Line 1 (Lille Metro)

In the 1960s, Lille faced urban challenges: a congested city center overwhelmed by cars and buses, contrasted with poorly connected suburban areas. To address this, planners envisioned decentralizing parts of the city, leading to the creation of the {{Ill|Lille-Est Public Development Establishment|lt=Lille-Est Public Development Establishment|fr|Établissement public d'aménagement de Lille-Est}} (EPALE) in 1968.{{Harvtxt|Smet|2004|p=2}} EPALE aimed to develop a new town near Lille, but site selection was proved complex due to limestone quarries that would inflate construction costs.{{Harvtxt|Smet|2004|p=3}}

Professor {{Ill|Robert Gabillard|lt=Robert Gabillard|fr|Robert Gabillard}} and his team at the Faculty of Sciences offered a solution. Leveraging their expertise in telecommunications and electromagnetic propagation, they devised an electromagnetic mapping tool to identify suitable locations, ultimately settling on Villeneuve-d'Ascq. Pleased with this collaboration, EPALE and the Communauté Urbaine de Lille (CUDL) tasked Gabillard with designing a rapid, high-frequency transit system to further integrate the region. His research culminated in 1971 with the patent for the VAL system ("Villeneuve-d'Ascq – Lille"), an automated metro.{{Harvtxt|Smet|2004|p=4}}

In 1974, EPALE, with the support of {{Ill|Arthur Notebart|lt=Arthur Notebart|fr|Arthur Notebart}}, President of the CUDL, presented a project for the development of public transport in the Lille metropolitan area, including four metro lines.{{Harvtxt|Houillon|2011|p=10}} The first line was a priority for the CUDL, as it would link Villeneuve-d'Ascq to Lille, much to the dismay of the elected representatives of Roubaix and Tourcoing and the {{Ill|Hauts-de-France Regional Chamber of Commerce and Industry|lt=Chamber of Commerce|fr|Chambre de commerce et d'industrie de région Hauts-de-France}}, who wanted to make the Lille-Roubaix-Tourcoing axis "the real spine of the metropolis".{{Harvtxt|Barré|1980|p=215}} The consequence of this ambitious project was a sharp increase in the projected budget, from 230 million to 875 million francs.{{Harvtxt|Houillon|2011|p=8}}

Despite the 1976 decree declaring the work on line 1 to be in the public interest, the CUDL saw the start of work on the metro delayed by the Secretary of State for Transport, who refused to validate the concession signed by the CUDL for construction. As a result, the urban community decided to take charge of the metro works itself and released the necessary funds.{{Harvtxt|Barré|1980|p=216}}

Construction began in 1977, with Matra building the Quatre Cantons depot in Villeneuve-d'Ascq.{{Harvtxt|Houillon|2011|p=13}} By late 1978, SOFRETU deployed 35 engineers to oversee underground work between {{Ill|Pont de Bois (Lille metro)|lt=Pont de Bois|fr|Pont de Bois (métro de Lille)}} and Porte des Postes.{{harvnb|Houillon|2011|p=26|id=amva}} The first segment, from {{Ill|Cité Scientifique - Professeur Gabillard (Lille metro station)|lt=Cité Scientifique|fr|Cité Scientifique - Professeur Gabillard (métro de Lille)}} to the depot (doubling as the control center), was completed in September 1979, hosting initial trains without full automation. This section, between the Cité Scientifique station and the garage-workshop that also serves as the central control station (PCC), saw the first trains with the equipment but without the automated systems.{{harvnb|Houillon|2011|p=23|id=amva}}

For the rest of the line, viaducts are preferred in areas with little or moderate urban development. Viaducts are the least expensive sections (cut-and-cover and underground sections cost 1.7 and 3.4 times more respectively).{{Harvtxt|Barré|1980|p=215}} However, residents of the {{Ill|Triolo (France)|lt=Triolo|fr|Triolo}} district of Villeneuve-d'Ascq, concerned about their environment, demanded and obtained the passage of the metro through their district in an open cut instead of a viaduct. In Mons-en-Barœul, the switch from a viaduct to an underground route was mentioned for a time during a neighborhood survey in 1974 concerning the first line, but the following year, the CUDL decided to remove the town from the line's route, thus reducing costs and allowing the metro to be built underground.

Construction of the Villeneuve-d'Ascq viaduct began in January 1979 and was completed in February 1980.{{Harvtxt|Houillon|2011|p=16}} The 1.225-kilometer viaduct is made up of nine independent sections ranging from 110 to 170 meters in length. The construction of the viaduct was primarily the subject of studies into the noise, vibrations and electromagnetic disturbances that could be caused by the automatic metro.

Cut-and-cover work involved the long section between the future {{Ill|Villeneuve-d'Ascq - Hôtel de Ville (Lille Metro)|lt=Hôtel de Ville|fr|Villeneuve-d'Ascq - Hôtel de Ville (métro de Lille)}} and {{Ill|Fives (Lille Metro)|lt=Fives|fr|Fives (métro de Lille)}} stations.{{Harvtxt|Houillon|2011|p=15}} Both open and cut-and-cover operations caused considerable disruption to local traffic, which was nevertheless maintained thanks to a number of techniques. After earthworks on the relevant lanes, the traffic gallery was put into operation. In addition to the work directly concerning the trench, related work was required to adapt the roadways and build crossing structures. The stations, which are built separately from the line, were constructed using the trenching method.File:CHR Oscar-Lambret métro de Lille Métropole 2.JPG

Deep tunnels, the costliest option, were essential in dense urban zones like central Lille. Dug just below the water table, the tunnel required 11 access points and employed 160 workers.{{Harvtxt|Houillon|2011|p=14}} Line 1 officially opened on April 25, 1983—the world's first VAL metro and fully accessible to people with disabilities.{{Cite AV media |url=https://www.ina.fr/ina-eclaire-actu/video/rcc9504282247/visite-inaugurale-du-metro-a-quatre-cantons-par-francois-mitterrand |title=Visite inaugurale du métro à Quatre Cantons par François Mitterrand {{!}} INA |language=fr |trans-title=Inaugural visit to the Quatre Cantons metro station by François Mitterrand {{!}} INA |access-date=2025-04-03 |archive-url=https://web.archive.org/web/20210521140043/https://www.ina.fr/video/RCC9504282247/visite-inaugurale-du-metro-a-quatre-cantons-par-francois-mitterrand-video.html |archive-date=21 May 2021 |via=www.ina.fr}} President François Mitterrand arrived by helicopter at Quatre Cantons, greeted by Notebart, Villeneuve-d'Ascq mayor {{Ill|Gérard Caudron|lt=Gérard Caudron|fr|Gérard Caudron}}, Gabillard, and CUDL transport director Bernard Guilleminot. After touring Gare Lille-Flandres, he unveiled a plaque at {{Ill|République - Beaux-Arts (Lille Metro)|lt=République|fr|République - Beaux-Arts (métro de Lille)}}.{{Harvtxt|Houillon|2011|p=29}}

