One of the coaching world’s undoubted classics is the Van Hool Astromega. It was introduced to the UK in the form of the TD824, one of which still earns its keep with Purfleet-based operator Ensignbus
Some coaches have always been ahead of the pack, with comfort and performance that the rest struggle to match.
One such example – which celebrates its 35th birthday next month – is a Van Hool TD824 Astromega integral in the care of Ensignbus.
While the Astromega is a ‘pet’ of the Purfleet-based dealer and operator, and particularly of Operations Director Ross Newman, it still earns its keep when necessary.
It’s been an Essex resident all of its life, which began with Southend Borough Transport before a move to Fords of Althorne and thence to Ensignbus.
The Astromega was one of three delivered to Southend in April 1983, less than a year after the model made its debut in the UK. Two more almost identical coaches followed in 1985, placing the municipal operator as the second biggest UK buyer of the TD824.
Such purchases by a council-owned company will have been considered radical at the time, but the Astromega was Southend’s coaching weapon of choice for a reason.
“At that time, it operated an express London service,†says Ensignbus Chairman Peter Newman. “It was an enterprising operator principally because of one man: Derek Giles, who is no longer with us. Derek’s title was Traffic Superintendent, but in practice he was in overall charge. He was the architect of the Southend Astromegas.â€
The X1 has long since fallen by the wayside – a victim of improved rail links and congestion – but it was once the jewel in Southend’s crown. Were the X1 still to exist, the Astromega would remain eligible to work it, because Ensignbus has retrofitted it to comply with London’s Low Emission Zone. Perhaps Southend Borough Transport was just the first of Essex’s enterprising operators.
A classic in the making
Southend’s Astromegas were specified with 57 seats on the upper deck and 27 downstairs. To suit their express role they lacked toilets and had front-mounted staircases, but other luxuries of the time – such as tables on the lower deck and air-conditioning – were included.
Nothing spared under the bonnet. Power is from a 330bhp, 14.6-litre Mercedes-Benz V8 coupled to an Allison automatic gearbox.
The example with Ensignbus, and returned to its first owner’s livery, now has a speed limiter fitted, but it is interesting to consider what it and its sisters may have been capable of when new and unrestricted.
While many PCVs in the Ensignbus historic fleet have been entirely rebuilt, the Astromega has not. Livery excepted, it is largely in the same condition as when purchased from Fords, and the only non-original element is its seat moquette.
“The coach was looked after superbly by Fords but it is also built very well, which has helped longevity,†says Peter.
“When you take a close look, it’s a fantastic advert for Van Hool. During the busy months we still use it when needed; the big attraction is 84 belted seats, and it has been as far as Norwich on emergency rail replacement.â€
One nod to the past was restoration of the original destination indicator. Its mechanism remained in place, and an authentic blind was provided by former Southend Borough Transport and current Arriva Southend employee Matthew Evans.
Enter the beast
Peter and Ross kindly made the Astromega available for routeone to drive earlier this year. As demonstrated by its TD824 model description, it is part of Van Hool’s long-lived T8 family of coaches that was a forerunner of today’s TX range, and it is no less pleasing to drive that any member of the current line-up.
The cab is original, complete with various Dymo-labelled switches. Dials and gauges are of the period and the original reversing camera monitor – a scaled-down 1980s-style TV – sits proudly on the dashboard.
Externally, the coach retains all of its original badges, and within the walk-in luggage bay is still posted a notice from Southend Borough Transport detailing wheel change procedure.
Gears are selected via a typical Allison T-bar, although in contrast to the usual layout, the handle is pushed for drive and pulled for reverse. That may have caught out some drivers, not to mention those in vehicles behind.
A rudimentary interlock is fitted. When the two-piece door is open, the accelerator becomes almost impossible to depress; that is the case for a reason, as the big V8 will certainly overcome the handbrake under full throttle.
The saloons have a clear lineage with today’s Astromega range. While the TD824 is not as luxurious as current TX coaches, in its day it will have presented a class-leading traveling environment.
Two free-standing tables are downstairs, and an offside emergency door is amidships.
Small luggage racks are on both decks, and while the seats are not on a par with some of the latest offerings, they are smart, clean and tidy and have good legroom.
Behind the wheel
Where the 35-year old Astromega excels is from the driver’s perspective.
It is around 150bhp down on a modern double-decker coach, but the V8 is encumbered by neither computer control nor considerations for fuel efficiency and the TD824 is also lighter, at 15,180kg unladen.
When coupled to a torque converter gearbox, that gives spectacular performance combined with an engine note that is as distinctive as it is aurally pleasing. The Allison is relatively rev-hungry, and with the engine’s economy band higher up the speed range than is customary nowadays, momentum piles on remarkably quickly when the accelerator is flattened.
The Astromega requires a degree of input that exceeds that needed by modern coaches. It gives the impression of being driven, rather than pointed, and such is the power available that it can easily get out of hand on smaller roundabouts if care is not taken.
When joining the A13 near Purfleet the Astromega was almost at the limited speed before the end of the slip road, and it made easy work of blitzing a line of HGVs on the London-bound carriageway.
At 62mph the tachometer shows 1,900rpm. That may suggest that the throaty V8 intrudes into the saloons’ ambience, but while it is audible, it is not overly so. Even more amazingly, the bodywork generated just one squeak and not a single rattle; testament indeed to the legendary Van Hool build quality of the period.
That structural and finish quality has no doubt been a significant contributor to the fact that at least two of the other four Astromegas purchased by Southend are known to survive, despite the newest being over 32 years old.
Tough act to follow
Enthusiastic drivers’ verdicts on classic vehicles often suggest that while they are an interesting distraction from the day job, the occasional shift behind the wheel of one is enough.
That’s not the case with the TD824. The cab may not have the luxuries of the latest coaches, but it is still comfortable and not a tiring place to be.
The quality impression is furthered by the surfeit of available power, and a deep windscreen and extensive side glazing that give excellent visibility. Additionally, the ride quality is almost perfect.
Van Hool’s T8 range that debuted in the early 1980s was part of the foreign invasion that eventually left the UK’s domestic coach industry with only one bodybuilder and no chassis manufacturers.
It spawned products that are still considered by some to be among the finest available, and the link between 1983’s TD824 Astromega and today’s TDX25 and TDX27 models is clear. And thanks to the efforts of Ensignbus, coach aficionados will be able to make that comparison for many years yet.
