party.

6.3.2 Responsibility for transport on the part of the supplier
Standard shipment
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M 3399 : 2011-10
In the case of a delivery commissioned by the supplier, the supplier shall be responsible for ensuring that the
commissioned freight forwarder can provide information about the location of the goods at all times. In the case
of such deliveries, it is the supplier who has sole responsibility for ensuring that the goods arrive at the
recipient MAN plant on time and in the proper manner.
Special consignments
In the case of special consignments, drivers must always be provided with a mobile telephone, so that the
location of the consignment can be determined at any time upon request. MAN Truck & Bus must be provided
with the mobile phone number on request. Special consignments are subject to approval and must be agreed
with the MAN Truck & Bus departments.
6.4 Customs handling and Incoterms for delivery of goods from non-EU countries 2
The form of customs handling that is applicable to non-EU goods depends on whether the supplier is based in
the EU. The supplier is considered to be resident in the EU if he has a registered office within the EU.
Furthermore, the selected delivery standard can also affect how goods from outside the EU are handled.
6.4.1 Supplier is not based in the EU
The supplier is not considered to be resident in the EU if he does not have a registered office within the EU.
If the supplier is not based in the EU and delivery takes place with the JIS/JIT contract warehouse delivery
standard, the contract warehouse within the EU shall serve as a customs warehouse 3 and the goods handled
correspondingly in accordance with customs legislation. This means that upon transportation across the
border, the supplier shall initially place the goods in customs transit (shipment procedure T1 4 ) so that the
goods can be transported to the customs warehouse as dutiable goods. The goods are then transferred into a
customs warehouse procedure. When a delivery lot is called off from the customs warehouse by MAN Truck &
Bus, the supplier or the commissioned service provider shall initiate a further shipment procedure (T1). The
area freight forwarder commissioned by MAN Truck & Bus shall collect the delivery as dutiable goods and
transport the goods to the recipient MAN plant. MAN Truck & Bus shall then perform customs clearance there
(see Fig. 12).
2 Note: The explanations in this section relate exclusively to deliveries of goods that originate outside of the EU.
This does not necessarily mean that the supplier will have a registered office outside the EU.
3 As required by law, no value-adding activities such as pre-assembly, painting etc. may be performed in the
customs warehouse. In such cases, an additional service provider must be deployed by the MAN Truck & Bus
Group (see Section “Non-EU delivery using JIS/JIT 2-stage”). For the customs warehouse procedure, see
Article 84ff. and 98ff. of the European Community Customs Code and Article 496ff. of the Customs Code
implementing regulation.
4 See Art. 37-57 of the European Community Customs Code.

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JIS/JIT contract
warehouse
JIS/JIT 2-stage
delivery process
Supplier
Supplier (poss.
in conjunction
with contract
warehouse)
Supplier MAN
Non-EU EU
Overseas/interurban
transport
Overseas/interurban
transport
Contract
warehouse**
(customs
warehouse)
HGV
transport
LSP*
HGV
transport
Traileryard/
Trailerdock/
Footprint
Traileryard/
Trailerdock/
Footprint
Staging in acc. with
the pull principle
Staging in acc. with
the pull principle
Fig. 12: Non-EU delivery using JIS/JIT 1- or 2-stage processes and involving suppliers not based in the EU
If the delivery is performed in delivery standard JIS/JIT 2-stage, MAN Truck & Bus will incorporate a service
provider 5 . In such cases, MAN Truck & Bus is responsible for the customs clearance before storing the goods
at the service provider. The delivery is performed using Incoterm “DDU or DAP service provider” if the supplier
is located outside the area freight forwarding network of MAN Truck & Bus. If he is located within the area
freight forwarding network of MAN Truck & Bus, the delivery is performed with Incoterm “FCA supplier plant”
(see Figure 11).
In order for MAN Truck & Bus to be able to perform customs clearance (or have customs clearance
performed), the supplier shall send all the documents required for customs clearance (invoice and documents
of origin e.g. EUR.1, ZU, Form A, A.TR, etc.) to MAN Truck & Bus in good time before the delivery arrives.
In the case of stock procurement, which follows the same procedure (see section 3.7) as individual
procurement with or without warehousing, Ship to Line (interurban deliveries only) and Vendor Managed
Inventory (interurban deliveries only), MAN Truck & Bus pays the duty as standard when the goods arrive at
the recipient MAN plant.
If the supplier is located within the MAN Truck & Bus area freight forwarding network, delivery in the case of
stock procurement, individual procurement with or without warehousing and Vendor Managed Inventory shall
take place with Incoterm “FCA supplier plant”. In this case, MAN Truck & Bus is responsible for physically
transporting the goods to the recipient MAN plant and also for customs treatment upon cross-border transport
by placing the goods in a transit procedure (T1).
If the supplier is located outside the MAN Truck & Bus area freight forwarding network, delivery shall take place
with Incoterm “DDU or DAP MAN plant”. In this case, the supplier is responsible for physically transporting the
goods to the recipient MAN plant and also for customs treatment upon cross-border transport by placing the
goods in a transit procedure (T1).
The Incoterm “DDU or DAP MAN plant” is always used within the context of the Ship to Line delivery standard
(see Figure 11).
6.4.2 Supplier is based in the EU
If the supplier fulfils this requirement, he shall be responsible for customs clearance for goods delivered from
outside the EU, regardless of the delivery standard selected. If delivery takes place with the JIS/JIT contract
warehouse delivery standard (which also applies in the same way for stock procurement), the supplier shall be
responsible for customs clearance of the goods before removal to the contract warehouse.
5 Potential reasons may be: (1) The supplier or service provider commissioned by the supplier operates the
contract warehouse in the EU as a customs warehouse, and the range of services requested by the MAN Truck &
Bus Group includes value-adding activities. (2) The supplier or service provider commissioned by the supplier
cannot perform the range of services requested by the MAN Truck & Bus Group.
Production/
Assembly
Production/
Assembly
* LSP: logistics service provider, commissioned by MAN
The supplier is responsible for stock control
** Service provider commissioned by supplier/supplier's transshipment warehouse Payment of duty, i.e. transfer of the goods allowing them to
enter free circulation

