The new Lisbon airport and the need to modify the current concession contract – Observer
When, in 1969, the desire to create an airport for Lisbon was outlined, the policies and the corresponding public decision-making processes for investments were much simpler, and their complexity continued to increase only due to the growing importance assigned to the whole (environment , risk, etc) but also due to the growing inability to finance through the OE due to the increase in debt, which implies public procurement procedures regulated by the 2014 EU Directives and applicable legislation, in particular the Public Procurement Code (CCP) of in order to guarantee conditions of transparency, equity and competition in attracting private financers and builders and managers.
The case of the new Lisbon airport is quite paradigmatic, it is believed that so persistent in relation to more than meiosis comes from the growing complexities that have also been emerging, it is enough to mention four relevant factors here:
- The Uncertainty to Reler Relations and Accessibility Refers to the Assessment Prepared by Led. because there is no doubt that the high-speed line will pass through there, and, in the case of Alcochete, it would be enough to foresee a connection curtain of about 20 km between the airport and Pinhal Novo (in addition to the purchase of 2 railcars) as this will also be served by the high-speed line. However, as the reader will be able to verify by visiting these pleasant regions, there are no signs of the promised rails.
- The complex added by the concession contract agreement includes an ANA as this also designates and rules respect the process related to the development of the new Lisbon airport.
- The attributions and interventions of other agents, namely true, it is important to remember that, if they were made unfeasible by two municipalities, the decision on Montijo would have been made unfeasible by two cities, then considered an abusive factor of unjustified resistance.
- However, this position should be rehabilitated as the Government has concluded that it is committed to the development of the appropriate methodology for this decision-making process 202, importing all the alternatives that have been suggested, some of which are outside the option integrated by the contract of concession.
30/2021.
Now, the issue is much earlier, as the 2012 data was based on a contract together with the selected data, but which currently invite the consideration of, and, eventually, its reformulation, namely:
- the evaluation of alternatives for the airport does not depend on the transport plan and the national strategy on air transport (air tickets and goods) and surprising as different perspectives for 2012;
- Concession contract for the closing concession of Portela, in Article 5.3 “The concession referring to the closing contract…”;
- This contract clarifies in its Article 50.2 that “The grantor shall endeavor to obtain financing and develop all transport infrastructure and visible public utility for the access and use of the NAL (New Lisbon Airport) structures”…;
- the proposal, evaluation and non-agreement procedure contained in articles 45 to 48 requires approximately 5 years to start the procedure after indicating locations through the concessions, until the conclusion of the procedure based on an approved proposal;
- as guidelines regarding and whose governance is only well known so that others are also allowed alternatives to what is considered in this contract. or, eventually, 12+6) after the provisional approval of the application, terminate the concession option.
In fact, it will not be surprising that in our changing world a contract designated on December 17, 2012 and whose 10th anniversary will be celebrated in a few days, has to adapt to new gifts, namely:
- the need to consider current plans and air transport that do not coincide, certainly with the 2012 options;
- the need to pass on to a Port Docker explicitly considering the option of not closing a Port, which also requires the approval requirements and legitimate rights that this new postulate will attend to the second contract;
- the need for the State Recurrent to a Private Model (possibly, PPP) for the expected costs of “transport and public utility infrastructure” having already emerged from estimates for one of the locations of several thousand euros(!), and this option in in line with the announcement recently made by the Government for the high speed to Vigo;
- the high risks of calendar adjustments and diseconomies that the State will run if it adopts disjointed financing models between accesses and a new airport, thus contradicting itself, evaluated internationally;
- to avoid such a procedure the beginning of the preparation of the initial report and the conclusion of the agreement so as not to adopt the current 5 years that there is no longer any need for less time for the execution of the project (2.5 years) and the construction (no less application of 5.5 years), obtain the data of 2038 (!) for the entry into service of the new airport, assuming that the methodology is developed in 2023 and that its implementation is carried out during 2024, after which all doubts would cease, what can be an optimistic hypothesis;
- the need to establish a multi-criteria model that allows structuring an evaluation by integrating the various ones, without allowing them to be compensated to include the critical trade-offs, evaluating how the current value was evaluated. recently recorded by Professor Rosário Macário from IST;
- the construction of an open contracting model and the need for adaptation and equity, empowerment or legal structure in force, of construction as conditions for the creation of a current and independent logic, replacement of a current logic of acrimonious contracting by evaluation of a fundamental cooperation mode between the actors – local designation – aiming at the pursuit of the public interest.
The Government has taken the decision to dedicate itself to the further development of the decision methodology and it is hoped that this contribution will be useful for that objective.