We are building a vetted network of operators around Lisbon, Cascais, Sintra and Setúbal to take the work our own vehicles cannot cover — simultaneous arrivals, cruise mornings, night landings, vehicle classes we do not have free, and convoys. We send the specification, you send a price, we accept it or we do not. No joining fee, no lead fee, no exclusivity, and no obligation to match our published rates. What we do insist on is the paperwork being real, because the passenger is ours and the licence is yours.
No application fee, no lead fee, no monthly platform charge.
Every job, your vehicle, your number. No rate card imposed.
Keep your customers, your branding, your other partners.
Then a visit to see a vehicle and meet a driver before any passenger travels.
We subcontract overflow and specialist transfer work to licensed operators around Lisbon. You must hold a valid transport licence for the work you do — a TVDE operator licence from IMT, a táxi licence, or an alvará for passenger transport over nine seats — carry current passenger liability insurance, have your tax and social security position regularised, and put only certified drivers on our passengers. You quote every job yourself — we do not impose a rate card on you and we do not take a percentage off one. There is no joining fee, no lead fee and no exclusivity. Nobody should expect this to fill their week; it is built to fill the gaps in one. Applications are reviewed within about five working days, and we want to see a vehicle and meet a driver before any passenger travels.
The licensing requirements are what Portuguese law says they are whether you run forty cars or one. What differs is the work we can sensibly send you.
Several vehicles, employed or contracted drivers, a dispatcher who answers. The backbone of the network, because one relationship covers a busy Saturday. Most useful to us in Lisbon, Cascais, Oeiras, Sintra and Setúbal.
One person, one car, their own licence. Often the best drivers in the trade. You will get single jobs on routes and at hours you tell us suit you — so be honest on the form about when you actually work.
S-Class and V-Class operators for our corporate and chauffeur-hire work, where the vehicle and the driver’s presentation are the product. Hourly and half-day work as well as transfers.
Fourteen seats and upward. We run one Sprinter and cannot cover a convoy alone, so groups and events work goes out almost entirely to partners — conference arrivals, weddings, incentive movements, Web Summit week.
We are not a booking platform with a queue of jobs waiting. We are a transfer company that occasionally has more work than cars, and this network exists so that those bookings get covered properly instead of being turned away. Volume will be irregular and seasonal — heavy from Easter through October and again in Web Summit week, thin in January and February. If your business needs a predictable weekly allocation, a large dispatch central or a ride-hailing platform will serve you better than we can, and we would rather say so now than sign you up and disappoint you in the third week.
Indicative shape, not a promise. Cruise calls at Santa Apolónia and Jardim do Tabaco add sharp single-morning spikes in spring and autumn.
No auction, no race to the bottom, no bidding against other partners in a window. We ask the operators who fit the job, and we take the first workable answer.
Route, date, time, flight number, passenger and luggage count, vehicle class, and anything unusual — a child seat, surfboards, a cruise-terminal pickup, a name board in a specific language.
Your price, for your vehicle, in euros excluding IVA. Quote what the job is worth to you. Inside 30 minutes keeps you at the top of the list; a next-day answer will usually have lost it.
Immediately, and we tell you which. If we decline, it is almost always price or a class mismatch, and it carries no consequence for the next one.
Passenger name, phone, flight, terminal, exact address, and our dispatch number. You track the flight; if it moves, the pickup moves with it.
Met inside arrivals with a name board, luggage carried, the vehicle class that was booked. No money changes hands in the car — the passenger has already paid us.
At the price you quoted and we accepted, on the terms agreed in writing at onboarding. No deductions, no retrospective adjustment, no surprise commission line.
You carry the risk of quoting too high and we carry the risk of not placing the job — neither side owes the other a booking.
Quoting quickly is the whole mechanism by which this network sorts itself: we send the next job to whoever answered the last one fastest at a workable price. There is no other ranking, rating or algorithm behind it.
