Paris Métro Line 11

Subway route in the French capital

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Line 11

MP 14 at Romainville–Carnot

Overview
Locale| Paris, Les Lilas, Romainville, Montreuil, Noisy-le-Sec, and Rosny-sous-Bois
Termini| Châtelet
Rosny–Bois-Perrier
Connecting lines|

Stations| 19
Service
System| Paris Métro
Operator(s)| RATP
Rolling stock| MP 14
(32 trains as of 10 June 2024)
Ridership| 47.1 million (avg. per year)
13th/16 (2017)
History
Opened| 28 April 1935; 89 years ago (28 April 1935)
Technical
Line length| 11.7 km (7.3 mi)
Track gauge| 1,435 mm (4 ft 8+1⁄2 in) standard gauge
between roll ways
Electrification| 750 V DC guide bars on either side of the track
Conduction system| Conductor
Average inter-station distance| 650 m (2,130 ft)

Route map

Legend

|  |  |

|  | Châtelet

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|
|
|

|  |

|  |

Victoria workshop

|  |

|  | Hôtel de Ville |

|  |

|  | Rambuteau
|  |

|  | Arts et Métiers |

|  |

|  | République |

|  |

|  | Goncourt
|  |

|  | Belleville |

|  |

|  | Pyrénées
|  |

|  | Jourdain
|  |

|  | Place des Fêtes |

|  |

|  | Télégraphe
|  |

|  | Porte des Lilas |

|  |

|  | Mairie des Lilas
|  |

|  |

Lilas workshop

|  |

|  | Serge Gainsbourg
|  |

|  | Romainville–Carnot |

|  |

|  | Montreuil–Hôpital |

|  |

|  | La Dhuys
|  |

|  | Coteaux Beauclair
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|  | Rosny–Bois-Perrier |

|  |

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Rosny workshop

|  |  |  |

|  |  |

proposed extension

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|  |  |  |

|  |  |

proposed extension

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|  |

|  | Villemomble
|  |

|  | Neuilly–Les Fauvettes
|  |

|  | Neuilly–Hôpitaux
|  |

|  | Noisy–Champs |

|  |  |  |  |  |
(*) Under Construction (**) Planned

This diagram:

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Paris Métro Line 11 (French: Ligne 11 du métro de Paris) is one of the sixteen lines of the Paris Métro. It links Châtelet to Rosny–Bois-Perrier in the northeastern suburbs. This line was one of the last to be put into service in 1935; it was then intended to replace the Belleville funicular tramway, which closed in 1924. The line is 11.7 km (7.3 mi) in length with 19 stations.

Before its 2024 extension, it was one of the least used lines, with less than forty million passengers in 2023. The RATP expects thirty-one million more in 2025, with this extension to four major municipalities in Seine-Saint-Denis.

During the 1950s and 1960s, the line was an experimental line for innovations developed by the RATP. As such, in 1956, it was the first metro line in the world to be equipped with rubber tyres; it was also equipped with a centralised control station and automatic train operation in 1967, which was used for the first time on the Paris network. It was extended from Mairie des Lilas to Rosny-Bois-Perrier on 13 June 2024, almost doubling its length and adding six stations. A proposed extension to Noisy–Champs as part of the Grand Paris Express project has been postponed indefinitely.

## History

[edit]

Main article: Belleville funicular tramway

The steep stairs of Télégraphe station

The supplementary network approved in 1909 provided for a short line linking the Place de la République to the Porte des Lilas.[1] This section was declared to be of public utility by the law of 30 March 1910 but was not built.[2]

On 29 December 1922,[3] the Paris City Council relaunched the project and voted to create a line to better serve the working-class neighbourhoods of north-east Paris by connecting the Belleville district to the Châtelet district in the city centre. This line was intended to replace the Belleville funicular tramway and the bus lines in the north-east of the capital. It would connect Châtelet station (on Avenue Victoria) to the Porte des Lilas via the Place de la République.

