On a murky Saturday morning, I head to Potters Bar on the first day of Metroline taking over TfL Route 313 from Arriva, then ride the whole of the current and much of the original route, including the section to St Albans now covered by Sullivan Buses 84. In between, I travel to the Wood Green area, riding a couple of local services.
Sullivan Buses Enviro400 E48 is shy about its ownership when seen in a misty St Peter’s Street, St Albans, between my rides aboard on the 84 from/to Potters Bar. The route was being operated by a mix of “classic” and MMC Enviros on the day I travelled.
This bus is the former First London then Tower Transit DN33781 and still bears London Buses roundels on the bodysides.
Route 84: Potters Bar - St Albans
Arriving at Potters Bar Station, early morning fog was still in evidence as I sought my first ride of the day on Sullivan Buses 84 to St Albans. This particular Saturday marked the transfer of Tfl Route 313 from Arriva to Metroline, but I wanted to travel as much of the original Country Bus 313 as possible, which prior to 1982 operated between Enfield and St Albans. Nowadays, the 84 provides the link between Potters Bar & St Albans.
As I arrived at the stop, “classic” Enviro400 E48 appeared out of the mist, bound for St Albans, still in red livery and not bearing any fleetnames, nor indeed any passengers! The purple interior with grey-based Tower Transit moquette informed me that this was a former First London then Tower Transit vehicle. Whilst the centre door was still in place, it was not opened at this or any of the subsequent stops, passengers being called forward to exit via the front door. Just one other person joined me for the ride out from Potters Bar, past Cranbourne Road and across the bridge over the A1 to South Mimms, where we paused at the White Hart to await time. Then a murky run with a “Lord of The Rings” type feel through the fast country section to London Colney, where two more passengers boarded. Incidentally, the name of the settlement is taken from the RIver Colne on which it stands, with the Old English suffix “ea” meaning “river”. The name London Colney referred to “Colney on the main road to London” to distinguish it from nearby Colney Street and Colney Heath.
After crossing the A414 Roundabout, we deviated from the direct London Road approach into St Albans to serve the dog leg around the Cell Barnes area, gaining just one more rider. Arriving at City Station, we passed the frontage of the former Victorian St Albans Prison Gatehouse, famously used as the front gate of Slade Prison in the opening titles of the BBC sitcom “Porridge” starring Ronnie Barker. The building now operates as the St Albans Register Office. Three passengers alighted at the station, but we gained one short-rider via Hatfield Road to St Peter’s Street, which we reached a few minutes later. So, just 5 other passengers carried on the trip plus myself - at least we had plenty of room to spread out on the double decker! A 40 min run, arriving 5 mins early on the schedule.
Sullivan Buses also has some Enviro400s in two tone green “Country” livery, like E37 seen on the 84 during a previous visit to St Albans back in September 2023.
This is another ex-Londoner, as it was formally fleet no 9505 with Abellio London, operating in red livery when in TfL service.
Route 84: St Albans - Potters Bar
After a 10 min stand in St Peter’s Street, I rejoined the same bus for its return run to Potters Bar. Sadly, buses no longer continue further up the street to the former St Albans Bus Garage, an art deco building which was sadly demolished in 1998 after earlier closure, being replaced by modern flats. From St Peter’s Street, we contunued around the terminal loop via Victoria Street to City Station, before continuing back into Camp Road and Cell Barnes Lane. A bit busier on this trip, with passengers on and off in ones and twos throughout, although we barely reached double figures on board at any point. Back to London Road and through London Colney once again, double-running as before to the Colney Fields Retail Park on the outskirts.
Another fast run through the countryside to South Mimms, where the fog was beginning to lift. After crossing the bridge over the A1, we caught up with a slow-moving cyclist, who we couldn’t overtake on the winding road, so had to follow all the way to Cranbourne Road, with a queue of cars behind us. Picking up another passenger, we continued back to Potters Bar Station and then on the long one-way loop through the town - back into Mutton Lane and over the East Coast Main Line to Tescos, before turning into the High Street towards PB Garage, where there was a scheduled “hesitation” of around 5 mins. After this, it was up to Little Heath, where we turned left into Church Road and the only other passenger still on board here alighted. Finally, turning into Darkes Lane, we arrived back at Potters Bar Station, total time around 1 hour after leaving St Albans.
