To distinguish vehicle construction the ‘Société des Autobus & Matériels Verney’ was founded. It continued a mission of building buses and coaches starting with the Verney RI, in production for four years from 2nd August 1957 with a Hispano Suiez Dood engine. Followed by the Verney type T, brother of the RI, from July 1958 to June 1964. It offered a capacity of forty-five seats in Dunlopillo (bus version), on a floor 680 mm from the ground, lowered to the maximum, and propelled by a Hispano Suiza 102 6.98 L front engine rotating at 140 hp at 2400 rpm. The type T had a box beam chassis with four independent wheels. The rear axle was suspended with double reduction on a suspension of helical springs of variable flexibility.
An SC 10 at Verney
The manufacturer Manceau was close to having their first fruit-bearing contract with the RATP in 1958. The latter established a specification for a standard bus: eleven meters in length, floor 620 mm from the ground, horizontal engine positioned on the left at the front and anti-reflective windscreen. In 1960, three manufacturers (SAVIEM, BERLIET & VERNEY) were awarded an order for a prototype. In terms of floor height, Verney is able to pass muster without difficulty due to its wheel system; Saviem has its system of driven wheels on their SC 10; Berliet turns towards a lowered axle on their PCM. These prototypes have engines according to their manufacturer: Verney chooses the Hispano Suiza 102H derived from the 6.98 L six-cylinder ANG set at 140 hp. Saviem opts for Fulgur from the SC 1, whilst Berliet turns to M.A.N. because it is not possible to place one of their own engines in the position required by the RATP: the D0836 HM8 is chosen, associated with a Wilson HVD211 gearbox.
Verney designed the "suburban" version composed of thirty-six seats with driver, thus with double front doors. This model is dubbed AUS for Low Floor Urban Bus, bearing the number 4452 with imminent commissioning. The market will be counted in thousands, but Verney does not have the structural capability for mass production, two coaches a week. However Verney is contemplating investment to arrive at this exceptional production rate such as the installation of a paint booth: but take heed that the budget is limited in several ways with various penalties (delivery delays, breakdowns, fuel consumption, etc) ... In 1963 the verdict was given: the RATP ordered from Berliet and Saviem, and the Verney AUS left commercial service in 1965 when its competitors arrived and was converted into a driving school vehicle before being rebuilt in 1971. It was the only Verney bus with a horizontal motor.
The RU, then the RA: goodbye to the RI !
Verney did not rest on their laurels because their connection with the RATP went back to 1961 with the production of sixty-six "RU" buses called "Little Blue ones of the sixteenth": RU 1 in 1961 and RU 2 in 1964. The RU inaugurated the era of small capacity buses with routes serving the blue parking areas. Thereafter they ran on routes 46, 86 and 303 until revision in 1970. Their length is 7.7 meters with a capacity of 20 seats, same number standing, so up to 40 passengers on board and a floor at 690 mm off the ground. The system is driven wheels with installation of a double reduction axle that replaces the gear system on the wheel arms. The RU is a derivative of the RI (launched in 1957) with some differences such as the removal of the spare wheel and the rear door. The rear right door is folding with a hydro-mechanical gearbox. These models are unique to the RATP: number 4553 was offered by the RATP to the Transport Museum in Chelles in December 1980. On the Verney networks there are only RIUs, they are RIs equipped as RU. The RI is replaced by RA (1964) and RA1 (1967) with a Hispano Hercules "Dood" engine with four cylinders developing 80 hp at 2,400 rpm: in 1963, an RU3 is produced with length of 8.20 meters and fifty seats (22 seated / 28 standing): the sole model operates in Quimper. The following year, RU4s were produced in eight types, with the difference of a few inclined window bays, and delivered to Quimper - Morlaix - Alençon and Fougères.
The 1960s began with the TA replacing the T, recognisable by its extended body at the rear with a spare wheel. Latscha, owner of the shuttle contract in Orly, ordered two buses derived from the TA with doors on both sides; delivered in March 1961. After the TA comes the TB which resembles its brother except that the windows are inclined towards the rear unlike the TA where it is towards the inside.
In 1964, when Luther King was awarded the Nobel Peace Prize, the Verney T became the TC: the body was extended to eleven meters with a facelift for the windows. The Hispano Suiza engine is replaced the British AEC AVU470 (six-cylinder 7.6L, 140hp). The TC was renamed TC 2 two years later, propelled by the AEC AV 505 of 8.1L for 148 hp; in production until December 1973.