The line was originally intended to follow Rue de Belleville for its entire length, but a change in the route ultimately allowed it to serve Place des Fêtes station in order to provide a connection with Line 7 (on its then route), at the cost of passing under buildings for around 800 m (2,600 ft).[4] Similarly, it was planned to connect République and Hôtel de Ville stations by making the route as short as possible, with two stations under the narrow Rue du Temple, but the final route runs further west via Arts et Métiers and the new Rambuteau station.[5]

The section from Place de la République to Avenue Victoria was declared to be of public utility by a decree of 14 May 1925.[2] Work began in September 1931,[6] with the exception of the structure under the Place de la République, which had been built at the same time as lines 8 and 9.[2] It took place in fairly difficult conditions, as the line passed under narrow streets and the foundations of some buildings. The passages under the Coteaux collector, the Saint-Martin canal and above a tunnel on the Petite Ceinture were also tricky. The construction of the Jourdain and Télégraphe stations also proved difficult, given their great depth, 20 m (66 ft), and the fairly unstable nature of the ground, made up of inconsistent green clay. To the south, near the Seine, the line was built in alluvial soil containing a water table. Despite these difficulties, the infrastructure was handed over to the Compagnie du chemin de fer métropolitain de Paris (CMP) on 3 May 1934 after two and a half years of work.

The last line of the network created before old line 14, it had to pass under all the other metro lines, with the exception of part of line 3, which became 3 bis, at Porte des Lilas. Line 11 was inaugurated on 28 April 1935. On this occasion, Châtelet (lines 1 and 4) and Pont Notre-Dame - Pont au Change (line 7) stations were connected by a corridor to the line 11 station and united under the name Châtelet in 1934.[4] The new line was 5.5 km (3.4 mi)-long and had twelve stations, all vaulted, with a platform length of 75 m (246 ft). The line was then served by twenty-two four-car trains.[7]

A first extension to Fort de Rosny was declared to be of public utility in 1929. But it was necessary to wait until 7 February 1937[8] to see the line extended by a single station to Mairie des Lilas, the only station in this town, which became the 13th station and terminus of the line. The continuation of this extension was interrupted by the Second World War. During the war, on 12 May 1944, the German army requisitioned the line to establish its underground weapons workshops and closed the line to traffic. Indeed, built at great depth, it was out of reach of the bombs that hit the city. After the Liberation, the operation of the metro gradually resumed with difficulty because of the shortage of coal and therefore of electric traction current, but line 11 was the only one that remained closed as a result of serious deterioration of its infrastructure, including the removal of part of the tracks by the Germans. It was necessary to wait until 5 March 1945 for the reopening to the public after essential refurbishment.[9]

### The experiment of the metro line on rubber tyres

[edit]

MP 59 tyre-mounted equipment on line 11

Main articles: Rubber-tyred metro and MP 55

Experimentation with rubber-tyred rail vehicles dates back to the 1930s. Rubber-tyred equipment has the advantage of better acceleration and deceleration, which in turn increases the throughput of a line, which is particularly noticeable on a metro line with frequent and closely spaced stops. The technology also reduces rolling noise and vibrations.

In 1950, the first tyres with metal reinforcement appeared on the market, capable of supporting a load of 4 t (4.4 tons) with wheels with a diameter of less than 1 m (3 ft 3 in). The RATP conducted a test campaign in 1951 on the shuttle track, with a prototype, the MP 51. From 13 April 1952, the public was admitted every afternoon to take the shuttle, which continued its tests until 31 May 1956.[10]

The tests proving conclusive, it was then decided to use this technology on line 11, which had the particularity of being quite short, winding and very steep, in order to test this new technology on a full-scale secondary line before generalising it on the network, which the RATP planned.

The line was converted to run on rubber tyres from 1954 to 1956. The work was mainly carried out at night so as not to disrupt the operation of the line; however, the service was reduced by one hour in the evening. Four methods of laying of the tyre tracks were tried, responding to two opposing concepts. One consisted of limiting as much as possible the modification work to be carried out, thus keeping the ballast supporting the track as it was. The other consisted of taking advantage of the fact that the elasticity of the track support was no longer useful, it being now supported by the tyres, which made it possible to eliminate the regular interventions to re-tamp the ballast which were necessary to ensure correct track geometry.

