(02 Nov 2021, 8:47 am)Andreos1 wrote The fact is, they weren't. Whether that was because the scheme didn't meet the ERDF criteria at the timr or for another reason, I'm not sure we will ever know.

You are right, it didn't close in the 60's. That was when regular passenger services ended.
The ECML diversions stopped in the late 80s if I remember right and I'm sure there were still freight runs until the early 90s.

Having lived close to the line at various stages of the line for quite a few years from the early 90s onwards, it was clear that although officially mothballed - that once the cable and trackbed was stolen and crossings tarmaced over, it was going to take a lot to re-open it.
It was used as a shortcut, it was used by people to hang-out and socialise, it was used by thieves and vandals too. There was no adequate fencing and I'm pretty sure there's been no heavy maintenance carried out on the bridges or the viaduct either. 

I am definitely in the pro-Leamside Line camp. I think the benefits of getting it going again are potentially huge.
Given the issues and delays in getting passenger trains on to the B&T line (where infrastructure is largely intact) and there was a concerted campaign by not only politicians and locals - I do wonder if the Leamside will ever will re-open.

The primary problem in the funding for what would have been Metro expansion to Washington, was dogged with infighting and Gateshead council, which throughout the period of investment were a problem and still are today. look at the difference in redevelopment away from the riverside.. 

The line itself was abandoned in 1992, the embankment fire went on for years and the repairs were extensive, Railfreight weren't interested, it was InterCity that the costs were allocated to due to the need for a diversion route during upgrades to the main line, The last diversions of HST and a couple of 91 drags were in late 1991. 

Network Rail removed the track after a wholesale period of theft, first cables ,then sections of rail and other equipment. The line was then prepared for relaying using steel sleepers which NR claimed were ideal for this route, having failed miserably on the S&C.

For reasons only the DfT and Network Rail know that didn't happen, then then reasoning was increased capacity for Eurostar trains running to Edinburgh. That was cloud cuckoo land from the outset. HS2 trains were the primary reason for increased capacity when submitted in 2018, as now it seems Leeds will certainly not get HS2, or even a new route to Manchester, that is now academic.

The Metro debacle continued throughout the investment period and the route chosen is as is, not the much wanted route via Wardley, Usworth and Washington with a deviation at FenceHouses to join the Pallion line to get to Sunderland.

I hope in the future a change comes with government and this network can grow, the Leamside is key, the old line via Brasside to Newton Hall is largely intact and the span of the river wear remains in good order, so Durham via conurbations is definitely on. I think most people accept that north east Durham is extremely poorly served by public transport, much information on this has been handed to Kevan Jones and Mary Kelly Foy and they both support the 'branch' and mainline revival.