Whilst the trips I had been on were quiet, this was fairly early on a Saturday morning, so maybe to be expected. The service has been improved in recent times, with a 20 min M-S daytime frequency replacing the former 30 min headway, so usage must justify this. Sundays sees an Hourly through service, with additional shorts over the St Albans - London Colney section providing an odd 25-35 min interval. Evenings daily sees buses every 95 mins, presumably to enable an efficient schedule that can be operated with one vehicle.
The 84 was once part of the London Transport Central Buses network, crew-operated with RTs in the 1950s/60s between St Albans & Arnos Grove on M-S (Walthamstow Crooked Billet on Suns). Buses then ran direct between South Mimms & Barnet via St Albans Road, rather than via Potters Bar. South of Barnet, they followed today’s 34 routeing. OPO came in 1969 with conversion to MB single deckers, at which time the route was diverted at the southern end to New Barnet Station, the 34 taking over the withdrawn section to Arnos Grove / Walthamstow. Double deckers returned in 1975 with DMS conversion, although there was a brief interlude with SMS single deck for a few months in 1979-80. The latter year saw the route extended from New Barnet to Arnos Grove, this time via a different intermediate route to replace the withdrawn 261. Metrobuses then replaced DMS types in 1981.
In 1982, a recast of routes in Hertfordshire saw the former LCBS 313 become a red London Buses service, whilst the 84 went the other way to become a green London Country service, using LR Olympians from St Albans (SA) Garage. At the same time, the route was again cut back to New Barnet, with a new red 84A taking over the Arnos Grove section, which is the origin of today’s 184 over this corridor. When deregulation came in 1986, the 84 was reassigned to London Buses and regained Ms from its old haunt at Potters Bar (PB) Garage, but this time as a Herts County Council contract rather than a London one. This was when the route was diverted intermediately via Potters Bar, although a couple of schooltime journeys were retained via the direct St Albans Road routeing for a few years. By the late 90s, S class Scanias had largely replaced the Ms, although the latter continued to appear, even after they had been withdrawn from TfL work, the last few finally being withdrawn in 2004. On Sundays, midibuses had become the norm for much of the 90s and noughties, with firstly SR StarRiders and then DMS Darts performing.
In the low floor era, a batch of single door DEL class Enviro200s purchased specifically by Metroline for the 84 & 242 routes entered service in 2008, although many workings continued to see double deckers, by this time principally TP & TPL types. In 2014, half of the M-S service was diverted in St Albans via the Cell Barnes area and renumbered 84A, with the direct journeys via London Road retaining the 84 number. By the late 2010s, TE type Enviro400s had become the main type.
The Covid pandemic hit custom on the route particularly hard and Metroline announced their decision to withdraw from this now mainly commercial service from 1st April 2022. Fortunately, local operator Sullivan Buses stepped in and took over the 84 from the next day, but only over the Potters Bar - St Albans portion, leaving the Potters Bar - Barnet section with no service. Fortunately, Central Connect began a new 84B over the unserved part in late 2023 with Council support, which was replaced in 2025 by UNO Route 243 between Hatfield & Barnet via Potters Bar. Sullivans have operated a mix of vehicles on the 84, principally ex-London Enviro 400s of “classic” and MMC versions, but other types including Enviro200 single deckers also put in a turn.
Former operator of the 84, Metroline, gave up the route after service on 1st April 2022 due to falling patronage and rising costs, with Sullivans taking over the next day. On its last day with the old firm, Enviro400 TE888 is seen at New Barnet Station on a short-working to its home garage, appropriately as the shadows lengthen.
