Fighting travel slump with rate cuts, Changi becomes more attractive to airlines but is still trailing KL airport

By Karamjit Kaur

CHANGI Airport is now cheaper for airlines to fly to and has narrowed the gap with the Kuala Lumpur International Airport (KLIA). A year ago, it was the third cheapest international airport in Asia, behind KL and Bangkok. Changi is still behind KLIA, but is now the second cheapest in Asia.

Malaysia moved speedily last year to attract business to its new airport, which opened in 1998, by waiving all landing and parking fees for new airlines flying into KLIA for five years. But the downturn in travel, sparked by the Sept 11 terrorist attacks in America, saw Changi fighting back with a $210-million Air Hub Development Fund last November. The fund helps the Civil Aviation Authority of Singapore (CAAS), which manages Changi, to offer competitive charges and some free landings. It also came in handy when Sars caused a drastic drop in the number of flights and passengers this year.

The International Air Transport Association (Iata) ranked 11 airports in the region in June, comparing the charges payable for a Boeing 747-400 with a three-hour turnaround time. Charges at KLIA were the lowest at $1,018 - and that was $959 less than last year. Changi charged $2,524, a sharp drop of $1,803. Third-placed Jakarta charged $3,594, or just over $1,000 more than Changi. The most expensive was Tokyo's Narita Airport, which charged $16,956.

Apart from lowered rates for landing and use of aerobridges, which passengers use to pass between plane and airport, Changi now offers free landing to new airlines and carriers flying new city links. Among those which have benefited are three new airlines - Xiamen, Royal Nepal and Merpati Nusantara. United Airlines, Northwest Airlines and Singapore Airlines Cargo also touch down for free at Changi when they arrive from new destinations. The concessions introduced in January will be in force for two years. In addition, all airlines flying to Singapore now enjoy a 45 per cent rebate in landing fees. This will be cut to 15 per cent from Jan 1 next year and the new rates will be valid until the end of 2005.

Speaking to The Straits Times yesterday, Mr Lasantha Subasinghe, Iata's assistant director (user charges), said: 'Changi Airport offers airlines value for money. The facilities provided are good and yet the rates are very competitive.' A CAAS spokesman said: 'Many have the impression that Changi's landing, parking and aerobridge charges are high. These figures indicate that is not the case.'

Industry analysts said CAAS efforts to cut costs for airlines were timely and in line with various measures to ensure Singapore companies remain competitive. - The Straits Times

What airports charge for a Boeing 747-400 with three-hour turnaround
AIRPORTS, TOTAL CHARGES (Now, Previously)

Malaysia - KL, $1,018, $1,977
Singapore, $2,524, $4,327
Indonesia - Jakarta, $3,594, $4,555
Thailand - Bangkok, $4,086*, $4,086
Korea - Incheon, $4,478, $4,931
Taiwan - Taipei, $5,015, $5,750
Philippines - Manila, $5,199, $5,739
Macau, $5,496, $6,655
Hong Kong, $6,640, $7,387
China, $8,132, $9,819
Japan Narita, $16,956*, $16,956

NOTE: * No rebates offered

Source: IATA

KLIA is very cheap for airlines to fly there? same goes for changi? is that right...




interesting that Manila has high fees, and a shitty airport... what a life..

Great news for Changi!
This simply means that it will be more attractive for airlines to hub here. Cheap plus they can feed/pick up passengers from the many flights in/out of here:D

...and Airasia says they cant afford to land here due to "exhobitant fees"??? Hm.......;)

hmm. very interesting info. thanks for sharing.
I am surprised that Changi fee is very low though.

Originally posted by huaiwei

...and Airasia says they cant afford to land here due to "exhobitant fees"??? Hm.......;)

It would still be expensive for AirAsia looking at how low their fares are! :D

Anyway are they gonna try 'courting' Changi again for landing rights? Or have they given up? :?

Japan Narita is silly.:eek:

Japan's high fees is legendary, but they have the ability to command high fees. Everyone wants to fly there anyway. ;)

Originally posted by szehoong

It would still be expensive for AirAsia looking at how low their fares are! :D

Anyway are they gonna try 'courting' Changi again for landing rights? Or have they given up? :? The latest news has it that they have given up. Damn.

Well it makes no sense. they want to fly to Thailand, but dosen't this show they arent much cheaper then we are...unless they are talking about the southern Thai cities?

Pretty obvious both of us are hoping they will fly here rite? Then we can hope over to each other's city anytime we want..heheheh :D

Malaysia: Fee Waiver

KUALA LUMPUR - Malaysia will waive parking and landing fees for new international flights over the next five years at four airports.

Similar to the waiver implemented at the Kuala Lumpur International Airport last year, it takes effect immediately at the Cannot distribute vertically Penang, Langkawi, Kuching and Kota Kinabalu airports, said Transport Minister Chan Kong Choy.

The incentive applies to new flights, additional frequencies and chartered services of airlines besides Malaysia Airlines. -- AP

Changi may cut charges for budget airlines

No-frills carriers that make use of fewer airport services could be charged less, and this may be good news to new players

By Karamjit Kaur

CHANGI Airport, the second cheapest in Asia after Kuala Lumpur International Airport, is considering a cut in ground handling fees for no-frills airlines like Malaysia's AirAsia. The airport could charge the budget carriers less as they are likely to use fewer services, said Dr Balaji Sadasivan, Minister of State for Transport, at an aviation conference yesterday. 'Any service that we provide must be priced fairly for everybody,' he said. 'But if they use fewer services, then there may be a case for lower prices.'

Ground handling charges cover passenger check-in services, baggage handling and catering. Budget airlines, for example, may not use aerobridges, which connect planes to the airport, and get passengers to carry their own luggage. Some no-frills carriers also do away with boarding passes and on-board meals.

An area can also be designated at the airport for low-cost carriers to land their jets, the minister said. This would keep costs low by enabling planes to land and take off in the shortest possible time, without getting in the way of other aircraft.

AirAsia has previously said it is keen to operate out of Changi, but has been put off by the airport's charges, including those for facilities like aerobridges and ground handling. Data compiled by the International Air Transport Association in June shows Changi charges just $2,524 for a Boeing 747-400 with a three-hour turnaround time.

Still, for budget carriers like AirAsia, which hopes to fly travellers from Singapore to Kuala Lumpur for as little as $50, this is too much. If Changi is not affordable, AirAsia plans to fly from Senai Airport in Johor, its chief executive Tony Fernandes has said. Industry analysts have noted that this would not be in Singapore's interests, if it wants to preserve itself as an aviation hub. AirAsia could not be contacted for comment yesterday.

But a spokesman for ValuAir, a Singaporean attempt at a low-cost carrier, spearheaded by Singapore Airlines veteran Lim Chin Beng, said: 'The Civil Aviation Authority of Singapore has been very proactive from day one, when we first made contact. They have been willing to listen and help us find new ways to adapt our operation to the Changi environment. We are further encouraged by the minister's comments.'

Dr Balaji spoke to reporters after delivering the keynote address at the Pecc Conference on the role of airports and airlines in trade liberalisation and economic growth. He also said SIA had completed a study of a proposal to start a low-cost airline in Thailand and would make a decision soon.

The two-day conference organised jointly by the Pacific Economic Cooperation Council (Pecc) and the Chartered Institute of Logistics and Transport, brings together airline and government officials from countries such as the United States, Australia and India. - The Straits Times

okies.....that's good news for AirAsia......if fares were to be as low as that I might consider flying to Singaproe next time :D

SGD50.....how much did we pay for our bus trip szehoong?

Originally posted by szehoong

okies.....that's good news for AirAsia......if fares were to be as low as that I might consider flying to Singaproe next time :D

Yes...flying makes things so easy!!!!!:D

Originally posted by RafflesCity

Yes...flying makes things so easy!!!!!:D Walao....if I recall, the main reason you didnt go KL was bec u wanted to go by plane!! :D

Originally posted by renell
KLIA is very cheap for airlines to fly there? same goes for changi? is that right...




interesting that Manila has high fees, and a shitty airport... what a life..

NAIA is charging that much because it doesnt have enough gates. It's all about supply and demand.

It should become cheaper when terminal 3 opens...which is when, btw??:D

Under SG$20 to fly to KL

A bus to Senai, then a flight on AirAsia from Nov

By Karamjit Kaur

WHEN Malaysia's no-frills carrier starts operating out of Senai Airport in Johor by early November, people here will be able to get to Kuala Lumpur for under $20 in less than two hours.

The price includes a $10 bus fare from Singapore to Senai which AirAsia plans to get bus companies to provide, and a plane ticket which will cost from RM19 (S$8.75), said the airline's chief executive, Mr Tony Fernandes, yesterday. It costs $115 to fly from Singapore to Kuala Lumpur on Singapore Airlines.

When contacted, a ComfortDelgro spokesman said the transport company, which owns the SBS Transit bus service, is discussing providing a Singapore-Senai bus service from Orchard Road and Jurong with the airline. Meanwhile, Malaysian transport company Handal Indah has applied to the Land Transport Authority for a licence to ply between the Jurong East bus/MRT station and the Johor airport.

Mr Fernandes told reporters that his airline is also talking to Singapore Post and SingTel about facilitating the selling of seats at the 62 post offices here and possibly through mobile phones. The talks started about three months ago. The Straits Times understands that the final deal with Singapore Post will be inked next week. No details on it were available. AirAsia now sells its seats to Singapore travellers online.

SingTel spokesman Ivan Tan said the telco's discussions with AirAsia have been on providing telecommunication services, such as call centre services. On why the airline is pushing for different methods of selling seats, Mr Fernandes said: 'We generally find that when we come into a market, and I doubt Singapore will be any different, it's going to be dominated by the national carrier.

'If we rely on travel agents we may have a problem, because Singapore Airlines must be very dominant here with the travel agents.' The airline is also talking to DBS Bank, he said.

The Straits Times understands that this is about allowing payment for its seats by credit card as well as about issuing bonds to raise capital to fund the airline's operations. It currently has a fleet of seven jets and plans to get 11 more by next June.

Pressed for an update on his discussions with Changi airport on the charges AirAsia would pay if it flies to Singapore, he would only say things look 'promising'. 'There's a lot of work still to be done.' At an aviation conference last week, Minister of State for Transport Balaji Sadasivan told reporters that Changi airport could charge budget carriers less if they use fewer services.

Mr Fernandes said that AirAsia, which sold 200,000 seats last month to 13 destinations within Malaysia, will still be keen on flying to Changi after services to Senai begin. 'I definitely see a big potential for Changi,' he said. He also said that depending on the outcome of negotiations with the airport, the fare from there, which he had earlier said would be around $50, could be as low as $19.

Asked about possible competition from a proposed Singapore-Thailand budget carrier and Valuair, a Singaporean attempt at a low-cost carrier, he pointed out that Asia is a big market, 'so no, I don't feel threatened'. He added: 'You have to be a big boy and realise that if you're successful, other people will try to emulate you. The only thing is people think it's easy to do. It isn't.' - The Straits Times

I will definitely check it out:D

Originally posted by huaiwei

SGD50.....how much did we pay for our bus trip szehoong?

Each way RM60 (approx SGD 30)....AirAsia still cheaper! :D ;)

Originally posted by huaiwei

Walao....if I recall, the main reason you didnt go KL was bec u wanted to go by plane!! :D

Actually Raffles would find the bus nice as well.....The seats are as large as a business class seats in an airplane and the bus suspension is great so no rocky rides. There are even attendants on the bus!......:D

I still think the bus service beats AirAsia as it goes from town centre to town centre........it might be a bit slower (5 hours) but plane would take almost 3 1/2hours consist of 1 hour plane ride, appox 45mins hour airport clearence etc......and another 45mins journey to KL from KLIA.

So .....you just save 1 1/2 hour (which is only crucial to business travellers). ;)

Furthermore not all seats are as cheap as advertised as they have a certain allocation on a first come first served basis. :)

Nevertheless they are still much cheaper than SIA or MAS.........

Hey I dunt care..if its just SGD20 per flight, I am going by plane!!! :D Time is precious not just for business men..its also precious for photographers! :D

Originally posted by huaiwei

Hey I dunt care..if its just SGD20 per flight, I am going by plane!!! :D Time is precious not just for business men..its also precious for photographers! :D

Well.....its not about the price really but it is the hassle. It all depends on how urgent the flight is or the timing.

Taking the express bus brings one from CBD ato CBD while for airplane, its Bus-Airplane-Bus/Taxi/train/car..........quite a hassle if you ask me.

It would be so much better if they could just land in Changi! :(

Anyway for the best advice/experience.....maybe Nova Singapore could share some of his experience on this as he travels regularly to KL.....;)

S'pore-Aussie air deal signed but no US route for SIA

Source: The Straits Times (http://straitstimes.asia1.com.sg/latest/story/0,4390,211149,00.html?)

SINGAPORE -- Singapore and Australia signed an agreement here on Tuesday to expand aviation links but the deal fell short of a full 'open skies' policy with Singapore Airlines (SIA) denied the lucrative Australia-United States route. Transport Minister Yeo Cheow Tong inked the memorandum of understanding with Australian Deputy Prime Minister John Anderson and both reiterated that a full 'open skies' agreement was the ultimate goal.

The deal, which will take effect immediately, will allow airlines from both countries to fly without restriction between Singapore and Australia, as well as using each country as a base to fly to other nations. But the arrangement has one crucial caveat with Singapore planes not allowed to fly to the United States from Australia, meaning SIA cannot compete with Qantas on the profitable Australia-Los Angeles route.

Mr Anderson conceded during the media event to mark the agreement that Australia had baulked at the full open skies policy after considering the impact SIA's competition would have on Qantas' flights to the US. He said the Australian government had to find a balance to ensure non-subsidised carriers such as Qantas could cope and grow while looking to the increased national benefits of increased trade and tourism.

Both Mr Anderson and Mr Yeo had agreed to revisit a full open-skies agreement once the aviation industry, battered by the war on Iraq, terrorism and Sars, was stronger.

Qantas had lobbied intensely against a full open skies agreement, with the carrier's chief Geoff Dixon warning last week that 'liberalisation for its own sake is fraught with dangers that outweigh potential opportunities'.

Analysts had said that SIA would have got a lot more out of a full open skies agreement than Qantas because the Australian carrier would not gain that much of an advantage from extra routes into and out of Singapore. Qantas is already the largest foreign airline operating out of Singapore, accounting for over 2 million passenger movements at Changi Airport each year.

Mr Anderson said this was only the second air-service agreement Australia had signed with another country, following one with New Zealand three years ago. 'The fact that the second country is Singapore relects the importance which Australia assigns to its relationship with Singapore and the strength of that relationship on many levels,' he said.

Singapore forms the seventh largest tourist group to Australia and is the sixth most popular tourist destination for Australians. A total of 296 flights operate between Singapore and Australia each week. -- AFP

szehoong....my KLian classmate I told you about earlier said there is no bus service from KLIA.....any confirmation about that? Well if I have to pay a premium on that small trip to KL centre, then it beats the point of budget airlines rite? :rant: :D

Hopefully SIA gets to operate between Oz and US!

Yeah...hope so man. ;)

SIA challenge to Qantas on key US routes 'within a year'

Source: The Straits Times (http://straitstimes.asia1.com.sg/world/story/0,4386,212107,00.html?)

SYDNEY - Australian airline Qantas could be forced to fend off competition from Singapore Airlines (SIA) on its profitable American routes within a year, according to federal Transport Minister John Anderson.

Singapore and Australia sealed an agreement to expand air links between the two countries last week but SIA was denied the lucrative Australia-US routes it had sought for almost a decade. The deal, which stopped short of an open-skies agreement, gave the two airlines the right to fly without restriction between Singapore and any point in Australia. Barriers were also lifted on the frequency of flights and their capacity.

Qantas officials had lobbied the Australian government to hold off on any deal that might threaten the carrier's market share. But yesterday, Mr Anderson said that once the aviation market had stabilised, talks would resume with Singapore. Asked if that could be as soon as one year, Mr Anderson said: 'That's possible. I don't rule that out.'

He told the Seven News network that Qantas had sought to protect its profitable American routes from Singapore Airlines at a time of great difficulty in the industry. 'They (Qantas) just say that it's a profitable route for them at a time of very, very great difficulty... they can't or couldn't cope with too much more competition,' he said.

Latest: Changi isnt going to reduce the charges for AirAsia. And yesterday, the air traffic amendment has been made to allow air traffic rights to be allocated not just to SIA. This effectively ends SIA's monopoly, and is naturally seen as allowing for the entry of ValuAir, Singapore's own attempt in setting up a budget carrier.

Competition is good for it improves efficiency and service.

Qantas is a well-established airline. I dont see why they should be afraid of SIA. United isnt against it are they?

Originally posted by RafflesCity

Competition is good for it improves efficiency and service.

Qantas is a well-established airline. I dont see why they should be afraid of SIA. United isnt against it are they? United and SIA are allies since both are in the Star Alliance. It is unlikely they will make noise. Also, they cant even if they want to, since Singapore already have a open-skies agreement with the US. ;) Therefore, the key here, of coz, is to find an open gateway into the US!

Originally posted by huaiwei
szehoong....my KLian classmate I told you about earlier said there is no bus service from KLIA.....any confirmation about that? Well if I have to pay a premium on that small trip to KL centre, then it beats the point of budget airlines rite? :rant: :D

Dun worry, Air Asia has it's own bus service arrangements. 10RM/person one way from KLIA -downtown KL. KLIA also provides busses to Nilai KTM Komuter station. 2RM for the busfare, 4.50RM for the Komuter ride to KL

Originally posted by liping_t

Dun worry, Air Asia has it's own bus service arrangements. 10RM/person one way from KLIA -downtown KL. KLIA also provides busses to Nilai KTM Komuter station. 2RM for the busfare, 4.50RM for the Komuter ride to KL Good...I will need to do the sums then...for costs as well as time taken. There seems to be alot of hidden costs when it comes to flying. Hm....

Sorry to say this but Qantas is no match for SIA if it were to compete on the same route to US. Qantas' long haul flight are a joke.....their planes doesn't even have leg-rest and doesn't affer personal entertainment! Only their food is commendable. ;)

I've been on Qantas long-haul flights for quite a number of times therefore I am kinda familiar on this matter. The next time I am going to Australia - it would be MAS or SIA for me! ;)

And that's just my 2 cents! :)

szehoong I think most long haul qantas flights on 747 now have a full entertainment system, ie. screens on every chair etc..

I,m very lucky last year to fly on the latest Qantas 747-400.

Been upgraded to Business:D ...The seat is very good, IFE is awesome..AVOD system, easier to use than SIA...food is average
but the SErVICES is stiil the same...lousy:bleep:

Qantas Launches New International Business Class
Qantas today unveiled its new $385 million International Business Class, featuring the state-of-the-art sleeper seat, Skybed and a range of other product and service enhancements that have set new standards for business travel.

Qantas Executive General Manager Sales and Marketing, John Borghetti, said Skybed, designed by world-famous Australian industrial designer Marc Newson and developed by USA based manufacturer BE Aerospace in association with Qantas engineering, was the best all round Business Class seat in the sky.

"We undertook extensive market research and worked with an ergonomist to ensure we were delivering what customers told us they wanted," he said.

"The result is definitely a departure from the traditional airline seat. Skybed offers a sleek, contemporary design and a range of innovative features that provide maximum comfort, convenience and flexibility for customers."