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When determining which Incoterm is to be used, a distinction is also made for suppliers based in the EU on the
basis of which supplier branch has a contract with MAN Truck & Bus:
� There is a contract in place with the supplier branch that is based within the EU:
Delivery takes place using the Incoterm “FCA ex contract warehouse” (analogous to EU delivery).
� There is a contract in place with a supplier branch based outside of the EU:
Delivery takes place using the Incoterm “DDP 6 contract warehouse” (analogous to EU delivery).
In both cases, the supplier is responsible for physically transporting the goods to the contract warehouse and
for customs processing by release of the goods to enter free circulation. The supplier shall always be
responsible for loading the goods in the outgoing goods department of the contract warehouse.
The EU delivery regulations apply analogously for all the other delivery standards. In all cases, the supplier
based in the EU must provide MAN Truck & Bus with a supplier declaration for goods with preferential origin
status in accordance with EU Regulation 1207/2001 or a supplier declaration for goods without preferential
origin status.
6.5 EDI communication in the shipment process
It is assumed that the supplier already has the facilities in place to support electronic data interchange (EDI).
An alternative form of transmission is only permitted following consultation with MAN Truck & Bus. Further
information can be found in the MAN Truck & Bus EDI starter pack, which can be downloaded from the MAN
Truck & Bus supplier portal.
6.5.1 Delivery documents for transport and delivery
The delivery documents to be used for delivery and transport must comply exclusively with the VDA standard
or DIN specifications stipulated by MAN Truck & Bus and be provided in the required quantity as per the
following table:
Required transport documents National transport
International transport
EU Non-EU
Int. CMR consignment note - 2 3
Forwarding instruction/waybill in acc. with VDA
4922
2 2 2
Delivery note DIN 4994 or EDI goods receipt/issue
slip in acc. with VDA 4912
2 2 2
Customs documents
Table 3: Required transport documents
- - 2
Transport responsibility with MAN Truck & Bus:
All required delivery documents must be handed over to the MAN freight forwarder in paper form upon
collection.
If the delivery documents are not provided in the correct form or quantity upon collection, the MAN freight
forwarder is instructed to refuse acceptance of the goods.
Any costs resulting from acceptance refusal (standing times, empty journeys, etc.) will be invoiced to the
supplier directly by the MAN freight forwarder.
Transport responsibility with the supplier:
All required delivery documents must be presented in paper form upon delivery at the incoming goods department.
6 DDP (Delivered Duty Paid): The seller supplies the purchaser with goods released for import at a specified
destination on the incoming means of transport without unloading. The seller bears all costs and inherent
transport risks up to this point, including any that relate to the duty required to import goods into the destination
country (see Incoterms 2000: ICC official rules for the interpretation of trade terms, p. 125).

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M 3399 : 2011-10
If the delivery documents are not provided in the correct form or quantity upon delivery, the MAN incoming goods
department reserves the right to refuse acceptance of the goods.
Any costs that are incurred by the supplier's freight forwarder or in the incoming goods department as a result
of acceptance refusal (standing times, empty journeys, etc.) must be borne by the supplier.
6.5.2 Delivery papers via EDI
The delivery note (either VDA 4913 7 or EDIFACT DESADV) shall be sent via EDI to the recipient MAN plant in
good time, at the latest when the goods are dispatched. In the case of JIS/JIT deliveries, the EDI goods
receipt/issue slip, the freight order and a chassis number-related loading list must be submitted with the
delivered goods in the incoming goods department. Delivery scopes relating to initial sample inspections
should be listed on a separate delivery note. Delivery standards (see 6.1) must be correctly recorded and sent.
If load carrier containers are used, all container components of a loading unit corresponding to the delivery
standard must be included with the correct container item number.
Delivery papers must be generated and trucks loaded in relation to specific offloading points.
6.5.3 Invoicing via EDI
The VDA 4906 or VDA 4938 EDIFACT INVOIC format must be used for the purpose of sending the invoice. If
this invoice is transmitted without a fully qualified electronic signature, a sum record must also be sent
additionally in written form.
6.6 Quality of the delivery
In accordance with Packaging instruction M 3338, the supplier is obliged to deliver clean and undamaged
parts and load carriers. When goods are received, MAN Truck & Bus will carry out the following checks:
� Comparison of the freight order with the truck load
� Visible damage
� Number and quality of load carriers
7 Process for empties
Each supplier plant is assigned to a unique main supply plant. All communications relating to load carrier
requirements should be addressed to the assigned MAN main supply plant.
7.1 Load carrier definition
MAN Truck & Bus makes a distinction between the following load carriers:
� ULT – Universal load carrier
� KLT – Small load carrier (VDA: KLT System 4500. VDA-R-KLT small load carriers with the following
features are preferred: single-wall small load carrier construction, rigid, fill weight of up to 12 kg and
composite base.)
� SLT – Special load carrier
These containers and their technical data are defined and documented in the MAN Truck & Bus Load Carrier
Standard M3301. Only these containers may be used for a delivery. The packaging regulations of MAN Truck
7 In the case of call-off control as described in Section 5.1.1.1 (JIS call-offs in the EDIFACT-DELJIT format), it is
essential that the trailer ID issued by MAN Truck & Bus, the trailer's vehicle licence number and the anticipated
time of arrival are stated.

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M 3399 : 2011-10
& Bus must be taken into account. These binding regulations are described in the Logistics Agreement and
agreed with the supplier. MAN Truck & Bus uses the Logistics Agreement to define binding packaging
regulations for the following information, among other things: Item number + packing batch + load carrier type
+ packaging material. (see Section 6.1)
7.2 Load carrier financing and development
7.2.1 Universal load carriers and small load carriers
MAN Truck & Bus handles the development, procurement and financing of universal load carriers and small
load carriers. Sections 7.3 and 7.6 define the maximum number of load carriers that are available within the
context of a supply relationship between MAN Truck & Bus and a supplier and the permitted uses of these load
carriers.
7.2.2 Special load carriers
The supplier is responsible for the development, financing and procurement of special load carriers. For this
purpose, MAN Truck & Bus provides the supplier with the technical specifications (e.g. fire protection
requirements, transport requirements and technical production requirements) as well as quality requirements
for the carrier material and design in the MAN Load Carrier Standard M3301. Each new special load carrier
and any change to a special load carrier must be agreed with and approved by MAN Truck & Bus.
The supplier shall bear the development costs. The necessary investment and associated depreciation, as well
as the maintenance, cleaning and repair of the special load carriers, shall be agreed in writing in accordance
with an approved refinancing concept. The precise form of the contract for financing special load carriers shall
be determined on a case-by-case basis on conclusion of the contract. Any related costs shall be passed on in
accordance with the applicable agreements in place between MAN Truck & Bus and the supplier. In all cases,
details of the relevant calculation must be provided. This calculation must include a jointly defined container
quantity plan, based on range and requirements. The regulations defined in Sections 7.3 and 7.5 also apply.
The supplier is responsible for obtaining the containers punctually, three weeks in advance of the production
programme.
7.2.3 Packaging material
One-way packaging used as protection for parts shall, without exception, be developed and paid for by the
supplier. Universal load carriers with special reusable inserts are classed as special load carriers. In general,
the development and financing of these universal load carriers with special inserts is therefore the supplier’s
responsibility – the precise form of the contract shall always be elaborated on a case-by-case basis.
7.3 Load carrier use and quality
The following applies:
� Load carriers are only to be used for the respective product ordered by MAN Truck & Bus
� Load carriers are to be used exclusively for the warehousing and transport stages that are defined in the
range model (from the last loading edge of the plant producing the goods).
� Load carriers are not to be used for the procurement and warehousing of raw materials, individual parts,
semi-finished parts, etc.
� The use of load carriers for pre-production is not permitted; deviations must be expressly approved in
writing by MAN Truck & Bus (MAN item number, load carrier type, number of load carriers, duration of the
approved deviation). Sub-contractors must not be provided with load carriers financed directly or indirectly
by MAN Truck & Bus.
With respect to the load carrier quality, the regulations set out in the Load Carrier Standard of MAN Truck &
Bus also apply.