Although the line was inaugurated in April 1983, it was only partially accessible between {{Ill|Quatre Cantons – Stade Pierre-Mauroy|lt=Quatre Cantons – Stade Pierre-Mauroy|fr|Quatre Cantons - Stade Pierre-Mauroy (métro de Lille)}} and {{Ill|République - Beaux-Arts (Lille Metro)|lt=République|fr|République - Beaux-Arts (métro de Lille)}}, whereas the CUDL had planned a western terminus as far as {{Ill|CHU – Eurasanté|lt=CHU – Eurasanté|fr|CHU - Eurasanté (métro de Lille)}} station in the 1970s. Work was still underway on the section between République and CHR B-Calmette station, mainly involving track laying and station layout.{{Cite web |title=Historique du réseau VAL |trans-title=History of the VAL network |url=http://www.translille.com/spip.php?article36 |archive-url=https://web.archive.org/web/20140407063229/http://www.translille.com/spip.php?article36 |archive-date=7 April 2014 |website=Trans'Lille}} This section, which passes through the Wazemmes district and Lille's {{Ill|Lille University Hospital|lt=regional hospital|fr|Centre hospitalier universitaire de Lille}}, went into service on May 2, 1984. Line 1, designed by the CUDL in the 1970s, was therefore fully operational by this date.

File:Map of Lille metro line 1.svg

The 12.542-kilometer Line 1 runs from Quatre Cantons - Stade Pierre-Mauroy to CHU - Eurasanté, with 8.922 kilometers (71%) operating underground in tunnel sections. The remaining route consists of elevated viaducts and surface-level segments. Stations are spaced an average of 722 meters apart.{{Cite journal |title=Panorama des villes à transports publics guidés |trans-title=Overview of cities with guided public transport |url=http://www.bv.transports.gouv.qc.ca/mono/0968199.pdf |journal=Certu & Cete de Lyon |language=fr}}

The line originates at the Quatre Cantons depot in Villeneuve-d'Ascq, which serves as both a train storage facility and maintenance center. From this northern terminus, the initial open-trench section runs north to Quatre Cantons - Stade Pierre-Mauroy station. The alignment then transitions to a 1,225-meter elevated viaduct spanning Avenue Poincaré and Avenue Jean-Perrin, providing service to the University of Lille's {{Ill|Cité Scientifique (Université de Lille)|lt=scientific campus|fr|Cité scientifique}}. The viaduct terminates at Cité Scientifique - Professeur Gabillard station, located near the university library. After crossing Boulevard de Tournai, the line returns to an open-trench configuration through Villeneuve-d'Ascq's Triolo district, where it serves Triolo station.{{Cite web |date=2009-10-03 |title=Stations de Métro |trans-title=Metro Stations |url=https://www.zoomsurlille.fr/decouvrir-lille/reportages/stations-metro |access-date=2025-04-04 |website=Zoom Sur Lille |language=fr-FR}}

After serving the Triolo district and crossing the {{Ill|National Route 227 (France)|lt=RN 227 road|fr|Route nationale 227}}, the line turns westward and transitions into a covered trench before splitting to reach {{Ill|Villeneuve-d'Ascq - Hôtel de Ville station|lt=Villeneuve-d'Ascq - Hôtel de Ville station|fr|Villeneuve-d'Ascq - Hôtel de Ville (métro de Lille)}}. This station has a unique layout compared to others on the line, featuring a central platform with tracks on either side (most stations have a central track flanked by two side platforms). Beyond the station, the trench merges back into a two-track alignment and continues underground beneath the Pont-de-Bois district, where it serves the eponymous station. Pont-de-Bois station provides connections to the regional rail network via an adjacent railway halt.

Still in a cut-and-cover configuration, the line then enters Hellemmes, following the northwestward trajectory of Rue Roger-Salengro, the municipality's main thoroughfare. Two stations are located along this section: Square Flandres and Mairie d'Hellemmes.

After passing through Villeneuve-d'Ascq and Hellemmes, the line enters Lille beneath Rue Pierre-Legrand, still in a covered trench. The first two stations serving Lille proper are {{Ill|Marbrerie (Lille Metro)|lt=Marbrerie|fr|Marbrerie (métro de Lille)}} and {{Ill|Fives (Lille Metro)|lt=Fives|fr|Fives (métro de Lille)}}. Beyond Fives station, the alignment transitions into a deep tunnel, following Rue de Bouvines to reach {{Ill|Madeleine Caulier (Lille Metro)|lt=Madeleine Caulier|fr|Madeleine Caulier (métro de Lille)}} station, built beneath its namesake square.

The following table lists video clips of interstations along Line 1:

The line then turns southwest through central Lille, passing beneath Rue Faidherbe, Rue des Manneliers, and the Grand'Place before reaching {{Ill|Place Rihour|lt=Place Rihour|fr|Place Rihour}}, where Rihour station is situated. It continues to {{Ill|Place de la République (Lille)|lt=Place de la République|fr|Place de la République (Lille)}}, serving République - Beaux-Arts station, then follows Rue d'Inkermann, Rue Colbrant, and Rue de Flandre to reach the Wazemmes district, stopping at Gambetta station. After a short inter-station segment, it arrives at Wazemmes station.

The alignment proceeds beneath Rue des Postes and Place Barthélémy Dorez, where the interchange station Porte des Postes is located. The line then emerges to ground level, runs alongside the A25 motorway in an open trench, and ascends onto a viaduct to serve the Lille University Hospital Center (CHU) at CHU - Centre Oscar-Lambret station before terminating at CHU - Eurasanté station.

Lille Metro Line 1 spans 13.5 km, serving 18 stations from CHU – Eurasanté in southwestern Lille to Quatre Cantons – Stade Pierre-Mauroy in Villeneuve-d'Ascq. The line opened on April 25, 1983, with 15 stations, extended to Pont de Bois on May 18, 1984, and reached its current eastern terminus on February 3, 1989.{{Cite web |title=Histoire du métro lillois |trans-title=History of the Lille Metro |url=https://www.ilevia.fr/fr/a-propos/histoire |website=Ilévia |access-date=2025-04-14 |language=fr}} It connects the municipalities of Lille, Mons-en-Barœul, and Villeneuve-d'Ascq, offering links to Lille Metro Line 2, Ilévia buses, and SNCF rail services, alongside major cultural, educational, and commercial destinations.