Skybed is 6 feet, 6.5 inches (199.4 cm) long and 23.5 inch (60 cm) wide when fully reclined to 8 degrees. Its features include:
* a fixed cocoon-style seat surround to provide maximum privacy;
* a privacy screen between seats;
* extensive seat adjustment controls to ensure maximum comfort in any position, with additional seat controls inside the cocoon surround;
* cushioned lumbar support;
* a back massage feature;
* a large 10.4 inch (26.4 cm) screen with multi-channel entertainment;
* a PC power outlet that allows laptops to be plugged straight in without the need for adaptor cables;
* a Short Message Service (SMS) accessed via the in-seat telephone handset, with a inflight reply facility that is a world first (see separate release).
* clever storage options including a shoe cupboard and glove box for spectacles and travel documents; and
* a water bottle holder.

Designer Marc Newson said his challenge as a designer was to create the best in the market.

"Because I spend a lot of time on aircraft, I have had the opportunity to think about improving the cabin environment by combining good design with seat functionality. I wanted to design a seat that was private, high tech and above all comfortable - creating your own personal space around you," Mr Newson said.

Marc Newson also designed new aircraft interiors featuring curtains, carpets, pillows and blankets to complement the cabin enhancements.

Mr Borghetti said the new International Business Class included a range of other product and service initiatives.

"We have recruited 1,200 dedicated First and Business Class Flight Attendants and introduced specialised training for them that focuses on more personalised service," he said.

"We have also introduced a new self-service Business bar, again designed by Marc, that offers a range of premium snacks and beverages, in addition to the regular meal services."

Other enhancements include:

* a new mood lighting system, designed exclusively for Qantas and the first of its kind in the skies;
* new catering options, designed by Australian chef Neil Perry, with healthy and express meal options (see separate release);
* new wines;
* a "silver service" style of meal delivery;
* room-service style breakfast ordering;
* a range of refreshments available throughout the flight and prepared to order;
* premium quality noise cancelling headsets;
* new luxurious amenity kits; and
* distinctive new uniforms, designed by Australian fashion designer Peter Morrissey.

The new International Business Class cabin, including Skybed, is being progressively introduced on all three-class Boeing 747-400s from this month.

These aircraft operate on routes between Australia and the United Kingdom via Bangkok and Singapore, the USA and Hong Kong.

Skybed and the cabin enhancements will be introduced on two-class Boeing 747-400s from the end of 2004. These aircraft fly between Australia and Frankfurt, Paris, South Africa and Singapore, and on the airline's Brisbane-Auckland-Los Angeles route.

The airline's nine new A330-300 aircraft, being delivered from mid-2004, will also offer the new International Business Class cabin.

Mr Borghetti said First Class customers would also see improvements in food and wine selections, cabin enhancements including new bathrooms and amenities, as well as new-style sleeper suits.
http://www.qantas.com.au/regions/dyn/au/publicaffairs/details?ArticleID=2003/sep03/2965

Qantas jumbo>>>>>>>>>
http://www.jetphotos.net/viewphoto.php?id=96073

Flew with qantas planes to Bangkok and found them world class.

Now that SIA is confirmed to be flying direct to the US soon, maybe this whole issue will take the back seat for now?

SINGAPORE -- Changi Airport's Terminal 2 will get a S$240 million (US$138 million) facelift by 2005 to boost its stature as a regional aviation hub, the Civil Aviation Authority of Singapore (Caas) said on Thursday.

The 13-year-old terminal will sport a new glass facade that will allow natural light into the departure area on completion, Caas said in a statement.

A bigger canopy will also be constructed to shield passengers from the rain when alighting from their vehicles on the departure level.

Its interiors will be reorganised to make it easier for passengers to move around and more space will be alloted for retail, food and beverage shops, landscape and seating facilities.

Transport Minister Yeo Cheow Tong, who inspected the renovation work on Thursday, also announced a separate $40-million scheme to reward airlines that increase their passenger traffic to Changi.

The scheme will take effect for two years from Jan 2004.

'We recognise the importance our airline partners play in contributing to the growth of our position as an international hub,' Mr Yeo said. -- AFP


Anyone can find renderings? Would be cool.

I must say that the airport still feels spanking new even after all this while and I think they expanded T2 in 1999?

Is this it?

http://www.archsearch.cz/fotky/clahdmwoxn.jpeg

I searched google and found that from this page:

http://www.archsearch.cz/stavba.php?kod=ppbwnnyxpc

WoW! Great find save, and thanks for looking around! :okay:

Personally I aint too sure, as the diagram is vague, but I dont think this is it, as the date in the link is from 1998-2001. I believe that was the period when they extended the MRT subway line to the airport.

Anyway one thing you'll find about Changi is that they always renovate every few years, no doubt to maintain their reputation for excellence:)

Hm..like what Raff said, the Changi Terminals seem to go under renovations quite often, although this has to be one of the more major changes for T2 yet. Sometimes it is getting confusing trying to keep track of all the upgrading works.

Think the one thing I will be looking forward to is the glass facade! ;)

what about terminal 1? i think it's in more urgent need of a facelift... its been looking thirdclass for so long...

Originally posted by heirloom

what about terminal 1? i think it's in more urgent need of a facelift... its been looking thirdclass for so long... Oh I tot T1 was just refurbished? ;)

OCT 31, 2003

$40m boost for Changi's air hub status

Cash reward for every extra traveller that airlines bring in; two-year scheme has no cap

By Karamjit Kaur

AIRLINES that bring extra travellers to Changi Airport from next year will get a cash reward, and the Government has set aside at least $40 million for this incentive scheme. This new carrot, offered to any of the 63 airlines that brought 29 million passengers to Changi last year, marks a shift in the strategy to maintain the airport's lead as the region's top air hub.

For the last few months, discounts were given to airlines that were hit badly by the Sars outbreak and Iraq war, to help them ride through the travel slump. The discounts to airlines and airport tenants, which were part of a $114 million relief package, also helped Changi move up a notch from last year to become Asia's second cheapest airport, after Kuala Lumpur.

To ride on the momentum of the strong post-Sars recovery in passenger traffic, Transport Minister Yeo Cheow Tong yesterday said that Singapore was prepared to do even more to encourage airlines to grow their business in Changi. He said: 'We recognise the importance our airline partners play in contributing to the growth of our position as an international aviation hub.' Explaining how the new incentive scheme would work, he said that if a carrier brings 1,000 extra travellers to Changi next year compared to this year, it would receive a cash reward for every extra passenger.

Although civil aviation authorities did not want to reveal the exact amount airlines would pocket for each additional passenger, Mr Yeo made it clear that there would be no cap on the total amount an airline can pocket. He said: 'So the more they do, the better it would be for them. $40 million is what we expect to spend but... if they are able to bring even more passengers than we anticipate, we'll be very happy.'

The incentive scheme, which lasts for two years, will replace the Sars relief package. However, airlines will continue to benefit from a separate $210 million Air Hub Development Fund until the end of 2005. This gives carriers a 15 per cent discount on landing fees at Changi, among other perks. Apart from the incentive schemes for airlines, the plan is also to develop Changi Airport as an attractive destination and transit point for travellers and visitors.

During his visit to the airport yesterday, Mr Yeo was given a progress report on upgrading works being carried out at Terminal 2. Work started last September and by the end of 2005, the interior of Terminal 2 will be reorganised to make it easier for passengers to find their way around.

An extra 2,800 sq m will be set aside in the transit area for shops, restaurants, seating areas and landscaping. Extra lifts will be added to help elderly and disabled passengers move about, and a new glass canopy will go up outside the departure hall. To accommodate the new generation of large aircraft like the Airbus A380, aircraft parking gates are also being modified. The bill for Terminal 2's upgrading is expected to be $240 million.

Airlines interviewed yesterday welcomed the news of the improvements to Terminal 2 and new incentive scheme. Among those who gave Changi the thumbs up was Mr Geoff Dixon, chief executive officer of Qantas, who was in town for a luncheon organised by the Asia Pacific Aviation Media Association. He said Qantas remained committed to Changi, which is a 'superb' airport with excellent services.

really? doesnt look very different to me...? maybe they should upgrade more. i realise i havent been to terminal one though... been mostly at terminal two. not that i'm there very often.

i think thatz not the correct pic...it looks like the future t3. or could it be the correct one? maybe the govt wants the other 2 terminals to look like the future t3? arrg...i dont know!

Well, Singapore Changi Airport has definitely went through alot of upgrades and extensions in the past years. The following have been completed since the mid-90s:

T1 refurbishment
T1 extension
T2 refurbishment
T2 extension

They are all MAJOR projects which definitely cost over a billion. The changes may not be that obvious to visitors as most of the alterations took place in the "passenseger & transit only zones" of the airport.

oh btw do u guys know that Changi, with its 2 current terminals (not including T3), is the largest airport in asia in terms of total gross area?

I saw the renderings in the Chinese papers (Lianhe Zaobao). The front facade will be all glass with a roofting that looks like sails. :D

rEXxx, you sure it is the largest in floor area? Seems like so many other airports are claiming they are the biggest as well.

Originally posted by huaiwei

I saw the renderings in the Chinese papers (Lianhe Zaobao). The front facade will be all glass with a roofting that looks like sails. :D

rEXxx, you sure it is the largest in floor area? Seems like so many other airports are claiming they are the biggest as well.

yupz im sure:) . Saw it from a very detailed comparison chart (among asian-pac airports). Changi Airport may not seem that big to us...but u gotta take into account that it is splitted into 2 terminals, and within the terminals are various "passenger/transit/visitor/departure/arrival/staff zones" that may not be accesible to all of us all the time.

...and of cos there are countless other areas like the Terminal Services, Hangers, CAAS Kitchen, Control Tower plaza, Logistic Centre, the carparks, the countless service roads and landscaping, gardens, CAAS Shops, the runways and taxiways, the mrt station, the emergency & contingency centres, the transit hotels, the skytrain tracks, the man-made lake (part of the fire station and emergency water supply), the airport nurseries, the interchanges and etc...and etc...and etc... ...and etc!

Changi was planned with the concept of being a "SkyCity". All the other airports are still quite a distance from matching up to Changi's scale. All these does not even take into account T3 arrival in 2006, which will expand the area by another 35%!

Changi is a legend. It never stoped building and expanding ever since its opening in the early 80s...

Well thats a surprise to me!

Singapore doesnt need to shout all the time..I guess it already has it well planned and executed quietly:okay: ;)

Originally posted by RafflesCity

Well thats a surprise to me!

Singapore doesnt need to shout all the time..I guess it already has it well planned and executed quietly:okay: ;)

oh ya...very quietly also, the government has been making provisions and reclaiming land along Changi East for Terminals 4...and 5!

Changi will never ever get the chance to shift again. It has gotta take root in Changi, and just continue growing...and growing...and growing...

Yup, I saw reclamation works off Changi East Coast when I was landing in Singapore.
http://www.skyscrapercity.com/photopost/data/500/103flight10.jpg

Heres a pic of the construction of the famous Changi Airport control tower. It must be more than 20 years old :)
http://skyscraperpage.com/gallery/data/500/300img0101.jpg

Here are some statistics of the top "new generation" airports:

Total passenger terminal floor area (square metres)-

1- Changi Intl Airport (Spore): 617 000, 950 000 with the completion of Terminal 3 in 2007.

2- HKIA (HK): 550 000

3- Incheon Intl Airport (Seoul): 396 000

4- KLIA (KL): 384 000

5- Kansai Intl Airport (Japan): 296 000
_________________________________________

Current passenger capacity (millions per year)-

1- Changi Intl Airport (Spore): 44

2- HKIA (HK): 35

3- Kansai Intl Airport (Japan): 30.7

4- Incheon Intl Airport (Seoul): 27

5- KLIA (KL): 25
_________________________________________

Current no. of passenger terminals-

1- Changi Intl Airport (Spore): 2 full-terminals

2- KLIA (KL): 1 full-terminal, 1 sub-terminal

3- HKIA (HK): 1 full-terminal

4- Incheon Intl Airport (Seoul): 1 full-terminal

5- Kansai Intl Airport (Japan): 1 full-terminal
_________________________________________

Future no. of passenger terminals-

1- Changi Intl Airport (Spore): 3 full-terminals, not including provisions for full-terminals 4 & 5.

2- Incheon Intl Airport (Seoul): 2 full-terminals, 4 sub-terminals

3- KLIA (KL): 2 full-terminals, 4 sub-terminals

4- Kansai Intl Airport (Japan): 1 full-terminal, 1 sub-terminal

5- HKIA (HK): 1 full-terminal, 1 sub-terminal

wow, rEXxx, where did you get those information from? Quite interesting! In fact, you can even compare runway lengths and quantity. I know we win even in that respect! :D

Originally posted by rEXxx

oh ya...very quietly also, the government has been making provisions and reclaiming land along Changi East for Terminals 4...and 5!

Changi will never ever get the chance to shift again. It has gotta take root in Changi, and just continue growing...and growing...and growing... If you didnt notice, the groundwork for the third runway is already underway! I saw the aerial pictures that someone posted in airliners.net. If I can, I will try to find those photos again. We seem to love doing things very silently and secretly eh? :D

Originally posted by rEXxx

Here are some statistics of the top "new generation" airports:

Total passenger terminal floor area (square metres)-

1- Changi Intl Airport (Spore): 617 000, 950 000 with the completion of Terminal 3 in 2007.

2- HKIA (HK): 550 000

3- Incheon Intl Airport (Seoul): 396 000

4- KLIA (KL): 384 000

5- Kansai Intl Airport (Japan): 296 000
_________________________________________

Current passenger capacity (millions per year)-

1- Changi Intl Airport (Spore): 44

2- HKIA (HK): 35

3- Kansai Intl Airport (Japan): 30.7

4- Incheon Intl Airport (Seoul): 27

5- KLIA (KL): 25
_________________________________________

Current no. of passenger terminals-

1- Changi Intl Airport (Spore): 2 full-terminals

2- KLIA (KL): 1 full-terminal, 1 sub-terminal

3- HKIA (HK): 1 full-terminal

4- Incheon Intl Airport (Seoul): 1 full-terminal

5- Kansai Intl Airport (Japan): 1 full-terminal
_________________________________________

Future no. of passenger terminals-

1- Changi Intl Airport (Spore): 3 full-terminals, not including provisions for full-terminals 4 & 5.

2- Incheon Intl Airport (Seoul): 2 full-terminals, 4 sub-terminals

3- KLIA (KL): 2 full-terminals, 4 sub-terminals

4- Kansai Intl Airport (Japan): 1 full-terminal, 1 sub-terminal

5- HKIA (HK): 1 full-terminal, 1 sub-terminal

Interesting stats rexxx! Didn't know the combined area of our 3 terminals is gonna be so huge!

Explains why Changi takes up so much space on our tiny island!

Originally posted by huaiwei

wow, rEXxx, where did you get those information from? Quite interesting! In fact, you can even compare runway lengths and quantity. I know we win even in that respect! :D

well...i got the stats from the appendix of a book on the evolution of Singapore airport architecture.

Is it the book called "Designing the world's best : Singapore Changi Airport"?

$45m to 'fit' new jet into Changi Airport
Airport being modified for the world's biggest plane, the Airbus 380, which SIA will fly from 2006

By Karamjit Kaur

THE Civil Aviation Authority of Singapore (CAAS) is spending $45 million to prepare Changi Airport to welcome a new guest: the Airbus 380 superjumbo jet.

Singapore Airlines (SIA) will be the first carrier in the world to fly the 555-seater double-decker aircraft in 2006. The biggest airplane today is the 420-seater Boeing 747.

So far, Airbus, based in Toulouse, France, has received more than 120 orders for the new aircraft. SIA will buy 10 and is considering 15 more.

But before the A380 can land at Changi, the airport needs to be modified to cater to the aircraft - 2m longer than the 70.7m-long 747, with the tail about 5m higher - and the larger number of travellers it will carry.

For example, intersections between runways and taxiways need to be wider so the plane can turn safely on ground.

Also, 11 of the areas where passengers wait to board will be made 5 to 10 per cent bigger. Six baggage belts will also be extended, and the airport will have 11 aerobridges to connect the A380s to the terminal.

Work has already started on the modifications, due to be completed by the end of 2005.

CAAS engineering director Fong Kok Wai, said the A380's arrival presents a challenge to the airport authorities.

'It's a test of their nimbleness in responding to an airline's needs within a given time frame, as well as to the constraints of existing infrastructure and an operational airport environment.'

Because of the increased number of passengers the new plane can carry, more check-in and immigration counters may need to be manned, so passengers can check in quickly.

For quick clearance and to prevent bottlenecks, travellers are also encouraged to check-in by fax, phone or the Internet, and to use automated immigration clearance channels.

By the time other airlines also start flying the superjumbo in 2006, more than 20 airports should be equipped to handle the bigger jet.

But not all carriers are planning to pack their plane with the maximum 555 passengers.

SIA, for example, is looking into using the extra space in the aircraft to provide passengers with more facilities, like a children's play room that its frequent fliers suggested in a poll last year.

SIA expects to have a preliminary design plan for its A380s next year.

http://www.dragonmodelsltd.com/catalog/wings/new/singapore-a380/w1-2.jpg

Oh no...not another upgrade. :D Yeah I suppose this is needed sooner or later thou. So far only Terminal 3 is going to accomodate them, and it is very likely they will be used by SIA only...

Hmmm..quite so..but I dont know if T3 will be ready by the time this monster arrives, thats why they are expanding the existing terminals.

Airlines like Qantas and Emirates are gonna use the A380, and I expect them to use it here:cool: Indeed I think major airports should wise up to this aircraft if they want to see some heavy weight airlines fly in;)

Oh. I think initially the plan was for the third terminal to be completed by bout 2006 too, just in time for the plane's arrival. I suppose the postponement of the completion date to 2007 has meant the bringing forward of this explansion? I do not remember the airport mentioning this expansion till in this article.

I think it is part of the general refurbishment of T1/T2 posted in an earlier article.

There a book on Changi Airport call 'Changi' I think it has amazing renderings of T3, but it's too expensive for me anyway.

Just to tell you if you ever go to a bookshop or library.:D

Originally posted by Cliff

There a book on Changi Airport call 'Changi' I think it has amazing renderings of T3, but it's too expensive for me anyway.

Just to tell you if you ever go to a bookshop or library.:D Er...actually I saw that book even earlier i the library liao....hahahaha.....I cant afford the book either. I am trying to borrow it to scan it...(again?) ;)

More information about accomodating the A380
http://www.airport-technology.com/projects/changi/images/1_113.jpg

When it is opened in 2006, Terminal 3 will expand Singapore Changi Airport's annual capacity by 20 million passengers to 64 million. The S$1.5 billion ($882 million) project features the new terminal building as well as a new baggage handling facility, an automated people mover connecting the three terminals and 28 new aerobridge gates, of which eight will be able to handle the next generation of large aircraft, the Airbus A380. Changi airport currently serves over 60 airlines that fly to 145 destinations.

CHANGI AIRPORT TERMINAL 3
The new Terminal 3 building was designed by CPG Corporation and will have a gross floor area of 430,000m². Spread over seven levels (of which three will be underground) the terminal will house 28 boarding gates and increase car parking by 1,800 spaces.

The roof of the new terminal, designed by SOM, will consist of a series of skylights that allow natural light into the building for it to be diffused by louvres above and below the skylights. At nighttime, artificial light will be directed at the ceiling, again diffused by the louvres.

