I used to operate into and out of Dublin in a light twin, and in more recent times, I was working on the ramp, and some of the time towing, and using the RT for that.
In my experience, ATC were always the ultimate professionals, even back in the "good old days" before they had the secondary radar and the main runway was 23, which meant a lot more reporting for separation. They were also very helpful when I was working on the ramp, and I never had any issues with them during my time there.
I never found a problem with abbreviated messages, if nothing else, in the more recent time, it helped, in that even with the addition of clearance delivery, 121.8 at certain times of the day is so darn busy, anything that reduces the traffic on the frequency has to be welcome. At peak periods, trying to get into the queue on the RT was problematic, not because of faults, but the sheer volume of activity.
Having said that, I too would agree with the comments made in other respects, there's a fine dividing line between professional and plain sloppy. It's also true to say that it's normally not too hard to decide which category a particular individual falls into, and respond accordingly.
Based on my experiences at DUB, I think they've got it pretty close to right. It's only relatively recently that towing aircraft unescorted by Aer Rianta Ops has come fully on line, especially for some of the handling companies, and in the early days, it was very much a case of everyone having to get used to the capabilities of the "other end", and recognising who knew what they were doing, and who was still more than a little green.
The ones that were not quite up to speed were still dealt with very professionally, but things like readbacks and clearance limits were emphasised a lot more, to be absolutely sure, and that's how it should be. Whatever about 2 aircraft under power getting too close, it's a lot more complicated to sort out two aircraft that are too close if one of them is on the back of a towing tractor.
I had a big advantage, I'd used the airport as a pilot, so I knew most of the routes around the place, but some of the ramp agents who got towing added to their responsibilities found it quite hard at first to sort out where they were supposed to be going, and whatever about listening out in an aircraft with a reasonable headset, listening out on a not particularly well installed radio using a cheap speaker, while driving a seriously underpowered tug that's roaring it's guts out trying to drag a B747 up the slope behind stands 15 to 9 is a different story altogether. When you then add to that bad weather at night, with reduced visibility, badly aligned headlights, and sceen wipers that are not quite up the the original manufacturers spec, I can assure you that trying to find the very narrow yellow taxi line that appears black in the sodium lighting is another story altogether, especially when they've been changed, and the old ones painted over with black paint. Deciding which black line is the yellow line is sometimes quite "interesting".
I digress a little, but I hope the underlying thoughts are clear. I don't see there being too much of an issue here, as long as there's no confusion, and everyone knows what's going on.
I'd rather have this level of difference than have the scenario that exists in Europe, where some messages are in the "local" language, and the rest are in English. In that situation, it's very easy to not be aware of something that could be very significant.