Video of a MP 59 set at the Châtelet terminus heading towards the turnback facility

The T-layout consisted of bolting azobé bearing parts onto the sleeper heads placed on the ballast; the D-layout fixed the bearing parts onto concrete blocks or blocks cast onto the foundation raft; the I-layout was similar but with injection of cement mortar into the ballast and the S-layout was adopted in stations, with the azobé bearing parts resting on concrete walls cast onto the foundation raft. This latter arrangement improved the appearance and maintenance of the track and reduced the severity of accidents involving people (accidental falls onto the track or suicide) by the presence of a central pit.[11]

The line was equipped with the new MP 55 sets from 1 October 1956 to November 1957, replacing the old Sprague sets, the last of which left the line for good on 11 October 1957.[12] The first rubber-tyred train was inaugurated on 8 November 1956[13][14] and the new operation of line 11 began on 13 November 1956, the first day of commercial service. The old sets on the line were then gradually transferred as new sets were delivered, in order to strengthen the service on line 2, the trains of which were increased from four to five cars in June 1958. The surplus equipment allowed twenty-nine motor cars and thirty-seven trailers to be removed from service, most of which dated back to 1908 and 1909.[15]

In 1967, the line was equipped with a centralised control centre and automated train operation, which was used for the first time on the Parisian network. The MP 55 sets were gradually withdrawn from 1982 to 1999 and replaced by MP 59 sets, from line 4.[16] Line 11 had not seen any significant development since that date until the commissioning of the new centralised control centre at Bagnolet on 1 June 2021.[17]

The design of the rolling stock and the steep gradient of the route make it one of the hottest lines on the Paris network, along with line 4.[18]

View of the extended rear yard at Châtelet to accommodate longer trains

As part of the extension of the line from Mairie des Lilas to Rosny-Bois-Perrier, most of the stations underwent renovation and adaptation work, including the creation of new access points. The rear yard at Châtelet, which was too short to accommodate the future five-car MP 14 metro trains, had to be extended in a restricted space under buildings.[19] To carry out this exceptional work, it was necessary to temporarily terminate the line at Hôtel de Ville. The closure at Châtelet, effective on 18 March 2019 was supposed to last until 16 December,[20] but the transport strike which broke out on 5 December 2019 almost completely paralysed operations on the line, so the line was not reopened until 31 December 2019.[21]

### Extension to Rosny-Bois-Perrier

[edit]

Rosny-Bois-Perrier station (here, the platform of RER E), along which the station of line 11 is located Construction site at Coteaux Beauclair viaduct with the aerial station of the same name in the background, in Rosny-sous-Bois

The municipalities of Romainville, Noisy-le-Sec, Montreuil and Rosny-sous-Bois, as well as the council of Seine-Saint-Denis, had proposed a project to extend the line from Mairie des Lilas to Rosny-Bois-Perrier, an additional 6 km (3.7 mi) to be covered in 12 minutes, with the full journey taking, according to the RATP, 24 minutes from Châtelet to Rosny-Bois-Perrier, compared to 55 minutes at the time.[22][23] This involved implementing in a new form a project that was over a century old.[a]

This extension allows an interconnection with the RER E, as well as service from Paris, by metro, to the Rosny 2 shopping centre. One of the new stations, Romainville–Carnot, also provides an interconnection with the future extension of the T1 tramway to the south, the new terminus of which would be at Val de Fontenay. The metro line 15 east project, which will open after the extension of line 11, will also have a station at Rosny-Bois-Perrier, eventually allowing an additional connection at this station.[24] All the new stations would be accessible to people with reduced mobility and new rolling stock, the MP 14, would be put into service on this occasion,[25] in a five-car layout (instead of four since the beginning).

According to RATP studies financed by the 2000-2006 State-Region project contract (Contrat de plan État-région, CPER), this extension would increase the number of passengers on line 11 by 68,700 each working day.[26] The public consultation launched in 2010 estimated the cost of the project at €820m, to which should be added €140m for the renewal of rolling stock and around €100m for the renovation of existing stations.[27] The agreement approved by the STIF on 7 October 2015 set the financing requirement at €1,084m (Île-de-France region €500.3m; SGP €305.3m; State, €214.4m; Seine-Saint-Denis €64m) for the extension, to which must be added €214m (RATP €73m; Paris City €61m; Region €56m; State €24m) for the adaptation of existing stations and €151m by Île-de-France Mobilités for the renewal of rolling stock.[28]