Lille Metro Line 1 spans 13.5 km, serving 18 stations from CHU – Eurasanté in southwestern Lille to Quatre Cantons – Stade Pierre-Mauroy in Villeneuve-d'Ascq. The line opened on April 25, 1983, with 15 stations, extended to Pont de Bois on May 18, 1984, and reached its current eastern terminus on February 3, 1989.{{Cite web |title=Histoire du métro lillois |trans-title=History of the Lille Metro |url=https://www.ilevia.fr/fr/a-propos/histoire |website=Ilévia |access-date=2025-04-14 |language=fr}} It connects the municipalities of Lille, Mons-en-Barœul, and Villeneuve-d'Ascq, offering links to {{Ill|Lille Metro Line 2|lt=Lille Metro Line 2|fr|Ligne 2 du métro de Lille}}, Ilévia buses, and SNCF rail services, alongside major cultural, educational, and commercial destinations.

File:Panneau avec liste des stations de la ligne 1 du métro.jpg

Since its inauguration, Lille Metro Line 1 has seen several stations renamed to reflect urban developments, cultural tributes, or institutional changes. The first modification occurred in 1994 when Gares station was redesignated Gare Lille-Flandres to distinguish it from the newly opened Gare Lille-Europe station. Three years later, République station acquired the suffix - Beaux-Arts (1997) following the renovation of the adjacent Palais des Beaux-Arts.

A significant update occurred on 6 March 2017, when four stations were simultaneously renamed: CHR B-Calmette became CHU - Eurasanté, CHR Oscar-Lambret was updated to CHU - Centre Oscar-Lambret, Hellemmes transitioned to Mairie d'Hellemmes, and Lezennes was rebranded Square Flandres.{{Cite web |title=Une meilleure intégration des stations de métro dans leur environnement |trans-title=Better integration of metro stations into their environment |url=http://www.lillemetropole.fr/sites/lmcu/mel/actualites-metropole-lille/transports-mobilite/evolution-du-nom-stations-de-met.html |archive-url=https://web.archive.org/web/20170226134059/http://www.lillemetropole.fr/sites/lmcu/mel/actualites-metropole-lille/transports-mobilite/evolution-du-nom-stations-de-met.html |archive-date=26 February 2017 |website=lillemetropole.fr}} Most recently in 2024, Caulier station was refined to {{Ill|Madeleine Caulier (Lille Metro)|lt=Madeleine Caulier|fr|Madeleine Caulier (métro de Lille)}} to explicitly honor the 17th-century Lille philanthropist.{{Cite web |date=2024-04-24 |title=Lille : plusieurs stations de métro changent de nom |trans-title=Lille: several metro stations change name |url=https://www.weo.fr/article/lille-plusieurs-stations-de-metro-changent-de-nom/ |access-date=2025-04-04 |website=Wéo |language=fr}}

Designed for accessibility with platform screen doors, Line 1 stations vary architecturally. Surface stations like Triolo and Villeneuve-d'Ascq – Hôtel de Ville feature glass vaults, while Square Flandres uses brick and large windows. Underground stations typically have discreet entrances with stairs and elevators.{{Harvtxt|Houillon|2011|p=18}} Local artists, mostly from Nord-Pas-de-Calais, contributed works: Michel Degand painted frescoes for stations such as Fives and Rihour, Brigitte Denoyelle adorned Villeneuve-d'Ascq – Hôtel de Ville with terracotta and steel, and architect Gilles Neveux collaborated with the Palais des Beaux-Arts to display art replicas at République – Beaux-Arts.{{harvnb|Houillon|2011|p=19|id=amva}}{{harvnb|Houillon|2011|p=21|id=amva}}

The line has a workshop garage and a storage garage. The garage-atelier, for storing and repairing trainsets, is located in Villeneuve-d'Ascq, after the Quatre Cantons - Stade Pierre-Mauroy station. Opened in 1979,{{Harvtxt|Houillon|2011|p=13}} it can accommodate 64 trainsets and comprises various workshops covering an area of over 7,000 m².{{Cite web |title=Organisation du réseau métro - tram - bus - car de Lille-Métropole |trans-title=Organization of the Lille-Métropole metro - streetcar - bus - coach network |url=http://www.translille.com/spip.php?article2 |archive-url=https://web.archive.org/web/20140407213752/http://www.translille.com/spip.php?article2 |archive-date=7 April 2014 |website=translille.com}} It is also where all trains are tested before being put into service, on a test track including a dummy station and a sloping section to simulate conventional track traffic. Beyond the line's other terminus, the CHU - Eurasanté station, there is a depot where only six trains can be stored.

Line 1 operates daily except May 1, when Ilévia conducts maintenance.{{Cite web|url=http://www.zoomsurlille.fr/201204271151/actualites/1er-mai-2012-pas-de-transport-en-commun-a-lille|title=1er mai 2012 : pas de transport en commun à Lille|website=zoomsurlille.fr|access-date=January 28, 2013|archive-date=January 27, 2013|archive-url=https://web.archive.org/web/20130127054008/http://zoomsurlille.fr/201204271151/actualites/1er-mai-2012-pas-de-transport-en-commun-a-lille|url-status=dead}} In 2013, service began at 5:12 AM from both termini (Monday–Saturday) and 6:24 AM (Sundays), ending at 12:17 AM from Quatre Cantons and 12:31 AM from CHU – Eurasanté.{{Cite web|url=http://www.transpole.fr/fr/metro_tram/lignes-metro.aspx|title=Les lignes de métro|website=transpole.fr|access-date=January 28, 2013}} During special events like Fête de la Musique and Braderie de Lille, extended late-night service is provided.

Frequency varies from every minute during peak hours to every 2 minutes off-peak, reducing to 6-8 minutes on weekends and late evenings. The line maintains this efficient schedule while allowing for necessary maintenance and special event operations.

File:Ligne 1 du métro de Lille Métropole - Interstation CHR Oscar-Lambret ↔ CHR B-Calmette (02A).JPG train on Line 1.]]