The New Barnet - Potters Bar section of the 84 was abandoned after this date, Sullivans preferring to operate only over the more lucrative Potters Bar - St Albans part of the route. In 2023, a service was restored over the southern section with new route 84B operated by Central Connect, since replaced by UNO route 243.
Route 313: Potters Bar - Chingford
Back at Potters Bar Station, having covered on the 84 much of the Hertfordshire section of the 313 when it was a London Country route, I switched my focus to the modern TfL version of the 313, which runs from Potters Bar to Chingford via Enfield. The section east of Enfield was added in late 1982 to replace part of the 121, but for a full history of the route, please refer to my previous article “Jams & Jaunts in North London” dated 19th February 2026, which also includes an account of my ride on the service when it was still with Arriva and used LTs supplemented with the odd DW.
Metroline won the contract from Arriva from 7th November 2026 and my trip was on the first day of operation back at PB Garage since 1985, when the route passed to London Country, then over subsquent years through London Country North East, Grey Green and Arriva, before coming full circle back to its old home. This time, the contract requires the use of existing electrics and these have turned out to be a mix of WDE Wright StreetDeck Electroliners and BDE Enviro400EV City types.
For my outward run from Potters Bar, I had WDE3127, a transferee from Willesden (AC), which arrived out of service from PB Garage and left 6 mins late on the schedule. A surprising number of people were waiting to board, although the numbers were swelled by a few enthusiasts who were sampling the “first day” operation. As we left, several photographers were taking pictures as we whirred quietly into Darkes Lane and under the railway bridge. A much busier run than on the 84 earlier, it being very noticeable that ridership on the TfL routes in the town (298 & 313) was considerably higher than on the other local services, surely due to the lower fares and ability to use Oyster cards on London buses, combined with generally higher frequencies plus decent evening and Sunday provision.
Still very murky due to the mist persisting as we left Potters Bar behind and entered the fast country section through Botany Bay to Chase Farm Hospital, where we paused outside the grounds. Along The Ridgeway, we picked up good numbers at every stop, before reaching Windmill Hill which we descended to Enfield Chase Station. Luckily, traffic through Enfield Town was relatively light and we had an unobstructed journey past the Market Place to the Town Station. Then along Southbury Road and down to the Great Cambridge Road, where we were halted for a couple of minutes whilst the traffic lights ran through their phases.
After exchanging passengers at the stop for the Retail Parks, it was onwards over the hump at Southbury Station and past the former operational garage at Ponders End, where we barely hesitated. Crossing the lights at the junction with the Hertford Road, it was into narrow Nag’s Head Road, before we could put on a burst of speed in Lea Valley Road between the two reservoirs. Straight on into Kings Head Hill, where 4 way temporary lights caused a short hiatus in our progress. However, we soon completed the climb up to Chingford Green, where most of our load alighted. Just a few diehards continued with me to the Chingford Station terminus. Overall, a good run, only 50 mins in all and we had made up 5 of the 6 mins lateness we had started with.
The 313 contract passed from Arriva London to Metroline with effect from 7th November 2026 using existing electrics. Wright StreetDeck Electroliner WDE3228 of PB Garage is seen at Potters Bar Station on the first day of the new arrangements.
I travelled on the next working, formed by sister vehicle WDE3127. The route was in the hands of a mix of WDE & BDE types on Day 1.
Part Route 313: Chingford Station - Enfield Chase
As at the other end of the route, the Chingford terminus of the 313 seemed to attracting a crowd of enthusiasts on this first day back with Metroline, plenty of photos being taken of arriving and departing buses. For my return run, I opted to let the bus I had arrived on go and await the following departure, formed of Enviro400EV City BCE2615, representing the second class of vehicle on the route that day. Not much to choose between the two types in terms of comfort as we glided away with another decent load on board.
