MAN plant in Gustavsburg
| MAN plant in Gustavsburg
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| legal form | Corporation |
| founding | 1859 |
| resolution | 2008 |
| Seat | Ginsheim-Gustavsburg , Germany |
| Number of employees | up to 4500 |
| Branch | Steel , machine and boiler construction |
The MAN Gustavsburg in Mainz-Gustavsburg was a working internationally primarily in the steel, bridge and building construction production site of MAN and into the 1980s, one of the largest employers in the Rhine-Main area .
history
The beginnings from 1859
The beginnings of the most important branch of Maschinenfabrik Augsburg Nürnberg (MAN) in Gustavsburg , MAN-Werk Gustavsburg for short , dates back to 1859, when the Hessische Ludwigs-Eisenbahngesellschaft with a concession from the Grand Duchy of Hesse established a permanent railway connection from the Rhine -Main-Bahn and Mainbahn to the left Rhine province Rheinhessen projected. The train station on the left bank of the Rhine in Mainz and the train station on the right bank of the Rhine in Gustavsburg had been connected by the Mainz – Gustavsburg trajectory since 1858 , but the steadily increasing volume of traffic made a permanent railway bridge necessary. The then Maschinenbau-Actien-Gesellschaft Nürnberg was commissioned to build this bridge, the Mainzer Südbrücke , over the 400 meter wide Rhine at this point . At that time, the company had already built several bridges for the Bavarian State Railways and was considered reliable and experienced.
The problem with this project was that initially a considerable amount of rolled iron would have had to be transported from Saarland and the Lower Rhine to Nuremberg , from where the finished bridge parts would then have to be transported back to Gustavsburg, so to speak. It was therefore decided to build larger but only provisional workshops near the construction site on a headland between the Rhine and Main .
This resulted in simple wooden structures to accommodate milling and drilling machines, scissors and punches, as well as forges and flame ovens . The complete bridge girders were assembled in a 120 meter long assembly shed and the rivet holes were then made with small drilling machines driven by pressurized water. In addition, because of the great distance to the nearest villages Ginsheim , Bischofsheim and the Kostheim on the right of the Main, some residential buildings (not to be confused with the Cramer-Klett settlement , which was only built from 1896) and a canteen were built.
After two years of construction, the Mainz southern bridge, initially only single-track, was completed in 1862, and was expanded to double-track by 1868.
Gerber and the Gerber House
The management of this weighty construction site was entrusted to the 28-year-old Heinrich Gerber , who had joined the Klett & Co. machine factory two years earlier and had quickly taken on a leading position in the parent company in Nuremberg. Gerber can therefore be described as the founding father of the most important branch of MAN, which has existed for more than a century. In 1860 he and his family completely moved to Gustavsburg. Gerber's first office building, generally known as Gerber House , which is under monument protection , is located about 70 meters from the main entrance to the Gustavsburg plant, directly on the Mainz – Frankfurt or Darmstadt railway line, and is practically a Gerber monument in Gustavsburg and the surrounding area. Until a representative administration building was erected around 1890, it served as the administration and design office for the Gustavsburg plant. From 1895 it was used on the second floor as a factory school and on the mezzanine floor as the head of the training workshop's office. When the dual vocational training system was introduced in Germany, the factory school was transformed into a vocational school recognized and supervised by the IHK Darmstadt , but supported by the MAN factory . The final examination and the issuing of the skilled workers' letters were also the responsibility of the Darmstadt Chamber of Commerce.
Consolidation until the beginning of the 20th century
During the construction work on the railway bridge in Gustavsburg, the order books of the parent company in Nuremberg for the construction of further bridges were filled. Since the main factory in Nuremberg was already busy with the production of railroad cars , it was therefore decided to keep the Gustavsburg operation. By the end of the 1870s, the branch had built numerous bridges in Germany, especially in Bavaria. These include the eight bridges at Kitzingen, Einersheim and Emskirchen, built in 1864, and ten bridges on the Munich – Ingolstadt line three years later .
