# MAN SG 220

The MAN SG 220 was a VöV-Standard articulated bus designed and manufactured by Maschinenfabrik Augsburg-Nürnberg (MAN) in Germany between 1978 and 1983, available with two, three, or four doors in two different lengths. The bus was also exported to different countries, built locally in France, Slovenia, Turkey, and the United States.
In the American market, in order to meet Urban Mass Transportation Administration "Buy America" requirements for federally-subsidized vehicles, the initial set of vehicles were shipped as driveable shells and finished in the United States by AM General in Texas until 1979. After the joint venture with AM General ended, MAN opened its own assembly plant in Cleveland, North Carolina to produce the SG 220 and its closely related derivative SG 310 (starting in 1981) until it abruptly withdrew from the United States transit bus market in 1988.

## Design

The full model number describes the type, generation, length, and number of doors:
| Type | Generation | Length | Doors |
| SG = Stadt Gelenke ("City Joints", articulated bus) | 220 310 | 16.5 = 16.5 m (54 ft) long 18 = 18 m (59 ft) long | 2 = 2 doors 3 = 3 doors 4 = 4 doors |
Hence a SG 220-18-3 is an articulated bus 18 m (59 ft) long with three doors. Potential door locations are (from the front proceeding to the back):
* Ahead of the front axle, behind the windshield
* Ahead of the middle axle
* Behind the articulation, ahead of the rear axle
* Behind the rear axle
In the United States, the number of doors was limited to two or three, corresponding to locations 1-x-3-x or 1-2-3-x. The SG 310 was offered with two doors, in locations 1-x-3-x.
Both the SG 220 and 310 were high-floor "puller" type articulated buses, with the middle axle driven. The SG 220 and 310 were equipped with a MAN D2566 MLUM/US inline-6 turbodiesel engine, rated at 305 hp (227 kW).

## History
### United States

The AC Transit District serving Alameda and Contra Costa counties in the San Francisco Bay Area began using an over-the-road articulated coach in Transbay service in 1966; subsequently, AC Transit was one of six transit districts to develop a "super bus" specification in the early 1970s for a higher-capacity bus. A pooled purchase was intended to reduce per-unit development costs. Two European-built articulated buses were tested by AC Transit and Seattle Metro in the summer of 1974: one based on the Volvo B58 chassis, and the MAN SG 192 [de].$^{:Table1}$ Riders received the MAN bus favorably, and the specification was released for bid in 1975; the pooled purchase consortium, which by then had grown to encompass ten transit districts, awarded the order to AM General in August 1976. Deliveries of the AM General/MAN joint venture SG 220 articulated buses began in 1978.
Buses were shipped from Germany as "driveable shells" and finished by AM General according to customer specifications. AM General terminated the joint venture agreement, taking effect after the delivery of the Seattle Metro buses, and MAN opened a manufacturing plant in Cleveland, North Carolina in October 1981, with an anticipated capacity of 400 buses per year.$^{:9,22}$ MAN withdrew from the US transit bus market in 1988 after an order of 40-ft buses for Chicago was blocked by an injunction. The Cleveland plant was sold in 1989 to Daimler subsidiary Freightliner Trucks.