The Region included this project in the Île-de-France Region Master Plan (Schéma directeur de la région Île-de-France, SDRIF) adopted by the Île-de-France Regional Council on 25 September 2008. Initially, the SDRIF planned a phasing, with a first extension to Montreuil–Hôpital between 2007 and 2013, then a second to Rosny-Bois-Perrier between 2014 and 2020. The 2007–2013 CPER project plans to release €10m in study credits for the extension of the line,[29] officially launching the project. These studies began in 2008 and cover the entire project.[30] A financial envelope of €239m (€168m from the Île-de-France region and €71mm from the State) was also voted for several projects, including the extension of line 11.

The STIF made public the file of objectives and main characteristics on 9 December 2009.[31] A consultation[32] was carried out from 6 September 2010 to 8 October 2010,[27] the conclusions of which were published at the beginning of February 2011. It proposes two very similar routes: a first of 6 km (3.7 mi) including five stations before arriving from the south at Rosny-Bois-Perrier,[33] and a second of 5.5 km (3.4 mi) including similar stations plus an above-ground station before arriving from the north to serve the Londeau district.[34] According to the STIF, 10,100 passengers were expected to use this new extension during the morning peak hour.[22]

Plan of the line after the extension to Rosny

The STIF Council approved the results of the consultation on 9 February 2011. Two trends clearly emerged: route 2 was preferred, because it would allow the opening up of the Londeau district in Noisy-le-Sec and would serve two high schools as well as the Domus and Rosny 2 shopping centres in Rosny-sous-Bois. It would also promote the development of the "concerted development zones" (zone d'aménagement concerté, ZACs) in the sector. The studies would therefore focus exclusively on this route. Furthermore, elected officials and residents were resolutely opposed to the phasing of the project: as a result, the STIF planned to carry out the work in a single stage. The public inquiry took place from 16 September to 30 October 2013.[35][36] The public inquiry commission gave a favourable opinion without reservations.[37] The project was declared to be of public utility on 28 May 2014.[38] After preparatory work launched in 2015, the structural work was due to begin at the end of 2016 with the line scheduled to open by 2023.[39] The plan for this phase was adopted in September 2015.[40] ​​The construction officially began on 10 December 2016.[41][42]

As part of the extension, existing stations were developed, including the creation of new access points. The Mairie des Lilas and Porte des Lilas stations were equipped with lifts to provide access for people with reduced mobility; thus, all stations on line 11 between Porte des Lilas and Rosny-Bois-Perrier are now accessible.[43]

At the foot of the future Serge Gainsbourg station, a work pit was shown to elected officials at the end of May 2016. The work continued with the digging of a 3 km (1.9 mi)-tunnel from the new La Dhuys station to Les Lilas, while another 1.5 km (0.93 mi)-section was built in the open, bypassing the Rosny 2 shopping centre.[44]

The excavation of the first lot—3 km (1.9 mi) of tunnel, a 200 m (660 ft)-long covered trench and earthworks as well as the installation of diaphragm walls and shafts for the subsequent construction of four metro stations—was awarded to a group led by Implenia in association with partners in a consortium comprising: NGE, Demathieu Bard and Pizzarotti. The work was due to begin in October 2016.

In August 2018, the A86 was closed to traffic for a week between Rosny-sous-Bois and Nogent-sur-Marne to allow the sliding of a 1,773 t (1,954 tons)-engineering structure to be installed under the roadway between the future Coteaux Beauclair and Rosny-Bois-Perrier stations.[22] In June 2019, the opening of the extension was officially postponed until 2023.[45] On 20 September 2019, in the presence of the regional prefect Michel Cadot, the president of the Region Valérie Pécresse and the mayor of Paris Anne Hidalgo, the RATP names the tunnel boring machine Sofia (after the station agent of line 11, Sofia Amalou), which began to dig the tunnel between Les Lilas and Rosny-sous-Bois on 16 December.[46] It arrived at Serge Gainsbourg station, its exit point, on 16 July 2021.[47]

In February 2023, Île-de-France Mobilités announced that the line would be closed every Sunday between July and August 2023 to allow the extension work to be accelerated. The extension's entry into service was postponed until spring 2024.[48][49] The extension was inaugurated and put into service on 13 June 2024,[50] as announced a month earlier.[51]