The plant expanded and modifications and extensions therefore proved necessary. The design office, which was relocated to Nuremberg in 1863, initially returned to Gustavsburg in 1868, but was finally relocated to Munich by Gerber as a result of the Franco-Prussian War in 1870 and also because of the proximity to Mainz fortress . In addition, his design office there had better connections to the Bavarian authorities. The proximity to the Mainz fortress prompted Gerber to even consider relocating the plant in the mid-1870s, which is why preparatory work for a new plant in Stockstadt am Main near Aschaffenburg began in 1881/1883 . Ultimately, however, the location in Gustavsburg was retained.
In 1873 the production facilities in Gustavsburg were completely detached from the Nuremberg headquarters and renamed "Süddeutsche Brückenbau-Aktiengesellschaft" with headquarters in Munich. However, this “cutting the cord” was only of a cosmetic nature, since the internal financial and personnel structure remained almost unchanged. In fact, the company in Gustavsburg returned to the arms of its main factory in Nuremberg in 1884 and from then on operated under the name “Filiale für Eisenbauten” under the direction of a pupil of Heinrich Gerber, Anton von Rieppel .
After three flood disasters in 1876, 1880 and 1882 ( Mainz gauge ) and because of a financial crisis at the main plant at the end of 1885 , the company found itself in dangerous difficulties. With the exception of a few highly qualified specialists, the entire workforce had to be laid off. During this time, it was decided to keep the facilities in Gustavsburg.
It turned out to be a stroke of luck that in 1876 Anton von Rieppel was appointed director of the Gustavsburg plant. It was thanks to his foresight and entrepreneurial skills that the workforce had increased again to 148 employees by 1886 and more than quintupled to 744 by 1894.
Rieppel expanded the portfolio of the plant with a boiler and machine building hall as well as an assembly hall for wagon construction and arranged for the construction of an administration building. He also broke through the company's business policy of only acquiring orders in Bavaria and Hesse and moved his search for orders to all of Germany and even abroad. So the Main Bridge Kostheim was built, practically in front of the company's gate, but also an Elbe bridge near Wittenberg , several Danube bridges in Bavaria, a high bridge over the Kiel Canal , the Friedrichsbrücke Mannheim and in 1894 the railway bridge over the Wuppertal near Müngsten , at that time the largest Germany's iron structure. In addition, the Gustavsburg plant had orders from abroad in Hungary, Bulgaria, Romania, Turkey and even Argentina.
Due to the good order situation, the Gustavsburg plant had to be expanded and rebuilt in the 1890s. For this purpose, a large area in the direction of Ginsheim was purchased. Even before that (1886/1887) the entire company had been equipped with electric light. In 1893 the boiler shop was relocated from Nuremberg to Gustavsburg and in 1896 it was decided to build a wagon shop.
A turning point took place in 1898 when the "Maschinenbau-Aktiengesellschaft Nürnberg", into which the company Klett & Co. had renamed itself, merged with the Augsburg engineering company to form the United Maschinenfabrik Augsburg und Maschinenbaugesellschaft Nürnberg AG : The "MAN Maschinenfabrik Augsburg Nürnberg" was from the baptism. However, this had no consequences for the Gustavsburg plant. The company premises have since been expanded from 2.5 hectares to 58.6 hectares in 1885.
The boom in the factory and the First World War
With the relocation of the design office for bridge and building construction from Nuremberg to Gustavsburg in 1901, the engineer and government master builder Max Carstanjen , who had started a position at Klett & Co. in Nuremberg in 1895 , also came to the top of the Main . Rieppel, at that time chairman of the board of directors of the Nuremberg and Gustavsburg production facilities, entrusted Carstanjen with the management of the bridge construction with the appointment of director. With this change, the Gustavsburg plant took a significant step towards further developing its own technical innovations and expanding the business area.