{{Main|Véhicule Automatique Léger|VAL 206|VAL 208}}

The Véhicule Automatique Léger (VAL) system, originally named "Villeneuve-d'Ascq–Lille" (VAL), emerged in the late 1960s at the University of Science and Technology of Lille (USTL). Line 1 of the Lille Metro became the world's first line to implement this technology in 1983, with the system officially branded as "Véhicule Automatique Léger" starting in 1975.{{harvnb|Houillon|2011|p=10|id=amva}}

At its launch, 38 VAL 206 trains operated on the line.{{Cite web |date=2009 |title=Les rames VAL 206 / VAL 208 |trans-title=VAL 206 / VAL 208 trainsets |url=http://www.translille.com/spip.php?article37 |access-date=February 11, 2013 |website=translille.com}} Developed in the 1970s by Matra in collaboration with USTL, the "206" designation reflects the train's width of {{convert|206|cm|ftin|abbr=on}}. Each train measures {{convert|26|m|ft|abbr=on}} in length and {{convert|3.25|m|ft|abbr=on}} in height. Under normal load (4 people/m²), a VAL 206 accommodates 160 passengers; at peak capacity (6 people/m²), it can carry 208.{{harvnb|Kühn|2001|p=34|id=Kühn}} The fleet, now expanded to 83 trains, underwent renovations in 2005 and 2009.{{Cite web |date=2005 |title=Siemens modernisera le métro de Lille |trans-title=Siemens to modernize the Lille metro |url=http://www.webtrains.net/actualites.php?article=1000000466 |access-date=February 11, 2013 |website=Web Train}}{{Cite web |date=2009 |title=Terminés les sièges vert du métro : Alstom livre la dernière rame rénovée ! |trans-title=Gone are the green metro seats: Alstom delivers the latest renovated train! |url=http://www.zoomsurlille.fr/20091024193/actualites/metro-rames-renovees |access-date=February 11, 2013 |website=zoomsurlille.fr |archive-date=June 26, 2012 |archive-url=https://web.archive.org/web/20120626095918/http://www.zoomsurlille.fr/20091024193/actualites/metro-rames-renovees |url-status=dead }}

Currently, 53 VAL 208 trains are theoretically assigned to Line 1. Introduced to the Lille network in 1999 with the opening of a segment on Line 2, the "208" denotes a width of {{convert|2.08|m|ftin|abbr=on}}. These trains are {{convert|26.14|m|ft|abbr=on}} long and {{convert|3.275|m|ft|abbr=on}} high. Due to Line 1's high ridership, only VAL 208 trains now operate on the line, as their interior layout supports greater capacity. While a VAL 206 holds 208 passengers at maximum load (6 people/m²), a VAL 208 can exceed 240. The VAL 208 also achieves 15% energy savings and features 30% larger windows than the VAL 206, allowing more natural light.{{harvnb|Kühn|2001|p=11|id=Kühn}}

In late 2007, the VAL 208 trains were reconfigured to increase capacity. Four triple-seat units per train (12 seats total) were replaced with lean bars and overhead handrails, boosting the standing room by 20%.{{Cite web |date=2008 |title=VAL 208 de Lille |url=http://www.lillemetropole.fr/gallery_files/site/69612/147391.pdf |url-status=dead |archive-url=https://web.archive.org/web/20081209055628/https://www.lillemetropole.fr/gallery_files/site/69612/147391.pdf |archive-date=9 December 2008 |access-date= |publisher=Lille Métropole Communauté urbaine |language=fr }}

Born at the University of Lille in the late 1960s, the VAL system debuted on Line 1 in 1983 with 38 VAL 206 trains, designed by Matra (2.06 meters wide, 26 meters long, 160–208 passengers). Renovated in 2005 and 2009, their numbers grew to 83. Since 2008, VAL 208 trains (2.08 meters wide, 240+ passengers) have dominated, fully replacing VAL 206 on Line 1 by November 17, 2024, with the Urbalis Fluence upgrade. VAL 208 offers 15% energy savings and 30% larger windows.{{harvnb|Kühn|2001|p=11|id=Kühn}}

Under normal circumstances, no human intervention is required to ensure that the system runs smoothly, since each train sets its speed according to the time of day and the track; the entire network is monitored and managed by the ATO (agent technique opérationnel) at the PCC located beneath the Gare de Lille-Flandres station. They only intervene in the event of breakdowns and to contact passengers. In addition to monitoring all trains, the PCC is responsible for starting and stopping the network, and regulating the number of trains on the tracks according to passenger needs. The PCC also supervises all maintenance work, both day and night, such as tunnel work during shutdowns.

The control room is equipped with numerous video screens linked to the cameras in the stations, from which the ATOs monitor passenger safety (both ambient and technical). Using computers, operators supervise the status of all metro equipment, and intervene in the event of a problem: if the situation requires it, they can block the train and carry out a number of actions to restart it, or even tow it to a garage.{{Harvtxt|Houillon|2011|p=12}} The PCC may also be called upon to talk to passengers using the intercom systems in the trains.

In addition to the ATOs, the Customer Service Representatives (CSRs) liaise with the PCC and monitor the condition of stations and trains in the field. Curative maintenance technicians (TMC) are responsible for repairing trains in the network's various garages.{{Cite web |title=Les métiers |trans-title=The professions |url=http://mobilite.transpole.fr/fr/emploi/les-metiers.aspx |archive-url=https://web.archive.org/web/20160426031228/http://mobilite.transpole.fr/fr/emploi/les-metiers.aspx |archive-date=2016-04-26 |access-date=2025-04-05 |website=Mobilité |url-status=live }}

File:Carte Pass Pass (Recto).JPG card issued by Ilévia.]]On June 25, 2013, {{Ill|Pass Pass|lt=Pass Pass|fr|Carte Pass Pass}} contactless smart cards made their appearance on the Ilévia network.{{Cite web |date=2025-03-28 |title=Transpole : Pass Pass, le billet sans contact pour des voyages touche-à-tout |trans-title=Transpole: Pass Pass, the contactless ticket for all-round travel |url=https://www.lavoixdunord.fr/art/region/transpole-pass-pass-le-billet-sans-contact-pour-des-ia987b0n1171022 |access-date=2025-04-08 |website=La Voix du Nord |language=fr}} The latter stopped selling {{Ill|Transport ticket|lt=cardboard tickets|fr|Titre de transport}} on January 1, 2014. However, a transition period allowed users to use the remaining paper tickets. Since then, the ticket machines have been removed and users can exchange their cardboard tickets for Pass Pass cards.{{Cite web |date=2014-06-01 |title=Transpole dit adieu au ticket de métro |trans-title=Transpole says goodbye to metro tickets |url=https://www.tf1info.fr/transports/transpole-dit-adieu-au-ticket-de-metro-1551034.html |access-date=2025-04-08 |website=TF1 INFO |language=fr}}