## Chronology

[edit]

* 29 December 1922: Paris council voted for the creation of a new metro line which would replace the Belleville funicular and which would be extended to Châtelet.
* 28 April 1935: Line 11 was inaugurated from Châtelet to Porte des Lilas.
* 17 February 1937: The line was extended from Porte des Lilas to Mairie des Lilas.
* 8 November 1956: Due to steep slopes, the rails were adapted to allow for rubber-tyred trains.
* 1 June 2023: Cascading of MP 59 to MP 14CC rolling stock begins.
* 23 May 2024: Ceremonial withdrawn of MP 59.
* 12 June 2024: The final MP 59 trainsets are retired from service.
* 13 June 2024: The line was extended from Mairie des Lilas to Rosny–Bois-Perrier.

## Map

[edit]

## Stations

[edit]

Station  | Image  | Commune | Opened  | Interchanges  | Distance (in km)

|
|
|
|
|

Châtelet |  | Paris (1st, 4th)  | 28 April 1935  |
(at Châtelet–Les Halles) | –  | 0.0
Hôtel de Ville |  | Paris (4th)  | 28 April 1935  |  | 0.3  | 0.3
Rambuteau
Centre Georges Pompidou |  | Paris (3rd, 4th)  | 28 April 1935  |  | 0.5  | 0.8
Arts et Métiers |  | Paris (3rd)  | 28 April 1935  |  | 0.5  | 1.3
République |  | Paris (3rd, 10th, 11th)  | 28 April 1935  |  | 0.6  | 1.9
Goncourt
Hôpital Saint-Louis |  | Paris (10th, 11th)  | 28 April 1935  |  | 0.6  | 2.5
Belleville |  | Paris (10th, 11th, 19th, 20th)  | 28 April 1935  |  | 0.5  | 3.0
Pyrénées |  | Paris (19th, 20th)  | 28 April 1935  |  | 0.6  | 3.6
Jourdain |  | Paris (19th, 20th)  | 28 April 1935  |  | 0.3  | 3.9
Place des Fêtes |  | Paris (19th)  | 28 April 1935  |  | 0.3  | 4.2
Télégraphe |  | Paris (19th, 20th)  | 28 April 1935  |  | 0.5  | 4.7
Porte des Lilas |  | Paris (19th, 20th)  | 28 April 1935  |
| 0.6  | 5.3
Mairie des Lilas |  | Les Lilas | 17 February 1937  |  | 0.8  | 6.1
Serge Gainsbourg |  | Les Lilas | 13 June 2024  |  | 0.8  | 6.9
Romainville–Carnot |  | Romainville, Noisy-le-Sec | 13 June 2024  |  | 1.1  | 8.0
Montreuil–Hôpital |  | Montreuil, Noisy-le-Sec | 13 June 2024  |  | 1.3  | 9.3
Rosny-sous-Bois–Montreuil
La Dhuys |  | Montreuil, Rosny-sous-Bois | 13 June 2024  |  | 0.8  | 10.1
Noisy-le-Sec–Rosny-sous-Bois
Coteaux Beauclair |  | Noisy-le-Sec, Rosny-sous-Bois | 13 June 2024  |  | 0.5  | 10.6
Rosny–Bois-Perrier |  | Rosny-sous-Bois | 13 June 2024  |  | 1.3  | 11.9

## Rolling stock

[edit]

An MP 59-trainset, this model was fully retired from the line on June 12, 2024. An MP 14 CC-trainset, which entered on service on June 1, 2023.

Being the first metro line to be converted to rubber-tyred pneumatic operation, the first set of rubber-tyred rolling stock to be in service on Line 11 was the MP 55, which operated from October 1956 through January 1999. They were then replaced by refurbished MP 59 stock from Line 4. The MP 55 stock consisted of 4 carriages, as well as the current MP 59 stock. One MP 73 of line 6 is in service on the 11 as well.