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7.3.1 Handling load carriers
� Load carriers are made available to the supplier "broom-clean" (i.e. loose packaging residue removed,
coarse soiling cleaned).
� Foldable load carriers are sent folded in empties transport and must be folded open correspondingly
be the supplier for use.
� The following is not permitted when using the load carriers:
o Pushing the load carriers with the lift truck fork is prohibited.
o The maximum stacking height must not be exceeded.
� The supplier must take suitable protective measures to prevent corrosion and contamination.
7.3.2 Container maintenance
� Should the cleanliness of the load carrier (see 7.3.1) not correspond to the quality requirements of the
material to be transported, the supplier must implement additional cleaning measures at his own cost.
� Only the current label may be affixed to the load carrier in order to avoid mixing up parts during the
process. The supplier must remove any old labels.
� For load carriers with a map pocket/clamping plate, the label must be affixed here. Otherwise the
labels must be attached using only textile adhesive dots as per the latest version of
VDA standard 4500. The load carrier may be damaged if labels are affixed using adhesive. The
additional costs incurred due to the container damage and the removal of the labels must be borne by
the supplier.
7.4 Use of the MAN Truck & Bus Web-based container management system
The supplier is obligated to use the Web-based container management system (MN-CM) of MAN Truck & Bus
for the following tasks:
� Call-off of empty containers (see Section 7.5)
� Check of account balances (see Section 7.8)
� Load carrier inventory (see Section 7.8)
The supplier is obligated to keep his contact details, in particular his e-mail address, up-to-date at all times and
regularly call up the information provided in MN-CM. Failure to comply with this update obligation (which can
be attributed to the supplier) shall be at the supplier’s expense.
7.5 Call-off of empties from MAN Truck & Bus
The supplier is responsible for calling off empty containers in good time from his assigned MAN main supply
plant. Should the supplier cause a lack of empty containers as a result of failed orders, delayed or incorrect
orders or orders of reduced quantities, which can be attributed to him, the supplier must still fulfil his delivery
obligation to MAN Truck & Bus and must arrange delivery in alternative packaging (see 6.1). The supplier must
bear any additional costs incurred by the recipient plant as a result.
The empties must be called off in accordance with the empty container management process as per
VDA 5007. Suppliers shall call off the empty containers in advance using the web-based container
management system of MAN Truck & Bus.

Figure 13: Online order form for empty containers
Empty containers must be called off in accordance with the following ordering deadlines.
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M 3399 : 2011-10
Supplier's site (production site or contract
warehouse) at which containers are required
(last loading edge)
Deadlines for calling off empty containers
In Germany or Austria
At least 5 working days *) prior to the date of delivery of
loaded containers to MAN Truck & Bus
In the country in which the main supply plant is located
At least 5 working days *) prior to the date of delivery of
loaded containers to MAN Truck & Bus
Not in Germany, Austria or the country in which the main At least 8 working days *) prior to the date of delivery of
supply plant is located
loaded containers to MAN Truck & Bus
*) Working days are Mondays to Fridays, excluding public holidays in the country/state in which the main supply plant is located
Table 4: Location/deadline for calling off empty containers
7.6 Empty container call-off quantity
The supplier defines the number of applicable empty containers to be called off each working day. However,
this quantity must not exceed a specified maximum stock value within the container cycle.
7.6.1 Calculating the maximum stock of empty containers within the container cycle
The maximum stock of empty containers within the container cycle is calculated on the following basis:
Maximum stock of empty
containers within the
container cycle
=
Container stock range in
container cycle
[working days]
7.6.2 Calculating container requirements per working day
*
Container requirement per
working day
[containers / working day]
The container requirement specifies the quantity of containers required per working day to be able to produce
the agreed production batch for MAN Truck & Bus. The applicable container requirement is calculated using
the following formula:
Container requirement per
working day
=
Material requirement
[units/working day]
/
Packing batch
[units/container]

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M 3399 : 2011-10
As the quantity of containers required depends on the supplier's production programme, the level of the
container requirement may fluctuate.
7.6.3 Calculating the container stock range in the container cycle
The Logistics Agreement specifies the maximum container stock range in the container cycle for each supply
relationship that exists between MAN Truck & Bus and the supplier. MAN Truck & Bus reserves the right to
unilaterally adjust the container stock range in the course of process optimisation (e.g. shortening transit
times). The supplier undertakes to inform MAN Truck & Bus immediately whenever it has carried out process
optimisations of its own that similarly result in a reduction of the stock range.
The container stock range is specified in working days and covers the circulation time between the supplier
and MAN Truck & Bus. The supply of MAN’s own containers to sub-suppliers does not form part of the agreed
container stock range in the container cycle. This is defined in the Logistics Agreement and conforms to the
container stock range of finished goods at the supplier, a buffer of empty containers at the supplier, and the
transport ranges for deliveries of full and empty containers (see Fug. 14). The Logistics Agreement for
universal load carriers does not take account of the internal container range in the MAN Truck & Bus plants.
Sub-supplier
Sub-supplier
Container stock range
for sub-supplier
Fig. 14: Container stock range
Transport range for full containers
MAN plant
Supplier
Container stock range
� Container stock range for finished goods
for MAN plant
� Container stock range for buffer of empty containers
Transport range for empty containers
The overall container stock range for each supply relationship is calculated as follows:
Container stock range
of the supplier
=
2 * Transport range (full
and empty containers)
[working days]
+
Container stock range for
empty container buffer at the
supplier
[working days]
7.6.3.1 Transport range for full and empty containers
The transport ranges for full and empty containers are defined in the Shipping instructions.
Key
+
Part of the container
stock range at the
supplier
Not part of the container
stock range at the
supplier
Container stock range for
finished goods at the supplier
[working days]
7.6.3.2 Container stock range for the supplier’s empty container buffer
Each supplier must agree a delivery frequency for empty container deliveries with the relevant main supply
plant of MAN Truck & Bus. To guarantee an optimum supply of empty containers, even when the delivery
frequency is low, the container stock range within the container cycle includes a buffer of empty containers.
The level of this buffer of empty containers in the container stock range depends directly on the frequency of
the empty container deliveries (see Table 4).
Container stock range for the
supplier’s empty container
buffer
Daily 1 WD
Empty container delivery
intervals
Four times a week 2 WD
Three times a week 3 WD
Twice a week 4 WD
Weekly 5 WD
Fortnightly 10 WD
Every three weeks 15 WD
Monthly 20 WD
Table 5: Container stock range in the empty container buffer