None of this is our invention. It is what Portuguese law requires of anyone carrying passengers for payment, and an operator who finds it intrusive is not one we can work with.
| What we ask for | Required | Why it matters to us |
|---|---|---|
| A transport licence that covers the work | Always | One of: a TVDE operator licence issued by IMT under Lei 45/2018; a táxi licence (municipal licence plus IMT alvará); or an alvará for public passenger transport for vehicles over nine seats. It must be held by the same legal entity that invoices us. If you sell tours as animação turística, we also ask for your RNAAT registration with Turismo de Portugal. |
| Responsible manager | Companies | The named gerente or administrador the licence is granted to, whose good repute IMT checks annually. We record who it is, because they are who we escalate to. |
| Driver certification | Every driver | For every driver who carries our passengers, no exceptions and no “just this once”: a CMTVDE (TVDE driver certificate, valid five years, requiring at least three years on a category B licence and the IMT-approved course), a táxi driver certificate, or a CQM/CAM professional qualification for coach drivers. |
| Vehicle registration and age | Always | TVDE vehicles must be registered on the IMT platform, carry the dístico, seat no more than nine, and be no older than seven years from first registration. We ask for the model year of your oldest vehicle because our clients notice. |
| Passenger liability insurance | Always | Current, in the operating company’s name, covering responsabilidade civil e acidentes pessoais for the passengers carried. We ask for the insurer and policy number and we check the date, then check it again annually. |
| Tax and social security standing | Always | Your NIPC, IVA registration, and a current certidão de situação regularizada from the Autoridade Tributária and Segurança Social. Engaging a subcontractor who is not regularised creates liability for the paying company. This is the one item on which there is no discussion at all. |
| How you can lawfully take pre-booked work | TVDE operators | Lei 45/2018 requires TVDE journeys to be intermediated by a licensed electronic platform. How a fixed-price transfer booked with us fits that framework depends on your set-up, and many partners hold a táxi licence or tourist-transport registration alongside. Tell us which licences you hold and, if you are not sure, say so — it is a fair thing not to be certain about. |
| A vehicle and a driver | Before the first job | We want to see at least one car and meet at least one driver in person before a passenger of ours gets into either. Francisco, who runs our operation in Lisbon, does this himself. It takes twenty minutes and it has saved us more than one bad relationship. |
Sources for the legal requirements: IMT — TVDE frequently asked questions and Lei n.º 45/2018, de 10 de agosto. We are an operator rather than a legal adviser — if your situation is unusual, particularly around platform intermediation for TVDE vehicles, take your own advice. We will not knowingly place work in a way that puts your licence at risk, and we would rather lose a booking than find out afterwards.
A subcontract relationship where only one side has obligations is not a partnership, it is a queue. These are ours, written down so you can quote them back at us.
No deduction after the fact, no retrospective renegotiation because the client complained about something unrelated, no commission line appearing on a statement. If we accepted €110, we owe you €110. If a job changes on the day — a second stop, a two-hour delay — we agree the new figure before you drive it.
Keep your own customers, your own branding, your own other partners and platforms. Decline anything without explaining why. Work for our competitors on Tuesday and for us on Wednesday. We are buying a car and a driver for one journey, not a claim on your company.
Flight number, terminal, exact address, passenger phone, luggage count, and a dispatch line that a human answers at three in the morning. Most disputes in this trade come from a driver being sent out knowing less than the passenger does. That is a dispatch failure, and it is ours to prevent.
Price, class, or timing. You should be able to learn from a lost quote rather than guess at it.
If we mis-sold the vehicle class or got the terminal wrong, that is our cost to carry, not a deduction from your invoice.
They are told the car is provided by a partner operator, with the driver’s name and vehicle. We do not dress your car up as ours.
If something goes wrong we hear your account first. Traffic on the A5 and delayed aircraft are the job, not failures.
Everything here is something we would otherwise have to email you for. Fill it in properly and the next contact is a decision rather than another questionnaire. Roughly fifteen minutes.