In the meantime, the wagon construction workshop produced up to 1200 freight , baggage and passenger cars annually from 1896 . But what was probably even more noteworthy was the step taken by the management to turn to structural steel construction in addition to bridge construction. For this purpose, a new assembly hall was required, which was built in 1907 on an area of 14,400 m² on the factory premises.
An architecture department, which was already attached to the design office at that time, demonstrated the mutual enrichment in the cooperation of engineers and architects through trend-setting successes. This cooperation led to the construction of the Luitpoldhalle in Nuremberg in 1906 and that of the Festhalle in Frankfurt in 1907/1908 .
The bridge building business was not neglected. A highlight was the Luokou railway bridge over the Yellow River in China (1908–1913), the suspension railway in Wuppertal (1898–1901), the Friedrichsbrücke over the Neckar near Mannheim (1888–1991) and the Mainz Rhine bridges -Kastel (1881–85), Worms (1897–1900) and Cologne-Deutz (1913–1915).
It is thanks to Carstanjen, who, in addition to steel construction, devoted himself far more to the construction of weirs , that MAN Gustavsburg also assumed a leading role in this branch at the turn of the 20th century. Carstanjen is considered the father of the roller weirs . The first roller weir of this type was installed and completed in Schweinfurt in 1901. This was followed by numerous other systems around the world that were designed and built according to the Carstanjens system.
From 1908 the MAN plant in Gustavsburg expanded its range to include stage equipment. Theaters in Augsburg, Nuremberg, Munich, Mainz, Frankfurt, Stuttgart, Sofia and Ankara were equipped with the stage technology that was individually adapted in Gustavsburg, and the assembly was also carried out by MAN's fitters. In addition, in the first decade of the 20th century, before the First World War, the construction and construction of gas containers began. In 1912 the company in Gustavsburg and on construction sites in Germany, Europe and overseas employed 3200 workers.
During the First World War , the orders in the bridge building division shifted more and more from the construction of new bridges to the reconstruction and repair of blasted bridges and those damaged by the war. For these reasons, the Gustavsburg designers, steelworkers and fitters had to work on more than 40 construction sites in Germany and Europe. Notable examples of this are the Meuse Bridge near Namur , the Daugava Bridge near Riga, the bridge over the Dubysa in Lithuania and two Danube bridges in Romania, including probably the Anghel-Saligny Bridge .
Another indirect consequence of the war was the start of the production of weapons, ammunition and equipment from 1916, which by 1918 generated almost seven percent of the total turnover of the plant. In this context, in order to maintain the efficiency of the plant, English and Russian prisoners of war were used as forced laborers, who had to replace the almost 1,000 workers and employees who were drafted into the military during the war . 91 employees lost their lives during this time.
Because of the armistice agreement of November 11, 1918 , the right bank of the Rhine in Mainz had to be evacuated by German troops within 15 days . It became a French-occupied zone ( Allied occupation of the Rhineland and Interalled High Committee for the Rhineland ). Nevertheless, soldiers from a tank division from Bavaria who were stationed there on the Mainspitze founded a "revolutionary soldiers' council" in mid-November. The plant in Gustavsburg was largely spared from the unrest. The repeated work stoppages in 1919 and 1920 were mainly due to economic reasons.
The 1920s until the outbreak of war
In 1920 Gutehoffnungshütte Oberhausen AG (GHH) came into the possession of the majority of shares in the entire MAN group. In Bavaria this takeover caused a mild horror. A Bavarian industrial pearl in the hands of the "Preissn" was not at all to the taste there. It is an irony of history that 66 years later the GHH was swallowed up by its Bavarian "acquisition" itself. However, this episode in 1920 had practically no influence on the business of the Gustavsburg subsidiary. Although the French occupation and the increasing global economic crisis caused some difficulties, the Gustavsburg plant overcame them relatively successfully and, on the contrary, was able to expand its economic position according to the circumstances until 1930.