## Operators
### United States

Several operators in the United States formed a pooled purchase consortium and awarded the bid to the AM General/MAN joint venture (the sole bidder)$^{:3–9}$ for over two hundred buses. By March 15, 1982, 511 articulated buses from all manufacturers had been delivered in the United States; of these buses delivered, 399 were MAN/AM General buses. Orders had been placed for an additional 692 articulated buses; of those pending orders, 557 were MAN buses.$^{:Table2}$
Although operating experience with the eleven initial operators showed the per-passenger labor costs of driving the articulated bus were reduced compared with conventional buses, the articulated bus cost was almost double that of a conventional bus, required maintenance was more frequent and more costly, and dwell times were increased.
United States MAN operators$^{:Table2}$ :
| City | System | Award date | Fleet Nos | Qty | Model | PPC |
| Atlanta, GA | MARTA | September 24, 1976 | 1601-1610 | 10 | 55' (SG 220-16.5-2A) | Yes |
| Chicago, IL | CTA | February 14, 1977 | 7000-7019 | 20 | 55' (SG 220-16.5-2A) | Yes |
| Chicago, IL | CTA | October 1980 | 7100-7224 | 125 | 55' (SG 310-16.5-2L) | No |
| Denver, CO | RTD | July 1981 | 9001-9089 | 89 | 60' (SG 310-18) | No |
| Indianapolis, IN | IPTC | July 1981 | 8401-8430 | 30 | 60' (SG 310-18) | No |
| Los Angeles, CA | SCRTD | August 27, 1976 | 9200-9229 | 30 | 60' (SG 220-18-3A) | Yes |
| Memphis, TN | MATA | July 1981 | 500-519 | 20 | 60' (SG 310-18) | No |
| Minneapolis, MN | MTC | August 30, 1976 | 1001-1020 | 20 | 60' (SG 220-18-2A) | Yes |
| Minneapolis, MN | MTC | August 1981 | 1021-1082 | 62 | 60' (SG 310-18-2L) | No |
| Nashville, TN | KTRANS | July 1981 | 101-115 | 15 | 55' (SG 310-16.5-2A) | No |
| Oakland, CA | AC Transit | September 7, 1976 | 1600-1629 | 30 | 60' (SG 220-18-2A) | Yes |
| Phoenix, AZ | PTS | October 12, 1976 | 7001-7020 | 20 | 60' (SG 220-18-2A) | Yes |
| Phoenix, AZ | PTS | 1983 | 7021-7056 | 36 | 55' (SG 310-16.5-2A) | No |
| Pittsburgh, PA | PA Transit | February 28, 1977 | 3000-3019 | 30 | 55' (SG 220-16.5-2A) | Yes |
| Pittsburgh, PA | PA Transit | July 1981 | 3050-3079 | 30 | 55' (SG 310-16.5-2L) | No |
| Rochester, NY | RGRTA | 1984 | 301-317 | 17 | 60' (SG 310-18-2A) | No |
| San Diego, CA | SDTC | August 30, 1976 | 1001-1045 | 45 | 60' (SG 220-18-2A) | Yes |
| San Francisco, CA | Muni | 1983 | 6000-6099 | 100 | 60' (SG 310-18) | No |
| San Jose, CA | SCCTD | July 1981 | 2401-2415 | 15 | 60' (SG 310-18) | No |
| San Juan, PR | AMA | 1984 | 84801-84812 | 12 | 60' (SG 310-18-?) | No |
| San Rafael, CA | GGBHTD | September 8, 1976 | 451-460 | 10 | 60' (SG 220-18-2A) | Yes |
| Seattle, WA | METRO | August 30, 1976 | 1400-1550 | 151 | 60' (SG 220-18-2A) | Yes |
| Seattle, WA | METRO | May 1980 | 2000-2201 | 202 | 60' (SG 310-18-2L) | No |
| Seattle, WA | METRO | 1983 | 4000-4045 | 46 | 60' (SG T310-18) | No |
| Spokane, WA | STA | 1986 | 210-219 | 10 | 60' (SG 310-18-?) | No |
| Washington, DC | WMATA | August 30, 1976 | 5001-5043 | 43 | 55' (SG 220-16.5-2A) | Yes |
| Washington, DC | WMATA | July 1981 | 5101-5133 | 32 | 60' (SG 310-18) | No |
| Westchester County, NY | RTD | August 1981 | 600-661 | 62 | 60' (SG 310-18) | No |

#### Notes

* ↑ Ten members of the Pooled Purchase Consortium placed orders with AM General for 234 buses in 1976. This excludes the 151 buses ordered by Seattle Metro.
* ↑ Sold to CATS in 1990.
* ↑ 8 sold to Des Moines Area Regional Transit in 1994.
* ↑ Sold to AC Transit in 1988.
* ↑ Sold to SCRTD in 1984.
* ↑ 114 sold to CTA in 2000.
* ↑ 14 sold to Rutgers University in 2001.
* ↑ Seattle Metro was the only operator of MAN trolleybuses in the US.

## Competition

* Crown-Ikarus 286 — In 1982, the only other manufacturer that had delivered an articulated transit bus to a United States transit district was Crown-Ikarus.