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2006年6月に欧州連合にとってアジアで初となる航空協定を結び<ref>{{cite web|url=http://europa.eu/rapid/pressReleasesAction.do?reference=IP/06/760&guiLanguage=en|title=Single market for air transport between EU and Singapore}}</ref><ref>{{cite web|url=http://app.mot.gov.sg/data/pr_06_06_9.htm|title=Singapore Signs Landmark Aviation Agreement with the European Union}}</ref>、2007年10月2日にはイギリスにとって二国目の航空完全自由化を実現<ref>{{cite web|url=http://www.channelnewsasia.com/stories/singaporebusinessnews/view/303608/1/.html|title=Singapore, UK conclude landmark Open Skies Agreement}}</ref>。1997年にアメリカにとってアジアで初となるオープンスカイ協定を結び<ref>{{cite web|url=http://www.aftaonline.com/aol%20archives/industry/Travel%2097.htm|title=The skies open up}}</ref>、アラブ首長国連邦とも航空自由化協定を結んだ。
Air service rights between Singapore-based carriers are allocated by the Air Traffic Rights Committee, established on 3 October 2003 in reaction to the awarding of multiple Air Operators Certificates in Singapore.<ref>[http://app.mot.gov.sg/data/p_03_10_3.htm ]{{dead link|date=July 2012}}</ref> The ATRC allocates [[air rights]] with a five-year validity. Unutilised rights for periods exceeding six months rights awarded but subsequently unable to meet pre-determined performance criteria will be returned to the pool for reallocation. Incumbent Singapore Airlines and its subsidiary airlines were allowed to retain all of their existing rights up to 2013, after which they will also carry a five-year validity and be subjected to the "use-it-or-lose-it" principle.
===オープンスカイ協定===
|{{flagicon|Zambia}} [[ザンビア]]||2008年11月27日|| ||第1から第6までの[[空の自由|自由]]。||<ref name="changiairportcompany1"/>
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Singapore has attempted to conclude an open skies agreement with Australia since 1996, but was met with numerous obstacles.<ref>{{cite web|url=http://app.mot.gov.sg/data/pq_03_11_10.html|title=Oral Answer to Question on the Open Skies Agreement between Singapore and Australia}}</ref><ref>{{cite web|url=http://app.mot.gov.sg/data/p_05_08_17b.htm|title=Singapore and Australia Transport Ministers Meet for Discussions}}</ref><ref>{{cite web|url=http://app.mot.gov.sg/data/pr_22_02_2006.htm|title=MOT's Press Statement on Trans-Pacific Air Route}}</ref><ref>{{cite web|url=http://app.mot.gov.sg/data/pr_06_05_31.htm|title=Response to Queries on Open Skies Agreement Between Singapore and Australia}}</ref> There are similar hurdles trying to conclude OSAs with other countries such as Indonesia<ref>{{cite web|author=Bali Discovery Tours, http://www.balidiscovery.com/ |url=http://www.balidiscovery.com/messages/message.asp?Id=2559 |title=Bali News: Indonesia Says 'No' to Open Skies with Singapore |publisher=Balidiscovery.com |date= |accessdate=2012-09-18}}</ref> and the Philippines,<ref>http://www.encyclopedia.com/doc/1G1-61579459.html</ref> mostly due to protectionist stances and a fear that it will not be a balanced agreement.<ref>[http://www.allbusiness.com/operations/shipping-air-freight/806697-1.html ]{{dead link|date=September 2012}}</ref>
===航空業務協定===
''括弧内は週あたりの最大便数''
There was much difficulties in attempts to open up the Singapore-Malaysia sector,<ref>{{cite web|url=http://app.mot.gov.sg/data/pq_05_11_21b.htm|title=Oral Answer to Question on Air Services Between Singapore and Malaysia}}</ref><ref>{{cite web|url=http://app.mot.gov.sg/data/pr_06_08_7a.htm|title=Response to Queries on Singapore-Kuala Lumpur Air Route}}</ref> until 2008.
==Low-cost travel==
Partly in response from competition from [[AirAsia]] based in neighbouring Malaysia, Singapore-based low-cost airlines only began to operate from the year 2004 when [[Valuair]] launched its maiden flight on 5 May 2004. In rapid succession, two of the largest airlines operating out of [[Singapore Changi Airport]] began operating their competing carriers, namely [[Singapore Airlines]]' [[Tiger Airways]] and [[Qantas]]' [[Jetstar Asia Airways]], who began commercial flights on 15 September 2004 and 25 November 2004 respectively. A planned Singapore-affiliated airline by [[AirAsia]] was scuttled when it failed to obtain an air operator's certificate from the Singaporean authorities, possibly in retaliation to the Indonesian ban on all new low-cost flights into the country by non-Indonesian carriers.<ref>{{cite web|author=David FullbrookBangkok, ThailandMay 23, 2006 |url=http://www.worldpress.org/Asia/2360.cfm#down |title=AirAsia: Battling for the Indonesian Market |publisher=Worldpress.org |date=2006-05-23 |accessdate=2012-09-18}}</ref>
The physical size of Singapore meant practically all low-cost air routes have to be international in nature, imposing greater risks on the airlines with the greater dependence on aviation negotiations between Singapore and its markets. With relatively limited air rights on offer in the Southeast Asian region, the three airlines had to contend with flying to a select number of destinations where air rights are available, resulting in intense, direct competition on specific routes. The Singapore-Bangkok sector, for example, saw all three Singapore-based carriers, as well as AirAsia flying the route prior to market consolidation. The airlines were able to take advantage of subsequent liberation of air rights between Singapore, Brunei and Thailand <ref>[http://www.dot.gov/affairs/shane052605.htm ]{{dead link|date=September 2012}}</ref> in late 2004, although key destinations such as Kuala Lumpur remain closed to all low-cost airlines.