Due to the heavy traffic at Orly Latscha ordered from Verney between 1967 and 1969 eighteen TC 2 with a door on the back of the vehicle to reduce the time entering and exiting. Three identical specimens were delivered to the airport at Karachi (Pakistan) in 1973. There were only a dozen TC 2 "urban" on the Verney networks such as Saint-Brieuc, Vannes and Quimper. It should be noted that the TC 2 was available in semi-urban version, route-bus and excursion coach.
From TC 2 to TD 5
TC 2, by adopting a TD3 type tourist coach body, is renamed TCU, produced nineteen times between 1974 and 1975. The TCU, built from February to October 1975, becomes TCU1 propelled by the AEC engine subsequently specified for the TC 2: A small difference is that it is supercharged giving it forty-eight hp more compared to TC 2. There are six TCU1 produced with fifty-one seats. Verney proposes the TC 3 (February 1972-July 1975), of medium capacity the TC310 produced from December 1974 to March 1975 offered thirty-six seats. Finally, the TC4-TC5 which were the first to receive a double rear axle: Verney must be the first manufacturer to adopt this double axle to carry a length of twelve meters following the authorisation of 1969. They are replaced by the TD 5, third model with three axles produced from 1974 to 1976; with 53 seats powered by a DAF six-cylinder engine developing 233 hp. It is available in route-bus and tourism versions. J.P. Heuliez avoids the Commercial Court at S.A.M.V. in 1976.
16 models by SAMV:
(Click on underlined models to see a picture)
RI: 1957-1961
The Verney RI is produced from 1957 to 1961. This vehicle is 7.70m long and 2.45m wide with a capacity of 26 seats and 5 foldable seats. Its Hispano Suiza Dood engine gives it at a maximum speed of 85Km / h on an independent 4-wheel air suspension.
AUS: 1958 - 1971: The SC 10 is for Verney, but Saviem & Berliet will be the happy ones chosen by the RATP.
RU: 1961-1964
The Verney RU is in production from November 1961 to July 1964 with a total of 60 units produced by the SAMV for the R.A.T.P. Called the small blues of the 16th. It was the RU that inaugurated the era of small-capacity buses on routes serving the "blue parking zones". Before their revision they were used on lines 46/86 and 303 in 1970. They were known for manoeuvrability, stability, safety, clarity, comfort and spaciousness. One example of the type has been preserved by AMTUIR since 4 December 1980: It is No. 4553.
T / TA / TB: 1958-1964
The Verney type T was built from July 1958 to June 1964.
RA: 1964
RA 1: 1967
TC: 1964-1966
The Verney TC is in production from December 1964 to December 1966: It was built in Tourism version with headrests and luggage rack. Three other versions: Route-bus / parcels with 41 seats and 20 standing; Semi-Urban with 44 seats and 22 standing; Semi-urban (with rear platform): 38 seats + 39 standing.
TC1: 1967
TC 1 is produced in 1967.
TC2: 1967-1973
TC 2 is released from June 1967 to December 1973. It is available in four versions: Semi-Urban: 36 seats + 39 standing. Semi-Urban: 42 seats + 22 standing = TC 2 B. Route-bus: 45 seats + 22 standing = TC 2 E (one example being preserved by ASPTV). Excursion: 55 seats = TC 2 C. Grand Touring: 40 seats + 4m³ locker = TC 2 D. The TC 2 is equipped with a British AEC engine (Associated Equipment Company) with 6 cylinders located at the front, with 196hp. The urban versions feature a two-leaf pneumatic rear door and a destination indicator located behind the top of the windscreen.
TC3: 1972-1975
Produced from February 1972 to July 1975.
TD: 1965
TC4 / TC5: 1973-1975
Produced from October 1973 to September 1975
TCU 1: 1975
Produced from February to October 1975
TD3: 1974-1975
TD5: 1974-1976
TD 5 represents the third model of 12-meter length with three axles and rear engine (after the TC 4 and TC 5). This model is produced from July 1974 to April 1976 with 53 seats and powered by a DAF engine, 6 cylinders of 233 hp. The tourism version has wheel covers and headrest covers. There is a route-bus version.
This coach is equipped with ABS heat sealed bodywork, developed at Le Mans. This material is expensive and will not be used on the CBM range in the future. The wheels are independent, which is rare in coaches and the suspension is pneumatic.
TC 310: 1974-1975
The TC 310 is a medium-capacity vehicle with 36 seats. It is in production from December 1974 to March 1975.