MAN SD 200
| MAN SD 200 | ||
|---|---|---|
|
||
| BVG SD 79 car 3210 | ||
| Manufacturer: | Chassis: MAN ; Construction: Gaubschat , O&K , Waggon Union | |
| Design type: | double decker | |
| Production period: | 1973–1985 | |
| Axes: | 2 | |
| Engine: | up to series SD 83 MAN D 2566 MXUH and MUH diesel engine underfloor in the rear | Series SD 84/85 MAN D 2566 UH |
| Power: | 192 hp; MAN D 2566 UH: 200 hp | |
| Transmission: | up to 2812 (except 2623–2625, 2627): Voith DIWA 506 with 2 gears (automatic) | 2623–2625 + 2627, from 2813: Voith DIWA D851 with 3 gears (automatic) |
| Top speed: | 75 km / h | |
| Wheelbase: | 5,520 mm | |
| Length: | 11,490 mm | |
| Width: | 2,480 mm | |
| Height: | 4,060 mm | |
| Floor height: | 340-446 mm | |
| Doors: | 2 (double wide) front and middle | |
| Stairs: | 1 (middle); later 2 (front and middle) | |
| Seat divider : | 750 mm | |
| Seats: | 88, bottom 35, top 53; later: 81, below 34, above 47 | |
| Standing room: | 8th | |
| Empty weight: | 10,500 / 10,585 kg | |
| Perm. Total weight: | 16,400 / 16,500 kg | |
| Previous model: | Büssing DE | |
| Successor: | MAN SD 202 | |
The MAN SD 200 is a double-decker bus that was designed for West Berlin city bus traffic. It appeared in 1973 as the successor series to the Büssing DE for the BVG .
History and description
The vehicles were from the represented in Berlin Coachbuilder Gaubschat , Waggon Union and Orenstein & Koppel (O & K) to MAN -Fahrwerke with MAN diesel engine and Voith - automatic under podiums in the rear up. The self-supporting structure received a frame made of steel tubes for the lower deck and false ceiling, and aluminum profiles for the upper deck. The outer walls were clad (riveted) with aluminum sheets. The body was given a design that was based on the guidelines for the standard public service bus issued by the German VÖV at the end of the 1960s and features various dimensions and components (e.g. central electrical compartment on the left outside of the vehicle by the driver's seat, driver's workplace with dashboard, lighting) took over. However, like the other BVG standard I-buses, the bus got the StÜLB front with the windshields bent vertically on the sides .
Two prototypes (cars 2514 and 2515 with a slightly different appearance than the later series deliveries) from Gaubschat, which were presented at the IAA in September 1973, were built on a chassis from MAN . The series production began in August 1974, the commissioning of the first series SD 74 (cars 2623–2645) began in February 1975. A total of 956 buses of the SD 200 series were delivered to the BVG, eight more vehicles (three from series SD 76, three from SD 79/80 and two from SD 83) were delivered by O&K with slightly modified equipment to the Lübeck-Travemünder Verkehrsgesellschaft (LVG), where they ran in traffic between Lübeck and Travemünde . In Berlin, the SD 200 were internally designated with "SD" (standard double-decker) and the last two digits of the year of the order (eg "SD 78" for 1978).
The vehicles of the SD 73 to SD 81 series received Brose destination tapes on the front and right-hand side, and a three-part tape display on the front and rear for the line number instead of the plug-in labels as in the previous DE series. During the construction period of almost twelve years, a large number of technical and structural innovations were incorporated into the further development of this series. Among other things, a three-stage Voith gearbox was installed from 1976, which, in conjunction with the planetary axles used from 1975, creates the unmistakable sound of these vehicles (an initially deep whine that then increases in tone as the speed increases). With the installation of the D 2566 UH diesel engine (instead of MXUH and MUH), the engine noise also changed: It no longer sounded "bubbling", but brighter and more "aggressive".
The most important innovation for the passenger from 1978 onwards was the installation of a second staircase behind the driver's seat, so that the flow of passengers (from front to back) was also possible for the way to and from above . The "facelift" of the standard I line bus (updated driver's workstation, angular rear lights and benches with textile upholstery) was also adopted from the SD 81 series. Brand new buses (only behind the driver's seat) were only given stamps from 1980 onwards. In the early years, a small transparent plastic label was stuck behind the right windshield to mark cars with stampers. In the last few years of production, components of the next generation were already being used: from 1982, instead of Brose destination tapes, the vehicles were equipped with matrix destination displays, into which up to 312 destination details could be programmed. From 1984 and 1985, further developed diesel engines (modified combustion process) and gearboxes were installed, which were later also used in the successor series MAN SD 202 .