The plan, according to Île-de-France Mobilités, was to replace the fleet of Line 11 with the MP 14 series, around the time when the extension to Rosny-sous-Bois opened. Although the new trains will be driver-operated in the same method as the current fleet, they will be 5 cars long, and have open gangways.[35][52]

An initial 20 trains were ordered in February 2018 with an additional 19 trains ordered in July 2021.[53] Production began in late 2020, with testing in summer 2021.[53]

In June 2023, new MP 14 CC (manual transit) were deployed with four new trains entering in service each Tuesdays in exchange of four MP 59 transferred to Rosny-sous-Bois workshop on Mondays-sunset to be retired. Twenty new MP 14-manuel transit will be deployed until the Summer 2023, nineteen new trains needed to be deployed in spring 2024 due to the extension to Rosny–Bois-Perrier.[54]

One of the last MP 59 on June 12, 2024 during their final day run.

The ceremonial final runs of the MP 59 took place on 23 May 2024. But the last trains withdrawn on June 12, 2024.[citation needed]

## Future

[edit]

A revised plan for the proposed Grand Paris Express project was unveiled on 6 March 2013. The revisions call for a second extension of Line 11 towards Noisy-Champs, considered a part of the Grand Paris Express project, by 2030, although it is unclear if this goal will be attainable. Should the second extension commence, it is slated to come with a full automation of Line 11.[55] Automation was not implemented with the Rosny extension, though the RATP and STIF had considered the possibility of automating the line later on.

## Tourism

[edit]

Line 11 passes near several places of interest :

* The Hôtel de Ville (City Hall) of Paris.
* The Centre Georges Pompidou accommodating the Paris Museum of Modern Art.
* The Conservatoire National des Arts et Métiers (engineering school).
* The popular quarter of Belleville, hosting one of Paris' "Chinatowns" and centres of other Asian cultures.

## See also

[edit]

* Paris
* Transport in Paris
* List of stations of the Paris Métro
* List of stations of the Paris RER
* List of metro systems
* Rail transport in France

Portals:

* France
* Trains
* Transport
* Engineering

## Notes

[edit]

1. ^ In 1900, the Romainville municipal council unanimously called for the extension of the metro to this commune

## References

[edit]