7.6.3.3 Container stock range of finished goods at the supplier’s site
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This container stock range defines the range for those containers at the supplier’s site which are required to
store the safety stock and the finished goods ready for dispatch to MAN Truck & Bus. The container stock
range for finished goods at the supplier’s site generally amounts to 3 working days. Any deviations from this
shall be agreed in the Logistics Agreement.
7.6.3.4 Calculating the container stock range for special load carriers in the container cycle
The container stock range for special load carriers and the related quantity of containers to be procured will be
defined individually upon contract conclusion and agreed between MAN Truck & Bus and the supplier. The
basis for this is the MAN range model (see Section 7.6.3).
To enable suppliers to make calculations, the relevant MAN Truck & Bus specialist departments will provide
them with the necessary information about the components of the container cycle for which MAN Truck & Bus
is responsible. This applies to the following components:
� Transport time of loaded/empty containers
� Period of time during which the containers remain at the recipient MAN plants
� Period of time during which the containers remain with service providers commissioned by MAN Truck &
Bus (e.g. for sequencing)
All other components of the container cycle (period of time during which the containers remain with the supplier
etc.) shall be planned independently by the supplier, who shall provide the relevant details.
7.7 Supply security (under- and oversupply)
In order to optimise transport costs, MAN Truck & Bus is allowed to oversupply the supplier. In all cases, the
supplier must provide adequate storage space for empty containers. If an oversupply occurs or the containers
are tied up for a lengthier period of time (current stock greater than target stock) for reasons attributable to the
supplier, MAN Truck & Bus reserves the right to invoice the supplier for the costs incurred. Should the
container range be undersupplied, suppliers are permitted to remove defined load carriers from their own
stocks and include them in the delivery cycle. If MAN Truck & Bus is unable to provide a standard container in
the short term, the supplier must agree on a deviation from the standard process and, where applicable, agree
any associated costs together with the contacts at the main supply plant, and obtain written approval of this
(e.g. definition of an alternative container for universal load carriers).
7.8 Container account statement/load carrier inventory
MAN Truck & Bus shall send a container account statement containing details of the stock and movement data
for the previous month via its container management system (MN-CM) by the 2 nd working day of each month.
The supplier shall be obliged to check the account statements carefully for any missing or incorrect entries.
The supplier must direct any complaints to MAN Truck & Bus via the MN-CM within 2 weeks and by the 15 th of
the calendar month. If MAN Truck & Bus has not received any complaints via the MN-CM by this date, the
stock levels in the statement shall be deemed binding and to have been accepted by the supplier. MAN Truck
& Bus shall process any justified complaints by the end of the relevant month.
If any stock discrepancies relating to MAN’s load carriers are identified on the basis of the issued container
account statement within the context of complaint processing, MAN Truck & Bus reserves the right to invoice
the supplier for these if this is due to reasons attributable to the supplier.
If stock discrepancies relating to the supplier's own load carriers are identified on the basis of the issued
container account statement within the context of complaint processing, the supplier shall be entitled to invoice
these to MAN Truck & Bus if this is due to reasons attributable to the latter.
The supplier and MAN Truck & Bus shall carry out a joint stocktaking exercise annually on a set date in respect
of the containers. On this set date, the supplier is obliged to count all the load carriers (LC) owned by MAN
Truck & Bus and enter them in MN-CM. All the costs associated with the supplier’s involvement in the
stocktaking exercise shall be borne by the supplier at no expense to MAN Truck & Bus. MAN Truck & Bus shall

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M 3399 : 2011-10
provide information well in advance concerning the stocktaking date and procedure. If the supplier has not
received any requests for a stocktaking exercise by 1 December each year, the supplier is obligated to request
the relevant dates from MAN Truck & Bus.
Stock in the account statement following the stocktaking exercise is considered to be binding and accepted
and established by the supplier; complaints are only possible in the context of the complaints procedure
defined in Section 7.8, paragraph 1.
If a supplier fails to report his inventory stock by the deadline specified by MAN Truck & Bus in the stocktaking
exercise process, MAN Truck & Bus will work assume that the supplier has no LC stock. As a result, all load
carrier stock of the supplier will be set to nil in the account. In the event of inventory differences i.e. negative
deviations between the counted stock and system stock, MAN Truck & Bus reserves the right to charge the
supplier for compensation in the amount of the price for the re-procurement of the stock, provided the supplier
is responsible for the negative deviations (e.g. breach of the abovementioned obligations to report). MAN
Truck & Bus reserves the right to check the quantity of containers on site at any time, without giving prior
notice. This check shall be carried out at the supplier’s expense on the basis of the costs incurred, or shall be
assigned to an external service provider who shall pass the associated costs on to the supplier.
8 Logistical evaluation
8.1 Supplier evaluation
MAN Truck & Bus shall carry out a logistical evaluation of its suppliers every quarter. As part of this process,
indicators from the Purchasing, Quality, Technical and Logistics departments shall be identified and
incorporated into an overall evaluation.
Logistics factors with weighting
Supply quality
Over-delivery, maintaining
the corridor
10%
Arrears, maintaining the
25%
corridor
Purchasing
factors
Level of fulfilment
on VMI parts
30%
45%
Missing parts / sequence
infringements
35%
EDI connection
15%
Call-off ED
33,3%
Delivery note EDI
33,3%
Supplier Supplier factors factors
Quality
factors
Invoice EDI
33,3%
"Hard facts" 85% share
Correct packaging
50%
Technical
factors
Logistical
Logistical supply
quality 25%
Physical supply
quality 50%
Correct fill quantity
50%
Correct, complete delivery
papers (e.g. conformance
with container quantity
supplied)
40%
Information
supply quality
50%
Fig. 15: Performance indicators for the logistical supplier evaluation
Complete EDI
advice
40%
VDA-conform
labelling
20%
Accessibility
10%
Adherence to
agreed actions
25%
Flexibility on shortterm
requirements
25%
Logistics
factors
Quality
ranking 15%
Proactive behaviour
for delivery problems
40%
Adherence to
agreed actions
40%
Proactive behaviour for
delivery problems due to
container supply
20%
Flexibility on packaging
changes
"Soft facts" 15 % share
As the highest level of the logistics performance indicator system, four performance indicators are identified for
each supplier (see Fig. 15). These are the supply quality, the EDI connection, the logistical delivery quality and
a quality ranking based on a subjective evaluation by MAN Truck & Bus employees. The evaluation of these
four indicators results in the overall picture of the logistical capability of the supplier.
50%
Disposition
evaluation
Logistics planning
evaluation 20%
Material
management
evaluation
30%
40%
Willingness to cooperate
30%
Reliable delivery
30%
Proactive behaviour
40%