Three types of Pass Pass card are available, depending on the passenger's needs. The first is the personal card, priced at 4 euros, which can be used on all means of transport in the metropolitan area for Ilévia season ticket holders, including the TER Nord-Pas-de-Calais and the {{Ill|V'Lille|lt=V'Lille|fr|V'Lille}}.{{Cite web |title=Carte Pass Pass Personelle - ilévia |trans-title=Pass Pass Personelle card - ilévia |url=https://www.ilevia.fr/boutique/tout-le-catalogue/carte-pass-pass-personnelle |access-date=2025-04-08 |website=www.ilevia.fr}}{{Cite news |title=La carte Pass Pass personnelle |trans-title=The personal Pass Pass card |url=http://passpass.transpole.fr/pass-pass-cest-quoi/pass-pass-cest-3-supports-au-choix/la-carte-pass-pass-personnelle |archive-url=https://web.archive.org/web/20140219184446/http://passpass.transpole.fr/pass-pass-cest-quoi/pass-pass-cest-3-supports-au-choix/la-carte-pass-pass-personnelle/ |archive-date=2014-02-19 |access-date=2025-04-08 |work=Transpole |language=fr-FR |url-status=dead }} The second medium is the non-personal card, sold for 2 euros.{{Cite news |title=La carte Pass Pass non-personnalisée |trans-title=The non-personal Pass Pass card |url=http://passpass.transpole.fr/pass-pass-cest-quoi/pass-pass-cest-3-supports-au-choix/la-carte-pass-pass-non-personnalisee |archive-url=https://web.archive.org/web/20140219192221/http://passpass.transpole.fr/pass-pass-cest-quoi/pass-pass-cest-3-supports-au-choix/la-carte-pass-pass-non-personnalisee/ |archive-date=2014-02-19 |access-date=2025-04-08 |work=Transpole |language=fr-FR |url-status=dead }} The last type of Pass Pass is the rechargeable ticket, intended mainly for those who rarely travel on the Lille network, and on which the user can only load a single type of journey. This rechargeable ticket, which can also be lent, can only be recharged ten times, and its price (0.20 euro) is deducted from the fifth recharge.{{Cite web |title=Les tickets rechargeables |trans-title=Rechargeable tickets |url=http://passpass.transpole.fr/pass-pass-cest-quoi/pass-pass-cest-3-supports-au-choix/le-ticket-rechargeable |website=passpass.transpole.fr}}

Three types of Pass Pass cards are available for loading various transport offers. ZAP tickets are sold both as physical tickets and virtual versions that can be loaded onto any Pass Pass medium (personal card, non-personal card, or rechargeable ticket). Similarly, the new 2-day Pass (€7.50) and 3-day Pass (€9.50) can be loaded onto these cards. Rythmo subscriptions are also digital but are exclusively available to personal card holders.{{Cite news |title=Carte Pass Pass - des nouvelles offres tarifaires + avantageuses ! |trans-title=Pass Pass card - new, more attractive rates! |url=http://passpass.transpole.fr/les-plus-pass-pass/des-nouvelles-offres-avantageuses |archive-url=https://web.archive.org/web/20140309145030/http://passpass.transpole.fr/les-plus-pass-pass/des-nouvelles-offres-avantageuses/ |archive-date=2014-03-09 |access-date=2025-04-08 |work=Transpole |language=fr-FR |url-status=dead }}

The Metropolitan Council of the Métropole Européenne de Lille has governed public transport pricing since December 31, 2009, when it replaced the former Urban Community Transport Syndicate. This intercommunal authority provides substantial funding for the transport network, covering approximately two-thirds of operational costs (estimated at €50 million in 2010).{{Cite journal |title=Plan de Déplacements Urbains 2010>2020 - Les objectifs et les actions |trans-title=Urban Transport Plan 2010>2020 - Objectives and actions |url=http://www.lillemetropole.fr/files/live/sites/lmcu/files/contributed/Rebecca/Doc/objectifs_et_actions.pdf |journal=Lille Métropole}} This subsidy structure ensures users pay only one-third of the actual trip or subscription cost.{{Cite journal |title=Le Journal des Habitants de Lille Métropole |trans-title=Lille Metropole's Journal des Habitants |url=http://www.lillemetropole.fr/files/live/sites/lmcu/files/docs/LMI_98.pdf |journal=Lille Métropole Info |archive-url=https://web.archive.org/web/20130117211558/http://www.lillemetropole.fr/files/live/sites/lmcu/files/docs/LMI_98.pdf |archive-date=17 January 2013}}

Beyond the metropolitan authority's core financing, other public entities may contribute to specific transport projects. For instance, under France's 2011 Grenelle Environnement policy framework, the national government provided partial funding for Line 1's capacity-doubling project, contributing just over €9 million.{{Cite web |title=Projets Subventionnés |trans-title=Subsidized projects |url=http://www.developpement-durable.gouv.fr/IMG/pdf/78_projets_subventionnes-2.pdf |archive-url=https://web.archive.org/web/20110304070622/http://www.developpement-durable.gouv.fr/IMG/pdf/78_projets_subventionnes-2.pdf |archive-date=4 March 2011 |website=developpement-durable.gouv.fr}} The Lille Métropole Communauté Urbaine (LMCU) further prioritized transport investment in its 2013 budget, allocating €383 million to mobility—a 17.5% increase from 2012 and the largest expenditure category. Of this amount, €102 million was dedicated to expanding Line 1's platforms and rolling stock, while €1 million supported the rollout of the new Pass Pass electronic ticketing system.

On its inaugural day, April 25, 1983, Line 1 attracted 40,000 passengers. Within ten months of operation, it surpassed 10 million journeys, and by March 1984, less than a year after opening, total ridership exceeded 13 million. The metro notably expanded public transport use, with nearly one-third of trips made by first-time transit users.

