From here to there: a review

of Lille’s urban planning and

transportation development

andrew berggren
term abroad - spring 2011
In this essay I aim to document the relationship between urban plan-
ning and public transportation in Lille, France. I will present Lille’s history,
discuss its growth, and examine its future development potential. My re-
search and experiences were developed and documented over a period of
two months while I resided in Lille’s sister city: Villeneuve d’Ascq.

history
Lille currently is a city of 230,000 people, over a million inhabitants when
counting the suburban areas, and upwards of 6 million when including the
eurodistrict expansion into Belgian territory. This conurbation of French
and Belgian cities has improved Lille’s metropolis ranking to 4th largest
in France (L’hour, 1998). The history of Lille has not always been one of
great numbers though; it was actually around 1860 that the area had its
first real boom. The city of Roubaix (12 km from Lille’s city center) initially
developed with its foundation in the textile industry.

growth
Later Lille started its expansion as the university Lille 1 relocated to what
would be the new city of Villeneuve d’Ascq in 1967. Over the next two
decades Lille 2, and Lille 3 would be established (schools of technology,
law, medicine and social sciences). This massive campus brought what
is today over 110,000 students to the city. The next step forward for the
developing city came in the 1970’s when prime minister Pierre Mauroy
selected Lille as the new location for the high speed rail stop that would
connect London, Paris, and Brussels (“French prime ministers,” 2011).
This was Lille’s big opportunity to shine on the national level as their
economy transitioned from being industry based, to service oriented.

movement
I find the rail network developments fascinating because I have always
had an interest in transportation, especially the energy saving opportuni-
ties. To handle the increasing population, the company transpole in 1983
opened the first and current world’s largest driverless metro system. The
system known as VAL stands for Véhicule Automatique Léger (light auto-
mated vehicle), but also represents the cities in which it was first devel-
oped Villeneuve d’Ascq à Lille (the new city to Lille). The system is recog-
nizable by its computer navigation, dual car rapidly traveling trains, and
protective barriers which separate passengers from the dangerous rails.
interview
The urban future of lille has been shaped around density, walking radi-
uses, and political negotiations. To further understand this topic, I con-
ducted a personal interview with Mathieu Goetzke, the chief urban plan-
ner of Lille on March 28th 2011. Mr. Goetzke currently oversees a team of
10 planners educated in architecture, law, and politics. From the interview
I gained a much deeper understanding of Lille’s urban planning opportuni-
ties and obstacles. Some of the things covered included open air parking
regulations, brown fields, and neighborhood consultations.

proximity
To set the premise for how urban planners design, I cannot overempha-
size that the worth of a city must be measured by how the individual
dwells and moves within it. How one negotiates their day to day interac-
tions is the product of a plan. Now this notion was brought into new light
for me as Mathieu explained the smaller article of a city, the node. I had
briefly discussed this planning concept before, but as we talked it became
clear as to how a city lacking this methodology would be weakened both
economically and experientially. The big issues are always the same: en-
ergy consumption, economic prosperity, and quality of life. I was baffled
at the thought of this simple planning strategy being the key to a metrop-

density
olis’s success.

Mathieu disclosed that Lille is in a transition period where land must be

carefully planned out with density as the key factor. Some of the primary
elements to density include maximizing land use, which means develop-
ing a region as much as zoning will allow. This is where nodal planning
becomes vital. Mathieu explained that the able bodied European today is
willing to walk roughly 250 meters to reach a destination (which trans-
lates to around 5 minutes time). This concept was established as the
“walking radius”, which most often is concetrated on metro stops and oth-
er transportation crossings.

land use
As a result of the density intensive movement, there are resulting outer
regions commonly referred to as brown fields. In direct opposition to the
American way of newer developments simply expanding to suburban re-
gions of a metropolis, Lille and European cities in general seem to dis-
tance and isolate low income housing (brown fields) from primary nodes.
Mr. Goetzke admitted this as a weakness of Lille’s former planning deci-
sions. A ‘brown field’ is a planning term used to describe a piece of
industrial or commercial property that is abandoned or underused and of-
ten environmentally contaminated, especially one considered as a poten-
tial site for redevelopment (Greenberg, 2004).

incentives
To aid this trend, recent tax cuts have been offered to investors who can
produce employment opportunities for low income neighborhoods. Though
noble in theory, the outcome of this methodology often creates low pay-
ing jobs which keep participants bound to this low income cycle, Mathieu
explained. He stated that new and healthier building trend in Lille calls for
a diversified ratio of about 20% low income housing being incorporated
into any given sector. On the flip side of the issue, economically Lille has
been rather prosperous in the Euralille district.