8.2 Freight forwarder evaluation
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M 3399 : 2011-10
As a general rule, the deliveries called off by MAN Truck & Bus shall be transported from the supplier plant to
the recipient MAN plant by an MAN Truck & Bus area freight forwarder. As the freight forwarder is the link
between the supplier's outgoing goods department and MAN Truck & Bus' incoming goods department, the
supplier should also do everything in his power to support excellent freight forwarder performance. This is
evaluated continuously along with the supplier’s logistical performance.
MAN Truck & Bus evaluates the performance of the area and supplier freight forwarders every quarter. As part
of this process, the central departments of Transportation Logistics, Freight Purchasing and Accounting
Control, as well as the Receiving, Empties Dispatch and Material Management departments shall evaluate
both the area and supplier freight forwarders for each MAN receiving plant. The evaluation is carried out at
least once every quarter. The results of the evaluation are used for a number of purposes, including
negotiations with the area and supplier freight forwarders.
The area and supplier freight forwarders are evaluated on the basis of 19 criteria, which can be split into three
categories: quality of the transport service, quality of accounting and service & flexibility (see Fig. 16). Brand
loyalty is looked at separately and constitutes the 20 th criterion.
Quality of
Transport transport performance
performance
Time
Time
Time slots
slots
slots
Sorting
Sorting effort
effort
Transport
Transport damage
damage
Complete
Complete
delivery
Complete delivery
Loading
Loading
Loading papers
papers
papers
Use
Use
of
Use of
mega
of mega
trailers
mega - trailers
Reliability Reliability
of handling empty
Processing containers empties
Running Running time time
Quality of accounting
Quality of loading list (EDI)
Quality of loading list (specific)
Quality of invoice (EDI)
Quality of invoice (specific)
Fig. 16: Criteria for freight forwarder evaluation
9 Breach of contractual obligations
20 Criteria
MAN Truck & Bus considers the following to be a breach of contractual obligations:
� Over-delivery:
The quantity delivered exceeds the quantity called off/ordered.
Contacts: Contacts: Accessibility
Accessibility
� Under-delivery:
The quantity delivered falls short of the quantity called off/ordered.
Contacts: Quality of
Quality information
Quality of of information
Contacts: Contacts: Info Information -Behaviour behaviour - / /
cooperation
Contacts: Flexibility under
changing circumstances
Drivers:
Drivers: Frequency
Frequency of
of change
change
Drivers: Drivers: Appearance Appearance / / communication
communication
Capability Capability for for special special consignments
consignments
Brand loyalty
� Excess delivery:
The quantity delivered exceeds the quantity specified on the delivery note.
Service &
Flexibility

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� Short delivery:
The quantity delivered falls short of the quantity specified on the delivery note.
� Early delivery:
Delivery takes place before the time specified in the call-off/order.
� Late delivery:
Delivery takes place after the time specified in the call-off/order.
� Incorrect delivery
1. Delivery of other goods = different goods (incorrect items) to the ordered goods are delivered,
2. Incorrect location/delivery without order = the goods are unloaded at the wrong location or there is no
order for the delivered goods.
� Quality defect:
The delivery does not meet the agreed quality requirements/the general quality requirements of MAN Truck
& Bus.
� Delivery of damaged load carriers:
� Use of unspecified containers:
For reasons attributable to the supplier, delivery is made in containers that are different from the ones
agreed with MAN.
The regulations in the General Purchasing Conditions for Production Material and Spare Parts for
Commercial Vehicles as well as the regulations of Standard 239-5 Liability for Defects shall apply to any
claims in respect of liability for defects. For any other cases of a breach of contractual obligations by the
supplier as mentioned above, the parties additionally agree on the following regulations.
9.1 Missing parts process
Parts that are missing at the scheduled delivery time may make it impossible for a part to be used in the
logistics and production process at the scheduled time, and in doing so become so-called missing parts. This
may be caused by late deliveries, deliveries in containers that are different from those specified or deliveries in
damaged containers.
Damaged parts or quality defects are material defects whilst under-deliveries, short deliveries or incorrect
deliveries (incorrect items) equate to a material defect. Material defects or circumstances equating to a material
defect are regulated in Standard 239-5 Liability for Defects (hereinafter referred to collectively as “material
defect”). If there is a risk of a missing part due to a material defect, the following measures must be
implemented:
1. The recipient MAN plant shall notify the supplier in advance, either verbally or in writing.
2. The recipient MAN plant shall carry out a check, in conjunction with the supplier, to determine whether the
goods can be used following rework or whether they need to be scrapped or returned. If the part cannot be
used or if parts are missing, the supplier shall immediately redeliver the relevant parts.
3. The recipient MAN plant shall decide, depending on the supply situation, whether or not a special
consignment (see section 6.3.1 or 6.3.2) is necessary. The costs associated with this consignment shall be
borne by the party responsible.
Insofar as it is deemed necessary to perform the supplier service at the MAN Truck & Bus premises, MAN
Truck & Bus shall inform the supplier of this in writing and the supplier shall immediately provide the service to
MAN Truck & Bus at no charge
9.2 Default
If the supplier fails to perform its duties or does not perform them on time, or as agreed, in accordance with the
Logistics Standard and Logistics Agreement – insofar as these have been concluded – this may result in
missing parts (see Section 9.1).

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MAN Truck & Bus reserves the right to charge the secondary costs incurred to the supplier, provided the
supplier is responsible for the missing part.
The secondary costs in the case of missing parts cover the assembly and handling costs necessary for
retrofitting (evaluation on a time and material basis) and the costs of sequence violations (blocking of orders
within the model mix).
Payment shall be covered by a lump-sum of €500 per vehicle, module or unit or, in the case of spare parts,
of €500 per vehicle per day in the case of a customer backlog (when a customer order for spare parts cannot
be filled).
The lump-sum takes into account all necessary adjustments or modifications in the logistics and production
process or, in the case of spare parts, any claims for damages relating to spare parts that are submitted as a
result of customer vehicle downtime.
In addition, there is a flat rate processing charge for the administrative expenditure involved in creating a defect
notification or debit note amounting to €200 per case.
MAN Truck & Bus reserves the right to charge for additional costs, e.g. postponement of scheduled customer
delivery dates due to supply bottlenecks or additional costs in order to ensure compliance with customer
delivery dates.
The secondary costs shall be set at a higher or lower amount if MAN proves that a higher loss has been
incurred or the supplier proves that a lower loss or no loss at all has been incurred.
9.3 Returning/ sending back parts/over-delivery
In the event of over-deliveries and excess deliveries, deliveries before the agreed-upon delivery date or
delivery without an order or to the incorrect location, MAN Truck & Bus reserves the right to charge a lump sum
of €200 per item number per delivery, provided the supplier is responsible for this. MAN Truck & Bus also
reserves the right to return the delivered parts to the suppliers on a carriage forward basis, to store the surplus
quantity at the expense of the supplier or to receive the surplus quantity. The parts shall be sent back
immediately on a carriage forward basis and the supplier invoiced for the costs and for any internal effort that
may have been involved. MAN Truck & Bus reserves the right to receive the over-delivered quantities and
charge the supplier the lump sum of €200 per item number per delivery. Where applicable, any deviations from
this shall be specified in the Logistics Agreement (e.g. direct scrapping or self-collection).
9.4 Logistical supply quality
If the supplier deviates from the agreed-upon delivery standard (see 6.ff), MAN Truck & Bus reserves the right
to charge the supplier for the additional expenditure and costs incurred as a result (transport costs, repacking,
additional handling, disposal etc.), provided the supplier is responsible for this. This also applies to deliveries
on non-approved mixed pallets, insufficient labelling, missing or incomplete delivery or customs papers or
deviating quantity or weight information.
9.5 Repair/ replacement of damaged load carriers
If the supplier damages MAN containers or brings damaged containers into circulation, the costs for repairs or
replacements shall be charged to the supplier plus a lump sum of €200 per delivery note, provided that the
supplier is responsible. If repacking is necessary, the costs listed in Section 9.4 will also be charged. Damaged
containers belonging to the supplier shall be rejected by MAN Truck & Bus upon their arrival and/or additional
costs incurred will be charged, if applicable.
The following damage criteria, in particular, are checked:
� the container is distorted, e.g. stacking is difficult/not possible
� the hinges and/or flaps are stiff, the latches do not engage
� the side walls are distorted and/or cannot close