This time, our progress was a little more subdued than the outward trip, mainly due to the build up of traffic during the morning. At least the fog that had persisted earlier had mainly dissipated by now and it became a sunny afternoon. I travelled back down Kings Head Hill and across the Lea Valley to Ponders End, before continuing on to Enfield Town and then Enfield Chase, where I alighted. 35 mins for this part journey, but virtually on schedule. The plan was to return here later to resume my journey on the 313 to Potters Bar, but in the meantime, I had other fish to fry!
At the opposite end of the 313, Chingford Station, we have BYD Enviro400EV City BDE2615, also of PB Garage on Day 1 of the new contract with Metroline.
These early BDEs were originally at Holloway (HT) and some were later transferred to Potters Bar.
Route 231: Enfield Chase - Turnpike Lane
At Enfield Chase Station, I observed Enviro400 TE1442 on the adjacent stand, awaiting its next journey on the 231. I had ridden the route on a Volvo B9TL VW earlier in the year in the opposite direction, but as this was a rare chance to ride one of the few remaining “classic” Enviro diesels still with Metroline, I couldn’t pass up on the opportunity. Just a few of the class remain in TfL service at this time, at Potters Bar and Uxbridge Garages.
Walking to the first stop near the War Memorial, I duly boarded TE1442 (PB) a few minutes later. A reasonable run ensued, back through Enfield Town and along Southbury Road. At the Great Cambridge Road, we performed the “round the corner” right turn that is unique to this route. From this point on, we were fairly busy as there appeared to have been a gap in the parallel 217s and we gained significant numbers at each stop. Traffic was busy too, with queues at each set of traffic lights along this normally fast dual carriageway section. After negotiating the bottleneck at Edmonton Cambridge Roundabout, where a westbound jam on the North Circ was backing up onto the slip road, a StreetDeck on the 217 zoomed past us and from then on the two buses “worked the road” together, essentially picking up at alternate stops. Over White Hart Lane and onto The Roundway, before turning right and then sharp left into Westbury Avenue.
Until this point, our progress had been ok, but we then encountered a slow-moving queue which stretched back from the lights at Turnpike Lane past Westbury Avenue Baptist Church. This meant we took about 10 mins to negotiate the short section to the final stops, giving a total journey time of 48 mins, which we could have completed easily in under 40 mins without the delay. Nevertheless, a decent trip on an older and now rare vehicle, which gave a good performance.
Details of my previous trip on the route and a potted history can be found in my article “Jams & Jaunts in North London” dated 19th February 2026.
Metroline Enviro400 TE1442 of Potters Bar (PB) Garage sits amid autumnal colours at Enfield Chase Station on the 231, before I travelled on it to Turnpike Lane.
“Classic” Enviro400 diesels are now down to penny numbers with Metroline, only Potters Bar & Uxbridge Garages still having a few examples each left in service at the time of writing.
Route W4: Turnpike Lane - Tottenham Hale - Oakthorpe Park
Before returning to Enfield, I had one more route to fit in, this time the single deck “back steets” local W4. This is one I had not ridden for a long while and which was retained by Arriva on contract renewal in 2025 for 5 years with existing diesels. Short single-door Enviro200 MMCs are used from Wood Green (WN) Garage and I boarded eastbound ENN40 at Turnpike Lane, which was virtually full and very busy at most stops with people boarding and alighting, many with shopping trolleys and luggage! Turning from West Green Road into narrow Belmont Road, progress was impeded by parked cars each side. The next section along Downhills Park Road and the local roads beyond is bedevilled by lots of sharp left and right turns, more narrow streets with parked vehicles plus a good smattering of speed humps, hardly necessary in the circumstances!
At the Broadwater Farm Estate, we circumnavigated the one-way anti-clockwise loop, before returning to The Avenue and onwards through the suburban housing back to the main road at Bruce Grove, where there was a slow-moving traffic queue towards the station. After dropping many passengers in Tottenham High Road, we picked up more returning shoppers for the final section along Broad Lane to Tottenham Hale Station and on to the terminus at Ferry Lane Estate. An overly long 45 min journey time for a relatively short trip. Due to late running, the driver took off immediately on the return run as soon as I alighted, so I awaited the next bus.