zoning
Euralille is a specifically designed intercity zone which has built in ben-
efits for developers when they fully and appropriately utilize the land. This
element of political bargaining and economic tight rope walking has so
far paid off in Lille, but has also often frustrated Lille’s largest developers
and investors. For example, Mr. Goetzke revealed that clustering similar
facilities (such as biomedical) in one area or ‘park’ often results in fruit-
ful financial endeavors. A major drawback to this ideology is the political
debate which sparks when a new developer wishes to purchase available
land in one of these ‘parks’, without the intention of building a comple-
mentary facility. The political give and take of Lille’s planning committee
may prove to be the largest factor in moving the city in a prosperous and
environment friendly direction.

politics
As I delve deeper into the planning of a city, it has become more and
more obvious that the most exhausting piece to moving a city forward
are the political negotiations. To further intensify matters, Mathieu ex-
plained how his team has sought out the citizens of Lille for their input on
the quality and condition of life in Lille. They begin by randomly drawing
names to form groups of citizens who (if willing) participate in face to face
discussions about how the city is serving them. Issues as big as the train
network all the way down to handicap accessibility issues are discussed.
The team of planners along with the citizens will tour the town, discussing
issues along the way. Mr. Goetzke stressed this style of ‘bottom up design’
as the standard building block to a successful city.
residential
development
Today when choosing a location to dwell the largest selling points for in-
dividuals and families are good school systems, convenient transporta-
tion options, and affordable housing. These elements have been careful
reviewed by Mr. Goetzke and his team as they currently have great in-
terest in developing residential communities to the south of central Lille.
Mathieu explained that the denser inner city of Lille (apart of the eura-
lille developments) are great for attracting young business professionals
and commuters to Lille, but offer little satisfaction for family life. As part
of their long term solution, the city has already drawn up a contract with
transpole to extend tramway lines to this southern region.

short term,
long term
One legitimate struggle Mathieu unveiled as we discussed residential de-
velopment was the notion of short term and long term goals. When deal-
ing with the public he explained, it is often hard to tell a citizen that their
neighborhood will be a great place to live in ten years time. Inhabitants
often question the short term issues and if no immediate solution is initi-
ated, his team may lose credibility with the residents. This was one area
Mr. Goetzke sympathized with the public when he stated, “If we cannot
quickly solve a small curb access issue in a residential neighborhood, why
should the people trust our 10 year revitalization plan?”

credibility
This opened my eyes to the fragile balance between short and long term
planning. He called their currently agenda the ‘global urban plan’ which
covers a handful of immediate needs which are constantly being mas-
saged into the larger long-term picture. Now that we’ve moved past the
political and social debates, it’s time to discuss the true meat of urban
living: transportation. As I have previously foreshadowed, I hope to now
reveal how transportation has facilitated this wide breadth of planning
genres in Lille. From high speed trains to dedicated bike lanes; the way
people move throughout the metropolis is one delightfully congested net-
work of commotion.
transportation
The largest and primary element to Lille’s transportation network is the
high speed rail lines, which pass through the centrally located Lille Eu-
rope train station. This facility was first envisioned in 1986 when the
Franco-British agreement to build the Channel Tunnel connecting Great
Britain and France was signed. This agreement was made between the
French prime minister (and Lille’s mayor) Pierre Mauroy, and Mrs. Marga-
ret Thatcher, the then British prime minister. This project was the jumping
off point to a revitalization of the Lille metropolis, which as I have already
stated was the beginning to the Euralille business district developments.

train
To expand on the rail network of Lille I would simply explain that without
the high speed rail line stop, the city would not be what it is today. The
proximity and density of European cities has been the critical factor that
has made rail travel possible there. But not everything is as wonderful as
it may seem in Lille, as I was informed by my French professor there is
a possibility for improved efficiency in Lille. The opportunity lies with the
second station, gare lille flandres. This station traditionally houses the re-
gional trains that operate only in France, but the dilemma is that the sta-
tion is a dead end, unlike the Lille Europe station with trains pass straight
through. With more investigation into train schedules and timing between
the regional and high speed national trains Lille could take one more step
towards streamlining their transportation coordination.