1. ^ Lamming 2015, p. 99.
2. ^ a b c Lamming 2015, p. 114.
3. ^ Tricoire 1999, p. 292.
4. ^ a b Lamming 2015, p. 115.
5. ^ Ovenden, Pepinster & Pontremoli 2015, p. 68.
6. ^ Tricoire 1999, p. 293.
7. ^ Robert 1983, pp. 127–128.
8. ^ Tricoire 1999, p. 294.
9. ^ Robert 1983, pp. 142–143.
10. ^ Robert 1983, p. 152.
11. ^ Sirand-Pugnet 1997, pp. 48–51.
12. ^ Sirand-Pugnet 1997, p. 54.
13. ^ "Inauguration du métro sur pneus" (excerpt from ORTF television news) (in French). Institut national de l'audiovisuel. 8 November 1956. Retrieved 24 September 2024.
14. ^ Tricoire 1999, p. 96.
15. ^ Robert 1983, p. 154.
16. ^ Tricoire 1999, p. 97.
17. ^ "19 MP14 supplémentaires". Transport Paris (in French). 9 July 2021. Retrieved 24 September 2024.
18. ^ "Y a-t-il un coup de chaud dans le métro parisien?" (in French). 20 minutes. 8 July 2010. Archived from the original on 10 July 2010. Retrieved 24 September 2024.
19. ^ "Métro: quatre prolongements qui avancent (quand même)". Transport Paris (in French). 13 November 2019. Retrieved 24 September 2024.
20. ^ "Métro ligne 11: les quais de votre station Châtelet fermés" (in French). RATP. 6 March 2019. Archived from the original on 30 November 2019. Retrieved 15 January 2020.
21. ^ Bontinc, Jean-Gabriel (31 December 2019). "Ligne 11 du métro: la station Châtelet vient de rouvrir". Le Parisien (in French). Retrieved 15 January 2020.
22. ^ a b c "Prolongement du métro ligne 11 du métro à l'Est parisien: le ripage du tunnel à Rosny : une étape clé des travaux" (in French). Île de France Mobilités. 10 August 2018. Retrieved 30 September 2024.
23. ^ "Prolongement du métro ligne 11: le ripage du tunnel à Rosny, une étape clé des travaux" [Extension of metro line 11: the tunnel shift in Rosny, a key stage of the works] (in French). Île-de-France Mobilités. 10 August 2018. Retrieved 25 September 2024.
24. ^ "Avis favorable et unanime pour la ligne 15 est" (in French). Société du Grand Paris. 6 October 2016. Archived from the original on 20 December 2016. Retrieved 25 September 2024.
25. ^ "Découvrez à quoi ressembleront les nouvelles rames de la Ligne 14 du métro à Paris" (in French). Huffington Post France. 30 May 2016. Archived from the original on 20 December 2016. Retrieved 25 September 2024.
26. ^ "La Ligne 11, aujourd'hui et demain" (PDF) (in French). Municipality of Les Lilas. Archived from the original (PDF) on 15 November 2008. Retrieved 25 September 2024.
27. ^ a b "Coût et financement" (in French). Prolongementligne11est.fr. Archived from the original on 3 February 2011. Retrieved 25 September 2024.
28. ^ "Un investissement de près de 1,3 milliard d'euros" (in French). Prolongementligne11est.fr. Retrieved 25 September 2024.
29. ^ "Contrat de plan État-région Île-de-France 2007-2013" (PDF) (in French). 23 March 2007. p. 70\. Archived from the original (PDF) on 6 December 2008. Retrieved 25 September 2024.
30. ^ "Site municipal de Romainville - Métro: un nouveau pas vers l'ouverture du chantier" (in French). Ville de Romainville. Archived from the original on 13 November 2008. Retrieved 25 September 2024.
31. ^ "Prolongement de la ligne 11, Une démarche novatrice" (PDF) (Press release) (in French). STIF. 9 December 2018. Archived from the original (PDF) on 3 March 2016. Retrieved 25 September 2024.
32. ^ "Dossier de concertation" (PDF) (in French). RATP. Archived from the original (PDF) on 3 March 2016. Retrieved 25 September 2024.
33. ^ "De Hôpital à Rosny-Bois-Perrier - Tracé 1" (in French). Prolongementligne11est.fr. Archived from the original on 24 October 2010. Retrieved 25 September 2024.
34. ^ "De Hôpital à Rosny-Bois-Perrier - Tracé 2" (in French). Prolongementligne11est.fr. Archived from the original on 24 October 2010. Retrieved 25 September 2024.
35. ^ a b Press release: "Le prolongement de la ligne 11 du métro à Rosny-Bois-Perrier à l’enquête publique en 2013", STIF, 13 February 2013
36. ^ "Ligne 11 : enquête publique le 16 septembre". Le Parisien (in French). 30 August 2013. Archived from the original on 3 November 2013. Retrieved 25 September 2024.
37. ^ "Rapport de la commission d'enquête publique sur le prolongement de la ligne 11" (PDF) (in French). Romainville. Archived from the original (PDF) on 12 December 2013. Retrieved 25 September 2024.
38. ^ "Le prolongement de la ligne 11 de Mairie des Lilas à Rosny-Bois-Perrier déclaré d'utilité publique" (PDF) (in French). STIF. 13 June 2014. Archived from the original (PDF) on 4 August 2014. Retrieved 25 September 2024.
39. ^ "Prolongement ligne 11 calendrier" (in French). Île-de-France Mobilités. Retrieved 25 September 2024.
40. ^ Viennet, Roger (15 September 2015). "IDF : accord sur le financement de la Ligne 11 du métro" (in French). MobiliCites.com. Archived from the original on 3 March 2016. Retrieved 25 September 2024 - via AFP.
41. ^ "Les travaux de prolongement de la ligne 11 du métro ont commencé en IDF" (in French). Challenges. 10 December 2016. Archived from the original on 11 December 2016. Retrieved 25 September 2024.
42. ^ "Début des travaux pour le prolongement de la ligne 11 du métro" (in French). Batiiactu.com. 12 December 2016. Retrieved 25 September 2024.
43. ^ "L'adaptation et la modernisation des stations | Prolongement Ligne 11 Est" (in French). prolongementligne11est.fr. Retrieved 29 September 2024.
44. ^ Bologna, Marie-Pierre (25 May 2016). "Les Lilas: un premier puits sur le chantier de la ligne 11". leparisien.fr (in French). Retrieved 29 September 2024.
45. ^ Dandeville, Cédric (7 June 2019). "Le prolongement du M11 fait son trou". Vià93 (in French). Retrieved 30 September 2024.
46. ^ "Prolongement de la ligne 11 : le tunnelier inauguré, six nouvelles stations de métro en 2023". francetvinfo.fr (in French). 20 September 2019. Retrieved 30 September 2024.
47. ^ "Le tunnelier Sofia a terminé sa course après 15 mois de creusement". twitter.com (in French). 16 July 2021. Retrieved 30 September 2024.
48. ^ "Ligne 11 du métro : début des essais pour les nouvelles rames". Île-de-France Mobilités (in French). 14 February 2023. Retrieved 30 September 2024.
49. ^ Henry, Charles (17 February 2023). "Ligne 11: le prolongement jusqu'à Rosny-sous-Bois reporté au printemps 2024". 94.citoyens.com. Retrieved 20 February 2023.
50. ^ "RATP: la ligne 11 du métro relie enfin Rosny-sous-Bois". Actu.fr (in French). 13 June 2024. Retrieved 30 September 2024.
51. ^ "Ligne 11: le prolongement jusqu'à Rosny-sous-Bois sera inauguré le 13 juin" (in French). France Bleu. 24 May 2024. Retrieved 30 September 2024.
52. ^ Varoquier, Jila (11 December 2018). "Le métro parisien passe au bleu". Le Parisien (in French). Retrieved 12 December 2018.
53. ^ a b "Alstom to build 19 more rubber-tyred metro trains for Paris". International Railway Journal. 9 July 2021. Retrieved 9 July 2021.
54. ^ Hasse, Benoît (9 July 2023). "Grand Paris : la ligne 11 du métro fait sa révolution en s'équipant (enfin) de rames neuves" [Grand Paris: line 11 of the metro is undergoing a revolution by (finally) equipping itself with new trains] (in French). Retrieved 2023-07-09
55. ^ Nouveau Grand Paris» : l'Etat engage 27 milliards pour le métro parisien, Les Echos, 3 June 2013 (In French)