BAGGAGE HANDLING AND SCREENING SYSTEMS
FKI Logistex, through its Danish subsidiary, Crisplant a/s, was appointed the leader of a consortium to supply the complete baggage handling system for the new terminal. The sorting of bags will primarily be based on a Tilt-Tray solution with Crisbag™ integrated into the system to handle all transfer baggage in the terminal, to function as a high-speed transport system for baggage between the three terminals and also function as the early baggage storage system. Transfer baggage will be discharged directly from Crisbag to the baggage carousels in Terminal 3.

The complete system comprises two S-3000E Tilt-Tray sorters, each approximately 1,000m long, a 10,000m long Crisbag system for the high-speed connection between terminals and the early baggage storage system, check-in conveyors, racetracks and claim carousels. Crisplant will also supply the computer control system.

The baggage screening solution is being provided by L-3 Security and Detection Systems in the first agreement of its kind to look to one provider for all certified systems. The contract specifies delivery of products from L-3's complete line of automated hold baggage screening systems for the inspection of check-in luggage, including VIS 108 and MVT integrated, Level 1 systems as well as certified and computed tomography eXaminer 3DX 6000® systems for Level 3 resolution. The vast majority of deliveries will begin early in 2003 and continue throughout the year.

AIRBUS A380 PREPARATIONS
Following Singapore Airline's decision to be a launch customer for new Airbus A380 aircraft, eight of Terminal 3's 28 gates will have the capability to handle the new super jumbo. Whilst the gates, the baggage handling system and the lounges of the new terminal will all be designed with the A380 in mind, the airport's existing airfield and terminal infrastructure will have to be redeveloped. The Civil Aviation Authority of Singapore (CAAS) has announced that it will:

Widen runway and taxiway intersections to make turning easier (the runways and taxiways themselves are deemed sufficient to cope with the A380's size and weight)
Downsize some gates to allow the A380 to use existing gates without compromising safe distances between aircraft
Add seating to departure lounges that will serve the A380
Expand the baggage handling system in Terminals 1 and 2 to accommodate additional carousels and longer baggage belts
CAAS is also investigating the need for a third arm on existing airbridges to service the top deck of the super jumbo.

MRT EXTENSION AND AUTOMATED PEOPLE MOVER
As part of an expansion of the Singapore Mass Rapid Transit (MRT) system, the East-West line has been extended to a new station at Changi International Airport, situated underground between Terminal 2 and the site for Terminal 3. The station was completed in February 2002 although part of it is unused pending the completion of Terminal 3.

Changi Airport is also building a S$135 million Automated People Mover System (APMS) to aid transfers between the three terminals. The APMS will be a ten-train service running between seven stations along 6.5km of elevated train tracks. The trains themselves will feature dedicated areas for baggage trolleys and LCD screens in the train cabins will display flight times and other airport information.

OTHER CONTRACTORS

NCS Communications Engineering is the project consultant for the Total Airport Management System as well as airport information and telecommunication systems for Terminal 3. PWD Consultants Pte Ltd prepared reinforced concrete and steel structural details for authority submission and tender purposes. Fire Safety Design & Engineering performed CFD simulations and design of the 'depressurised cabin' principle for SHEVS and CRISP (evacuation simulation) in close collaboration with PMD Architects (Singapore). Woodhead International planned the interior of the terminal.
http://www.airport-technology.com/projects/changi/images/8_A2-09-074.jpg

Oh yeah..I went to vist that MRt station just for the heck of it....the cool glass bridge in there is half closed simply because the other end leads to nowhere till T3 is completed! :D

That's a huge price for this place! What other airports will be 'serving' this plane?

BTW, I love how this plane looks. So sexy! :D

Originally posted by Style

BTW, I love how this plane looks. So sexy! :D Erm..its a tad fat thou, isnt it? :D

Can't wait to see the fat A380 in action... :bash:

Anyway, this is good news for Changi. I can say T3 will be pretty awesome from the renderings. :cool:

Originally posted by Style

What other airports will be 'serving' this plane?



Major aviation hubs on long haul routes will most likely get to see this plane;)

Since the customers of the A380 are Singapore Airlines, Emirates, Lufthansa, Malaysia Airlines, Qantas, Federal Express, Virgin Atlantic, Air France, Qatar and Korean Air etc. you can expect to see the A380 in these places..

Singapore
London
Dubai
Frankfurt
Kuala Lumpur
Sydney
Memphis
Paris
Doha
Los Angeles
New York
San Francsico
Hong Kong
Bangkok
Seoul
Shanghai
Melbourne
Tokyo
Osaka

Just a rough list. :)

http://www.airliners.net/search/photo.search?countrysearch=Singapore&placesearch=Singapore+-+Changi+(SIN+/+WSSS)&distinct_entry=true

Night time view of the nicely lit Changi tower at Changi International Airport.

http://picserver.student.utwente.nl/getpicture.php?id=553231

http://picserver.student.utwente.nl/getpicture.php?id=553435

http://picserver.student.utwente.nl/getpicture.php?id=553316

http://picserver.student.utwente.nl/getpicture.php?id=553220

http://picserver.student.utwente.nl/getpicture.php?id=553279

http://picserver.student.utwente.nl/getpicture.php?id=553241

http://picserver.student.utwente.nl/getpicture.php?id=553304

http://picserver.student.utwente.nl/getpicture.php?id=553243

http://picserver.student.utwente.nl/getpicture.php?id=553253

http://picserver.student.utwente.nl/getpicture.php?id=553255

http://picserver.student.utwente.nl/getpicture.php?id=553260

http://picserver.student.utwente.nl/getpicture.php?id=553265

http://picserver.student.utwente.nl/getpicture.php?id=553429

http://picserver.student.utwente.nl/getpicture.php?id=553433

http://picserver.student.utwente.nl/getpicture.php?id=553273

http://picserver.student.utwente.nl/getpicture.php?id=553285

http://picserver.student.utwente.nl/getpicture.php?id=553291

http://picserver.student.utwente.nl/getpicture.php?id=553300

http://picserver.student.utwente.nl/getpicture.php?id=553347

http://picserver.student.utwente.nl/getpicture.php?id=553336

http://picserver.student.utwente.nl/getpicture.php?id=553400

http://picserver.student.utwente.nl/getpicture.php?id=553412

http://picserver.student.utwente.nl/getpicture.php?id=553418

http://picserver.student.utwente.nl/getpicture.php?id=553414

http://picserver.student.utwente.nl/getpicture.php?id=553381

http://picserver.student.utwente.nl/getpicture.php?id=553403

http://picserver.student.utwente.nl/getpicture.php?id=553296

http://picserver.student.utwente.nl/getpicture.php?id=553421

Do you have an overview of Changi International Airport pics?

Nice pictures nazrey!
These were found by huaiwei:
http://e.1asphost.com/sssc/Aviation/Aviation2.jpg
Taken 2001 Shows the existing airport, with the reclaimed land for expansion at the bottom left. (with my annotations)

http://e.1asphost.com/sssc/Aviation/AirlinersNetPhotoID171015.jpg
Taken 2002 The northern tip of the new runway can be seen.

http://e.1asphost.com/sssc/Aviation/AirlinersNetPhotoID232454.jpg
Taken 2002 The new runway can be clearly seen, with taxiways to be built next.

Em... wow great la.I like it :eek:
Thank you

I'm so excited cos' i'll be one one of those planes looking out the window at the world below tomorrow! I'll take lots of pics, k?

That's lot of thanks if I can see ya .

Originally posted by EyeToEye

I'm so excited cos' i'll be one one of those planes looking out the window at the world below tomorrow! I'll take lots of pics, k? Hm...and where do you happen to be going to? ;)

Airport was used by more travellers last month than in November last year - the first year-on-year increase since March

12 Dec 2003

By Karamjit Kaur And Goh Chin Lian

AFTER eight months of turmoil caused by the Sars outbreak, it's clear skies again for airlines, the latest figures from Changi Airport show.

More passengers used the airport last month than in November a year ago. This is the first year-on-year increase since March this year, said the Civil Aviation Authority of Singapore (CAAS).

Last month, Changi handled 2.4 million passengers, 2.3 per cent more than in November last year.

At the height of the Sars scare, the comparable numbers for April and May were down by nearly half.

No wonder CAAS director-general of civil aviation Wong Woon Liong was all smiles when he welcomed Qatar Airways on its first landing at Changi yesterday at 11am.

The CAAS said in a statement: 'The arrival of Qatar Airways marks a double joy for Changi Airport as we also celebrate an increase in our passenger traffic for November, the first year-on-year increase since Sars hit.'

The Sars scare all but emptied many flights, causing Asian carriers to lose more than $2.5 billion and forcing Singapore Airlines to axe more than a third of its flights.

With the arrival of Qatar Airways, Changi's fifth new customer this year, the airport now services 68 airlines and is linked to 150 cities in 51 countries. The other four are Xiamen Airlines, Air Hong Kong, Riau Airlines and Lion Air.

The addition of a new airline and a new link is significant, said the CAAS' Mr Wong, as it 'reinforces Singapore's position as an aviation hub in the region'.

In April, before the full impact of Sars hit, 64 airlines used Changi and connected Singapore to 134 cities. By June, the number had fallen to 56 carriers and 122 cities.

Qatar Airways will fly three times a week between Doha and Singapore.

Changi Airport handled just over 3,200 flights per week last month. It has some catching up to do. The week before Sars hit Singapore, there were 3,400 flights.

Since the CAAS earns its living mostly from food and beverage outlets - about 60 per cent of its revenue - the number of passengers handled is more significant.

Outside the airport, cash registers at restaurants, shops and hotels have also been ringing in the past months.

Since September, restaurants have seen more tourists, mainly from China, Indonesia and Japan, said Restaurant Association of Singapore president Lee Tong Soon.

Hotel Phoenix is 95 per cent full, the best this year, said general manager Noel Hawkes. 'We were chock-a-block with Indonesians during the Hari Raya period and there are a lot of corporate meetings.'

April was the lowest point, when occupancy plunged to 23 per cent.

The outlook for next year is positive, with three major events - Asian Aerospace 2004 in February, Food&HotelAsia 2004 in April and CommunicAsia2004 in June - expected to bring in about 55,000 business travellers.

Said Mr Hawkes: 'People are travelling again - barring any unforeseen circumstances, we'll have to say.'

This a nice propose terminal project .
Hope to see Changi is a bigger
http://e.1asphost.com/sssc/Aviation/Aviation2.jpg

The picture dosent seem to work.......

http://skyscraperpage.com/gallery/data/500/85changi.jpg

Latest News | Updated Dec 17, 10.00 pm (Singapore time)

SINGAPORE -- Budget airlines may be able to operate out of Changi Airport within 18 months using a new no-frills terminal, Transport Minister Yeo Cheow Tong said on Wednesday. In what would be a major boost for budget carriers who have so far been reluctant to use Changi because of the high operating costs, Mr Yeo said fees at such a terminal could be 20 to 30 per cent less.

He said the Government intended to set up a new no-frills terminal to ensure Singapore did not miss out on the benefits of the fast-growing budget airline industry in Asia.

'Singapore will spare no effort to ensure that we remain the premier air hub in this region,' he said at a media function at Changi. We will continue to build on our fundamentals to ensure Changi Airport remains the preferred hub of choice for full-service carriers. But we also have to be nimble and adopt a complete mindset change to ensure that we can cater to the development and growth of low-cost carriers in this region.'

Low-cost Malaysian carrier AirAsia's efforts to establish a Kuala Lumpur-Singapore route had previously been frustrated because the Government had refused to give it cheaper operating fees at Changi.

Mr Yeo said it made sense to have a low-cost terminal operate out of Changi, rather than establish new facilities at Seletar Airport since the infrastructure is already provided for. He added that it would improve connectivity at Changi as passengers from Europe can transfer from their flights directly to the low-cost regional airlines.

The minister said he had instructed the Civil Aviation Authority of Singapore to explore what it could do to service the growing low-cost airline industry in Asia, and a decision on the new terminal would be made within a few months. The terminal, which would have few of the luxuries passengers now experienced at Changi airport, could be operating within 18 to 20 months, he said.

Citing his own experience with low-cost terminals in the United Kingdom, Mr Yeo said he expected the new terminal to have similar 'physical attributes as some of our bus terminals'. He described the prospective facilities as 'very, very basic' and warned passengers would have to take their own umbrellas in case it rained when they got off the plane to walk to the terminal.
But he stressed that the new terminal will be 'equally efficient and clean'.

Last week, Singapore Airlines announced it intended to join the budget airline industry by setting up Tiger Airways with three partners to fly from the city-state next year. -- AFP

Singapore may build separate terminal for budget airline travellers

By Asha Popatlal, Channel NewsAsia

SINGAPORE : When you fly, it is full service or budget. Soon airport terminals at Changi may be classified the same way. The airport is looking to cash in on the growing popularity of budget airlines and might give them their own home.

Budget airlines have been one of the hottest aviation developments in recent months. But their bugbear has been cost, cost and cost. Among them are expensive airports and high passenger taxes that eat into the price of their bargain tickets.

And Changi, it appears, has been listening. Mr Yeo Cheow Tong, Minister for Transport, said: "It will be a problem for us if we cannot cater for them. We do not know if they will be a big factor in the region, but we cannot take the risk."

The plan is to look into building a low-cost terminal for such budget passengers. For passengers who want to use budget airlines, the good news is they do not have to go any further than Changi. The difference is it will be a smaller terminal with fewer services, located in any one of the empty spaces beside Terminal Two.

Mr Yeo said: "What I have learnt is that low-cost carriers want the bare minimum. They do not want the expensive aerobridge, they do not want aircon. If we want Singapore to benefit from the appearance of low-cost airlines in the region, then we must be able to serve specific needs.....looking into possibility of building low-cost terminal at Changi, more akin to a bus terminal."

Singapore could be looking at something like a low-cost building with no carpeting, minimal seating, limited services, no air-conditioning, and no aerobridge - come rain or shine - to bring them from the terminal to the plane.

But the savings for budget airlines and passengers will be there. Mr Yeo said: "This will result in lower airport tax definitely.....at the moment, it is $21. It will probably be lower by 20 to 30 percent."

But why build it at Changi? Mr Yeo said this was because Changi already has the necessary infrastructure such as runways and connectivity - where a passenger from Europe, for example, could transfer to a low-cost airline at Changi. If this happens, plans to lengthen Seletar's runways will also be reconsidered.

Mr Yeo said if the green light is given, the new terminal could be ready within 18 to 20 months. And it will cost a fraction of Terminal Three's S$1.75 billion price tag.

Mr Yeo also spoke about the latest SARS case in Taiwan. "As you know, we are maintaining the temperature screening. What we are going to do now is also screen at the aerobridge, the planes that are arriving from Taiwan. So all passenger from Taiwan will be screen at the aerobridge before they step into the terminal," he said. - CNA

Budget carrier ValuAir hopes low-cost terminal will not be second class

By Bridgette See, Channel NewsAsia

SINGAPORE : Changi Airport launched a new game show and a worldwide children's art contest on Wednesday to celebrate 100 years of aviation. Winners will be flown to Singapore and given $1,000 worth of shopping vouchers. The move is to entice more travellers to Changi which has been facing increasing competition from regional airports.

Such promotions helped to attract 29 million passengers to Changi last year. Shops, restaurants, Internet access and free movies - these are the happy distractions for travellers at Changi Airport.

But if the idea of a budget carrier terminal takes off, then these frills may be the first to go. "There are always long layovers here and I wouldn't want to be doing it in a budget transit terminal personally." "Some people want fancy terminals and fancy planes, and some people just wanna look at the price, and if the price is right, they choose that one." "I don't mind putting up with less amenities if I can save US$50 to US$75 on an air ticket."

Budget carriers ValuAir and Tiger Airways are both pleased with the news of a dedicated terminal. They hope that the terminal would allow fast turnarounds for their flights.

Mr Jimmy Lau, Director of ValuAir, said: "We have to have a facility to cater to this segment of the business but that again does not mean we have to go all the way low-class. Changi Airport is still a very major airhub, you really do not want to build a village airport next to a gleaming Terminal One, Two, or Three in the future - making sure that processes of baggage handling, check-in, securty and all the downstream workflow is still maintained at a high standard." - CNA

omigod?! i never thought of aerobridges as luxuries. and no air-con= no passengers. besides, the bus terminals underconstruction from the toa payoh one onwards will have air conditioning. and alot of shops.

I see this as enhancing traffic at Changi. A wise move to build on your strengths;)

It should also increase traffic on the MRT to the airport.

@heirloom. Aerobridges are not luxuries. Try Vienna Airport at 5 am! grrrrrrrrrrrrrrrrrrrrrrr:bash:

Yeah....but budget airlines dunt want to use aerobridges coz it costs alot to them....

I am, however, quite surprised by the lack of airconditioning.....at least give us the aircon, but everything else can go out the window. ;)

No aircon??!!!
That is so unlike the wonderfull Singapore that we ooo so love.:D

Here's the full report:

DEC 18, 2003

No-frills terminal could be on the way

Facility could be built at Changi Airport by 2005 to cater to budget airlines that need to keep operating costs low

By David Boey

A NEW 'no-frills' airline passenger terminal could be built at Changi Airport by 2005 for the growing number of budget carriers taking off in the region. It is likely to look more like a bus interchange, and have an austere design because low-cost airlines want to keep their operating costs low.

This sudden announcement came last night on the 100th anniversary of aviation, when Transport Minister Yeo Cheow Tong officiated at an airport function. Once the go-ahead is given, the standalone terminal should be up and running in 2005, a year before Terminal 3 is due to start operations. Its opening will coincide with the completion of a $240 million effort to upgrade Terminal 2, which will be 15 years old by then.

The estimated five million passengers the budget terminal can service each year will pay an airport tax of $12, lower than the $15 Changi passengers pay. But all passengers will still pay an additional $6 security surcharge. As luxuries in the budget facility will be slashed to a minimum, Mr Yeo said it should cost 'a fraction' to build compared to the $1 billion construction bill for T3.

'There's no aerobridge,' he said. 'Passengers walk in the open from the plane to the terminal. If it rains, they make a run for it. There'll be minimal carpeting - if at all. You're not going to have very high ceilings and the air-conditioning will only be in places where it's necessary.'

Mr Yeo said the idea was hatched after he visited terminals for low-cost airlines at Stansted and Luton airports in Britain, which serve European budget airlines, easyJet and Ryanair. If the plan takes off, a $100 million proposal unveiled just last month to lengthen Seletar Airport's runway and upgrade its facilities will be scrapped.

The speed with which the Government is moving is a reflection of the importance it places on Changi remaining the premier aviation hub in the region. The new terminal will allow Changi to serve full service airlines as well as budget carriers that want to keep operating costs low to maintain cheap airfares.

Low-cost airlines are putting increasing pressure on the region's air travel industry to up its game. Malaysia's AirAsia started Johor Baru-to-Kuala Lumpur flights in October from Johor's Senai Airport. Its maiden flight took off amid a media blitz and claims that Changi's passenger tax should be waived or reduced before the budget carrier would use the airport. Its chief executive officer, Mr Tony Fernandes, could not be reached for comment last night.

Barely a month after AirAsia took off, Indonesia-based Lion Air made its first flight to Changi's T1. Its head of public relations, Mr Hasyim Arsal, welcomed the choice of a low-cost facility. Speaking from Jakarta, he said: 'It would be very good for us because there's a lower-cost alternative. But if what we're using now is no problem, we will be happy to continue using the present terminal.'

Singapore-based budget airline Valuair is likely to start flying in May next year. One of its directors, Mr Jimmy Lau, hopes that efforts to create a no-frills building would not go overboard. He said: 'I certainly would not like to see a building that looks second class... I'm sure we will be able to build something that looks nice, but certainly we don't need to cut so many corners.'