In the field of bridge construction, the Neckar Bridge near Mannheim , the suspension bridge between Cologne and Mülheim and the bridge over the Lahn near Eckelshausen are worth mentioning , among many others . In the exhibition halls division, Hall 7 in Leipzig , built in 1928, should be mentioned above all , which was at least until 1960 the largest hall of its kind with a span of 100 meters. In the hydraulic steel construction sector, which had gained in importance since Carstanjen's entry, the construction of the Kachlet dam near Passau and the Ryburg-Schwörstadt power plant on the Upper Rhine should be mentioned.
The pressure pipelines with a diameter of two meters, which were used in the hydropower plants on Lake Walchensee as well as in Ireland and Uruguay, were new to Gustavsburg production . The construction of a new press shop in the 1930s expanded the Gustavsburg range of products even further. The main customers in this division were Adam Opel AG in Rüsselsheim , which was supplied with automobile frames, and Daimler-Benz in Neckarsulm , which Gustavsburg supplied pressed parts.
A preliminary high point for the construction of road and railway bridges in Germany and Austria came in the 1930s in what was now justifiably called a factory in what was then a suburb of Mainz. The high bridge over the valley of the Freiberger Mulde near Siebenlehn , a bridge over the Pegnitz valley above Nuremberg, the bridge over the Inn near Kirchbichl , the Isar bridge in Munich-Freimann , the Elbe bridge near Dessau and the Hamburg Elbhochbrücke (but not implemented) should be emphasized . Larger orders abroad included the double-wing bascule bridge over the Limfjord in Denmark and the Danube bridge between Giurgiu in Romania and Russe in Bulgaria, as well as the Galata Bridge , which, as a pontoon bridge over the Golden Horn in Istanbul in 1938, replaced the old pontoon bridge built in 1912 and both of them Connected districts of Fatih and Beyoğlu , as well as the international port in Cherbourg . The construction of motorway bridges also became part of the Gustavsburg plant. The first order in this area was the Mangfall Bridge near Weyarn , then the Urselbachtal Bridge on the Frankfurt - Gießen motorway , an intersection structure near Wieblingen , the road bridges over the Neckar in Mannheim , over the Saar in Merzig , over the Obertal near Altenau in the Upper Harz and in Salzburg over the Salzach .
The Gustavsburg bridge construction suffered a major setback when, on December 12, 1940, large parts of the motorway bridge over the Rhine near Frankenthal (Palatinate) , today's Theodor Heuss Bridge , collapsed, killing 33 people with it. The cause of the collapse could not be clearly clarified. According to investigations by Kurt Klöppel , an assembly yoke should have failed.
In the 1930s, MAN was not only successful in bridge construction but also in other areas of production and business, such as gas tank production, hydraulic steel construction, turbine construction and roof structures ( Nuremberg Congress Hall ). In the construction of large halls, it was possible in the 1930s to replace the confusing half-timbered construction with a clear and elegant construction method. Pointing the way for this was the 42,000 m² hall of the pressing plant for the Volkswagen plant in Fallersleben , which was completed in 1938 . It was the first of this type and a model for many other large-scale projects in this design.
Second World War
From the beginning of the Second World War in 1939, production at the Gustavsburg plant was increasingly converted to the manufacture of war-essential goods. Strictly speaking, the beginning of the manufacture of military products can be traced back to 1924. Even during the French occupation, the Gustavsbug bridge builders, in cooperation with the Heereswaffenamt in Berlin, secretly prepared projects for the development of dismountable bridges for military and civil purposes. As a result, the finished plans for temporary bridges that could be built quickly were already in the drawers of the Gustavsburg engineers, and so the first pioneer bridges for tanks and other military vehicles could be delivered to the Wehrmacht as early as 1937 .
