Governor Hugh Carey after Upper Harlem Line riders and commuter organizations–dissatisfied by the line's service–petitioned for the project. Initially, the work was to be completed by the end of 1983, but due to a strike, its completion was delayed to 1984. Initially, service was provided with a mixture of new and old electric cars, but these were replaced by the new M3As. Work on the project was completed during off-peak hours to allow for service on the line to be maintained. Thirteen of the stations received new high-level center island platforms. Mount Pleasant station got side platforms, while the station at Thornwood was closed because of excessive curvature of the track, which would have resulted in a large gap between the train and the platform. The new stations received glass-enclosed overpasses and elevators. The first electric train ran on April 30, 1984, beginning at Brewster North. As additional new M3As were put into service that spring, electric service increased. On September 1, 1984, a new schedule was put out, and running times decreased by 18 minutes on peak hour trains. On September 10, 1984, super express service was inaugurated on the Harlem Line, with some trains running non-stop between Katonah and Grand Central. The last diesel train left Brewster on November 2, 1984, marking the completion of the electrification project. As a result of the project, there was tremendous ridership growth on this portion of the line. Prior to the project, the line was operated primarily in two zones: electric service south of North White Plains, and diesel through-service or shuttle service consisting of Budd Rail Diesel Cars to the north. Service to the north of Brewster North–the new terminal for electric service–continued to be run with diesel through-service or shuttle service. Between 1984 and 1994, the Brewster and Brewster North stations– the two northernmost stations in the electrified zone–experienced 135 percent growth, and stations on the Dover Plains Branch experienced 440% growth. On February 26, 1988, the MTA board approved plans to close Melrose station. A spokesman for Metro-North said that the station was being "land banked" and was being boarded up, allowing it to be reopened if ridership increased. The decision was strongly opposed by Bronx Borough President Fernando Ferrer, who said that the agency created a self-fulfilling prophecy by failing to promote the station and by not maintaining it. Service at the station was very infrequent, and