to improve standing room. The final day of scheduled 313 operation on the North and West London Lines was 19 February 2010, although units remained in use as ad-hoc substitutes for unavailable 378/0s. By August 2010 only 313121 and 313123 were still in service with London Overground, as the 378/2 Capitalstars were by then in use on the Watford DC Line. They last ran for London Overground on 13 September 2010. West Anglia Great Northern/First Capital Connect/Great Northern (Govia Thameslink Railway) West Anglia Great Northern inherited 41 units operating inner suburban services out of Moorgate and , to , , , and . From 1 April 2006 the Great Northern (GN) franchise merged with Thameslink to form the Thameslink Great Northern franchise, which was won by FirstGroup and became known as First Capital Connect. Three Class 313/1 units were transferred to First Capital Connect from London Overground in September 2010 to augment the Class 313/0 fleet. They were repainted into FCC livery and lightly refreshed internally but retained their original low-backed seating. Despite receiving modifications that made them mechanically identical to the 313/0s, they were not renumbered. The units were then transferred to Great Northern on 14 September 2014 when the Thameslink and Great Northern franchise was merged into the Thameslink, Southern and Great Northern franchise. Although the majority of the route is overhead line equipment, the Northern City Line route between Moorgate and is , formerly part of the London Underground's Northern line, and although built to full loading gauge there is insufficient clearance to add catenary. Trains bound for Moorgate approach Drayton Park on a falling gradient, drawing power via the pantograph. After coming to a stand at the platform the driver opens the vacuum circuit breaker, lowers the pantograph and changes over to DC. Whilst at Drayton Park, the starting signal for the platform is held at danger until the pantograph is lowered. Unusually for dual voltage trains, on this stock and its replacement, the Class 717, a shunt resistor is permanently connected to the pantograph. The detection of the small current drawn holds the signal at danger while the pantograph remains in contact with the overhead wire. This current is very audible as it manifests itself as a distinct buzzing noise as an arc is struck and subsequently extinguished as the pantograph lowers. This prevents the driver from powering into the tunnel with the pantograph raised