Until the end of the war, the technology and functionality of the dismountable bridges, which were mass-produced and delivered, were continuously developed. In 1940 orders for the conversion of Rhine barges into transport ships for the planned but not carried out invasion of Great Britain followed. In 1941 the Heereswaffenamt commissioned the Gustavsburg plant to manufacture submarine parts and later armored doors, which subsequently expanded this production to entire sectors. The company was also involved in the expansion of the fleet bases on the Atlantic coast. Although the departments for boiler, container and pipeline construction also built some power plants in the civilian sector on the Drau , Inn and Mur , as well as numerous boilers for ships and locomotives, their activities were basically switched to war production. Between 1940 and 1945, the war economy also included the construction and repair of bridges in Belgium, Russia and France. Another important project for the war economy was the construction of one of the largest press shops for the Braunschweig steelworks . The building, completed in 1942, was a multi-aisle structure measuring 106 m × 315 m.
From 1943 the MAN plant in Gustavsburg was also involved in the manufacture and production of launching ramps and other components for V-weapons . After the first use of these weapons against London in June 1944, the Mainspitze was increasingly targeted by Allied air raids. For this reason, in the summer of 1944 thought was given to relocating some production departments to tunnels of the Portland cement works in Mainz-Weisenau . Ultimately, however, these considerations did not turn into reality.
The desired war production could only be achieved by increasing the workforce. Since around 700 workers had already received the draft order in August 1939 , the responsible departments assigned the MAN plant to Flemish, Dutch and French prisoners of war for the first time in autumn 1940 . During the war, more and more German women were also used for locksmith work, which until then had only been done by men. In the 1960s, a few women were still working as welders in the boiler construction department using the skills they had acquired in the war years.
From June 1941 the number of civilians from Italy and from 1942 from the Ukraine, France and Belgium who were forced to work abroad increased continuously, until in 1944 around 2000 workers called " foreign workers " were employed, who were early on in two groups were divided. 377 Belgians, 190 Dutch, 548 French, 94 Italians, 2 Poles, 1 Croat and 1 Hungarian were among the "Western workers"; the 714 Ukrainians, Russians, Belarusians and Tatars belonged to the group of "Eastern workers". The difference was that the "western workers" had more freedoms and privileges than the "eastern workers" had. So it was quite common for the “Western workers” to maintain private contacts with their German colleagues, and even to be invited to German households. “Eastern workers” did not enjoy these freedoms. The accommodations of the forced laborers, as they are ultimately to be called, were initially barracks on the Bleiau, a Rhine island southeast of Gustavsburg, and some larger buildings in the community, later a camp on Haagweg east of the plant, the so-called "rose garden camp". With the “foreign workers”, the number of workforce members rose to 7100, the highest number that was never reached in later years.
The first Allied air raid took place in December 1943. Targeted strategic attacks did not follow until the summer of 1944, when the plant was finally recognized as an armory of the German Reich. In particular, the fact that components for V weapons were manufactured in Gustavsburg was the reason for the British and Americans to increasingly attack the Gustavsburg plant. However, measured against the damage suffered by other similar businesses, the damage was still limited at 27%. Twelve people lost their lives in these air raids.
After the American soldiers who moved to the Mainspitze on March 25, 1945, confiscated the factory premises on April 1, this dark period in the history of the factory came to an end.
the post war period
As a first measure after the plant was taken, the American military secured all facilities and supplies on the entire site and all the buildings and production halls on it. The 33,000 tons of rolled material that were still found were immediately used by an American engineer battalion to build a single-track emergency bridge to replace the Mainz south bridge, which was blown up by German engineers on March 18, 1945. This replacement bridge, named after General George C. Marshall ( Marshall Plan ), built on steel and partly wooden pillars in record time, was put into operation on December 19 of the same year.
At the end of April 1945, 1,000 workers were employed again in the plant. The first bridges built in the post-war period included the Kurpfalzbrücke over the Neckar near Mannheim in 1949 , the suspension bridge over the Rhine near Cologne Mülheim in 1950 , a new motorway bridge over the Werra near Hedemünden and the Friedensbrücke in Frankfurt am Main in 1951 .