It is understood that Tiger Airways, an offshoot of Singapore Airlines, has indicated interest in using the terminal.

Mr Yeo noted that catering to this new form of air travel requires a mindset change on the part of the Civil Aviation Authority of Singapore, just as it does for the travelling public used to Changi's high standards.

Frequent flier Mike Yeo, 27, an aeronautical engineer, hopes that the terminal would not invoke images of 'banana republic airports in the 1950s with bored customs officers and ceiling fans turning lazily'. 'But I won't mind the no-frills terminal because as long as there are planes to get me where I want and get back safely, it's fine with me.'

Finally.....a rendering! :D

Terminal 2 Upgrading

Changi Airport is upgrading again! This time, Terminal 2 will be undergoing an entire facelift with the aim of better serving air travellers. This will be done in 3 ways. First, any deficiency and weakness in the existing building design are identified and rectified. Second, the transit area will be enlarged to increase Terminal 2's handling capacity. Third, more shops and F & B options will be made available to airport users with better space planning.

With the facelift, airport users can expect significant enhancements to Terminal 2 functional areas. There will be an extended canopy at the departure kerbside to provide shelter against inclement weather, the departure check-in hall and arrival immigration hall will be revamped with posh architectural finishes as well as designer landscape to make them more welcoming and friendly. Airport users will also find that the intelligent use of natural lights and removal of low ceiling areas result in a departure check-in hall with better clarity and easier way-finding. For the avid shoppers, more shops with interesting shop fronts will add to their shopping pleasure within the transit area. Food lovers will be delighted to find more F & B options in both the public and transit area.

http://www.changiairport.com.sg/media/Changi/images/content/PublicRelations/en/T2Upgrading.jpg
New Look Departure Kerbside

Business Times - 18 Dec 2003


Govt may build terminal for budget airlines

Decision in next one or two months, construction will take 18-20 months

By DANIEL BUENAS
AND VEN SREENIVASAN

(SINGAPORE) Minister for Transport Yeo Cheow Tong yesterday announced a piece of good news for both low-cost carriers and budget-conscious travellers - the Civil Aviation Authority of Singapore is looking into the feasibility of building a new low-cost terminal specifically to cater to budget airlines.

Speaking at the launch of a children's art contest to celebrate 100 years of powered flight at Changi Airport, Mr Yeo said the entry of low-cost carriers in the region had prompted the government to reconsider traditional ways of providing services and facilities to carriers.

He also said the new terminal would be as low-frills as the airlines it will be designed to serve, and would be more akin to bus terminals than traditional airport terminals.

'It will be very similar to what we see in other countries, in the UK and the US, where the newly-developed facilities for the low-cost carriers are very basic,' said Mr Yeo. 'There's no aerobridge, the passengers walk in the open from the plane to the terminal and if it's raining they make a run for it.'

He added that if the terminal is built, it will have minimal or no carpeting, low ceilings and only partial air-conditioning.

'We're going to keep it very basic because that is what the airlines have told us. That is all they want, and that's all they're prepared for,' he said.

The decision to build the terminal will be made in the next one or two months, and the facility would take between 18 and 20 months to build. The most likely location of the new terminal would be at the far end of Terminal 2.

Due to the comparatively lower construction costs, passengers can expect to pay up to 20 per cent less in terms of passenger service charge, which is more commonly known as airport tax.

Currently, passengers who use Changi Airport pay a $15 passenger service charge and a $6 security charge. However, Mr Yeo said that budget carriers can expect landing fees to remain the same.

Even so, observers note that the new terminal would still likely reduce costs for budget carriers, as they would be exempt or pay less for certain fees, such as aerobridge fees and parking fees.

Mr Yeo said that the government was now in discussion with budget carriers to determine the eventual size of the new terminal.

'We've spoken to Tiger Air and we will reach out to the other carriers as well in the next few days and get their response,' he said. Tiger Air is the budget carrier being planned by SIA.

If the new terminal is built, it would also mean the cancelling of earlier plans for a $100 million upgrade to Seletar airport to serve budget airlines.

Industry players that BT spoke with welcomed the news, but said that, in the end, quick turnaround time for flights was just as important as a physical facility to reduce costs.

'This is a very interesting development...and good news for low-cost carriers wanting to use Changi,' said Nicholas Ionides, regional editor of Flight International magazine. 'But the key to success for many low-cost carriers is efficiency - they need to get people in and out of airplanes quickly.'

AirAsia chief Tony Fernandes said the move was a step in the right direction. 'Changi Airport is a big airport... for budget airlines like us, being stuck between big planes and circling... waiting for a spot... all add up to costs. Budget airlines will always prefer subsidiary airports which offer lower costs and faster turnaround times.'

Jimmy Lau, director of budget carrier ValuAir, said that quality of service, good baggage and ground handling and quick turnarounds are still among the most critical elements.

'Unlike in Europe where most passengers of budget carriers tend to travel light, Asians tend to have check-in baggage and require more services at the terminal,' Mr Lau said. 'We would not like to see a little village hut type building squeezed between the world class Terminal 1, 2 and 3.'

.............there is already another thread in the Urban Discussions about this....but nvm! :D

Saw it on news. Looks nothing more than a shed.

Wow!

Hey, I noticed that they're changing the whole facade to glass, they are using some type of suction pads thingy stuck on long metal rods to hold the glass sheets together instead of the conventional metal frames embedded into the wall, so the glass wall is extrmeley clear.

vienna airport? unlikely i'll ever be there. but it's high time for an upgrade there i guess.

Originally posted by Kit

Saw it on news. Looks nothing more than a shed. Haha..I think that is jus a simulation. ;)

Is that so? Well by all means...I am all for anything glassy and airy! ;)

WOW!! That new facade looks so cool!

I dont have any problems with T2 (its interior is awesome) but this just enhances it.

Yeah, actually I find both existing terminals quite satisfactory, but if you look at comments from regional travellers, they often lament that HKIA and KLIA gives a more "open ambience" and conjures the sense of spaciousness which changi lacks. This might help to do the trick? ;)

It will. Although I havent been to those 2, the greenery and abundance of orchids in T2 and the pond are really soothing. Also I like the sunflower garden. They actually plant a bed of sunflowers just for the open-air smoking section, and they also have an indoor smoking room. Thats the meaning of CHANGI;)

Oh.....of coz I realise smokers will notice certain things non-smokers dont! :D

In a four-part series, we look at how Singapore is fighting to keep its status as an air hub

SENIOR Minister Lee Kuan Yew has not uttered a word in Parliament since the current session opened almost two years ago. Whether it was the minor revolt in the backbenches on the transport fee hike or the overhaul of the economy or the CPF, or even that old bugbear, ministerial pay, he has stayed out of the debates.

So why has he suddenly taken up the cudgels against Singapore Airlines (SIA) pilots? 'We are telling them, both management and unions, you play this game, there are going to be broken heads,' he said recently, warning that the Government would not permit the Air Line Pilots Association-Singapore (Alpa-S) to take a confrontational stance that could cost SIA millions of dollars of losses.

Earlier this week, he told pilots to 'think carefully' about the serious challenges ahead. Do they want SIA to go into bankruptcy, he asked aloud. Muses one lawyer, watching from the sidelines: 'Why so harsh? And all that about broken heads and all - quite an overreaction to a company's internal dispute isn't it?'

If Mr Lee's was no ordinary response, it is because aviation is no ordinary industry. Government leaders have placed the SIA dispute on the national agenda because that is how central the country's airline and airport are to Singapore's success story. Add to that Mr Lee's personal involvement in the building of Singapore aviation, and his knuckleduster reaction becomes less surprising.

At stake are tens of thousands of jobs, not just directly in aviation, but also in tourism, logistics, aerospace and a multitude of businesses that depend on the connectivity that Changi provides. If the airport is bypassed by competitors, Singapore's entire economy is at risk.

It's about jobs

WITH most Singaporeans thinking of SIA and Changi Airport as national icons and simply part of a pleasant travel experience, its economic importance is often taken for granted. The airport helps keep Singapore ticking, and the national airline accounts for more than half its traffic.

But they did not reach that status easily. In the 1970s, Singapore Airlines could well have been called SIP - short for Singapore Pirates or Singapore Parasites. The young upstart of a carrier, which gave out earphones for free while others made passengers cough up US$2, was dubbed 'pirates' or 'parasites' by its more established rivals. It also had the temerity to break International Air Transport Association (Iata) rules and give free alcohol while others charged US$2 for a beer.

Upset that it was muscling in on their traffic, the rivals' insults did not stop there. In Amsterdam, passengers boarding an SQ flight were questioned on how much they paid for their ticket. In Frankfurt, police raided the Singapore Airlines office. Ticket prices were then fixed by governments. The other airlines wanted to check if SIA was undercutting the official price, recalls Mr Lim Chin Beng, who was the airline's managing director from 1972 until 1982, and then deputy chairman from 1982 to 1996.

'It was a very long struggle for SIA. You can never imagine it,' he says.

What's at stake

THOSE difficult times have faded into obscurity as SIA became the most profitable airline in Asia and among the most profitable in the world.

Changi Airport, similarly, had less than illustrious beginnings. Two study committees had recommended enlarging the existing airport at Paya Lebar instead of building a new one. Mr Lee overruled them. Having visited Logan Airport in Boston, he felt having the noise footprint of planes over sea was much better than living with noise pollution from the centre of the island. The initial cost of the airport, he would say later in his memoirs, 'was the best $1.5 billion investment we ever made'.

Transport Minister Yeo Cheow Tong points out in an interview that the air hub industry is 'responsible for such a big part of our economy'. Its monetary value is equal to this year's budgets for five government ministries - health, trade and industry, transport, environment, and community development and sports.

Mr Yeo, quoting a study by the National University of Singapore, reveals that in 1999, the industry made up 5.5 per cent of the gross domestic product that year, or $8 billion of goods and services. But if one factors in the downstream effects of Changi Airport on related industries, such as the suppliers and airline machine manufacturers, the total impact balloons to $13.3 billion, or 9.2 per cent of the economy.

This suggests that at least one out of every 17 workers is involved in Changi Airport and other related activities. 'It is the job of the Senior Minister and the rest of Government to speak out in defence of the jobs of Singaporeans who are on the line,' Mr Yeo says. 'So should we allow 1,600 pilots to affect one in 17 Singaporeans?'

But why is the national airline so vital to Singapore's air hub status? Does it matter if SIA shrinks? 'A strong home carrier is a pre-requisite for a strong airport hub,' explains Mr Anthony Concil, Iata's spokesman for the Asia-Pacific.

He notes that when airlines are deciding on potential destinations, they look for hubs that offer convenient connections to secondary destinations. 'A strong local carrier is essential as it will provide the short- and medium-haul connections to regional destinations that will help to make a long-haul service viable,' says Mr Concil.

This is the start of a virtuous cycle, he adds, as the incoming traffic will then further strengthen the local carrier, which in turn may result in increased flights and availability of connections. 'The relationship is clearly symbiotic.'

Changi Airport and SIA are among the major employers in Singapore. The airport has 35,000 permanent workers, and 55,000 contract or temporary workers, while SIA's staff count stands at 12,000, of which 1,700 are pilots and 6,400 are cabin crew.

Pillar of economy

THE benefits do not end there. The work they do amounts to the modern day Singapore's continuation of Sir Stamford Raffles' entrepot concept in 1819, which brought people and trade to resource-scarce Singapore.

An industry that facilitates the movement of 1.66 million tonnes of cargo and the entry of 29 million people annually into a resource-scarce country with a population of four million cannot be overrated, notes Mr Nicholas Ionides, Asia editor of the aviation journal Flight International. 'It's allowed a small place like Singapore to make itself bigger on the map.'

Elaborating on this point, Mr Wong Woon Liong, director-general of the Civil Aviation Authority of Singapore (CAAS), says: 'Changi Airport's air hub status and connectivity... percolates even beyond Changi to the Singapore economy as a whole. It results in business, trade, tourism and investment flows, and enhances people-to-people contact.'

Transport Minister Yeo Cheow Tong adds: 'If SIA stumbles, the impact of that stumbling is going to be felt by many people in Singapore, even though they're not working for SIA.'

Singapore's ambassadors

AYER Rajah MP Tan Cheng Bock remembers with fondness the late 1970s, when he began travelling the world after graduating as a doctor. 'Wherever I went, people who knew I was from Singapore will always bring up SIA. It's a national icon, an institution.'

The luminosity of SIA and Changi Airport's reputation have reaped intangible benefits for Singapore. Gilded brand names, they act as ambassadors in furthering Singapore's international profile. 'SIA is Singapore's only truly global leading company,' says economist P.K. Basu of Robust Economic Analysis.

'It is representative of the Singapore brand in the global economy, and the spin-off benefits from that are enormous. People who otherwise wouldn't have heard about Singapore do because of SIA, and that brings potential new business into our country.'

Changi Airport, which has been plied with multiple awards, has the same pulling power, says Mr Ionides. Transit passengers passing through go away impressed with the efficiency they see. 'It boosts the image of Singapore as a place where things work. This helps to bring people and investments in.' Adds Mr Basu: 'It's of overwhelming importance to our self-image as a nation.'

But now the Davids of the airline industry are taking on the Goliaths, while the spokes on the wheel of airports are fast developing themselves into hubs. Budget airlines are shaking up the industry, and other cities such as Bangkok and Seoul and, further afield, Dubai, have their own ambitions to create air hubs.

Faced with such turbulence ahead, SIA can ill-afford internal dissent, says Mr Yeo. 'It is very important for the SIA management to be able to focus on the business challenge ahead and for the entire company to work harmoniously so that they're all focused on the challenge externally rather than wasting time fighting among themselves.'

Whether they will heed the Government's warnings remains to be seen. But what is clear is that the Istana will give their every move a level of personal attention that even other airlines will talk about.

Shades of the past

THE sharp rebuke Singapore Airlines (SIA) pilots received from Senior Minister Lee Kuan Yew three weeks ago is almost an uncanny replay of the warning he issued to them 23 years ago, to the very day. On Dec 1, 1980, Mr Lee, then Prime Minister, sternly told SIA pilots that he did not want to do them in, but he 'won't allow anyone to do Singapore in'.

Those words have since been immortalised when on Dec 1 this year, Mr Lee warned SIA management and pilots that there would be 'broken heads' if tensions over wages continued to escalate.

But unlike the latest warning, which was made at a public forum, the first was given at a closed-door meeting in the Istana. Striding in at 5pm, Mr Lee was reportedly in a 'fighting' mood when he met 10 officials from Singapore Airlines Pilots Association (Siapa), predecessor of the current Air Line Pilots' Association-Singapore (Alpa-S). In their 65-minute exchange, he told them bluntly that they ought to have their heads examined by a psychiatrist for trying to undermine Singapore's industrial relations, built on cooperation among workers, the trade unions and the Government.

Like today, the crux of the pilots' unhappiness was the issue of wages and SIA's unsatisfactory human resource management. Recalling those months of discord, a pilot closely connected to Siapa tells The Sunday Times: 'Staff morale was very low. All that we wanted to do was to fight for better working conditions.'

Specifically, the 400-strong union, led by Captain Freddie Koh, wanted a 30 per cent rise in basic salaries, higher meal allowances, and other fringe benefits. To back their claims, they produced a year-long study their union did of other airlines. An SIA Singaporean captain, it showed, made $5,700-$7,650 a month while a British Airways captain got up to $10,700.

When the management ignored Siapa's Oct 17 deadline for counter-proposals, the pilots retaliated with work-to-rule. Some refused to fly when the flights exceeded 12 hours, leaving their planes stranded in transit. Siapa argued that this did not amount to industrial action as the collective agreement stipulated that pilots were not required to work over 12 hours a day. Others reported sick when standby duties were activated.

In all, 14 flights were disrupted between Oct 23 and Nov 4. This angered some passengers and one of them, Mr M.W. King, led a revolt on board a flight. In a letter to SIA's then managing director Lim Chin Beng, he described a 'full-scale revolt by first class and business passengers' who refused to leave the plane until they were told when they could continue their journey.

The backlash against the pilots' actions came fast and furious. Labour chief C.V. Devan Nair accused them of being disloyal to Singapore by trying to inflict maximum damage on SIA while soliciting the support of international unions dominated by Western pilots of rival airlines.

SIA then dismissed four cockpit crew for not finishing a Singapore-London flight after the plane landed in Zurich, Switzerland. Mr Lee stepped in 10 days later. On Dec 1, he summoned the Siapa officials and threatened to ground SIA, sack all the pilots and build a new national carrier unless all flight operations returned to normal and the airline's image restored. He also ticked off the SIA management for failing to counter-propose, which could have prevented the industrial action.

However, Mr Lee refused to let wage negotiations proceed 'under duress' and ordered a cooling-off period during which the pilots had to demonstrate their sincerity in resuming operations. On Feb 26, 1981, Siapa was deregistered and, in the same month, 15 pilots appeared in court after admitting to illegal industrial action but were given an absolute discharge.

They had been adequately punished by the 'public chastisement', ruled district judge Chandra Mohan. 'I have also considered the facts that the defendants... are persons of excellent character and have made important contributions to the growth of SIA.'

Recalls the pilot source: 'It was a very rough time. We were apprehensive and scared that we'd lose our jobs, and of course, when the Government came into the picture, we knew we were up against the whole country.'

Despite the turbulence, he felt some good came out of it. 'A new package was negotiated, the company recognised that it couldn't take its employees for granted,' he added. The new collective agreement drawn up raised salaries by 10 to 20 per cent.

Asked if there were parallels with the situation today, he says with a laugh: 'No way will industrial action happen again. The pilots today are not as rebellious.'

To the same question, SIA chief executive Chew Choon Seng says pilots today are 'professional in their approach'. 'No question of doing the company in or anything. They continue to be very flexible... and going beyond the call of duty - even right now. I give them full credit.'

The critical domino

From low-tech lodgings to high-flying aerospace companies, they all depend on Changi Airport and SIA for their business.

Gateway for tourist dollars

THE clump of hair that accumulates daily on the common bathroom's floor-trap tells the success story of a backpackers' hostel. Each night, workers clear away blond, auburn, black or orange-dyed hair, courtesy of its backpacking denizens.

Business has been booming since 29-year-old Leon Tong opened the hostel near Little India. For as long as anyone that age can remember, Singapore has had a high-flying SIA and Changi Airport, and Mr Tong's new business venture is premised on their continued success.

Half of his business stems from transit travellers using the air hub as an entry point into the region. 'They'd stay here for two nights, leave for Thailand, then return to take a plane to Australia.'

National Association of Travel Agents Singapore president Lee Liat Cheng notes: 'The attractions are few, but as we're a historical city, tourists don't mind spending a day or two here on transit.'

Last year, 7.57 million tourists visited Singapore, of which 71 per cent, or 5.4 million, came by air. Tourism revenue was $5.43 billion. Australia, despite its Great Barrier Reef, drew just 4.8 million visitors last year. p> Singaporeans like Mr Tong know what brings their business in. 'To be honest, Singapore is a non-attraction to many, but they use us as a base because of Changi's status as an air hub.'

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Base for aircraft repair

WHERE the customer goes, the supplier follows. When Singapore Airlines (SIA) bought a fleet of planes fitted with Pratt & Whitney (P&W) engines, the US-based company was persuaded to establish operations in Singapore too.

It was 1986, and the giant set up a joint venture with Singapore Technologies Aerospace. Over the next 17 years, it invested $500 million in eight firms here, making Singapore its largest base outside its Connecticut headquarters.