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� the containers (open pool, see Section 9.6) do not correspond to the EPAL criteria, e.g. the "EUR"
mark is only printed and not embossed, the quality seal is missing.
� The container feet are bent, the container is unstable.
If the supplier receives damaged empty containers from MAN Truck & Bus, the MAN Truck & Bus plant that
has sent the empty containers must be informed immediately, otherwise it shall be assumed that the supplier
caused the damage. As far as load carrier quality is concerned, the regulations set out in the Load Carrier
Standard of MAN Truck & Bus (Sections 6.1 and/or 6.6) apply. Surface corrosion is not considered to be a
technical defect or contamination.
9.6 Participation in the open container pool/use of fake load carriers
If the delivery standard agreed between MAN and the supplier includes the use of so-called "open pool"
containers, the supplier is obligated to only replace mesh boxes, Euro pallets and small load carriers in
accordance with the latest specifications from the European Pallet Association and VDA standard 4500. The
use of fake load carriers is prohibited. MAN Truck & Bus reserves the right to charge the costs for
replacements or other arising demands/compensation claims to the supplier in the event of any contravention
of this provision, provided the supplier is responsible for this.
9.7 Clarification of responsibility
If MAN Truck & Bus establishes that a delivery carried out by an area freight forwarder is short, early, late or
wrong, that the delivery involves a quality defect or has been made using damaged containers, MAN Truck &
Bus shall clarify whether it is the supplier or the freight forwarder that has failed to comply with the contractual
terms and is therefore liable for the costs incurred. Therefore, the area freight forwarder’s drivers shall check
that the number of load carriers provided matches the number specified on the delivery note and check for
visible damage on the load carriers when they collect the goods from the supplier. They shall confirm with the
supplier that the delivery has been correctly handed over in its entirety on the basis of a transfer note.
The supplier shall be held responsible for deviations from the required quantity within a load carrier and MAN
Truck & Bus shall directly debit or credit the supplier for the discrepancy accordingly.
In the case of “free domicile” delivery, the supplier shall bear sole responsibility for any incorrect deliveries.
MAN Standard 239 "General Terms of Delivery for Purchased Parts" shall apply.
9.8 Lead material management (LMM)
A lead material manager shall be temporarily (i.e. for the duration of a so-called lead case) named in the
organisation for each supplier, if the supplier does not fulfil his obligations in terms of quantity or quality
(bottleneck with risk of breakdown).
The supplier shall be informed of the declaration of the lead case by the lead material manager and will fulfil
the following obligations:
� The supplier undertakes to coordinate the remaining delivery with the LMM as the sole contact partner.
� The LMM is responsible for the cross-plant supply and distribution of materials. However, the delivery
to the individual plants continues to be controlled via material management in the plants.
� The supplier is obligated to assume all costs related to the lead case such as travel or additional costs
(see Section 9.2).
The supplier will be incorporated into an escalation process at the same time as the declaration of the
lead case.
The supplier will be informed by the LMM at the end of the lead case.

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Section in Calculation of additional expenditure/costs
Lump sum or cost calculation
the LS
in the case of:
9.2 Missing parts, sequence violations €500 per vehicle, module, unit
or, in the case of a customer backlog for spare parts, €500 per
vehicle per day
9.2 Postponement of scheduled customer delivery date or
additional costs to adhere to customer delivery date
in accordance with the costs incurred
9.2 Administrative cost to create a defect notification or debit
note
€200 per case
9.3 Returning/sending back parts, over-delivery Return of parts on carriage forward basis and €200 per item
number per delivery
9.4 or 6.1 Goods not delivered in agreed delivery standard or in: in accordance with the costs incurred
- non-approved mixed pallets
- insufficient labelling
- incorrect quantity or weight information,
- missing or incomplete customs or delivery papers
9.5 Repair or replacement of damaged MAN load carriers in accordance with the costs incurred plus €200 per delivery note
9.8 Processing of lead cases (e.g. additional costs for travel) in accordance with the costs incurred
Fig. 17: Lump sum cost for default or process for defective/missing parts
10 Deviations from the agreed process
10.1 Changes
10.1.1 New parts and index changes
Within four weeks of signing the framework contract relating to a new part or an order to carry out a technical
change, a schedule for the delivery of the initial sample and of the series production parts (provided the initial
sample is approved) must be submitted to MAN Truck & Bus. If the delivery date for the initial sample cannot
be adhered to, the MRP/Material Management department of the appropriate MAN Truck & Bus plant must be
notified in writing immediately, stating the new delivery date.
In the case of index changes, the relevant Material Planner/Material Manager must be notified in writing of the
first delivery relating to a new index version.
The use of new parts or technically modified parts shall only be permitted if agreed with the MRP/Material
Management department. The introduction and discontinuation of the parts is generally controlled on a projectspecific
basis by the employees responsible for pre-production rather than the series production support
department. If no agreement has been reached, it must be ensured that a supply of parts in the existing form is
available. Technical changes may only be integrated into production equipment once the necessary advance
production has been jointly agreed.
Advance production must cover the time needed to change the production equipment and approve the initial
sample, and must also include contingency time for programme changes or delays in the change procedure.
The results of this coordination process must be recorded in writing and confirmed by both parties.
10.1.2 Changes of load carriers
A proposal to change a load carrier may be originated by the supplier or by MAN Truck & Bus. The supplier is
obligated, in consultation with MAN Truck & Bus, to optimise the packing density of the parts as well as the
packing and removal processes. The change procedure is as follows: (Proposal by the supplier: steps 1-5;
proposal by MAN Truck & Bus: steps 3-5):
1. Submission of a change proposal by the supplier to the responsible materials planner / materials manager at
its recipient MAN plant (see contact data in Section 11.4). This proposal must contain the following
information.
� Old load carrier and new load carrier
� Old packing batch and new packing batch