In 1980 and 1983 a total of three prototypes of the successor MAN SD 202 (as a standard double-decker of the second generation) were prepared to replace the SD 200 and production was discontinued in 1985. In 2003, the last SD 200 left the regular service in Berlin.
Since double-deck buses offer a good view on the upper deck, they can be found as sightseeing buses in many cities after they have been taken out of service as regular buses . For this purpose, many SD 200s were converted (partly by the BVG main workshop) and were given an openable roof on the upper deck or became open-top double-deckers. Since the vehicles that are still in use are now over 25 years old, the MAN diesel engines on some sightseeing buses in Hamburg are replaced by those from Daimler-Benz, as these have better emissions and, together with the new gearboxes, are cheaper to maintain .
SD 200 for Baghdad
In 1979 MAN received an order from the state transport company in the Iraqi capital, Baghdad, for 400 two-axle double-decker buses for regular city traffic, which was expanded to 600 vehicles in 1980. Delivery started in mid-1980. Due to the fact that the vehicle is not allowed to be used in road traffic in Germany, it was shipped from Berlin-Spandau by barge to the overseas ports of Hamburg or Bremen.
All superstructures were manufactured on a modified MAN standard bus floor assembly by Waggon Union, the automatic transmissions with retarders of the ZF 4 HP 500 type came from the Friedrichshafen gear factory . The bright red vehicles with continuous white stripes over the windows were largely similar to the Berlin design. However, they were 4.5 m high (Berlin: 4.06 m) with a floor height in the lower deck of 738 mm (Berlin: 446 mm) and an interior height of the upper deck of 1820 mm (Berlin: 1685 mm), the length was 11 .08 m reduced. The D 2566 MUH underfloor engine developed 162 kW (Berlin: 142 kW). Other differences concerned the axles, the rear axle linkage, the front windows and the target sign boxes. All side windows were designed as sliding windows with a fixed front window half. The capacity was 53 seats on the upper deck and 43 seats on the lower deck, standing room was not provided.
Single deck bus on the SD-200 floor assembly from MAN
Since the German standard I-buses still had a fairly high floor, which could only be reached via two steps on the doors, an attempt was made in the 1970s to reduce this height. This was done through trials with smaller wheels (see also the 1972 "Urban Bus" from the vehicle workshops Falkenried (FFG) in Hamburg), resulting in the "VÖV Bus II" prototype (1976) and "S 80" (both also FFG) and ultimately led to the second-generation standard bus. MAN tried a different approach in 1977: Since the floor assembly of the SD-200 double-decker was available with a lower floor due to the use of portal axles , it was used for a test bus with a single-decker structure, which was presented as the "MAN low-floor bus SL 200 II" has been. With a length of 11.49 m and a height of 2.905 m, this had a floor height of 445 mm with normal tire size. The 41 seats were all on the rather high platforms to the side of the low central aisle. Series production did not take place, the test bus continued to run in the MAN factory traffic for a long time and was not taken out of service until 1997.
Web links
- SD200 directory of the ATB
- SD not delivered to the BVG
- SD 220 Baghdad at sd200-sd202.de, with photos
Individual evidence
- ↑ Uwe Poppel: New technology in new buses . In: Berliner Verkehrsblätter , issue 7/1982, pp. 166–169, AK Nahverkehr, Berlin 1982
- ↑ Industry reports: 600 MAN double-deckers for Baghdad in: Stadtverkehr 11/12 1980, p. 521.
- ↑ a b Stadtverkehr 7/1981, title page.
- ^ Double-decker bus for the eighties in: Stadtverkehr 3/1982, p. 92.
- ↑ 600 MAN double-deck buses for Baghdad in: Stadtverkehr 9/1980, p. 370 ff.
- ^ Werner Stock: The MAN standard bus range . In: Der Stadtverkehr , Issue 9/1977, p. 328, Verlag Werner Stock, Bielefeld 1977