According to the {{Ill|Centre for Studies on Networks, Transport, Urban Planning, and Public Construction|lt=Centre for Studies on Networks, Transport, Urban Planning, and Public Construction|fr|Centre d'études sur les réseaux, les transports, l'urbanisme et les constructions publiques}} (CERTU), Line 1 averaged 155,600 daily passengers in autumn 2005, ranking as France's fifth-busiest metro outside Île-de-France. By 2013, daily ridership had risen to approximately 165,000 trips.{{Cite web |title=Modernisation de la ligne 1 du métro |trans-title=Modernization of metro line 1 |url=https://www.lillemetropole.fr/files/live/sites/lmcu/files/docs/TRANSPORTS/Plaquette-nouvelle-ligne1_mai2013.pdf |archive-url=https://web.archive.org/web/20140203022639/https://www.lillemetropole.fr/files/live/sites/lmcu/files/docs/TRANSPORTS/Plaquette-nouvelle-ligne1_mai2013.pdf |archive-date=3 February 2014 |website=lillemetropole.fr}}

File:Métro Marbrerie - 6.JPG

The 2011 local transport plan adopted by Lille Métropole Communauté Urbaine (LMCU) included a major capacity expansion project for Line 1.{{Cite journal |title=Plan de Déplacements Urbains 2010>2020 - Les objectifs et les actions |trans-title=Urban Transport Plan 2010>2020 - Objectives and actions |url=http://www.lillemetropole.fr/files/live/sites/lmcu/files/contributed/Rebecca/Doc/objectifs_et_actions.pdf |journal=Lille Métropole |archive-url=https://web.archive.org/web/20160303170438/http://www.lillemetropole.fr/files/live/sites/lmcu/files/contributed/Rebecca/Doc/objectifs_et_actions.pdf |archive-date=3 March 2016}} The plan called for doubling train lengths to fully utilize existing station platforms, requiring the introduction of new 52-meter trains while reassigning older rolling stock to Line 2 to increase its frequency. This upgrade necessitated modifications to the automatic train control system and signaling infrastructure. Initially projected to increase operational costs by €10 million annually, the total project was budgeted at €629 million in 2013.{{Cite web |title=Modernisation de la ligne 1 du métro |trans-title=Modernization of metro line 1 |url=https://www.lillemetropole.fr/files/live/sites/lmcu/files/docs/TRANSPORTS/Plaquette-nouvelle-ligne1_mai2013.pdf |archive-url=https://web.archive.org/web/20140203022639/https://www.lillemetropole.fr/files/live/sites/lmcu/files/docs/TRANSPORTS/Plaquette-nouvelle-ligne1_mai2013.pdf |archive-date=3 February 2014 |website=lillemetropole.fr}}

On May 11, 2012, Alstom was awarded a €266.4 million (excluding tax) contract{{Cite web |title=La Métropole Européenne de Lille attaque Alstom en justice |url=https://www.lillemetropole.fr/communique-de-presse/la-metropole-europeenne-de-lille-attaque-alstom-en-justice |access-date=2025-04-09 |website=www.lillemetropole.fr |language=fr}} to supply 27 new 52-meter Metropolis trains for Line 1{{Cite news |last=Jacqué |first=Philippe |date=2012-05-11 |title=La modernisation du métro de Lille échappe à Siemens au profit d'Alstom |trans-title=Modernization of Lille metro escapes Siemens in favor of Alstom |url=https://www.lemonde.fr/economie/article/2012/05/11/la-modernisation-du-metro-de-lille-echappe-a-siemens-au-profit-d-alstom_1700216_3234.html |access-date=2025-04-09 |language=fr}} and replace its automatic train operation system.

The new Line 1 trains are required to be BOA-type,{{Cite journal |title=Le Journal des Habitants de Lille Métropole |trans-title=Lille Metropole's Journal des Habitants |url=http://www.lillemetropole.fr/files/live/sites/lmcu/files/docs/LMI_98.pdf |journal=Lille Métropole Info |archive-url=https://web.archive.org/web/20130117211558/http://www.lillemetropole.fr/files/live/sites/lmcu/files/docs/LMI_98.pdf |archive-date=17 January 2013}} enabling inter-car circulation—a feature unavailable on VAL 206/208 units. Alstom secured the contract over competitors Siemens and Bombardier.

Siemens contested the award, filing an emergency motion with Lille's administrative court, arguing their bid was cheaper.{{Cite web |title=Marché du métro : Siemens attaque... |trans-title=Metro market: Siemens attacks |url=http://www.nordeclair.fr/Actualite/2012/05/31/marche-du-metro-siemens-attaque.shtml |archive-url=https://web.archive.org/web/20160304052111/http://www.nordeclair.fr/Actualite/2012/05/31/marche-du-metro-siemens-attaque.shtml |archive-date=4 March 2016 |website=Nordéclair}} The German firm lost the appeal and faced allegations of pressuring Martine Aubry (then-president of Lille Métropole) prior to the contract award. Aubrey referred the matter to prosecutors, who opened a preliminary investigation.{{Cite web |title=Métro de Lille: Martine Aubry dénonce des pressions de Siemens, le parquet enquête |trans-title=Lille metro: Martine Aubry denounces pressure from Siemens, the public prosecutor's office investigates |url=http://www.20minutes.fr/politique/963527-metro-lille-martine-aubry-denonce-pressions-siemens-parquet-enquete |archive-url=https://web.archive.org/web/20120701212507/http://www.20minutes.fr/politique/963527-metro-lille-martine-aubry-denonce-pressions-siemens-parquet-enquete#gsc.tab=0 |archive-date=1 July 2012 |website=20Minutes|date=30 June 2012 }} On August 23, 2012, Siemens filed another appeal against Alstom's contract,{{Cite web |date=2012-09-20 |title=Métro de Lille : recours de Siemens |trans-title=Lille Metro: Siemens appeals |url=https://www.lefigaro.fr/flash-eco/2012/09/20/97002-20120920FILWWW00477-metro-de-lille-recours-de-siemens.php |access-date=2025-04-09 |website=Le Figaro |language=fr}} which was again rejected.