'We came here in a big way because of SIA,' says Mr Frank Wolschot, general manager of Turbine Overhaul Services, one of the P&W ventures. P&W here employs about 1,700 people and did about $1 billion worth of business last year.

Rolls-Royce and over 50 other multinationals also operate here, making Singapore Asia's aircraft repair hub. Rolls-Royce has two joint ventures with SIA to provide repair and overhaul services to all its engine operators in Asia-Pacific.

Says its regional director, Mr Jonathan Asherson: 'Rolls-Royce chose to partner SIA Engineering because of its international reputation for quality technical expertise and experience.'

Now, about 80 per cent of P&W's business comes from outside Singapore. But it is still the best location because of its connectivity to every major city in the world via Changi Airport, says Mr Wolschot.

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Thriving logistics hub

LIKE fresh-cut flowers, beauties wilt. To replace them, Ms Vivian Lim, owner of model agency Phantom Management, flies regularly to countries such as Thailand, Indonesia and Australia to get fresh-faced models.

'Our clients always want new faces. Singapore models, after two to three months, look stale. How often do I get them? As many and as fast as possible!' Business in Singapore depends on the easy movement of supplies, be they Ms Lim's models or a multinational's microchips.

The large base of manufacturing companies here has spawned a thriving logistics industry, with 15 of the world's top 20 logistics companies having operations here, making Singapore the leading logistics hub in the region.

Changi's extensive connectivity and air cargo capabilities are a key draw. Says Mr Manohar Khiatani, director of logistics and transport with the Economic Development Board: 'Changi's world-class facilities and extensive air network have earned Singapore a position as the region's leading air cargo hub.

'In addition, SIA is a valued partner... Its subsidiary, SIA Engineering, has partnered many top aerospace companies for maintenance, repair and overhaul activities.'

Interesting article. No doubt Changi is an airhub in Asia and on any given SIA flight between Singapore and London for eg, the majority of passengers are not travelling to or from Singapore.

btw there was an article a while back that stated Changi is the 2nd cheapest airport to operate to in Asia. That is very important too;)

PART 2: BATTLE FOR THE SKIES
Singapore feels the heat

Changi Airport, long taken for granted as part of the Singapore success story, faces multiple and mounting pressures to its status as a premier air hub. REBECCA LEE reports.

http://picserver.student.utwente.nl/getpicture.php?id=599662

MS JANICE Wong, 35, always has in hand a ticket that lets her fly any time to Bangkok. Whether it's on Thai Airways or Singapore Airlines, the media executive uses the Thai capital as her base for travel to Europe and the United States.

When she takes SIA, she ends up flying to Bangkok and back home before she takes off for her final destination. The route may be circuitous, but tickets issued in Thailand are so much cheaper the extra hours are worth it.

Travelling business class on Thai Airways from Bangkok to Paris and then Los Angeles costs her about 160,000 baht (S$7,000) on a return ticket. If she buys a ticket in Singapore, she would have to pay $8,600, or about one-quarter more.

Ms Wong has taken a couple of round-the-world trips with tickets bought in Bangkok. She is part of a small but growing trend that should worry airport officials here. Travel agent Urisaia Kowitdamrong of Able Tour Agency in Bangkok said that, in the past five years, more Singaporeans like her buy their air tickets in Thailand. Most are professionals and businessmen who book long-haul flights to London, Paris or the US.

If such cross-border bargain hunting spreads, it could erode Changi Airport's position as an aviation hub and, at the same time, boost the status of other regional airports, said local aviation industry veteran Lim Chin Beng.

'That's a double whammy,' said Mr Lim, SIA's former deputy chairman. The lack of competitive fares here prompted him to set up low-cost carrier Valuair, which will take off by June.

Lower fares abroad are just one of the multiple threats confronting the aviation industry here. Lower-fare airlines, new long-range planes, loosening restrictions on flight frequencies and copycat moves by countries near and far all make it tougher for Singapore to maintain its status as an air hub.

It's a race Singapore can't afford to lose. The aviation sector contributes 5.5 per cent or $7.9 billion to the country's gross domestic product and directly provides about one in 20 jobs, according to a 2001 study. The figure goes up to one in 17 jobs if the indirect impact of the sector is calculated. Many Asian countries are winging in on the action, drawn by the fact that Asia is the world's fastest-growing air travel region.

Here, the experience of Singapore's seaport provides a cautionary tale. A miscalculation on PSA Corp's part led the port operator to lose its major customer, Danish shipping line Maersk, and then Taiwan's Evergreen Marine, to the Johor port of Tanjung Pelepas. It proves just how swiftly the competition can move in.

On the air hub front, Hong Kong, Seoul, Shanghai and Kuala Lumpur have all opened new international airports since 1998, spending $24 billion in all. The new Bangkok international airport is due to open in 2005 and like Hong Kong's airport, it will be able to handle up to 45 million passengers, more than Changi's 44 million.

The importance of an air hub, however, goes beyond the passengers and cargo it brings in and the jobs it creates, along with spin-off benefits to tourism, and the hotel and retail industries. For Singapore, it is also part of the country's game plan to be the regional headquarters for international companies, says Mr Anthony Concil, Asia-Pacific spokesman for the International Air Transport Association (Iata). 'If you don't have a good air hub, good air connections, it makes it very difficult to attract businesses to set up there,' he says.

Part of Changi's hub status is a legacy of past habits when the British made Singapore a stopping point along the 'kangaroo' route from London to Sydney. However, the Thai capital is a more natural air hub geographically. It is better positioned along the kangaroo route and is also a natural centre for take-offs to countries in Indochina, which has huge tourism potential.

The surge has started: Bangkok airport handled 3.2 million more passengers last year than Changi's 29 million. But the threat to Changi Airport comes from beyond the region too.

A RIVAL FROM THE GULF

DUBAI airport in the United Arab Emirates (UAE) is also a strong rival to Singapore. It markets itself aggressively as a hub port and is not coy about calling itself the 'Singapore of West Asia'.

The similarities to Singapore are striking. With a tiny home market of 1.2 million residents, the UAE are the port of call for travellers transiting to other parts of the oil-rich Gulf region, attracting 16 million passengers a year.

In Singapore, the resident population of four million forms a fraction of Changi's passenger traffic, which reached 29 million last year. Although Dubai International Airport is still smaller - its terminals can handle half of Singapore's capacity of 44 million passengers - it has ambitious plans.

The oil-rich country has embarked on a US$4.1 billion (S$7 billion) plan to have a third terminal by 2006 and has forecast its passengers will hit 70 million by 2015. If realised, this will take it to the top of the world ranking. Already, it is the second fastest-growing airport in the world behind Seoul's Incheon.

AIRLINES CAN STIMULATE GROWTH

HOWEVER, the hub race need not be a zero-sum game. In an interview, Transport Minister Yeo Cheow Tong said: 'It's not a matter of they win and we lose, or we win and they lose. This is because air traffic growth, as long as it continues to be strong, will make space for several air hubs.'

Iata's Mr Concil agrees: 'Hubs need to have the proper infrastructure to provide the airlines with good service. But primarily, it's the role of the airline to develop the air traffic.' For Changi, that airline is SIA, which carries more than half the passengers into Singapore.

Using Kuala Lumpur International Airport to make his point, Mr Concil noted it has not developed as rapidly as Changi or Bangkok, despite its impressive infrastructure, because of problems faced by home carrier Malaysia Airlines in the past few years. 'Fundamentally, you need a very strong home carrier with a dense network for the hub to grow,' he said.

OPEN SKIES, BUDGET AIRLINES

THE nexus between a strong home carrier and a hub is not so simple anymore. It is about to become more complicated because of two related factors - the trend towards open skies and the emergence of low-cost carriers. On paper, both will grow the regional aviation pie and Changi stands to benefit. But in reality, expect the competition to become intense and ruthless, with the future uncertain.

Given its size, Singapore has always had a liberal air rights policy - granting air traffic rights to as many countries as possible so their airlines can bring passengers here. However, many other governments guard jealously the rights given to airlines to fly to their home destinations in order to protect their national carriers. So, for example, even though SIA's daily flights to Los Angeles via Tokyo are full, it cannot add extra flights because the Japanese government will not give Singapore more air rights.

But change is in the air. Witness Hong Kong's moves. A long-time opponent of unrestricted open-skies pacts, it has been progressively liberalising its regime since the opening of its Chek Lap Kok Airport in 1998. Thailand is doing the same.

The managing director of the Sydney-based Centre for Asia Pacific Aviation, Mr Peter Harbison, said this tightly regulated web of bilateral air services will come apart in the next 10 years because of rising demand for low-cost travel.

The arrival of budget carriers in the region, with Cathay Pacific the latest to announce plans to set one up on the heels of SIA's Tiger Airways and independent Valuair, Malaysia's AirAsia and Indonesia's Lion Air, promises to intensify competition even as it brings a new spurt in travel, as happened earlier in Europe and the US.

Awakening to the benefits these carriers can bring to tourism and the economy, governments in Asia will inch towards a more liberal approach to air rights - a key ingredient for the carriers' success.

As they start to open up, competition for passenger traffic will get fiercer and Singapore's traditional edge as an early practitioner of a liberal aviation regime will become less of an advantage.

TECHNOLOGY, ANOTHER FACTOR OF CHANGE

TECHNOLOGY will also force the pace of change. In February, the Airbus A340-500 will allow SIA to skip Tokyo because the 300-seater plane can fly non-stop for 16 to 18 hours. But technology is a double-edged sword. The same aircraft is now used by the Dubai-based Emirates airline to mount direct flights to Sydney, bypassing Singapore.

Though the impact on hubs remains to be seen, Iata's Mr Concil is confident technology will not spell 'the death of hubs' but rather a change in travel patterns.

For Ms Wong, who travels at least twice a year, the lure of cheap fares abroad has not overshadowed the draw of Changi Airport, which she still rates tops with its bigger shops and televisions and Internet access. 'It's just a more fun and interactive airport,' she said.

Freer skies hurting Singapore?

WHEN Hong Kong's Cathay Pacific airline won the rights to fly the lucrative transatlantic London-New York route from the British government earlier this month, it gained the upper hand over Singapore Airlines. But what is more significant about the victory is that it underlines how critical a role air services agreements play in giving a national carrier a competitive edge.

Industry observers indicate that SIA's failed attempts in the past 10 years to get the same flying rights as rival Cathay is because Singapore has been overly generous with giving such rights. It has no more bargaining chips left to offer in the game of quid pro quo, unlike the Hong Kong government, which gave Britain's Virgin Atlantic permission to pick up passengers in the territory en route to Sydney, Australia.

Singapore's Transport Minister, Mr Yeo Cheow Tong, however, disagrees that the very liberal aviation policy hurt Singapore. He argues that it is such an approach that fuelled Changi's growth and put it ahead of Asian rivals in the race to be an air hub. 'I think the key motivation force must be the building of Singapore's air hub,' he says in a recent interview.

He acknowledges that SIA is an important element of the air hub, but other airlines are also very important. 'If we can do something to help SIA, well and good. If we can't, let's have more airlines come here,' he says.

The existing system of bilateral air services agreements negotiated between national governments dates back to 1944, a time when only 10 million people flew each year compared with 1.5 billion today. These pacts are used by governments to protect the national carriers from free competition. They tend to cap the number of flights allowed, the airlines and aircraft types.

At the other end are the open skies agreements, which have no restrictions on flights between two countries. 'The rigidity of the system and the perverse manner in which it is exploited to protect national carriers makes life difficult and profits elusive for airline management,' notes former SIA chief executive Cheong Choong Kong at a talk earlier this year.

Indeed, this restrictive system has been key in preventing budget carriers from taking off in Asia. It was the same in Europe until restrictions on flying rights across European borders were lifted, allowing budget airlines such as Ryanair and easyJet to emerge and prosper. In the United States, the huge unfettered domestic market allows carriers such as America's Southwest Airlines to grow without ever flying international routes.

However, countries in Asia are freeing up, taking after Singapore, which has bagged open skies deals with New Zealand, Brunei, Chile, the US, Samoa and the United Arab Emirates as well as very liberal agreements with Thailand, Sri Lanka and Australia. China, in the past two years, has eased its aviation regime and expanded its air pacts with many countries in a bid to boost tourism.

Hong Kong, a long-time opponent of open skies agreements, has in the last few years been more flexible in granting fifth freedom rights, which allow foreign carriers to pick up passengers in the territory en route to other destinations. In Malaysia, budget upstart AirAsia is also able to fly to international destinations alongside the national carrier, Malaysia Airlines, while Thailand has agreed in principle to an open skies agreement for cargo.

So what started as a competitive advantage for Changi appears to have, in a few years, lost some of its force. For SIA, it appears to be a double whammy: giving up the protection of a restrictive air pact without gaining in return a clear edge at all times.

The buzz at Bangkok

The Thai capital is a more natural hub geographically for travellers going south to Australia or north to Indochina. But will it win the race?

By Nirmal Ghosh

MS ROSNA Singjirakul's medium-size travel agency in the crowded Silom area gives a glimpse of how all routes to the countries in Indochina start in Bangkok. Her agency, Atlantic World Travel, is strategically located on the ground floor of the Crowne Plaza Hotel and daily, half of the tourists who walk in want to nip across to Cambodia, Vietnam, Laos, Myanmar and even southern China for a quick visit. Soon, India will be added to the list as New Delhi's new open skies policy has sparked talks of a direct flight between Bangkok and Jaipur in Rajasthan.

One of the approximately 10 million visitors who descend on Thailand each year is German backpacker Wolfgang, for whom Bangkok was an eye-opener. Says the 22-year-old computer programmer: 'Sure, maybe it is not as good as Singapore or as pretty as KL, but I did not have to wait more at immigration than in Singapore. It was easy, very quick.' The Munich native, who plans to spend the next month travelling in the region, adds: 'For connections, you have to go through Bangkok, it's the best way.'

This geographical advantage over Singapore is what the Thai government and airlines are counting on as the country prepares to open a new international airport in September 2005. Suvarnabhumi airport will be able to handle 45 million passengers, a capacity that eyes the huge potential of the tourism and business traffic of its large hinterland. Vietnam, for example, will be the world's fastest-growing air travel market, with the International Air Transport Association (Iata) forecasting its passenger traffic growing at 10.5 per cent annually in the next five years.

Bangkok is also better positioned along the Kangaroo route, with a slightly shorter and more direct flight path between Europe and Australia. The distance between London and Sydney, for instance, is 17,090km via Bangkok compared to 17,176km via Singapore. This means savings in fuel and time. In fact, the surge in traffic has started: Bangkok airport handled 3.2 million more passengers last year than Changi's 29 million.

However, airline professionals, from flight crew to airport managers, do not seem impressed by the numbers, saying they mask a couple of significant drawbacks: The airport's location and its high fees. A Thai Airways captain tells The Straits Times: 'Changi is next to the sea while Bangkok is almost in the city. At Changi, a monorail runs between the two terminals and a direct train takes you to town. At Bangkok, if you land during rush hour it could take an hour to get into town.'

For Mr Warren Gerig, spokesman for the Board of Airline Representatives which represents 68 carriers, Bangkok's airport charges are a big worry. 'Unlike other countries, where there are around two or three charges, there are 14 separate charges from different branches of the government,' he said. He also says the situation is aggravated by the low fares that airlines are forced to offer because of the benchmark set by state-owned Thai Airways. Mr Gerig, who is also United Airlines' general manager, says the airline has not been granted a fare increase for years.

A Department of Civil Aviation executive, who declines to be identified, says the government does not consider the airport's international charges inordinately high. Bangkok charges a Boeing 737-400 a total of $4,086, according to Iata. It became more expensive than Singapore this year when Changi lowered its charges to $2,524, making it the second-cheapest airport in Asia after Kuala Lumpur. Bangkok is now No. 4, behind Jakarta.

But the edge may not last. The aviation official says an effort is under way to reduce the multiplicity of charges. On top of that, the new airport will provide all kinds of facilities at a reasonable cost, the official says, adding: 'We're determined to make it one of the world's leading airports.'

Thailand's Prime Minister Thaksin Shinawatra has already set the tourism industry a target: Double the number of visitors to more than 20 million in the next six to seven years. He has indicated that more airlines would be encouraged to start up, saying: 'We cannot accommo- date the increas- ed number of tourists if we only have Thai Airways International to serve them.'

His drive poses a big threat to Singapore, especially as Thailand eases its aviation policy to attract budget carriers. Coupled with its legendary shopping facilities, made more attractive by its relatively lower prices, Thailand is like a thoroughbred galloping to be the winner in a high-stake race.

The International Civil Aviation Organisation estimates that for every US$100 (S$171) spent on air travel, the economy gains US$325, and 100 extra jobs in air transport produce 610 new jobs across the country.

interesting news.

Thailand's large tourism sector will continue to fuel growth at Bangkok even though its facilities are not as good as its neighboring rivals. Landing charges account for a small percentage of total costs, so a $1500 landing charge difference is quite insigificant for a plane with 200 long-haul passengers. That works out to $7.5 a head.

Once Bangkok's new airport opens, it might entice carriers to choose it as the stopover point for kangaroo routes. Currently airlines have not been vocal about this, but the potential is there and the threat can be very real. Visitors from Europe can stop in Thailand, one of Asia's most popular tourist destinations, for a few days before continuing on to Australia. The Thai tourist market is well established, so this option is actually quite viable. For example, the Bangkok stopover option is a favourite for Hong Kong-bound traffic. Ethiopian Airlines and Kenya Airways, which launched flights into Hong Kong in the past year, stop in Bangkok. Other carriers, such as SriLankan, Finnair, Gulf Air, Emirates, and many others, also stop in Bangkok before continuing to Hong Kong.

The shorter distance from London to Sydney via Bangkok over Singapore of less than 100 km shouldn't play a significant role in cost savings, though. The distance savings is very small considering it only shaves off a few minutes of flying time.

The Bangkok threat cannot be mitigated by price drops at rival airports. Unless they can challenge Thailand's tourism industry, there will always be demand for Bangkok-bound flights, and pricing becomes a less important issue.

PART 3: BATTLE FOR THE SKIES
Changi fights back

Can Changi keep its air hub crown? Not to be outdone by its competitors, it is spending $2.25 billion on makeovers and a new terminal.

By Christopher Tan

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WHEN Madam C.N. Yeo, 37, visited Bangkok and Hong Kong last month, the differences between the two struck her as soon as she landed. They surprised her. Although old and austere, Bangkok's airport proved far more efficient for her.

Travelling with three small children, she received unusual treatment. 'They whisked me to a desk that bypassed the queues,' she says. 'My husband and I were so impressed. It was VIP treatment.' A waiting minivan got them to their hotel rooms in less than an hour, despite the infamous Bangkok traffic, thanks largely to a toll highway from the airport.

It took four times longer in Hong Kong despite the swift monorail and courteous immigration officers (no special treatment though) at the multi-billion-dollar, award-winning Chek Lap Kok. The delay was essentially at the hotel transfer desk. 'We waited a long time for people to arrive from other flights. Then we walked a long way to the bus, which made stops along the way,' she recalls.

Although Madam Yeo's tale of two cities may surprise some - especially the special treatment in Bangkok which seems an exception rather than the rule - it has a direct relevance in the air hub race. The battle for the traveller's dollar has gone beyond offering newer aircraft with fancy seats and svelte stewardesses.

