every two hours on Sundays. The Hastings Diesels also worked services on the Bexhill West branch line until closure on 14June 1964. On 22December 1958, 6L unit 1017 collided with 6B unit 1035 at Tunbridge Wells Central. In 1962, twelve Class 33/2 diesel locomotives, were also built with narrow bodies for the Hastings line. These enabled the last steam workings, overnight newspaper trains, to be withdrawn from the Hastings line. Nineteen British Rail Class 207 (3D) diesel electric multiple units were built in 1962. They operated over the Tonbridge–Grove Junction section of the line as part of a Tonbridge–Eastbourne (later Tonbridge–Eridge) service. In 1963, Frant, Stonegate, Wadhurst and Mountfield Halt were proposed to be closed under the Beeching Axe. One special working took place on 3April 1966 when one of the ex-Great Western Railway diesel railcars, W20W, was worked between Tonbridge and Robertsbridge as an out of gauge load. The railcar had been purchased by the Kent and East Sussex Railway for £415 including delivery to Robertsbridge. After trying to "wriggle out" of the deal, British Rail eventually found a solution. The vehicle was ballasted so that it leant away from the tunnel walls by some and was worked to Robertsbridge at a maximum of . From 1977, there were two trains an hour, one fast and one slow. In May 1980, the buffet cars were withdrawn from the 6B units, which were recoded as 5L, but retaining the Class 203 designation. The fast trains were withdrawn in January 1981, with trains now stopping at all stations. Electric era (since 1986) On 28October 1983, it was announced that the Hastings line was to be electrified. Reasons that decided the issue included a commitment by British Rail to eliminate asbestos from all stock in service by 1988 and the increasing cost of maintaining the then ageing Hastings Diesels. The scheme was to cost £23,925,000. Electrification was finally completed in 1986, the line was electrified using 750 V DC third rail using standard rolling stock, and the expedient of singling the track through the narrow tunnels. The tunnels either side of Tunbridge Wells Central station were not singled because the fact that the south portal of Wells Tunnel and north portal of Grove Hill Tunnel were at the ends of the platforms meant it was impossible to install pointwork without reducing the length of platform available. A speed restriction was imposed through