metro
The next step one takes after exiting the train network would be onto the
metro. Like previously stated, Lille has one of the most innovative sys-
tems in the world with computer controlled cars and a network with over
60 stops (and on the verge of extending into Belgium). The metro system
works in a unique but simple way, passengers purchase a single ticket or
monthly pass (depending on individual needs) and then validate the ticket
before entering the train (but not passing through a controlling turn-
style). Then transportation officers or “controllers” periodically mingle
through the cars and metro stops, checking passengers’ tickets and issu-
ing fines accordingly. I found this system interesting and quiet different
than in any other city I visited. What I admired was the minimal amount
of equipment required to make this system operate. Another point worth
investigating is the distances between metro stops. Some cities like Paris
have stops averaging 350 meters apart, where as Lille has average dis-
tances over 500m, which may not be the most convivial way to encourage
foot traffic.
tramway
The other rail guided method of transportation is the tramway. In Lille the
first line was established in 1909 and currently has four lines in operation.
A large benefit of a tramway system is the cheap construction costs com-
pared to the expensive infrastructure required for a metro system. Other
benefits include the above-ground scenery vs. the underground tunnel
experience offered via metro. One key element to their tramway’s success
is that the tram cars have priority over automobiles at any intersection.
This concept is essential Mathieu explained to improving the efficiency
and appeal of mass transit within the city.

automobile
The personal automobile still has a place in Lille, but with a cost. Both
the infrastructure required and the fuel demanded is at an all time high in
terms of expense. Currently fuel prices in France are over $8 per gallon
(compared with the US’s $3.80). This steep cost has been the result of
European officials placing heavy taxation on this fuel source in hopes that
people will elect to take a more efficient means of transportation, among
other reasons. So far this trend has worked as France has shown more
than a 13% increase in bicycling within the last decade (Pucher, & Bue-
hler, 2008). The automobile is a convenient way to get around but as the
recent past has already shown it may be more costly than the majority
will be able to pay.

scooter
Two wheeled motorized bikes have become a very favorable method of
getting around in Europe. Fuel efficiency combined with compact size and
maneuverability has elevated mopeds and the like to a very desirable po-
sition. One note about them is that in Europe parking a scooter just about
anywhere is acceptable which makes riding one all the more enjoyable.
The drawback to a motorbike is that it operates on roadway infrastructure
which may conflict with mass transit expansion and operation.

bicycle
Bicycling within Lille is the area of transportation which needs the most
improvement. As I had previously recognized through my research, Lille
currently has a very limited number of dedicated bicycle lanes. This ul-
timately discourages biking and leaves cyclists in a dangerous position
(due to them being prohibited from riding on sidewalks). The good new
Mr. Goetzke shared was that Lille has already initiated plans to invest in a
public bicycle sharing system similar to cities like Paris and Brussels. This
will be a major step towards a healthier and more environment friendly
mode of transportation. Also this will boost Lille’s Decathlon bicycle outlet
store which will be manufacturing all the new bikes. Another biking im-
provement is the recently completed bicycle storage unit which sits adja-
cent to the Lille flandres train station. Now residents are encouraged to
ride to the station and leave their bike securely locked and covered right
downtown.

pedestrian
Pedestrian are as previously stated the smallest building block to the
whole puzzle, but also the most important. When a city gives precedence
to the individual both their safety and happiness flourishes. Beginning
from the top and working down the priority must go: mass transit (rail,
metro, and bus), pedestrian, bicyclist, scooter and lastly the automobile.
After 3 and a half months in Europe I have come to see that when this
model is properly carried out, both efficiency and prosperity follow. This
transportation structure cohesively has been and continues to be the glue
which binds their political, economic, and social fabric.

a bright future
So how does urban life and transportation jive exactly? Well apart from a
rejuvenating major railway investment, nodal planning around a state of
the art metro system and plans for future bicycling implementation, what
else is there to discuss? Lille is a thriving city with a fixed eye on how
transportation has been and will continue to be their vehicle of choice for
improving metropolitan life. And as for urban planning; the big takeaways
were density, nodes, and political perseverance. These three foundational
concepts have been the deciding factors for how Lille has strategically de-
veloped into one of the most desirable cities in France.

bibliography
French prime ministers. (2011, march 19). Retrieved from http://faculty.ucc.edu/egh-
damerow/french_prime_ministers.htm

Greenberg, M.R. (2004, november). Brownfield. Retrieved from http://www.answers.

com/topic/brownfield-1

Goetzke, M. (2011, March 28). Personal interview.

L’hours, C. (1998). Lille after euralille: the changing metropolis. France.

Pucher, J, & Buehler, R. (2008). Cycling for everyone: lessons from Europe. Trans-
portation Research Record: Journal of the Transportation Research Board, 2074
(10.3141/2074-08), 58-65.
Euralille commercial development

Downtown bicycle storage

 Bus and bike lane

Driverless metro with safety barriers

 Tramway

Euralille center with transportation

 “Brownfield”

Abandoned industrial park in the process of being rezoned