This turned out to be ENN39, which appeared to be more or less on time, taking 5 mins on the stand before departing with me aboard. Fortunately, we had an easier run in this direction, with better traffic conditions and less busier in terms of passengers. Back to Tottenham Hale Bus Station and then up to Tottenham High Road, before returning to the back street section via Broadwater Farm, although in this direction the loop does not involve the same double-run as the other way. We made good time to Downhills Park, although we encountered a queue to turn right into West Green Road, where I noted the bus in front just a couple of minutes ahead of us. Soon, we were back at Turnpike Lane, taking 10 mins less to this point than on the outward trip!
Continuing on to Wood Green Shopping City, we gained more passengers and then paused at WN Garage for a driver change, which took about 5 mins, although we were a little early on the schedule. Once we got going again, a smooth run up Jolly Butchers Hill and a right turn into White Hart Lane for the suburban run over the last part of the route. At the Recreation Ground, I noted ENN40 in front, which had been turned short here due to late running, with several passengers transferring to us as a result. It was then on via Wolves Lane and Tottenhall Road to Chequers Way, terminating at Oakthorpe Park beside the North Circ after a 55 min journey.
The current W4 is the second use of the number in North London, the original version being one of the Flat Fare routes born out of the “Reshaping Scheme” in 1968. This ran between Winchmore Hill and Turnpike Lane, originally with MBS single deckers, but converted to DMS double deck in 1974. It was withdrawn in 1980 as it was covered adequately throughout its length by the 29.
The W4 number was re-used in 1991 for a new midibus route between Wood Green and Tottenham Hale Station via previously un-served roads in the Downhills Park and Broadwater Farm areas. MRL operated by London Northern, it was extended at one end to Ferry Lane Estate in 1992 to replace a section of the 41, whilst at the other, it was projected to Oakthorpe Park in 1997. In 1998, by now with Metroline, it was converted to MW Mercedes midis. Arriva took the contract in 2001 using PDL Darts, until First London assumed control in 2011 with DMS Enviro200s, which were redesignated as the SEN class when Go Ahead purchased the Northumberland Park operations of First two years later. Arriva returned to the route in 2018 with the existing ENN class Enviro200 MMCs.
Arriva London single door Enviro200 MMC ENN39 of Wood Green (WN) Garage is on the Ferry Lane stand at Tottenham Hale before my ride aboard to Oakthorpe Park on the W4.
The route began in 1991 as a midbus service between Wood Green & Tottenham Hale Station and has always used smaller vehicles, but has since been extended at both ends.
Part Route 231: Edmonton Cambridge - Enfield Chase
From the Oakthorpe Park terminus, I crossed the North Circular via the pedestrian underpass and took a 10 minute walk to the Edmonton Cambridge Roundabout.
There, I had a few minutes to await the next northbound 231 to take me back to Enfield Chase. On this trip, I had a hybrid in the form of VMH2457, another PB Garage inmate. A fairly busy but quick run along the Great Cambridge Road and up Southbury Road to Enfield Town. Just a 20 min trip.
Part Route 313: Enfield Chase - Potters Bar
With the last remnants of daylight fading away, I had a 15 min wait at Enfield Chase for my final bus of the day, which would enable me to complete my round trip on the 313. This turned out to be BCE2616 and we had a decent trip, despite the double run into the grounds of Chase Farm Hospital in this direction. After this, we had a good thrash on the open road through the countryside to Potters Bar, arriving at the station just 20 mins later. A fitting way to end after a good day out!
Watton
“And Finally”…
The 313 is not new to Potters Bar Garage, as it operated from there between 1982-85, after the route first passed from London Country to London Buses and became a “red” bus service. Caught just as the front doors are closing, MCW Metrobus M661 prepares to depart from Enfield Cecil Road, bound for the then terminus of Potters Bar Cranbourne Road in April 1982.
The 313 ran only between Enfield Town & Potters Bar for the first 5 months of London operation, before being extended through to Chingford in place of the 121.