Implementation Delays and Challenges

Station modifications began in 2013, with plans to initially accommodate 26-meter trains on newly extended platforms while renovating original sections.{{Cite web |title=Modernisation de la ligne 1 du métro: c'est parti ! |trans-title=Modernization of metro line 1: it's on! |url=http://www.lillemetropole.fr/cms/home/actualites/transports-mobilite/modernisation-de-la-ligne-1-du-m.html |archive-url=https://web.archive.org/web/20130624055833/http://www.lillemetropole.fr/cms/home/actualites/transports-mobilite/modernisation-de-la-ligne-1-du-m.html |archive-date=24 June 2013 |website=LilleMetropole}} However, significant delays arose due to complications in developing Alstom's Urbalis Fluence automatic train control system, postponing the project's completion beyond its initial 2016 target. By 2019, the timeline was revised multiple times, with the new system for legacy VAL trains projected for 2021 and the BOA trains for April 2023. Further setbacks pushed delivery to July 2024, then to early 2026, with Alstom incurring €50 million in penalties by April 2023.{{Cite web |date=2024-10-23 |title=Le nouveau métro de Lille désormais attendu au premier semestre 2026 |trans-title=Lille's new metro now expected in the first half of 2026 |url=https://www.ville-rail-transports.com/transports-urbains/le-nouveau-metro-de-lille-desormais-attendu-au-premier-semestre-2026/ |access-date=2025-04-09 |language=fr-FR}}{{Cite web |date=2021-07-29 |title=Lille : le doublement des rames de la ligne 1 du métro encore retardée à décembre 2023 |trans-title=Lille: Doubling of metro line 1 trains delayed again until December 2023 |url=https://www.francebleu.fr/infos/transports/lille-le-doublement-des-rames-de-la-ligne-1-du-metro-encore-retardee-a-decembre-2023-1627573821 |access-date=2025-04-09 |website=ici, le média de la vie locale |language=fr}}

By November 2024, the Urbalis Fluence system finally entered service after eight years of delays,{{Cite web |title=Ligne 1 : le pilote automatique est mise en service dimanche ! |trans-title=Line 1: autopilot goes live on Sunday! |url=https://www.lillemetropole.fr/actualites/ligne-1-le-pilote-automatique-est-mise-en-service-dimanche |archive-url=https://web.archive.org/web/20241115165606/https://www.lillemetropole.fr/actualites/ligne-1-le-pilote-automatique-est-mise-en-service-dimanche |archive-date=15 November 2024 |website=lillemetropole.fr}} though its probation period revealed ongoing stability issues, including a four-hour system failure on December 17, 2024.{{Cite web |title=Suite à l'incident majeur survenu sur la ligne 1 du métro ce matin, la MEL impose à ILEVIA et ALSTOM la prolongation de la période probatoire |trans-title=Following the major incident on metro line 1 this morning, the MEL is forcing ILEVIA and ALSTOM to extend the probationary period. |url=https://www.lillemetropole.fr/communique-de-presse/suite-lincident-majeur-survenu-sur-la-ligne-1-du-metro-ce-matin-la-mel-impose |access-date=2025-04-09 |website=www.lillemetropole.fr |language=fr}} The MEL extended testing until January 6, 2025, when the system was formally adopted despite requiring further software updates. Concurrently, platform door installations began at 4 Cantons and Madeleine Caulier stations in January 2025, while Alstom announced a €210 million contract for 15 additional BOA trains—expanding the fleet to 42 units by 2028. As of mid-2025, partial BOA train operations continue alongside legacy VAL units, with full 52-meter train deployment now expected by 2026, contingent on completing platform modifications.

In 2013, the European Metropolis of Lille (MEL) planned to install two double-sided screens per station (one per platform) on Line 1 to provide real-time service updates, including wait times and network disruptions, similar to the passenger information displays on Paris Métro Line 14.{{Cite web |last=Smith |first=Kevin |date=2012-05-15 |title=Lille selects Alstom for Euros 250m Line 1 upgrade |url=https://www.railjournal.com/fleet/lille-selects-alstom-for-euros-250m-line-1-upgrade/ |access-date=2025-04-18 |website=International Railway Journal |language=en-GB}} The initiative aimed to enhance passenger experience in coordination with station extension projects.

By 2020, however, the installation was deprioritized. MEL officials noted that Line 1's high frequency—trains every 60 seconds during peak hours (reportedly among the world's highest for metro systems) and every three minutes off-peak—reduced the need for real-time displays.{{Cite news |last=Dupont |first=Claire |date=2020-11-12 |title=Modernisation du métro lillois : les écrans d'information en attente |trans-title=Lille Metro Modernization: Information Screens on Hold |url=https://www.lavoixdunord.fr |access-date=2025-04-14 |work=La Voix du Nord |language=fr}} The focus shifted to other infrastructure upgrades, such as platform lengthening to accommodate longer trains.

Lille Metro Line 1 connects passengers to a wide array of tourist attractions, cultural venues, and commercial hubs across the Lille metropolitan area. In Villeneuve-d’Ascq, the line serves the 50,000-seat Stade Pierre-Mauroy, a major venue for sports and concerts since its 2012 opening, accessible via {{Ill|Quatre Cantons – Stade Pierre-Mauroy|lt=Quatre Cantons – Stade Pierre-Mauroy|fr|Quatre Cantons - Stade Pierre-Mauroy (métro de Lille)}} and {{Ill|Cité Scientifique – Professeur Gabillard|lt=Cité Scientifique – Professeur Gabillard|fr|Cité Scientifique - Professeur Gabillard (métro de Lille)}} stations.{{Cite web |title=Stade Pierre Mauroy |url=http://mobilite.transpole.fr/fr/stade-pierre-mauroy.aspx |archive-url=https://web.archive.org/web/20160905134103/http://mobilite.transpole.fr/fr/stade-pierre-mauroy.aspx |archive-date=2016-09-05 |access-date=2025-04-18 |website=Mobilité |url-status=dead }} The {{Ill|Villeneuve-d'Ascq – Hôtel de Ville|lt=Villeneuve-d'Ascq – Hôtel de Ville|fr|Villeneuve-d'Ascq - Hôtel de Ville (métro de Lille)}} station links to the V2 shopping center, the largest in the region,{{Cite web |title=Centre Commercial V2 Villeneuve d'Ascq |trans-title=V2 Comercial Center - Villeneuve d'Ascq |url=http://www.ci-you.fr/territoire/espaceobservationeconomique/documents/auchan-v2.pdf.pdf |archive-url=https://web.archive.org/web/20130927080540/http://www.ci-you.fr/territoire/espaceobservationeconomique/documents/auchan-v2.pdf.pdf |archive-date=27 September 2013}} while Quatre Cantons, Cité Scientifique, and {{Ill|Pont de Bois (Lille metro)|lt=Pont de Bois|fr|Pont de Bois (métro de Lille)}} stations provide access to the University of Lille campuses, hosting 40,000 students.{{Cite book |url=https://media.education.gouv.fr/file/2012/06/4/DEPP-RERS-2012_224064.pdf |title=Repères et références statistiques sur les enseignements, la formation et la recherche 2012 |date= September 2012|publisher=DEPP |isbn=978-2-11-099368-7 |editor-last=France |location=Paris |trans-title=Statistical references on education, training and research}}

