The aviation sector in Portugal, Portuguese tourism and the national economy urgently need the privatization of TAP – which at times seems well launched and at other times seems to run out of steam, depending on the calendar – not only represents a reduction in the presence of the State and governments in the management of the company, but also marks the beginning of a fundamental turnaround in the sector.
On other occasions, Dinheiro Vivo had the opportunity to analyze TAP’s process, its accounts and operations, but today it is the topic of ground handling that deserves special scrutiny.
A smaller relative of aviation, as it did not associate the glamor that other times brought to air travel, handling is an essential part of a company’s operation and, therefore, of airports around the world. Handling company operations are subject to security and control rules that are almost as strict as flight operations; Its workers are as scrutinized from a safety perspective as cabin crew and pilots. But they don’t wear a fancy uniform or appear on the covers of in-flight magazines. On the contrary, they wear fluorescent vests, they are people who get oiled up pulling planes onto the taxiway, carrying tons of luggage. They are often out of our sight, but they are essential. When they fail or go on strike, there are companies that are late or stop, there are passengers confused at airports or in endless queues. Lisbon Airport shows this well.
Handling in Lisbon is about to enter a war that the Portuguese will hardly understand in its entirety. First of all, because it will only catch their attention if they see themselves in long queues on the way to the Seychelles.
But also because they don’t feel like they have anything to do with it. The thing is, they do.
This week, we learned that Menzies (the company that bought Groundforce and which has the licenses to provide ground handling in Lisbon and Porto) is about to lose them, because ANAC (the sector regulator) classified it in second place in the international competition. The first place was a Spanish company, South (owned by Iberia, from the IAG Group), together with Clece Portugal.
Now Menzies cannot accept having lost first place and will appeal with all the weapons he has. The first of these could be to raise the specter of redundancies, in a logic of “either we stay, or the Spanish will lay off the workforce”. More important than pointing out the flaws in this argument here – something we do on pages 8 and 9 of this edition – what this stance signals is a desire to combat by all means the result of a competition conducted by an independent entity, ANAC. And, eventually, even rallying the company’s unionized workers to his cause. Which reminds us of the times when Groundforce was owned by Alfredo Casimiro, a man who would end up taking a company with almost 3,000 workers into an insolvency process that still leaves its scars today. In between, Menzies committed to paying 40 million euros in debts to creditors (with an outcome still uncertain) and made an agreement with TAP (which holds a large stake in the company) in which it gives discounts on the handling service.
Having said that, what twist were you talking about at the beginning? Simple. The aviation sector in Portugal needs new ways of working; the management of strong players, well capitalized and with proven performance in current operations and in the way they innovate. Either with the national flag company, TAP, or with the company that will provide you with handling services. Let Menzies do it and, as a major global operator, do his best to change his attitude. May it be the partner that the new TAP – emerging from privatization – needs to grow in Lisbon and, later, in Alcochete. But if this is not within your means, if this is not your main objective, then let the national airline, tourism and the national economy grow with other partners.