More and more, it is a terrestrial battle, fought with regiments of immigration officers, duty-free retailers, baggage handlers, limousine services and maintenance crew. And behind it all is the airport operator. 'We see Changi Airport as an orchestra, and all the other airport agencies as musicians playing different instruments,' says Civil Aviation Authority of Singapore (CAAS) director-general Wong Woon Liong. 'As the conductor of this orchestra, CAAS has to coordinate the roles of all these players well.'

Obviously, travellers like the tune. Changi has consistently been ranked the best airport in surveys by bodies such as International Air Transport Association, Skytrax and JD Power. But of late, Dubai and Hong Kong have begun beating it to the pole position in some key surveys.

The rivalry will get only more intense. Dubai has embarked on a US$4.1 billion (S$7 billion) expansion programme. And if Madam Yeo's Bangkok experience becomes the norm, Thailand's new airport will further raise the ante when it opens in September 2005. Elsewhere, Narita of Japan is poised to cut landing fees, while Senai in Johor could get a RM1 billion (S$454 million) makeover.

But Changi is fighting back, spending half a billion dollars to upgrade its two terminals and $1.75 billion to build an ultra-modern third terminal, which is scheduled to be ready by 2008. By then, annual passenger capacity will be 60 million, from 44 million now.

However, the infrastructural upgrade is half the story, as it takes a lot more than monumental infrastructure to make a hub. Changi's success is largely attributable to Singapore's liberal aviation policy, welcoming airlines to fly here even if the act is not reciprocated by their governments. Mr Wong of CAAS says: 'We tell the airlines, 'It doesn't matter if you are a small or big player, we want to work with you'.'

To date, almost 70 airlines call here. Last year, they brought 29 million passengers and 1.66 million tonnes of cargo here, ranking Changi 24th and seventh in the global tallies by Airports Council International, whose members operate 1,500 airports.

The financial spinoff is not insignificant. In the last five years, CAAS has posted annual net surpluses of between $300 million and $415 million. Britain-based Transport Research Laboratory's latest figures show Changi was the second most profitable airport in Asia in 2001, after Bangkok.

By most accounts, it has been a minor miracle for an airport which started only 22 years ago and has a domestic base of four million people. But can it sustain the magic? According to the CAAS, it is learning new tricks, from other airports and from outside the industry. For instance, it visited Ritz Carlton and Citibank to learn from their focus on customer service.

However, its piece de resistance has long been what is known as the 'Changi experience', which is different things to different people. For travellers with time to kill, Changi has a swimming pool, jacuzzi, sauna, a movie theatre, massage services and Internet access. There are also over 100 shops and F&B outlets, plus theme gardens. 'While most travellers would find waiting in an airport a dread, in Changi, travellers are pampered for choice on how they want to spend their time,' Mr Wong says.

For those in a hurry, a clockwork system ensures they're out of the airport swiftly. For instance, the first bag is on the carousel 12 minutes after landing, and the last bag 29 minutes. It may seem like overkill, but as more countries adopt open-skies strategies and as neighbouring airports splurge on infrastructure, an airport looking to stay ahead needs every silver bullet it can get.

As Transport Minister Yeo Cheow Tong points out in a recent interview, it will be the traveller who decides whether he wants a flight that stops over at Singapore, Bangkok, Hong Kong or Dubai. 'We must make sure that...given a choice, the passenger will say, 'Give me Singapore, give me Changi anytime. Don't put me through any of the other airports'. It should be almost automatic.'

Air hubs - evolve or risk vanishing into thin air

IS THE air hub slowly spinning into oblivion? Let's just say it is more probable today than 20 years ago. The emergence of ultra long-range aircraft such as the A340-500, which can fly to the other end of the globe non-stop, could diminish the importance of some hubs. The rise of low-cost carriers may do the same. And as more cities harbour ambitions to develop their airports into hubs, stiff competition could be the final nail.

A study by business consultants McKinsey & Co notes that the dominance of airlines which rely on the hub-and-spoke model will diminish. 'Alternative models, ones that emphasise the needs of specific customer segments and use aircraft more efficiently, will continue to emerge,' it says.

McKinsey notes that low-cost airlines tend not to use traditional hubs, and fly direct to attractions such as Chiang Mai and Kota Kinabalu, for instance. However, it qualified that 'the hub-and-spoke model will not disappear'. Maybe not. But fade, yes. DBS Vickers analyst Chris Sanda points to hubs such as Brussels and New Jersey that have lost their shine.

At the same time, he says, geography may be the biggest factor that determines a hub's success. 'It's hard for a country to make itself a hub. There's a reason Emirates is not huge in Asia - it's because it's based in Dubai,' he says.

Meanwhile, the International Air Transport Association (Iata) reckons long-range aircraft are not necessarily detrimental to hubs. Just as Europeans heading for Australia can bypass Singapore with the A340-500, the plane could channel more direct travellers from America to Singapore.

One major contributor to the well-being of hubs is volume. Another McKinsey report notes that air passenger traffic has grown by an average of 6.2 per cent per annum over the past 30 years. From 1995 to 2000, airlines earned profits of US$39 billion (S$67 billion) and took delivery of more than 4,700 jetliners, both record levels, the report says.

But from 2001, things began to slow. The Sept 11 attacks dealt a blow to air travel. Americans, the world's most frequent flyers, avoided taking to the air. Still, the aviation industry has got back on its feet. Iata forecasts that passenger volume will grow by an average of 4.7 per cent a year to 685 million in 2007. The highest growth area is the Asia-Pacific, which will also see air cargo volume soar.

Mr Hans Bakker, commercial director of the Airport Authority of Hong Kong, reckons Chek Lap Kok is in an advantageous position. But it faces competition from Bangkok, Singapore, Seoul and perhaps even Dubai.

Which among them will benefit most? Simply put, the cleverer ones. Iata Asia-Pacific communications manager Anthony Concil says airports would have to understand the needs of carriers in a 'volatile and changing market'.

Dazzling desert hub

Ambition and oil money are propelling Dubai International Airport into the big league of air hubs, as our Senior Correspondent who flew to Dubai finds out.

By Lydia Lim

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DUBAI - The man at the helm of Emirates, Dubai's airline in a hurry, claims he doesn't spend too much time thinking about the competition. But it's obvious Mr Maurice Flanagan tracks every single move of his rivals closely, especially those of Singapore Airlines (SIA).

He notes, for example, that by sheer coincidence, Emirates and SIA both have plans next year to launch non-stop flights to Los Angeles from their home airports of Dubai and Changi respectively. Both will fly Airbus's new long-range aircraft, the A340-500, which can stay in the air for more than 16 hours at a stretch.

'We didn't do this on purpose. It's just that great minds think alike,' said the 75-year-old Emirates vice-chairman and group president with a chuckle during an interview at the carrier's headquarters here.

The growth path of Emirates bears striking similarities to that of SIA. Both airlines were forced to compete globally from day one of their existence because of their country's open skies policy. That means zero protection for the home carrier because almost no restrictions are imposed on foreign airlines that want to fly to and from their base airport.

Like SIA, Emirates has no domestic market to speak of. Despite that, it has grown phenomenally since it was set up 18 years ago by the Dubai government. Last year, its passenger load hit 8.5 million, compared to Dubai's population of just over a million.

Like the relationship between SIA and Changi, the success of Emirates is key to the success of Dubai International Airport. Both carriers account for about half the passenger traffic at their home airport.

However, there is one area where Emirates and Dubai enjoy a distinct advantage over Singapore - geography. Dubai's splendid location, midway between Europe and Asia, makes it a natural transit point on east-west flights. Indeed, Mr Flanagan - a Briton who has chalked up 50 years in the airline industry, including with British Airways - believes Dubai is 'perfectly located to be the major air transport hub of this century'.

He explained it thus: 'If you take a map of the world, with America laid out on one side and Japan and China on the other, if you pluck that out and balance it on a point, that point is, alas, not Singapore. It's Dubai.'

There is little doubt Emirates is setting out to connect the world from its base in the Gulf. It is adding new destinations at the rate of four per year and expects to grow its passenger load by threefold to 29 million in 2010.

So bullish is it of the future that in May, it made the largest order of aircraft in aviation history, worth US$19 billion (S$32.7 billion). A mix of Boeing and Airbus, it will add 71 planes to its current fleet of 59. SIA has a fleet of 96 with 23 more on order.

The competition between the two is heating up in other critical ways. To staff its new long-haul flights, Emirates will launch a global campaign to recruit 1,000 cabin crew next month. And the city in which it is launching this campaign: Singapore. According to Emirates, past experience has shown the Republic is a good place to find suitable candidates, but it is reluctant to disclose if many of them were previously with SIA.

On Dec 1, Emirates became the first airline in the world to launch a commercial flight on the new A340-500. EK 412 flew non-stop from Dubai to Sydney, bypassing Singapore where it used to transit. Setting out the significance of this new technology, Mr Flanagan said: 'The new aircraft means we can connect any two points in the world with one stop in Dubai.'

Oil fuels the dream

DUBAI - At Dubai International Airport, satisfied passengers like John Potter are a dime a dozen. Like many others, the 44-year-old Briton in transit from London to Mumbai raves about it. 'This is one of the best airports I've ever been to. The facilities are excellent and what's more, the people who work here are friendly.'

Amenities include play areas for children, a five-star airport hotel for business travellers and, for the budget-conscious, lounges with reclining chairs to rest free of charge between flights.

The number of international passengers who pass through this Middle Eastern hub is rising at a scorching 20 per cent a year, making Dubai the second-fastest growing airport in the world, behind Seoul's Incheon International.

Step into Sheikh Rashid Terminal and the decor takes you back to the time of the Arabian nights - palm trees, white arches against a faux starlit sky. But this is the only throwback to the past: Everything else about this airport is 21st-century efficiency.

It served 16 million travellers last year, about half the number that passed through Changi. However, in other ways, Dubai has already surpassed Singapore's better-established hub. One hundred and five airlines call here, compared to Changi's 69. They link Dubai to 140 destinations.

As for service, Dubai is also giving Changi a run for its money. The International Air Transport Association's latest Global Airport Monitor ranked Dubai No. 1 in the Asia Pacific for overall passenger satisfaction.

What gives Dubai a big leg-up in the fierce race among air hubs is the oil money that flows freely through this tiny emirate. Both Dubai Airport and national carrier Emirates are owned by the Al-Maktoum family who rule Dubai. But they are run along different lines.

Emirates operates on a commercial basis and publishes its financial statement yearly. It made an after-tax profit of 906.7 million dirhams (S$416 million) in its latest accounts, a return of 6.5 per cent on assets, making it one of the most profitable airlines in the world. The airport is run by a government department and its financial accounts are not made public.

Ms Anita Mehra Homayoun, director of marketing and corporate communications at Dubai's department of civil aviation, said: 'The main reason for having this airport is not to make money. It is to be a window to Dubai, to draw people to Dubai.'

So Dubai is free to go all out to woo airlines and passengers without the bottom-line pressures that afflict other airports. It can afford to charge what it claims to be the lowest landing fees in the Middle East. It also offers passengers some of the best duty-free prices around.

In addition to the US$540 million (S$929 million) invested in Sheikh Rashid Terminal, the Dubai government has earmarked another US$4.1 billion to build a new passenger terminal and a mega cargo terminal. This will increase the airport's passenger capacity from 22 million to 60 million by 2006 and its freight capacity from 675,000 tonnes to three million tonnes by 2018.

For the government, the airport is a key part of its plan to diversify the economy beyond oil. Hence there is no bottom to the well of oil funds fuelling this hub.

Some news from the 'dark horse' - Kuala Lumpur International Airport....



MAHB (Malaysia Airports Holdings Berhad - owner of KLIA) wooing more airlines


Analysis By B.K. SIDHU



MORE airlines flying in; higher frequencies; new destinations and lots more passengers. That's what the KL International Airport (KLIA) needs to achieve the critical mass necessary to attract even more airlines here.

Given that Bangkok has a new airport under construction and the already stiff competition from Singapore's Changi Airport expected to intensify still further, this would clearly be no easy task.

KLIA, which handled 16.4 million passengers last year, is expected to finish the year with over 17 million. The critical point is said to be 18 million before long-haul airlines, particularly the big carriers, even consider flying into KLIA.

The resumption next year of Lufthansa's passenger flights is, therefore, a major coup for Datuk Bashir Ahmad-led management team at Malaysia Airports Holdings Bhd (MAHB), the operator of KLIA.

But it wasn't easy to win the German flag carrier. It is understood discussions between MAHB and Lufthansa had been going on for close to a year before the decision was made in Frankfurt to restart passenger flights. (The airline had been successfully operating cargo flights to Malaysia for some years now.)

This was done in close coordination with the Transport Ministry, which has been tireless in its efforts to get more airlines here via a proactive business-friendly approach.

Although the flights would not be operating non-stop to Germany but an extension of the airline's additional frequencies to Bangkok, it is, nevertheless, a start.

Lufthansa said it would be adding the KLIA loop onto its Frankfurt-Bangkok service four times weekly beginning March 28.

It returns to KLIA after an absence of five years. Then, some other airlines, including British Airways (BA) and Qantas, also left KLIA when their loads and yields were hit at the height of the Asian financial crisis.

But with the economic environment looking perkier today, some more airlines could be tempted to return in the medium to long term.

A high priority for the MAHB management team, therefore, is to get one or two more of those carriers that pulled out previously back on the approach path to the airport.

Sources said serious discussions were ongoing between MAHB and Aeroflot that could see the Russian flag carrier returning to Malaysia within a year. Aeroflot of the USSR-era was a favourite among Malaysians travelling to Europe on a budget.

BA is another airline being courted by MAHB. The “intensity of discussions with BA’’ was stronger compared to many other carriers that were being wooed, said one airline source. “No one can guess when BA will return but the pitch is there. However, any move would have to be in sync with its strategy for Asia,” he said.

But the MAHB negotiating team has been active on many fronts. It is understood that preliminary discussions have taken place with Australian airline Qantas, while MAHB's talks with Pakistan International Airlines (PIA) could soon bear fruit.

Other preliminary discussions had been held with Syrian Arab Airlines, Hainan Airlines of China, Singapore’s ValuAir and South African Airways (SAA). StarBiz understands that MAHB has been tempting SAA to return to Southeast Asia, making KLIA its hub, after it pulled out of Bangkok recently.

So for this year, MAHB managed to add a credible three new airlines to its list, namely Royal Nepal Airlines, Philippines Airlines and Air China. A fourth airline, Air Kazakhstan, is slated to start service next week.

Next year, China’s second largest carrier, China Eastern Airlines, has confirmed it would be flying between Shanghai and KLIA beginning Jan 10.

Although getting full-service airlines to KLIA is a priority, MAHB is not overlooking budget airlines. They are expected to mushroom in Asia, led by the success of airline like AirAsia, which is already going regional.

Using Kuala Lumpur International Airport to make his point, Mr Concil noted it has not developed as rapidly as Changi or Bangkok, despite its impressive infrastructure, because of problems faced by home carrier Malaysia Airlines in the past few years. 'Fundamentally, you need a very strong home carrier with a dense network for the hub to grow,' he said.

And it doesn't help at all having only to complete KLIA during the height of the financial crisis! :rant: ....at that time, most of the larger international airlines had begun to pull out of Malaysia due to the crisis. :(

Since this concerns T1, may as well repost the article here.

From the Straits Times
DEC 27, 2003

$250m upgrade for Changi Terminal 1
The aim is to remain aviation hub; Terminal 3 opening put off to 2008

By Karamjit Kaur
TRANSPORT CORRESPONDENT

CHANGI Airport's Terminal 1 will receive an extreme makeover, costing about $250 million, to ensure it remains a key aviation hub in the region.

The upgrade is likely to start in 2005 at the latest, and the decision comes 15 months after refurbishing work started on Terminal 2, where the improvements bill is also $250 million.

The announcement of the Terminal 1 plan was made by Transport Minister Yeo Cheow Tong to The Straits Times and Lianhe Zaobao recently, when he said: 'The competition is going to get tougher, that's for sure, which is why we're putting in place all these plans or all these programmes to ensure that Changi is able to continue growing as an air hub.'

Mr Yeo also disclosed that the opening of Terminal 3 will be delayed by about two years, to early 2008.

A spokesman for the Civil Aviation Authority of Singapore (CAAS) said it was premature to discuss details about plans for Terminal 1 but The Straits Times understands that more shops and food outlets will be added.

Terminal 1, which was opened in 1981, serves 51 airlines. Singapore Airlines flies only to Terminal 2, which is also used by several other airlines.

The two terminals have a total of 105 shops and 47 food and beverage outlets.

Terminal 2's upgrading will be done by 2005 and will add 2,000 sq m of retail and food and beverage space to the current 28,000 sq m, which is about half the size of the National Stadium.

The improvements are vital, as takings from the retail and food and beverage outlets - by way of rents and a portion of sales - contributed 60 per cent of CAAS' total revenue in the year ended March 31, 2002, or $527 million out of $879 million.

Terminal 1's upgrade is the first major improvement, although minor works have been done over the year, including enlarging the arrival and departure halls.

While important, Mr Yeo stressed that it was equally necessary to ensure that passengers are kept happy with an unmatched level of service.

While agreeing, several travellers also pointed out that good looks matter as much.

Businessman Roy Tan, 44, said: 'I always prefer going to Terminal 2 because it looks more modern and new. The whole place looks brighter and refreshing, especially when you go into the restricted area for passengers.

'Terminal 1, on the other hand, feels boring, with lighting that is duller as well.'

The delay in opening Terminal 3, with a passenger capacity of 20 million a year, will give rival Bangkok a head start when its new airport, with a capacity of 45 million, opens in September 2005.

Changi's Terminal 1 and Terminal 2 have a total passenger capacity of 44 million, more than enough for the 29 million travellers who passed through last year.

This year, with travel hit by the Iraq war and Sars, the number of visitors for the first 11 months of the year was about 22 million.

Although the aviation industry is on the road to recovery, and more people are taking to the skies again, Terminal 3 would not be needed until 2008, said the CAAS spokesman.

I just love the siege mentality in these articles. They always spur us on:guns1: Kudos for the most profitable carrier:okay:

Hahaha....see that article 3 times liao. :D

Anyhow, I always wondered how much shop space can one possibly add to the airport? Maybe they could remove the roof and do it the same was as the future T3?? :D

Originally posted by huaiwei

Anyhow, I always wondered how much shop space can one possibly add to the airport? Maybe they could remove the roof and do it the same was as the future T3?? :D

A rendering would be useful. I am sure they'll know what theyre doing:cheers:

Hm...since they spent so much to create a new facade for T2, lets hope they do something crazy to T1 too. :D

Originally posted by huaiwei

Oh.....of coz I realise smokers will notice certain things non-smokers dont! :D

yea...hehehe...the last time I am in Changi with one of my 'heavy' smoker friend.......he can't help but notice that Changi had the highest number of smoking rooms in any airport that he's been so far! I somehoe had to agree with that when he pointed that out to me :colgate:

Asia's Busiest Airports (Jan. - Sept. 2003)
Source : Airports Council International

With SARS affecting East Asia earlier this year and Thailand escaping the brunt of the collapse in tourism, Bangkok has become the 2nd busiest airport in Asia for the year up to September.