With soaring fuel prices, limited markets, and the [[Countries affected by the 2004 Indian Ocean earthquake|impact]] from the [[2004 Indian Ocean earthquake]], the low-cost aviation industry went into a consolidation phase, with Valuair, the only low-cost airline without a major stakeholder, becoming the first casualty when it was merged with Jetstar Asia Airways on 24 July 2005. The airline was still operated like a separate airline, however, due to regulatory restrictions on its flights to Indonesia, where Jetstar Asia had no access after the Indonesian ban.
The fiscal fortunes of the two remaining players began to diverge, however, when it became apparent that Jetstar Asia was struggling, while Tiger Airways was doing relatively well.
Keen interest by low-cost carriers to serve the highly protected Singapore-Kuala Lumpur market was one of the primary reasons in bringing forward a partial liberation of the route despite possible business impact particular on Malaysia Airlines. Both countries inked an agreement on 23 November 2007 to allow up to two flights a day for low-cost carriers from each country from 1 February 2008. The route will be fully liberalised on 1 December 2008, with a possibility of opening up other routes between Singapore and secondary Malaysian cities in planned meetings in early 2008.<ref>[http://app.mot.gov.sg/data/pr_07_11_23.htm ]{{dead link|date=September 2012}}</ref>
==Corporate aviation==
Based out of [[Seletar Airport]] (WSSL), Singapore provides the South East Asian hub for corporate aircraft sales and servicing. Although presently limited by runway length for operations of ultra-long range aircraft, Seletar offers corporate aircraft owners limited access to Singapore and to manufacturer approved service centres, such as [[Jet Aviation]] (for [[Gulfstream Aerospace]], [[Bombardier Aerospace|Bombardier]] and [[Cessna]]) and Hawker Pacific ([[Hawker Beechcraft]] and [[Dassault Falcon]]). Seletar airport closes at 6:30pm.
Seletar is also the home base for several smaller charter aircraft operations serving regional corporate travel and aeromedical evacuations as well as charter brokers such as [http://www.singaporeaviation.com Singapore Aviation] and aviation consultancies specialising in regional aircraft ownership and operation [http://www.asiacorporatejet.com Asia Corporate Jet]
==空港警備==
{{Main|空港警備}}
[[File:Aetos 01.jpg|thumb|left|An [[Aetos Security Management Private Limited|Aetos auxiliary]] [[police officer]] stationed outside the Departure Hall of Terminal 2, [[Singapore Changi Airport]]]]
Security for the country's two international passenger airports, comes under the purview of the Airport Police Division of the [[Singapore Police Force]], although resources are concentrated at [[Singapore Changi Airport]] where scheduled passenger traffic dominate. [[Seletar Airport]], which specializes in handling non-scheduled and training flights, is seen as posing less of a security issue. Since the [[September 11, 2001 attacks]], and the naming of Changi Airport as a terrorism target by the [[Jemaah Islamiyah]], the airport's security has been stepped up. Roving patrol teams composed of two soldiers and a police officer armed with machine guns patrol the terminals at random.
Assisting the state organizations, are the security services provided by the ground handlers, namely that of the [[Singapore Airport Terminal Services]]'s [[SATS Security Services]], and the [[Aetos Security Management Private Limited]], formed from a merger of the [[Changi International Airport Services]]'s airport security unit and that of other companies to become a single island-wide [[auxiliary police]] company. These officers man check-in counters to screen luggage, control movements into restricted areas, and so forth.
Since 2005, an upgrade in screening technology and rising security concerns led to all luggage-screening processes to be conducted behind closed-doors. Plans are also in place to install over 400 cameras around the airport to monitor passenger activity around the clock and to check on suspicious parcels and activity to prevent bomb attacks similar to the [[2005 Songkhla bombings]] in [[Southern Thailand]] where [[Hat Yai International Airport]] was targeted. Tenders to incorporate such a system was called in late September 2005.<ref>{{cite web|url=http://www.abc.net.au/ra/news/stories/s1473762.htm |title=Radio Australia - News - Singapore to install more security cameras at Changi airport |publisher=Abc.net.au |date= |accessdate=2012-10-09}}</ref>
==関連項目==
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