After the Second World War, the Gustavsburg-based company continued to build bridges, steel storey construction, water defense construction, gas container and theater construction and chassis construction . MAN steel houses were manufactured from 1948 to 1953, but they could not establish themselves on the market. From the 1960s onwards one tried to succeed in elevator construction and from 1971 onwards one got involved in space technology with the production of pushing frames for the European rocket program Ariane . In 1973, MAN Gustavsburg employed 4,500 people.
The wide-ranging diversification of this rather smaller facility within the joint stock company group already contained the seeds of the later decline of the traditional company, initially unnoticed by the employees, but as a business game already on the agenda in the Munich top management.
The slow end
The construction of bridges first came under pressure from the oil crisis in the 1970s. This was followed by structural steel construction with a strong focus on foreign countries, until, within a few years, entire departments were outsourced, such as the production of the push scaffolding for the European Ariane rocket project. In 1984 Thyssen took over elevator construction. From 1986 Gustavsburg only had to manufacture pressed parts and the necessary tools ( matrices and male molds ). On July 1, 1987, the press shop also lost its independence in the group and was incorporated into MAN Nutzfahrzeuge AG ; only 750 employees produced vehicle components such as side members, sheet metal, frame cross members and tools for MAN vehicles and for customers. In 2008 it finally came to an end. The press shop was taken over by a subsidiary of Hörmann Industries , in which MAN SE held a 40 percent stake. The MAN plant in Gustavsburg ceased to exist. In 2017 Hörmann Industries took over the remaining 40% of this subsidiary.
In the same year, 2008, the entire group celebrated its 250th anniversary on October 18, although it actually referred to the founding date of the former parent company Gutehoffnungshütte , which was founded on October 18, 1758 in Osterfeld . The 150th anniversary, which the MAN Gustavsburg plant could have celebrated a year later, was denied to the branch that now only exists at this location. As a replacement for this, Hörmann Automotive Components stepped into the breach, which sees itself as the legitimate successor in the tradition of the MAN plant in Gustavsburg.
The former company premises are still owned by the entire MAN group. The administration building is now used by the TIGZ (technology, innovation and start-up center) and provides office space.
Gustavsburg School of Steel Construction
Due to their long leading position in steel and bridge construction, one speaks of the Gustavsburg School of Steel Construction. Founders were Heinrich Gerber and Anton von Rieppel and in the following years, among others, Max Carstanjen , Johann Georg Herrmann , Theodor Becher (1876–1934), Georg Strigl (1925–2012), the end of the 1950s as a world premiere fragments of the static calculations for the Weisenauer Brücke externally calculated electronically at the Deutsche Bau- und Bodenbank Mainz . The first statics of a bridge made by MAN to be completely computerized was the Sinzing Danube Bridge, which was built in 1961 . In addition, Gabriel Weiß (design of a Hamburg Elbe bridge in the 1930s that was not built but had an impact on steel construction), Wilhelm Cornelius (1915–1996, inventor of the road bridge with flat sheet metal) and Winfried Schönbach (1931–2004) (design of radio telescopes such as that of Effelsberg , antennas).
Trivia
A reminiscence from the early 19th century of the Gustavsburg plant were probably the two fruit estates acquired near the construction site on the Bleiau and Langenau, with which the company management is evidently directly concerned with a healthy diet for the locksmiths, construction workers and fitters during the construction of the Mainz south bridge wore.
