A new daytime rail link between Madrid in Spain and Lisbon in Portugal could be in preparation, potentially restoring a direct passenger service between the Spanish and Portuguese capitals for the first time since 2020. However, delays in authorising the Évora to Caia railway line could stand in the way of a rapid launch.
According to unofficial sources cited by Spanish rail publication Trenvista, Renfe and Portuguese operator Comboios de Portugal (CP) are working on an Intercity service via Badajoz and Extremadura. The proposed trains would use Talgo VI coaches and would be hauled by locomotives rather than operated as conventional multiple units.
Independent railway commentator Jon Worth says the reports appear credible, pointing to signs that preparations are already under way on the Spanish side.
Talgo VI trains via Badajoz
Under the reported plans, Talgo VI sets would operate between Madrid and Lisbon. The coaches are approved for speeds of up to 200 km/h in Spain and 140 km/h in Portugal.
A Renfe Class 334 diesel locomotive would haul the train between Madrid and Badajoz. At Badajoz, the locomotive would be changed for a CP Class 5600 electric locomotive for the onward journey to Lisbon.
The Portuguese section would use the new Évora–Caia line, which has been undergoing testing at speeds of up to 200 km/h. The 90-kilometre line forms part of the connection between Évora and the Spanish border and is intended to provide a faster rail link between Portugal and Spain.
The plans would also see the return of Class 334 locomotives to high-speed lines, following their replacement by Class 730 units on the Ourense–Santiago high-speed route.
The proposed Madrid–Lisbon service would be separate from Renfe’s recently announced plans to operate in Portugal with its Series 106 and 107 trains.
A workable solution, but with compromises
Worth points out that the proposed operation would come with some significant compromises.
Although more than 150 kilometres of the Portuguese route has been built for speeds of up to 200 km/h, the Talgo VI sets would be limited to 140 km/h in Portugal. Worth estimates that this would add around 20 minutes to the journey compared with running at 200 km/h.
The Spanish section also presents an unusual situation. Between Plasencia and Badajoz, the Talgo train would be hauled by a diesel Class 334 at up to 200 km/h, rather than using electric traction at up to 250 km/h.
Renfe currently operates Madrid–Badajoz services with bi-mode Class 730 trains, which can use electric or diesel power. However, those trains are not approved for operation in Portugal.
The proposed locomotive-hauled solution could therefore be less about creating an optimised Madrid–Lisbon service than finding a technically feasible way to restart the international connection with rolling stock already available.
Driver training suggests preparations are under way
The possibility of the new service has received further support from developments on the Spanish side. According to Portuguese rail publication Portugal Ferroviário, training and authorisation runs for drivers from Extremadura using Class 334 locomotives have begun.
That appears to indicate that at least some operational preparations for the proposed hauled service are already under way.
Worth likewise argues that, despite the technical oddities of the proposal, there are signs that “something is happening” behind the scenes.
However, there is still no official confirmation from Renfe or CP that the Madrid–Lisbon service will actually launch.
Évora–Caia authorisation remains a major obstacle
On the Portuguese side, the main uncertainty concerns the authorisation of the Évora–Caia line. The process has been delayed for a considerable period, with the Portuguese government recently confirming to MPs from the Livre party that it is still ongoing.
The government has cited, among other factors, security problems including theft of signalling equipment. Portugal Ferroviário argues, however, that delays to signalling, communications and the Alandroal traction substation have also been evident during construction.
Apart from dynamic catenary tests, several of the normal procedures required before a railway of this importance can enter service have yet to be completed, according to the publication.
The Évora–Caia line is now approaching its tenth year since construction began without entering regular service. Its continued delay could therefore prevent a quick restart of direct trains between Madrid and Lisbon.
A daytime replacement for the Lusitania
If confirmed, the service would restore a direct rail connection between the two capitals that was suspended in March 2020 during the Covid-19 pandemic.
Until then, the overnight Trenhotel Lusitania operated daily between Madrid and Lisbon. Its historical route ran through Cáceres and Valencia de Alcántara, but after the closure of the Portuguese section it was rerouted via Salamanca in 2012 and coupled to the Sud Expresso between Medina del Campo and Lisbon.
The proposed service would instead run during the day via Extremadura.
A temporary alternative using Portugal’s Linha do Leste has apparently not gained traction. The longer route, combined with the lack of suitable Portuguese diesel locomotives, would make such an operation unattractive to CP.
Renfe’s changing approach to international night trains
The proposed daytime service would also mark a significant change from Renfe’s previous position on the Madrid–Lisbon route.
After the pandemic suspension, Renfe said in 2020 that it did not plan to restore its international night trains. The Lusitania and Sud Expresso had strong demand but were considered highly loss-making because of their high operating costs.
Renfe has since resisted calls to restore the night trains or operate them as a public-service obligation, despite Portugal’s willingness to support their return.
The new Intercity proposal could offer a cheaper alternative while also extending the operational life of Renfe’s Talgo VI coaches and Class 334 locomotives. With the withdrawal of the Madrid to Almería and Barcelona to Valencia Intercity services in September, the Valencia to Cartagena service was due to become Renfe’s only remaining service using hauled rolling stock.
‘Something is happening’
Worth believes the compromises involved should not obscure the significance of the proposal.
A direct Madrid–Lisbon train would be welcome after more than six years without a connection, even if the initial operation is slower and technically more complicated than it could ultimately be.
“Something is happening here, and it is long overdue,” Worth concludes, suggesting that the service could finally become reality sometime in 2027.
For now, however, the proposed Madrid–Lisbon train remains unconfirmed, and the unfinished authorisation process for the Évora–Caia line could prove decisive in determining when – or whether – it can begin operating.
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