If your question is not here, ask it — we would rather answer it now than have you fill in fifteen minutes of form and then withdraw.
Overflow and specialist work, not a steady daily allocation. In practice: simultaneous arrivals at the same hour, cruise disembarkation mornings when several hundred people want a car at once, vehicle classes we do not have free such as an S-Class or a second Sprinter, night arrivals, long runs to Porto, the Algarve or Fátima, and convoy work for groups and events. Nobody should join this network expecting it to fill their week. It is designed to fill the gaps in one.
No. We send you the job specification and you quote it. You set your own price for your own vehicle, and we accept it or we do not. There is no fixed net rate, no percentage off a card, and no obligation to match our published prices. Because you price each job, you carry the risk of quoting too high and not getting it, and we carry the risk of not placing the job at all. Either side can walk away from any individual booking with no consequence.
None of the three. We do not charge to apply, we do not charge per lead, and there is no monthly platform fee. We make our money on the difference between what the client pays us and what we pay you, which we would rather say outright than hide behind a subscription. There is also no exclusivity: you keep your own customers, your own branding and your other work, and you can decline anything we send without explanation.
That you hold a valid transport licence for the work — a TVDE operator licence from IMT, a táxi licence, or an alvará for passenger transport over nine seats — and that it matches the company invoicing us; that your passenger liability insurance is current; that your tax and social security position is regularised; and that every driver who would carry our passengers holds the right professional certificate. We also want to see at least one vehicle and meet at least one driver before a passenger travels. None of this is unusual — it is what any operator taking subcontracted work should expect.
This is the question most worth asking, and the honest answer is it depends on your set-up. Lei 45/2018 requires TVDE journeys to be intermediated by a licensed electronic platform, and how a fixed-price transfer booked with us fits that framework is not the same for every operator. Some of our partners hold a táxi licence or a tourist-transport registration alongside their TVDE licence; others work through a platform arrangement. Tell us on the form exactly which licences you hold and, if you are not sure, say so. We will work out together what we can lawfully send you, and we will not knowingly place work in a way that puts your licence at risk.
Faster than feels comfortable, because a client waiting on a price does not wait long. In practice a reply inside 30 minutes during the working day keeps you at the top of the list, and same-day quoting will lose work to whoever answered first. If a request arrives at an hour you cannot answer, say so on the form — we would rather route around you than watch a quote go stale. Partners who quote quickly and consistently get sent more, and that is the whole mechanism by which this network sorts itself. There is no rating and no algorithm.
You, driving under your own licence in your own vehicle, on a booking made with us. We tell the passenger their car is provided by a partner operator and we give them your driver’s name and the vehicle. We do not pretend a subcontracted car is our own and we do not ask you to remove your branding. What we do ask is that the service matches what we sold: met inside arrivals with a name board, luggage carried, and the vehicle class that was booked.
On invoice, at the price you quoted and we accepted, on terms agreed in writing at onboarding rather than assumed. Tell us on the form what terms you offer and how you invoice, and we will confirm what we can meet before you take a single job. We would rather agree this while nobody is owed anything than discover a mismatch after the first busy month.
Yes, and owner-drivers are some of the best people in this trade. The requirements are identical because the law makes no allowance for size — licence, insurance, tax standing, driver certificate. What changes is what we can sensibly send: one vehicle cannot take a convoy or absorb a cruise morning, so you will get single jobs on routes and at hours you have told us suit you. Be honest on the form about when you are actually available — a partner who declines half of what we send drops down the list faster than one who covers a narrow window reliably.
Not turning up. Turning up in a different vehicle class than the one agreed. Letting a licence or insurance lapse. Using a driver without a valid certificate. Or asking a passenger for money in the car — the fare is settled between us and them, and a driver seeking payment at the kerb ends the relationship immediately. Beyond those, we will always ask what happened before we act. Traffic and delayed aircraft are the job, not failures.
No joining fee, no lead fee, no exclusivity, and you price every job yourself. If you would rather ask questions before filling anything in, ring us — a person answers.
