The T3A is over... as a name. It has been renamed TRANSLINE. As is befitting of a European Project, TRANSLINE can be understood by Italian, Basque, Spanish, Portuguese or even German speakers.

Our Association has not failed to address the problems posed by the addition of a second Paris-Lyon TGV line. We raised this during a presentation with elected officials, although incidentally, since the interview mainly concerned the transverse line. One of our collaborators presented the possibility of a Northern branch leading up to Paris and serving Clermont, separating from the transverse route, to Auvergne CESR (Regional Council for Finance, Society and the Environment). Recent news has projected this North branch of TRANSLINE into the foreground, which, added to the East branch towards Lyon, constitutes a pertinent response to the need for doubling the Paris-Lyon line. Transline would constitute a 3-branch project with its Western section (towards Limoges, Nantes, Rennes and Bordeaux, Spain) its Parisian inflow and Eastern section (Montluçon - Clermont - towards Lyon): hence the need to unite efforts with a view to their simultaneous implementation.

The addition of a further branch would lead to an inflow of additional traffic that would benefit all the branches if the convergence point of the three is wisely chosen (Montluçon region according to some, St Pourçain-Gannat for others, etc.)

At this stage of the debate, it is clear that it is too early to establish this. Nevertheless, the Government seems to have partly delineated the North branch of Paris (Austerlitz)-Orléans-Bourges then Clermont-Ferrand.

This three-branch configuration would avoid the suction of central cities towards the capital. With three branches, there is no suction effect of activities towards the capital. But would this suction effect work only in favour of the cities of Lyon, Bordeaux and Nantes? This question mainly applies to Clermont, which would certainly be affected by a close connection with Lyon, if it was not the site of a railway cross junction but a dead-end railway "full stop": that is why continuity towards the West is necessary to prevent this fate.

The title of the mission that Dominique BUSSEREAU entrusted to Frédéric Soulier at the end of November, "TGV lines from the Massif Central and from Central France" invites him to not neglect any of the 3 branches of our expanded project, which constitutes a coherent whole.

In addition, the East and West/South-West branches, by linking the Western Iberian Peninsula to Switzerland and Italy, as well as to Southern Germany, means that the project can claim to contribute to the European network and benefit from the facilities granted in this case. The North branch will surely be made possible by taking this aspect into account, which, combined with the East branch, can effectively double the Paris-Lyon line. Other regions are competing for this doubling. Consequently, the choice of routes, and the construction of the North branch, will depend on the impact on the spatial planning of the European territory as a whole. It goes without saying that those who bid only for the Paris-Lyon doubling will weaken the latter by depriving the overall plan for the European territory of a West/South-West Capital branch.

TRANSLINE, a comprehensive, European, national and interregional project.

But the objection "is a 3-branch project conceivable?" was raised.
This question was already answered by the Rhine-Rhone project, which had 3 branches!