The rituals maintained at GHH until the 1970s also included the delivery of honey and fruit to the corporate management in Oberhausen. "Today you will receive a sample of this year's honey harvest from our Gut Langenau" . From an archived letter from the then works director Kurt Grissmer of July 6, 1966 to Dietrich Wilhelm von Menges , at that time chairman of the Gutehoffnungshütte. "The estate management charges the glass at DM 3.30."
literature
- From the history of MAN - special edition of the company newspaper MAN Gustavsburg for the 100th anniversary in 1959
- Life in Ginsheim-Gustavsburg through the ages ; Ed .: Ginsheim-Gustavsburg municipal council; 2005
- Contacts - Quarterly Issues Ginsheim-Gustavsburg, Spring / Summer 2005
- 250 years of the MAN Group , Thomas Flemming, publisher: MAN 2008
- Festschrift for the 100th anniversary of the MAN Gustavsburg plant fire brigade 1899–1999
- One hundred years of MAN 1840 - 1940 , Fritz Büchner, publisher: MAN 1940
- Ginsheim - Gustavsburg - Bischofsheim 1933-1945. The Mainspitze under the swastika , Christine Hartwig-Thürmer, Frankfurt / M. 1989
See also
Web links
Individual evidence
- ↑ The terminus on the right bank of the Rhine was about 70 meters south of the bridge and about 500 meters west of the Gustavsburg train station , which was only built in 1888, at the port where there is now a tank farm.
- ↑ The Hoangho Bridge in China Creations of Modern Engineering by Max Geitel on Google Books ; online on the Internet: February 1, 2015
- ^ Gutehoffnungshütte - MAN farewell without tears / The GHH headquarters moves from the Ruhr area to Munich by Heinz-Günter Kemmer on April 18, 1986 on zeit.de; online on February 1, 2015
- ↑ Innbrücke Kirchbichl on structurae.de
- ↑ Weisenau cement works / Weisenau quarry on gg-online.de; online on the Internet: February 1, 2015
- ^ Subcamp of the SS special camp in Hinzert
- ↑ Forced labor in Mainz-Gustavsburg from 1942 to 1945 (PDF file)
- ↑ General George C. Marshall Railway Bridge ; online on the Internet: February 1, 2015 (English)
- ↑ http://www.wer-zu-wem.de/firma/Hoermann-Automotive.html
- ↑ Annual report 2017 from Hörmann Industries.
- ↑ MAN is 250 years old and still restless / The traditional German group MAN is celebrating its 250th anniversary with a gala on Friday. The truck group once built bridges, rocket tanks and printing machines. He has great practice in shedding unprofitable parts. It is still unclear which part will come next. First there is a celebration. by Jan Hildebrand on welt.de on October 15, 2008
- ↑ Company sizes of yore (9): MAN Gustavsburg plant / The prestigious administration building erected in 1900 ( Memento from February 4, 2015 in the Internet Archive ) by e (sic!) On echo-online from 21. August 2012
- ^ Hörmann Automotive Gustavsburg; History (video: 11 minutes)
- ↑ The MAN plant is celebrating its 150th birthday / anniversary: It all started with the railway bridge - open day ( Memento from February 4, 2015 in the Internet Archive ) by rna on echo-online.de from May 7, 2010
- ↑ http://www.tigz.de/
- ^ Kurt Klöppel , 100 Years of the Gustavsburg School, MAN-HA N 113, 1960
- ^ Karl-Eugen Kurrer , Genius loci of steel construction: Mainz, Gustavsburg and the German Steel Construction Day 2008, Der Stahlbau , Volume 78, 2009, pp. 108–123
- ^ History of Aareal Bank ( Memento from March 25, 2016 in the Internet Archive )
- ↑ a b The use of electronic calculating machines in steel construction. In: XI. Research conference in Gustavsburg, November 8, 1961. pp. 1–17. With discussion. Gustavsburg: MAN AG Gustavsburg plant (machine-written manuscript)
- ↑ Kurt Grissmer ( Memento from February 5, 2015 in the Internet Archive ) on sachsendigital.de
- ↑ 250 years of the MAN Group, Thomas Flemming, Ed .: MAN 2008; Page 10
Coordinates: 49 ° 59 ′ 37.5 ″ N , 8 ° 19 ′ 16.5 ″ E