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M 3399 : 2011-10
� Economic feasibility study
2. Internal consultation and evaluation of the change by the affected plants of MAN Truck & Bus.
3. Information to the supplier with proposals for packaging regulation and delivery standard for confirmation of
the containers and packing batches.
4. Written confirmation of the packaging regulation and delivery proposal by the supplier.
5. Notification of the supplier with regard to the changeover date.
The supplier must implement container changes and/or packing batch modifications without extra cost within 2
weeks of notice being given by the relevant department. From this date onwards, the supplier shall only send
material in the new containers at the same or correspondingly lower cost rates. The respective delivery
standard / packaging regulation as laid down in NAVI (the EDP system for container changes) shall apply.
10.1.3 Changes at the supplier
The supplier must notify MAN Truck & Bus in good time of any imminent changes. This shall apply to:
� Transfer of production sites
� Organisational and IT system changes
� Changes in terms of vertical integration
� Ways and methods of transmitting information
� Changes in shipment handling
� Changes in contact persons
� Changes in production and non-production days
In particular, the details of any production relocation must be agreed in good time (i.e. at least 6 months prior to
the transfer) with the MAN Truck & Bus Purchasing, Quality Assurance and MRP/Material Management
departments. This shall take place within the context of a joint transfer discussion, coordinated by the
Purchasing department of MAN Truck & Bus.
For the purpose of carrying out the transfer, a detailed flow chart and action plan must be developed and
agreed with MAN Truck & Bus. Adequate time must be allowed for advance production, auditing of the new
production location and initial sampling. Changes in logistics, for example with respect to the delivery standard
(see Section 3), packing batch or load carrier type, always require approval.
10.2 Interruptions
10.2.1 Maintenance and repair of production equipment
If production equipment needs to be removed from the series production process for maintenance or repair,
this must be agreed in advance with the relevant Material Planner/Material Manager. This applies in particular
to bottleneck areas where supply breakdowns can occur very quickly if call-off quantities increase.
If an MAN Truck & Bus-owned tool is reaching the end of its service life, the Purchasing department of MAN
Truck & Bus must be notified in good time so that a new item of production equipment can be ordered, if
required.
10.2.2 Interruptions to operation
The supplier must inform MAN Truck & Bus at least two months in advance of any planned interruptions to
operation. If the shutdown is to last for several days, the necessary advance production must be agreed with
the relevant Material Planner/Material Manager, if required. The supplier must still ensure that material is
delivered to MAN Truck & Bus on the dates specified in the call-off, even in the case of interruptions to

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operation. Over-deliveries shall not be permitted without the prior agreement of the Material Planner/Material
Manager. It must still be possible to get in touch with the relevant contacts, even during the shutdown period.
11 Appendix
11.1 Plant-specific additions
11.1.1 Nuremberg plant
Concerning Section 3.7 Stock procurement
After each freezing process, the Nuremberg Plant shall check whether the material requirements for the frozen
engines can be covered by the stock levels. For materials where this is not the case, MAN Truck & Bus shall
issue a reminder via fax or e-mail. This shall advise the supplier of the latest date for delivery to MAN Truck &
Bus, in order to avoid a supply breakdown on the assembly line. As far as the materials specified in the fax/email
are concerned, MAN Truck & Bus expects confirmation of the anticipated delivery dates on the same day.
These faxes/e-mails are a tool for monitoring delivery dates. However, it is always the current delivery call-off
that is definitive as far as delivery is concerned.
Concerning Section 6.1 Containers/Packing batch
Only Euro wire mesh crates, Euro pallets 800 x 1200 mm and small load carriers can be accepted at the
Nuremberg Plant.
Concerning Section 6.6 Quality of delivery
Parts prone to rusting must be protected against the elements when being delivered to the Nuremberg Plant,
as unloading takes place outside.
11.1.2 Spare parts location Dachau
Concerning Section 7.1 Load carrier definition
The Dachau location has to use load carrier 6428 (see the Overview of MAN universal load carriers) as it
has automatic small parts warehouse and only this load carrier must therefore be used.
11.2 Notes on quotations
1. From an IT perspective, MAN Truck & Bus is unable to implement its full range of services as stated in the
Logistics Standard and the Logistics Agreement at all its plants. This will be taken into consideration by
the employee at each recipient plant who is responsible for producing the individual Logistics Agreement.
2. The supplier must indicate how the logistics costs have been calculated based on the Logistics Standard
and the Logistics Agreement.
11.3 Other applicable documents
The following documents in their latest editions are binding in addition to the Logistics Standard and are
available under the following links on the homepage of MAN Truck & Bus:
http://www.mantruckandbus.com > Quicklinks > Supplier applications > Downloads
- Purchase conditions (for production materials and spare parts for commercial vehicles)
- Packing guidelines (Aftersales and spare parts)
- Starter Pack for EDI Connection
- Overview of universal load carriers at MAN
http://www.mantruckandbus.com > Supplier applications > Standards and guidelines:
- Standard series MAN 239-1 ff., "General terms of delivery for purchased parts"

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- MAN works standard M3301 "Load carriers"
- MAN works standard M3338 "Packaging guidelines"
In order to receive information regarding changes to standards and guidelines automatically via e-mail,
suppliers must register on this homepage (see MAN works standard M 3335 "Provision of works standards for
external users").
Shipping instructions for deliveries to MAN Truck & Bus distribution by MAN Purchasing as this is areadependant.
The provisions contained in this standard have priority in the event of overlapping and/or contradictions with
"Purchasing conditions for production materials and spare parts for commercial vehicles".
If further documents and/or items of information are also relevant, they shall be specified in the Logistics
Agreement.
11.4 Contacts
The relevant contacts at MAN Truck & Bus shall be indicated, together with the appropriate contact
information, in the Logistics Agreement.
Standards quoted
M 3301 Load carriers
M 3338 Packaging guidelines
MAN 239-1 ff. General terms of delivery for purchased parts, all parts
VDA 4500 Small load carrier (KLT) system
VDA 4902 Goods tags (barcode-capable) / Important: basic document including the addition
of further data
VDA 4905 EDI for supplier call-offs
VDA 4906 EDI for invoices
VDA 4912 EDI goods receipt/issue slip
VDA 4913 EDI for delivery note and transport data
VDA 4915 EDI for detailed call-offs
VDA 4916 EDI for call-offs synchronised with production (PAB)
VDA 4922 Printed form for goods dispatch between supplier, freight forwarder and customer
- shipping order
VDA 4938 Global Invoice EDIFACT
VDA 5007 Working party on container standardisation – guide to container management