4. Tokyo Haneda 47,319,962 +4.3%
22. Bangkok 21,290,412 -10.5%
26. Tokyo Narita 19,091,820 -10.8%
29. Hong Kong 18,295,000 -27.5%

Dubai's threat is not significant at this point. It is not even among the 30 busiest airports in the world. Until the Middle East becomes more stable, Europeans might have reservations transferring flights there even with a major infrastructure investment. Besides, Dubai is not the sole candidate for stopovers on the kangaroo route. Airlines are looking at other airports as well. For example, Virgin Atlantic was willing to let Cathay Pacific fly transatlantic between London and New York so it could fly from London to Hong Kong to Sydney (with a 249 km shorter route over a Singapore stopover). Gulf-based airlines will favour Dubai, but for European airlines such as British Airways and Lufthansa, will it be economically and politically feasible to do such a stopover? Will the Middle East market be sustainable for Australia- or Europe-bound traffic? What about terrorism threats?

Hubs will still be important despite a new generation of long-range aircraft. For long-haul routes such as Europe-Australia, a stop is still necessary, but there will be many more choices for these stopover cities. In Southeast Asia, Bangkok and Kuala Lumpur are potential candidates, while Dubai and Hong Kong are also potential competitors. Bangkok is in a good position because of the Thai tourism market. Notice Bangkok's passenger numbers are very strong and airlines keep flying there even though its facilities are nowhere close to the top of the world. Once Kuala Lumpur gets more international carriers, a kangaroo stop there might be more feasible. At the end of the day, ultramodern facilities might not be as important as economics.

Skytrax - World's Best Airports 2003
1 Hong Kong International Airport
2 Singapore Changi Airport
3 Dubai International Airport
4 Sydney Kingsford-Smith Airport
5 Copenhagen Airport

Asia Only
1 Hong Kong International Airport
2 Singapore Changi Airport
3 Sydney Airport
4 Seoul Incheon Airport
5 KLIA Kuala Lumpur

2002 Asia's Busiest Airports
4. Tokyo Haneda 61,079,478 +4.1%
15. Hong Kong 33,882,463 +4.1%
18. Bangkok 32,182,980 +5.1%
24. Singapore 28,979,344 +3.2%
25. Tokyo Narita 28,883,606 +13.8%
26. Beijing 27,159,665 +12.3%

Meanwhile, cargo traffic remains strong despite SARS.
Asia's Busiest Airports by Cargo (Jan. - Sept. 2003)
2. Hong Kong 1,883,717 +5.8%
3. Tokyo Narita 1,536,333 +8.5%
6. Seoul Incheon 1,326,134 +6.2%
9. Singapore Changi 1,190,445 -2.8%
13. Taipei 1,064,379 +6.6%
17. Shanghai Pudong 833,098 +1125%
18. Dubai 693,108 +24.3%
19. Bangkok 690,612 -2.1%
23. Osaka Kansai 566,302 -2.2%
24. Tokyo Haneda 508,350 0%
27. Beijing 450,343 -9.8%
30. Kuala Lumpur 429,370 +16.5%

PART 4: BATTLE FOR THE SKIES
Betting on budget

The budget carrier's here to stay, and SIA and Changi are not taking chances; they're setting up their own airline and terminal.

WHEN Singapore Airlines (SIA) took to the skies in the 1970s, its trail-blazing tactics, like issuing free earphones and plying passengers with free liquor, quickly won the hearts - and wallets - of travellers. The airline grew at such a breathless pace that 10 to 12 per cent growth rates became the norm in its early years.

But those heady days are over, says SIA chief executive Chew Choon Seng matter-of-factly. The carrier does not expect growth rates to go above 5 to 6 per cent in the years ahead. Even then, 'it will happen only if we are competitive both in our ability to offer a good product and good service at prices which people are still prepared to pay', he says during a recent interview.

SIA is maturing amid massive upheavals in the airline industry, with new challenges and new competitors confronting it. It has to reckon with the burst of budget carriers onto the Asian aviation scene - a phenomenon which many analysts are describing as the biggest threat to SIA barring war and pestilence.

It also has to fend off main carrier upstarts like Emirates and Qatar Airways, which are offering premium flight experiences at cheaper prices. An Emirates flight from here to Australia, for example, is at least $100 to $200 cheaper than on SIA. Even European and American airlines once branded inefficient and bloated are starting to shape up, giving SIA a run for its money.

And as in the battle for Changi to maintain its hub status, the stakes are just as high for SIA. The company has already shown that it can bite the bullet when it comes to a crisis. In the wake of Sars crisis in June, it slashed return airfares to Singapore to as low as almost a quarter of normal prices.

Yet even as it copes with all these external challenges, the airline has been beset by troubles with its pilots' union and staff reaction to wage cuts and retrenchments. Despite the turbulent weather ahead, analysts believe that if any airline can survive the storm, it is SIA - provided it keeps its eye on the ball.

Still, as Mr Peter Harbison, managing director of the Sydney-based Centre for Asia Pacific Aviation, puts it: 'SIA is the benchmark in most of the routes it operates, and it will stay that way for a long time. Yes, there will be upstarts like Emirates. But 25 years ago, who was SIA? The world changes, that's what gets interesting.'

FLYING BUDGET: SINGAPORE
• Tiger Airways
Taking off: Last quarter of next year
Flying to: Destinations up to four hours flying time from Changi Airport

• Valuair
Set up by SIA veteran Lim Chin Beng
Taking off: Second quarter of next year
Flying to: Destinations up to five hours flying time from Changi Airport

ALREADY FLYING: IN THE REGION
• Virgin Blue - Australia
• Air Asia - Malaysia
• Lion Air - Indonesia
• Asia Airways - Japan
• Skymark Airlines - Japan
• Cebu Pacific - Philippines
• Orient Thai - Thailand
• PB Air - Thailand
• Air Deccan - India

FLYING SOON
• Jetstar - Australia
Set up by Australian national carrier Qantas. Takes off in May next year.

• AirAsia Thailand - Thailand
Joint venture between AirAsia (Malaysia) and Thai Prime Minister Thaksin Shinawatra's Shin Corp. Takes off next month.

HOW DO BUDGET AND FULL-SERVICE FARES COMPARE? SOME EXAMPLES:

Sydney to Perth (one-way)
Virgin Blue $149
Qantas $441
Fares for June 1, 2004 (airlines' websites)

S'pore to Jakarta (round trip)
Lion Air $153
Garuda $247
Fares from travel agent

Bangalore to Goa (one way)
Air Deccan $90
Indian Airlines $162
Fares from airlines' websites

Battle for the skies

By Karamjit Kaur

THE THREAT: The phenomenon of budget airlines, which swept through Europe and the United States, has swooped into the region - and Singapore Airlines (SIA) is not taking any chances on this front. The Western experience shows that demand for low-cost travel hastens the dismantling of regulated and restricted traffic rights. Senior Minister Lee Kuan Yew predicts the market is likely to be freed up in 10 years or sooner.

When that happens, budget carriers will sprout, as they did in the US and Europe, although only two or three survived there. But they eat into the margins of the mainstream carriers, who have a large chunk of tourist-class passengers. Also, full-service carriers appear inept at running discount carriers, with those of British Airways and United Airways failing miserably.

THE GAME PLAN: SIA, faced with at least three budget airlines planning to take off in the region next year, will unleash Tiger Airways in the final quarter of next year. But, unlike its 100 per cent stake in SilkAir, it holds only a minority share in the joint venture, which has the owners of Europe's second-largest discount carrier Ryanair as one of the stakeholders. Changi Airport also appears keen to support the low-cost carriers, saying it is considering a no-frills terminal, which could be ready as early as in 2005.

Analysts have applauded the moves, pointing out that discount airlines are the biggest threat confronting SIA now. Says Mr Vincent Ng, an analyst at Standard & Poor's Asian equity research agency: 'It's good that we are not thumbing our noses and taking the threat too lightly. Clearly, the priority now is how to benefit from it.'

Mr Chris Sanda, an associate director and aviation analyst at DBS Vickers brokerage agrees. 'The experience in the US and Europe shows that full-service carriers that ignored the threat from budget airlines regretted the mistake.'

In America, budget carriers have wrested more than 25 per cent of the market share from the mainstream airlines, and in Europe, about 6 per cent. These discount carriers also make enviable profits. Ryanair and easyJet were the most profitable airlines in the world last year. And America's Southwest Airlines continues to make profits, even as the Sept 11 attacks caused Swissair of Switzerland, Sabena of Belgium and Ansett of Australia to go belly up.

For SIA, the response is to counter especially the threat to its short-haul market - flights of three to four hours - because 'people can tolerate inconveniences for short periods', says Mr Peter Harbison, managing director of the Sydney-based Centre for Asia-Pacific Aviation.

In fact, travellers such as housewife Maurice Tay, 45, and businessman Andrew Teo, 41, say they will dump SIA if a budget carrier offers fares at half the airline's price. For that size of savings, they would willingly give up such frills as free food and drinks and assigned seats. Says Mrs Tay: 'If I can save up to 50 per cent, there is no way I would fly SIA or any other main carrier, especially if the flying time is less than four hours.'

Some analysts, however, feel a stiff competition is not imminent in the region. Despite the spurt of start-ups next year - when AirAsia Thailand and Jetstar of Australia and homegrown Valuair would take off - they argue that conditions in Asia, unlike those in Europe and the US, are not conducive for budget carriers to grow as if the sky's the limit.

The pace will be slow, mainly because of the absence of airports and infrastructure that fit their needs and the slow adoption of open skies agreement. The economics of budget carriers demand that costs be kept at a minimum but in Asia, they are not going to be spoilt for choice of cheaper secondary airports. Adds Mr Sanda: 'There are other barriers too, like the lack of proper customs and immigration facilities and telecommunication services.'

Bilateral services agreements also govern flights across borders and they often limit the number of flights allowed, the airlines and the type of aircraft used. Says Mr Ng of Standard & Poor's: 'No fairy godmother is going to wave a magic wand and lift all the restrictions overnight. The freeing up of the skies in Asia will be a very measured process, subject to many rounds of bilateral negotiations. There will be hits and misses and at best, the results will be patchy.'

In the US, where the domestic market is huge, discount carriers can make money even without having to fly international routes, while in Europe, these carriers took off only after the formation of the European Union led to the lifting of border restrictions. Still, airlines such as Qantas, Thai Airways, Cathay Pacific and United Airways have told The Straits Times that they will do or are thinking of doing what SIA did.

The jury is out on whether budget carriers are sure winners. As former SIA chief executive Cheong Choong Kong warned earlier this year: 'Aviation history is littered with the carcasses' of those who bet that low-cost airlines could be killer propositions.

However, analysts estimate that without Tiger, SIA can lose up to 20 per cent of its business, mainly in the short-haul market, which accounts for 9 per cent of its revenue. With Tiger, the loss would be to a family member, not a stranger. What's more, Tiger would capture a slice of the growing market of shoestring travellers. 'That's why it would've been foolish for SIA not to set up Tiger Airways,' says Mr Sanda.

An even greater way to fly

THE THREAT: Champagne in economy class may sound like a luxury but to Singapore Airlines, it is a necessity. This offering is part of the new service plans of the carrier, which is held as the benchmark.

But in recent years, other airlines have homed in on service standards too, and have even beaten SIA in some areas. Emirates has won more than 200 international awards for excellence, and was voted the airline with the best airport lounge this year by travellers in a Skytrax survey. In 2000, British Airways was the first in the world to introduce a fully flat bed for business class.

THE GAME PLAN: In the altered landscape, SIA believes its business model as a premium full-service airline is still 'valid and successful', competing through first-rate finishing touches such as Bulgari toiletry kits for first-class passengers. It has always been quick to act on complaints and suggestions. Training is also rigorous to ensure the value of service is ingrained in every staff member, so that the passenger is greeted with flawless service, from check-in counter to flight cabin.

Says SIA chief executive Chew Choon Seng: 'It is something that we cherish in SIA and that we want to continue to build on and stay ahead of the curve. Because that would be the one ingredient... that justifies that premium that we can charge.' SIA's public affairs vice-president Rick Clements describes the race to stay ahead as 'an ongoing process achieved through regular incremental improvements'.

The strategy works, continuing to bring it awards. In September, for instance, Business Traveller Asia-Pacific (Hong Kong) voted SIA the World's Best Airline for the third year in a row. As one analyst puts it: 'SIA will never give up its lead in service. It is its mantra, its raison d'etre.'

Long-haul competition

THE THREAT: Able to fly non-stop for more than 16 hours, the new Airbus A340-500 plane allows airlines like Emirates to bypass Singapore. The airline introduced the plane earlier this month and travellers now fly direct from its home base in Dubai to Sydney, Australia.

For Singapore Airlines, it means losing 'interline catchment', passengers of other airlines that stop over here and take SIA to other places in the region or to Europe.

THE GAME PLAN: The A340-500 is also a blessing for SIA, which will introduce it in February. It will allow SIA to bypass the flight restrictions in Tokyo on its route between Singapore and Los Angeles.

Some travellers tell The Straits Times that they prefer a stopover to ease the tiredness associated with a long flight. Customer relations manager Angeline Tham, 37, says: 'Flying is a boring experience and I get leg cramps easily, so I enjoy the break that a stopover gives. I can't imagine sitting in a plane for 17 or 18 hours.'

Airbus believes otherwise. Its director of product marketing, Mr Alan Pardoe, says there is an emerging trend towards non-stop long-distance air travel. On the Singapore-LA route, the new plane can save travellers up to five hours.

As more people travel, SIA is looking at snaring them by introducing the super jumbo jet that can seat 550 people. It will be the first airline to fly these giant double-deck Airbus planes in 2006, which will give a boost to major air hubs like Changi Airport.

But SIA is also not ruling out that there are passengers who want more direct flights from smaller airports. That's where Boeing's middle-range 7E7 Dreamliner aircraft for 200 to 300 comes in. 'We shall be inviting the manufacturers to submit proposals in the not-too-distant future, but we haven't fixed a date for doing so,' said SIA spokesman Rick Clements recently.

Dealing with the big boys

Singapore Airlines has also got to watch its full-service rivals, which are becoming as lean and as mean as the national carrier.

By Laurel Teo

THE THREAT: Even as Singapore Airlines (SIA) fights the budget carriers head-on, it has to keep an eye on full-service carriers that are catching up from behind. Western airlines, long criticised for being bloated, are becoming as lean and mean as SIA, until recently the world's more profitable carrier.

British Airways, United and Qantas have become almost classic cases of successful come- backs, doing so by trimming costs, downsizing, mending fences with their strident unions and pioneering changes. From the Gulf states, upstarts such as Emirates and Qatar Airways have forced the pace by copying SIA strategies, such as keeping a young fleet, placing large orders of planes to get good discounts and even poaching staff from SIA.

Sources say pilots from both SIA and Silkair have been leaving recently. While some have moved on to China Airlines and Dragon Air, as many as 25 of them have gone to Emirates, the Middle East's fastest-growing airline, which is also gaining in popularity with Singaporeans because of its lower fares. Mr Ricky Sung of Crest Travel and Tours says that an Emirates flight to Melbourne or Brisbane is, on average, about $100 to $200 cheaper than SIA's.

Nearer home, India could also pose a serious threat, says SIA's chief executive Chew Choon Seng. As its economic growth fuels more travel overseas, he expects a major, India-based airline to rise in power in three to five years, at which point key airports in India will jostle with Changi as an alternative stop on the Europe-Australia (Kangaroo) route.

Indeed, the threats to Changi's hub status from up-and-coming air hubs, including Bangkok and Dubai, and the introduction of ultra long-range aircraft by main carriers that can bypass Singapore, have repercussions on SIA's fortunes. It faces the prospect of losing 'interline catchment', passengers of other airlines that stop over here and take SIA to other places in the region or to Europe.

And SIA may be the ultimate loser should Changi fail, a possibility that Transport Minister Yeo Cheow Tong has declared the Government would not accept, even if has to be at SIA's expense. 'I think the key motivating force must be the building of Singapore's air hub,' he says in a recent interview. 'If we can do something to help SIA, well and good. If we can't, let's have more airlines come here.'

To Mr Kevin O'Connor, regional head of transport at Hong Kong-based research firm CLSA, the minister's message is clear: 'He is saying that if Singapore has to choose between its hub status and the airline, it would pick the hub. There is no ambiguity.'

It is an extreme scenario but analysts say the stakes are changing such that it could happen. But SIA and the Government are not without cards to play.

THE GAME PLAN: Like its rivals, SIA is also waging a war on costs and inefficiencies. On the wage front, SIA hires 26,000 people worldwide. Its staff cost last year was $2.25 billion, or 21 per cent of group revenue. A flexible package responsive to the company's performance is in the works, with the variable component raised to 30 per cent for general staff and 50 per cent for senior management.

In the wake of Sars, it cut wages and axed nearly 600 staff. 'We've been a very paternalistic company and we carried along under-performers and non-performers. But in a crunch situation, that was not tenable,' says SIA chief Mr Chew. He stresses that in the exercise to look at costs, 'the focus is not just on wages and salaries'. Rather, it will be to do a review on 'a total competitive cost structure' in terms of asset utilisation and cutting duplication and inefficienciesin the business. He did not give further details.

Analysts say that like Changi, SIA too is all too aware of the lessons learnt from PSA Corp, which lost two major shipping lines - first Maersk and then Evergreen - to Johor port, Tanjong Pelapas, for not being quick and agile in adjusting to fast-moving competition. But they are confident that SIA will continue to stay ahead in the game, given its track record.

Turbulent times with pilots' union

THE THREAT: Recent troubles brewing within the pilots' union have prompted the Government to step in to pre-empt prolonged battles between management and the pilots. Some of the pilots had reportedly been unhappy over the wage cuts they had to take in July, when the company later, in the most recent quarter, did a stunning turnaround by making profits of $306 million. The cuts were thus not needed, they allegedly claimed.

The pilots voted out the union leadership that agreed with the wage cuts and voted in a new leadership last week. The Government, seeing the stance to be the start of a more confrontational approach being taken by the pilots, said it would not allow one group to put at risk Singapore's industrial relations climate and Singapore Airlines (SIA).

An unstated fear also is that restive pilots will put pressure on SIA's four other unions to become more confrontational. The Government is tightening the law to remove members' right - unique to the pilots' union, the Air Line Pilots Association-Singapore (Alpa-S) - to have the final say in any negotiations with management. The Government also told SIA to 'pay competitive wages to retain good staff and gain the loyalty of its pilots and other staff'.

Underlying the Government's worry is the enormous role SIA plays in the economy: It makes up over half of the traffic flow through Changi, and the group alone accounts for 3 per cent of Singapore's gross domestic product. Transport Minister Yeo Cheow Tong says as much in a recent interview: 'It is very important for SIA management to be able to focus on the business challenges ahead, and for the entire company to work harmoniously... rather than wasting time fighting among themselves.'

SIA chief executive Chew Choon Seng agrees: 'My colleagues and I don't see unions or union leaders as enemies. We have all worked together to build the company.'

THE GAME PLAN: Mr Chew pledges that SIA will build on current measures to strengthen ties, such as holding regular departmental teas and meetings with unions. Staff can e-mail their feedback, and there are open channels to vent without fearing retribution.

While he does not agree that the wage cuts and retrenchments are entirely to blame for the dip in morale, he promises the company will take pains to get staff to understand the unprecedented layoffs. And in future, non-performers will be counselled and coached and if they cannot make the grade, they will have to go.

'Most people in the company understood with their heads but in their hearts, they felt that, well, the company has changed,' he says. 'Unfortunately, the company cannot stay the same and hope to survive. If we continue just being paternalistic and without regard for relative performance and contribution, then we would be living on past glories.'

Managing staff in times of change within the company and in the industry will be a challenge that will stay for awhile with SIA. How relations between management and the pilots' union will shape up remain to be seen, given its stormy past. Alpa-S has had 24 disputes with the management since its inception in 1981 after its predecessor was deregistered amid labour unrest. Of these, 19 had to be brought before the Ministry of Labour (MOM's predecessor) or the Industrial Arbitration Court.