## Sources

[edit]

* Gasnault, François; Zuber, Henri, eds. (1997). Métro-Cité : le chemin de fer métropolitain à la conquête de Paris, 1871-1945. Paris: les musées de la ville de Paris. p. 191\. ISBN 2-87900-374-1.
* Guerrand, Roger-Henri (1986). L'aventure du métropolitain (in French). Paris: Éditions La Découverte. ISBN 978-2-707-11642-0. OCLC 319765831.
* Jacobs, Gaston (2001). Le métro de Paris: un siècle de matériel roulant (in French). Paris: Vie du rail. ISBN 978-2-902-80897-7. OCLC 422048868.
* Lamming, Clive (2015). La grande histoire du métro de parisien de 1900 à nos jours (in French). Évreux: Atlas. p. 99\. ISBN 978-2-344-00403-6.
* Lamming, Clive (2001). Métro insolite: promenades curieuses, lignes oubliées, stations fantômes, métros imaginaires, rames en tous genres (in French). ISBN 978-2-840-96190-1. OCLC 47743514.
* Ovenden, Mark; Pepinster, Julian; Pontremoli, Pascal (2015). L'histoire du Métro parisien racontée par ses plans: plans, stations et design du métro (in French). Paris: La Vie du Rail. p. 68\. ISBN 978-2-37062-015-6.
* Robert, Jean (1983). Notre Métro. Paris: éd. Jean Robert.
* Sirand-Pugnet, Bernard (1997). De la Grand-mère à Météor : 45 ans d'évolution de la technologie des voies au métro de Paris (in French). Boulogne: ID. ISBN 978-2-912-25200-5. OCLC 42080501.
* Tricoire, Jean (1999). Un siècle de métro en 14 lignes. De Bienvenüe à Météor (in French). Éditions La Vie du Rail. ISBN 978-2-902-80887-8. OCLC 42933803.
* Zuber, Henri; et al. (1996). Le patrimoine de la RATP (in French). Charenton-le-Pont: Flohic éditions. ISBN 978-2-842-34007-0. OCLC 36719141.

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