Previous issues: M 3399 / 2007-11, 2008-06, 2008-07, 2008-10, 2009-04, 2009-10, 2010-10
Changes: Compared to issue 2007-11 the following changes have been made:
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M 3399 : 2011-10
- Section 3.1: Supplement to the regulation on commissioning in JIS/JIT standard
process.
- Section 3.2: Supplement to include the option for the supplier to deploy a service
provider, specification of the calculation process.
- Section 3.3: Clarification of the standards for call-off, transport and detailed MRP.
Deletion of Figure 3.
- Section 3.8: Definition of overseas delivery via JIS/JIT contract warehouse and
JIS/JIT 2-stage.
Insertion of Figure 3 “Overseas delivery via JIS/JIT 2-stage”.
- Section 5.1.1: Supplement to transmission of call-off in standard delivery concept
JIS/JIT contract warehouse.
- Section 5.1.2: specification of recipients.
Compared to issue 2008-06 the following changes have been made:
- Section 1.1: Figure 1, types of scope of supply inserted
- Section 3: Updates to Figures 2 and 3
- Section 3.3: Insertion of Figure 4.
- Section 6.1: Clarification of delivery in segregated containers
- Section 7.1: Maximum fill weight for KLT corrected from 20 to 12 kg.
- Section 7.4/7.5: Completely revised
- Section 8.1: Definition of MAN standard, explanation inserted for deviating options.
- Section 10.1: Adjustment to flat rate processing charges.
Compared to issue 2008-07 the following changes have been made:
- Section 3.1
Additions made to Delivery from overseas section
- Section 3.2
Additions made to Delivery from NON-EU countries section
- Section 3.3
Additions made to Delivery from NON-EU countries section
- Section 3.4: Additions made to Delivery from overseas section
- Section 5.1
Structure of sections changed
- Section 6.2
Definition of label data fields also required for JIS delivery.
- Section 6.3
Complete revision of transport commissioning diagram
- Section 6.4
Integration of new section into the Logistics Standard
- Section 6.5
Section completely revised and new bullet points created

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M 3399 : 2011-10
- Section 7.4
Revision of “Location/deadline for calling off empty containers” table
- Section 7.5
Adaptations within whole section, including integration of how to calculate the
container stock range for special load carriers
- Section 9
Reformulation and merging of the former section: “Damaged and missing parts
process” as well as “Breach of contractual obligations”
- Section 11.3
Additions made to Other applicable documents section
Compared to issue 2008-10 the following changes have been made:
- Section 11.3, additions made to links to Other applicable documents section
Compared to issue 2009-04 the following changes have been made:
- Section 2, correction: Link for supplier questionnaire.
- Section 3
Additions made: delivery standard is defined together with the supplier.
- Section 4.1
Additions made: The respectively current requirement forecast applies. Exact
requirements are normally known for 17 working days.
- Section 4.2
Clarification: Temporary deviations to lead times in regular operation are
communicated separately.
- Section 4.3
Clarification: Specification of quantity increase/reduction, in which time window and
in which amount.
- Section 6.1
Additions made: Supplier attaches consent for agreed-upon different packaging to
load carrier in a visible location.
- Section 7.5.3
Additions made: Obligation to inform in the case of modifications to stock ranges
during the course of process optimisation.
- Section 7.6
Additions made: Calculation of a usage fee in the case of container over-supply by
the supplier.
- Section 9.1
Additions made: Use of a supplier service in the event of complaints.
Section 9.2
Clarification: Which default costs apply and when.
- Section 9.3
Additions made: Costs for returns to the supplier and determination of a rate for
over-deliveries.
- Section 10.1.2
Clarification: Container changes/packing batch modifications must be implemented
by the supplier within 2 weeks at no extra cost.
NAVI IT system integrated for container changes.
- Section 11.3
Clarification: Which other applicable documents apply in which version, and where
these can be obtained.

Compared to issue 2009-10 the following changes have been made:
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M 3399 : 2011-10
Section 2.1
Clarification: Response from supplier within 24 hours for all general information
requests by the MAN Truck & Bus Group.
Section 4.4
Clarification: Storage location of the MAN safety stock.
Section 5.3.1
Clarification: Short-term call-off changes during a working day.
Section 6.1
Clarification: Definition of delivery standard.
Additions made: Delivery of remaining quantities for batch-specific production.
Section 6.2
Clarification: The labels must not be attached with adhesive.
Section 6.3.1
Clarification: Shipments for journeys to sites and max. number of packages per
dispatch day.
Clarification: Commissioning and performance of special deliveries in accordance
with party responsible.
Section 6.5.1
Additions made: Determination and transfer of delivery standards when using load
carrier containers.
Section 7.3.1
Additions made: Dealing with load carriers.
Section 7.3.2
Additions made: Container maintenance.
Section 7.4
Additions made: Use of Web-based container management system.
Section 7.5
Clarification: Regulation for dealing with lack of empty containers.
Section 7.6.3.4
Additions made: MAN range model is the basis for defining the container stock
range.
Section 7.8
Additions made: Dealing with inventory differences in container account statement
and when stocktaking.
Section 9.1
Clarification: Definition of missing part process relative to entire logistics and
production process. Definition of liability for defects.
Section 9.2
Clarification: The MAN Truck & Bus Group will assert claims for secondary costs in
the missing parts process if the supplier is responsible for these.

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M 3399 : 2011-10
Addition: The secondary costs shall be set at a higher or lower amount if MAN proves
that a higher loss has been incurred or the supplier proves that a lower loss or no loss
at all has been incurred.
Additions made: Flat rate processing charges for administrative costs to create a defect
notification.
Additions made: Payment of lump sum for modules and units as well as vehicles.
Additions made: Charging of additional costs required to adhere to customer delivery
dates.
Section 9.3
Clarification: Charging in the event of deviations from agreed delivery date option to
return or send back parts.
Section 9.4
Additions made: In the case of delivery in a non-agreed delivery standard, in nonapproved
mixed pallets, in the case of insufficient labelling, missing or incomplete
delivery or customs papers or deviating quantity or weight information, additional
costs incurred will be charged provided that the supplier is responsible for these.
Section 9.5
Additions made: Inspection criteria for damaged load carriers.
Clarification: Cost calculation for purchase of replacements.
Section 9.6
Additions made: Participation in the open container pool/use of fake load carriers incl.
charging.
Section 9.8
Additions made: Definition and processing of lead cases and complete overview of
costs to be charged in the defective/missing part process.
Section 10.1.2
Additions made: Supplier obligation, in consultation with MAN, to optimise the
packing density as well as packing and removal processes.
Compared to issue 2010-10 the following changes have been made:
General:
Change of company name from MAN Nutzfahrzeuge Gruppe to MAN Truck & Bus
Section: 4.1
Requirement forecast, Figure 5, adjustment to long-term planning
Section 6.3
Incoterms 2010, Figure 11, responsibility for transport commissioning
Section 9.2 incl. Figure 17
Clarification: Administrative cost in the form of a defect notification or debit note.
Compared to issue 2011-01 the following changes have been made:
Section 1:
Clarification of the validity of the delivery standards applied by the supplier
Section 3.2:
The supplier is also responsible for transport from the contract
warehouse if the contract warehouse is located outside the area freight

forwarding network
Section 6.3.1:
Standard package shipment: Reference must be made to the valid
shipping instructions in each case for details on the process
Section 6.5.1:
Supplementation of the section Delivery documents for transport and
delivery
Section 9.2 incl. Figure 17
Text adaptation: Missing parts and sequence violations
Standards quoted:
Supplementation of quoted standard VDA 4500 and VDA 4938
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