In central Lille, {{Ill|Gare Lille-Flandres (Lille metro)|lt=Gare Lille-Flandres|fr|Gare Lille-Flandres (métro de Lille)}} station connects to the main railway hub, the Euralille shopping complex, {{Ill|L'Aéronef|lt=L'Aéronef|fr|L'Aéronef}} music venue,{{Cite web |title=Accès |trans-title=Access |url=http://www.aeronef-spectacles.com/informations-generales/acces |website=Aeronef Spectacles}} and the {{Ill|Tri Postal|lt=Tri Postal|fr|Tri Postal}} cultural space. {{Ill|Rihour (Lille metro)|lt=Rihour|fr|Rihour (métro de Lille)}} station is a gateway to historic landmarks like the {{Ill|Palais Rihour|lt=Palais Rihour|fr|Palais Rihour}}, Grand’Place, the renovated Opéra de Lille, and the {{Ill|Nouveau Siècle de Lille|lt=Nouveau Siècle|fr|Nouveau Siècle de Lille}} concert hall, home to the Orchestre National de Lille.{{Cite web |title=Orchestre National de Lille |url=https://onlille.com/prepare-my-arrival/practical-information#subway-or-tram |access-date=2025-04-18 |website=onlille.com}} Art enthusiasts can reach the Palais des Beaux-Arts de Lille,{{Cite web |title=Accès au musée / Infos - Palais des Beaux Arts de Lille |trans-title=Museum access / Info - Palais des Beaux Arts de Lille |url=https://pba.lille.fr/Infos/Acces-au-musee2 |archive-url=https://web.archive.org/web/20240422010328/https://pba.lille.fr/Infos/Acces-au-musee2 |archive-date=2024-04-22 |access-date=2025-04-18 |website=pba.lille.fr |language=fr-FR |url-status=live }} {{Ill|Lille Prefecture|lt=Nord Prefecture|fr|Préfecture de Lille}}, and {{Ill|Théâtre Sébastopol|lt=Théâtre Sébastopol|fr|Théâtre Sébastopol}} via {{Ill|République – Beaux-Arts (Lille metro)|lt=République – Beaux-Arts|fr|République - Beaux-Arts (métro de Lille)}} station.

The line also serves vibrant local spots, including the Wazemmes Market at Gambetta station and the Maison Folie Wazemmes, a former textile factory turned cultural venue for the {{Ill|2004 Lille, European Capital of Culture|lt=2004 Lille, European Capital of Culture|fr|Lille 2004}} event, accessible via Wazemmes station.{{Cite web |title=Maison Folie Wazemmes |url=https://maisonsfolie.lille.fr/maison-folie-wazemmes-1 |access-date=2025-04-18 |website=maisonsfolie.lille.fr}} The {{Ill|CHU – Centre Oscar-Lambret (Lille metro)|lt=CHU – Centre Oscar-Lambret|fr|CHU - Centre Oscar-Lambret (métro de Lille)}} and {{Ill|CHU – Eurasanté (Lille metro)|lt=CHU – Eurasanté|fr|CHU – Eurasanté (métro de Lille)}} stations link to the {{Ill|Lille University Hospital|lt=Lille University Hospital|fr|Centre hospitalier universitaire de Lille}} complex, a key medical and research hub.{{Cite web |title=Vous désirez vous rendre au CHU de Lille ? Voici les plans d'accès |trans-title=Want to get to Lille University Hospital? Here's how to get there |url=https://www.chu-lille.fr/tous-les-liens-utiles-pour-vous-patients-et-visiteurs/informations-pratiques/venez-au-chu-de-lille/?location=Metro+Ligne+1+-+CHU+-+Eurasant%C3%A9 |access-date=2025-04-18 |website=CHU Lille |language=fr-FR}} This network ensures Line 1 covers Lille's major cultural, educational, and commercial destinations.

• Lille Metro
• Ilévia

• {{Cite book |last=Smet |first=Christian |url=https://asap.univ-lille.fr/fileadmin/user_upload/asap/images_et_pdf/05_publications/bulletins/2004/bulletin-2004_06.pdf |title=Chronique d'une activité transport dans un laboratoire de l'USTL |date=June 2004 |publisher=ASA - USTL Publications |pages=12 |trans-title=Chronicle of transport activity in a USTL laboratory |ref={{harvid|Smet|2004}} |access-date=March 19, 2012 |archive-url=https://web.archive.org/web/20140201152403/http://asa3.univ-lille1.fr//publications/publi_metro_2004.pdf |archive-date=1 February 2014}}
• {{Cite book |last=Kühn |first=Francis |url=http://www.tsd.org/papers/VAL-2001%20CUDL.pdf |title=The VAL - Lille urban community metro's experience - 1972 - 2001 |date=July 27, 2001 |publisher=Institut National de Recherche sur les Transports et leur Sécurité |pages=50 |ref={{harvid|Kühn|2001}} |access-date=March 19, 2012 |archive-url=https://web.archive.org/web/20060203090758/http://www.tsd.org/papers/VAL-2001%20CUDL.pdf |archive-date=3 February 2006}}
• {{Cite book |last1=Houillon |first1=Marie-Andrée |url=http://fr.calameo.com/read/00000909846328adf8444 |title=Le Métro, c'est automatique |last2=Sename |first2=Céline |publisher=Villeneuve-d'Ascq |year=2011 |pages=32 |trans-title=Metro, it's automatic |ref={{harvid|Houillon|2011}} |access-date=March 14, 2013}}
• {{Cite journal |last=Barré |first=Alain |year=1980 |title=Transport et aménagement urbain : l'exemple du métro dans les grandes métropoles régionales françaises |trans-title=Transport and urban planning: the example of the metro in France's major regional cities |url=http://www.persee.fr/web/revues/home/prescript/article/geoca_0035-113x_1980_num_55_3_1275 |journal=Revue de Géographie de Lyon |publisher=Association des Amis de la Revue de Géographie de Lyon |volume=55 |issue=3 |pages=209–230 |doi=10.3406/geoca.1980.1275 |access-date=March 19, 2012 |ref={{harvid|Barré|1980}}}}

• [https://www.ilevia.fr/ Ilévia Official Website]
• [http://carto.metro.free.fr/metro-tram-lille/ Carto.Metro – Detailed Lille Metro Map]

Category:Rapid transit in France

Category:Transport in Lille

Category:Railway lines opened in 1983

Category:Villeneuve-d'Ascq

Category:Buildings and structures in Lille