Meanwhile, there are hints that there may be a shake-up in the way negotiations between the unions and SIA are conducted. National Trades Union Congress secretary-general Lim Boon Heng, who is an SIA board director, told The Straits Times recently that SIA should settle common issues of all five unions at one go, instead of having to negotiate each collective agreement separately with each union. Will this lead to a re-organisation of the unions, is a question some are wondering.

===========================================

With this, I end this excellent 4-part series of articles. While I do not think it is exhaustively comprehensive, not do I agree with everything it says, at least it tells one thing very clearly to singaporeans, and that is all the major players of our aviation industry, especially the airport, the airlines, and the government, are very mindful of the kind of competition we are facing now, and are working together to overcome them. ;)

5/1/04

It will expand air marshal network, work towards missile shield and persuade regional govts to share cost with airlines

SINGAPORE yesterday outlined its strategy to protect its skies and airport from terrorists, in the most comprehensive statement yet from the man in charge of homeland security, Dr Tony Tan.

It will expand the network of air marshals on Singapore Airlines flights to include countries other than Australia, work with allies to find a shield for commercial planes against surface to air missiles and coax regional governments to share the extra costs with airlines.

Deputy Prime Minister Tony Tan, who is also the Coordinating Minister for Security and Defence, announced these moves on the sidelines of a Sembawang community club event yesterday.

He warned: 'The threat is real, the threat is urgent, the threat is serious.'

His statement coincides with heightened global airline security. Several British, French and Mexican flights to the United States have been cancelled or delayed during the holiday season, because of fears that a plane could be used in a terrorist attack.

He also noted the initial jitters about terrorism that surrounded Saturday's crash of an Egyptian charter plane which investigators now say was caused by technical problems.

These events, said Dr Tan, show the vital importance of aviation security, 'which all governments, including governments in this part of the world, have to take very seriously.'

To spur his campaign, he said he will be meeting his Asean counterparts. He was in Indonesia last month and will be in Thailand this month. Next week, he wants Asean ministers attending a transnational crime conference in Bangkok to discuss the issue - at least on the sidelines.

The price of indifference is high, Dr Tan warned.

For Singapore, it could wreck the economy. As an air hub fortified by Singapore Airlines, the aviation sector contributes 5.5 per cent or $7.9 billion to gross domestic product and directly provides about one in 20 jobs.

In addition, loss of life could be tremendous.

'If an aircraft were to crash into a housing estate, like one in Singapore - Toa Payoh, Ang Mo Kio - the death toll would be very large. And it would be a tremendous shock to Singapore.'

For this reason, Dr Tan hopes the governments in the region will give it the 'same degree of urgency and importance' as Singapore.

He said: 'Otherwise, terrorists could hijack an aircraft in one of the regional airports, fly it to Singapore and crash it into our airport, or our port or a housing estate, and this would be a disaster to Singapore.'

Singapore is a prime target, said Dr Tan, mainly because of its support of the US-led coalition in the fight against terror worldwide and the deployment of troops to help rebuild Iraq.

He said terrorist attacks in neighbouring countries hold a crucial lesson for Singaporeans: 'If you let down your vigilance, if you don't take the necessary precautions, you are opening yourselves up to a terrorist attack,' he said, as Britain warned of grounding more flights.

Seven British Airways flights to the US have been cancelled since Christmas Eve, three Air France Los Angeles-Paris flights, and two Aeromexico flights.

But some countries, such as Brazil, are irked by the US moves. In a tit-for-tat move, the Brazilians are photographing every American arriving at its airports.

Meanwhile, Singapore has stiffened measures against terrorists at Changi Airport, since accepting the recommendations of the National Civil Aviation Security Committee last year, said Dr Tan.

He added: 'I see air marshals being a common feature for all airlines in the coming years. It will come to a stage when an airline without air marshals will not be allowed to land at certain airports.'

Missle Shield?? We are going to have our own version of star wars? :colgate:

SINGAPORE : Most Singaporean travellers just zip in and out of Changi Airport.

But if travellers have a few hours to spare, they can find several hidden corners that will entertain you in the transit area.

Imagine a swimming pool right smack in the heart of Changi.

While many may not realise it, that is exactly what one can find in Terminal 1, tucked away just above the Skytrain station.

And while the upgrading for this terminal has not really taken off yet, it has already received a $800,000 Rainforest Lounge that opened officially about two months ago - with jacuzzis and rest beds.

Meanwhile, over at Terminal 2, additions have been made to existing features like a cinema that screens the latest blockbusters.

And there is also a year-old sunflower garden that has become a favourite with many travellers wanting to get out into the open.

And what is a Singapore airport experience without that one staple - shopping.

Airport authorities say that a substantial portion of the $240 million earmarked for Terminal 2's upgrading will go towards allocating more shop space.

This is something they say passengers asked for.

"The facilities are clean, the shopping is quite cheap I only bought cosmetics and it is cheap," said one shopper.

"It's great! Many shops, many lounges, more cafes we can take more time. It's really convenient here compared to the other airports," said another.

Is the transit area accessable to those who are basically taking off or landing at the airport?

I think it should be. That is, after you clear immigration when departing for example.

Is it? I have always wondered who those services are for, when I dont seem to find them when I am flying off or landing! Must be too last min thats why. :D

Originally posted by huaiwei

Is it? I have always wondered who those services are for, when I dont seem to find them when I am flying off or landing! Must be too last min thats why. :D

I guess Singaporeans using the airport dont really have time to spare, but for foreigners in transit with hours to kill, the facilities really offer a chance to relax;)

SENIOR MINISTER'S INTERVIEW ON SIA AND CHANGI
Air-hub status more important than SIA profits

Govt ready to sacrifice stake in SIA, if necessary, for bigger objective, says SM

By Rebecca Lee

THE Government is so bent on ensuring Singapore keeps its position as an air hub that it is willing to sacrifice its stake in Singapore Airlines (SIA) if it comes to that.

Speaking in an interview on Monday, Senior Minister Lee Kuan Yew said: 'My job is to see that Singapore's position as an air hub is not lost. And if budget airlines were to eat up SIA's profits but retain Singapore as a hub, I say, 'So be it', even though we're going to lose money as shareholders of SIA. But what is the bigger and more important objective? Our remaining a busy air hub.'

Making the Government's position clear, Mr Lee spoke on the challenges facing SIA and Changi Airport, which include the emergence of low-cost carriers, the risk of long-range aircraft bypassing Singapore and the threat of new air hubs.

Highlighting the changed environment that SIA now operates in, he said the company has to report not only profits, but at least a 6 per cent return on capital to be viable. This is the minimum return needed for the company to stay afloat and its stock price to hold firm. Or investors would sell out 'and buy some other stock'. 'It just doesn't mean revenue minus expenditure. Revenue minus expenditure produces X millions, but what was the capital involved in producing those X millions?'

Said Mr Lee: 'We are not going back to the old Singapore. We've got stockbrokers, research analysts who study these figures who know exactly what capital was involved, who know about return on capital, return on equity.'

They study the company's growth prospects and will sell its stock if they judge that the company will lose more money. This, in turn, leads to a falling stock price, which will drag its credit ratings down, resulting in higher interest charges when the airline buys new aircraft. 'So this is accumulative,' he said.

'You either go into a virtuous circle where you get sounder and sounder and your rating goes up and interest rates go down, or you go into a vicious circle, where you become more and more precarious, you have to pay more interest, there's less profits and you are in trouble.'

'We've to think about tomorrow...'

SENIOR Minister Lee Kuan Yew was personally involved in the formation of Singapore Airlines (SIA) and has kept a close watch on the industry that is so important to Singapore's economy.

So last November, when SIA pilots decided to vote out their union leaders who had negotiated with management a wage-cut deal, which was approved by members, he decided to step in. Just as he had in 1980, when there were difficulties with the SIA Pilots' Association, which had represented the pilots then.

'The same captains who were adversaries in 1980 are behind this new group, I think, but it makes no difference. This is a job that has to be finished and I'll finish it,' he said in an interview on Monday with The Straits Times and Lianhe Zaobao.

He said of the union members: 'I am glad to hear that they want to heal rifts but what was the point of sacking the old committee... having approved of what they did? Obviously they had other intentions, so I'm glad that they are having second thoughts and I suggest they should have more second thoughts.'

Long before the issue cropped up, he had been looking at the challenge to Changi and to SIA, the changing global circumstances and how they affect Singapore's economic position.

When Air Line Pilots Association-Singapore (Alpa-S) members ousted their executive council, 'it was time to send a clear signal' that their assessment of the future was different from the Government's. We are not going back after Sars to what SIA and Changi Airport were before Sars. We're into a new era,' Mr Lee said.

He offered this example of what Singapore is up against. 'The Emirates makes no secret of it. They've got oil money, they are out to create Dubai as an international centre... and they're prepared to throw in money. And whatever SIA charges, they charge 10 per cent less. That's to start with.'

But some facts have not changed since that 1980 dispute: Singapore's small size, that it has only one airport, and competition with world-class airlines mean it has to be different.

Brushing aside suggestions that the government response was an over-reaction to what some see as an internal union matter, he said: 'I'm not interested in what the public reads in its newspapers. We have to think about tomorrow, the day after tomorrow, five years down the road, 10 years down the road.

'Do they worry about it? I worried about it before the day SIA was formed, when it was part of Malayan Airways in the 1950s, then Malaysia Singapore Airlines... and after Separation... So, every day I spend part of my time to look at the future.'

Unlike Malaysia, which had many airports, Singapore's only flights then were to Jakarta, Kuala Lumpur, Penang and Bangkok. Then in 1971 came a breakthrough: SIA could land at London. He said: 'That put us on the main trunk route, London-Singapore-Sydney. But is that the end of the story? No.'

For now, travellers can fly London-Dubai-Sydney or London-Bangkok-Sydney and save a hundred miles. And Bangkok is better placed than Singapore to serve Asian destinations to the north, such as Vietnam. 'So sit down, weigh the odds and say, 'How are we placed?'. I think we are disadvantaged. How do we overcome that disadvantage? That's the nub of the problem,' he said.

What is at stake, he said, are 220,000 jobs in the aviation and other related sectors, and 9.2 per cent of the gross domestic product. 'Look, I am 80-plus years old, I don't pick up unnecessary work. But when I pick up something, that means it's important.'

14 Jan 2004

By Johnson Choo

SINGAPORE : Transport Minister Yeo Cheow Tong is confident that traffic through Changi Airport will recover strongly this year.

Last year was a difficult year for Changi Airport.

There were 15 percent fewer passengers but there was a silver lining - Changi has attracted five new airlines.

And the accolades have continued to pour in - 18 over the year - with the latest naming Changi the "Best Airport in Asia Pacific".

Mr Yeo said: "However, what's encouraging is that the recovery has also been very swift. Our traffic numbers recovered steadily, with November's passenger traffic exceeding pre-SARS level."

On news out of Bangkok, that budget carrier Thai Air Asia plans to fly to Singapore from March, he says there is still some paperwork to sort out.

Mr Yeo said: "They've told us that they would like to fly here, and there's a procedure to be carried out. And the procedure is that they must first be designated as an official airline by the Thai authorities, and the Thai authorities have not done that yet. So we cannot give them any approval until we get the approval from the Thai authorities."

But Singapore is determined to support the growth of budget airlines and may even build an air terminal just for them.

Changi named world's best airport

It wins 18 top awards from industry organisations, magazines; SIA shares top honours as best airline

By Karamjit Kaur

CHANGI Airport is putting up a tough fight to ward off the competition, bagging 18 of the top awards given out last year by aviation organisations and industry magazines. It was, for example, named the best airport in the world and the Asia-Pacific region, in the Global Airport Monitor of the International Air Transport Association (Iata). Changi beat more than 10 other airports which handle 25 to 40 million passengers, to clinch the top prizes in the surveys done by Iata, which represents more than 250 airlines.

In another key passenger survey, though Changi lost out to Hong Kong, the contest was very close, according to London-based airline consultancy Skytrax Research, which compiled the results. Close to 1.7 million travellers took part in Skytrax's survey which rated airports on different variables, including passenger service standards, ground transport services and security/immigration services. Third after Hong Kong and Changi was Dubai International Airport.

Passengers polled by Skytrax may have rated Changi second, but the consultancy, which is conducting its own airport audits, has awarded five stars to Changi and only to Changi so far, for a high level of service and product delivery. The Skytrax audit covers not just airport staff but also service levels at airport restaurant and shops.

A Civil Aviation Authority of Singapore (CAAS) spokesman said: 'We are very happy Changi Airport is the first and only airport that has been rated '5 stars' in the Skytrax audit. While Changi has performed well in the audit, we have also identified areas for improvement. We will work hard at improving on those areas.' Skytrax is also ranking airlines separately and has given top honours to Singapore Airlines and Cathay Pacific Airways.

Honours aside, SIA is gearing up for the challenges ahead. In SIA's in-house newsletter, SIA chief executive officer Chew Choon Seng told staff that the airline faces a tough year battling low-cost carriers and increased competition in long-haul travel.

Such challenges, he warned, will come 'thick and fast'. SIA needs to adopt a flexible cost structure that will let it compete effectively and at the same time be responsive to deal with unpredictable rough patches.

One-stop transport centre at T1 a big hit

EVERY day, about 900 people use CityCab's airport shuttle service to the city, a 45 per cent jump compared to two weeks ago. The sharp increase came after Changi Airport set up a Ground Transport Centre at the arrival hall of Terminal 1, which informs visitors of the different modes of transport available. New signs directing people to the centre, which was set up on Dec 19, were also put up inside the restricted area for passengers and in the arrival hall.

The centre, near the old taxi queue, houses several booths, including one for the airport shuttle service and another for the limousine taxi service. CityCab's shuttle service, using seven-seater taxis, ferries passengers from the airport to different points around the city, including most hotels and MRT stations, for $7 an adult and $5 a child. A car rental counter will also be opened soon, said the Civil Aviation Authority of Singapore (CAAS).

At the centre, visitors can also purchase a special card entitling them to discounts of up to 40 per cent at selected hotels and eateries in Singapore. The card can also be used to pay for bus and MRT rides and topped up when the $10 stored value is used up.

Before the centre was set up, the various booths were located in different parts of the arrival hall and there was no car rental booth. CAAS spokesman Albert Tjoeng said: 'The counters for the different services were available before, but the one-stop centre located near the taxi queue is more visible and makes it easy for visitors to make informed decisions, especially if they are in Singapore for the first time.'

Those interviewed at the airport agreed. Mr Timothy Scott, 29, an IT product manager living in London, said: 'The signs are very clear and the moment I stepped into the arrival hall, I saw the huge overhead sign. Very convenient indeed.'

Indian student Attupurath Abraham, 18, said: 'The last time I came to Singapore, I saw the signs that said airport shuttle service and limousine service. But visitors may not always know what these refer to. When you have a sign that says Ground Transport Centre, it is more clear.'

The Singapore Tourism Board (STB) also plans to set up a booth for visitors near the centre. Similar services will be available at Terminal 2 when it is upgraded by next year, said Mr Tjoeng.

About SIA and Changi

THE good that has come of Senior Minister Lee Kuan Yew taking personal charge of the Singapore Airlines (SIA) issue is that he has crystallised the stakes for the nation. Before he began his round of off-the-cuff remarks and interviews - beginning with the startling 'broken heads and broken bones' imagery - no Singaporean market tracker or institution was cognisant of the full extent of the aviation sector's pivotal position. The nation now knows SIA and Changi Airport collectively account for 220,000 jobs, directly and downstream through the web of allied services and supplies provided. Their share of gross domestic product is just under 10 per cent. If the 220,000 figure were extrapolated to the number of households which depend wholly or in part on those workers' steady income, it leaves little to the imagination what sort of social devastation there would be if the twin dynamos gave out. Mr Lee's reckoning is that a quarter to a third of those jobs would be lost if SIA degenerated into a mediocre carrier and Changi lost its hub usefulness. Singapore's current jobless figure is 100,000. The stretched social fabric would tear, were the job situation to get any worse.

These numbers tell Singaporeans once again how mercilessly exposed they are for having to live by their wits, always worrying that the few advantages of foresight they have enjoyed for two decades or so will continue to erode as rivals master their brief. But beyond that and beyond Mr Lee's piquant language used, the response of the parties to the tempest (there is not a labour dispute yet, actually) surely has to be to pull in the same direction. This is about Singapore fighting for its way of life, not about who is tougher. The new executive committee of Alpa-S, the SIA pilots union, says it would seek common ground with the management. This newspaper is sure this was spoken in the true spirit of conciliation. But if it was a diplomatic reaction after Mr Lee's rebuke, the union should rethink and take to heart the impact on SIA of labour disruptions. SIA management on its part has to be reminded it cannot operate like a baronial conclave: it ought by now to have shed its state-enterprise aloofness with a collegiality and openness more in keeping with the private sector. There should be engagement with all levels of its workforce - managing their hopes and worries, rewarding them for sacrifice and team effort.

Changi Airport's prospects are more challenged, it would seem. The advent of ultra long-haul jets can make Changi less of a hubbing necessity, but in ways which are not clear yet. The competing claims of Dubai, Bangkok, Kuala Lumpur and Sydney (maybe Perth, some day) on the lateral Europe-Asia-Australasia route and regional runs are clearer. Changi has been king. Its weakness being exposed now is that it can be the most efficient and well-appointed airport by far, but that might not be sufficient buffer against new air centres not as ritzy but which are cheaper to use and reduce travel time. Mr Lee has emphasised that cost effectiveness would determine the outcome of the air war. So SIA's and Changi's cost-containment is not quite done - an unhappy prospect that would require masterful handling. What this episode has shown is that the future that SIA and Changi have to face up to is a metaphor for Singapore as a whole. Employers and workers who have thought about little else in these past two years are expected to keep at it. Costs should continue to be watched to preserve jobs, but workers are not to be treated as fodder as a result. Everybody is in this together.

20/1/04

SINGAPORE -- Singapore Airlines (SIA) said on Tuesday it would add Nanjing to its growing list of Chinese destinations as it announced a 3.1 per cent increase in global flight services from next month.

SIA said it will increase the number of flights to a host of cities mainly in Asia but also to New York in the United States and Athens and Amsterdam in Europe when its northern summer schedule begins on March 28.

Weekly return flights to Shanghai will increase from 21 to 28 as the airline steadily penetrates further into the China market.

SIA said thrice-weekly flights to Nanjing, the capital of Jiangsu province in eastern China, will start 'in the coming months', which follows another route to the booming southern city of Shenzhen that began this week.

The extra services will bring the total number of weekly SIA flights to China to 53.

SIA said weekly return flights to Melbourne, Australia, will increase from 14 to 19, and from 10 to 12 for the route to Auckland, New Zealand.

One extra flight a week will be added to Surabaya in Indonesia, and Hanoi and Ho Chi Minh City in Vietnam, while the South Korean capital of Seoul will get three more flights.

Bombay, Calcutta and Bangalore in India will also get extra flights.

Three extra flights to New York will be added using the airline's new ultra long-range A340-500 aircraft. -- AFP

1.6b chose air travel

Cheap tickets lured back passengers in second half of last year, and the figure reached about same level as in 2002

By Karamjit Kaur

TURBULENCE in the air was the order of the day last year, because of war, disease and slowing economies. Still, globally, the number of air passengers hit 1.6 billion, about the same as in 2002. This was due to the large number of people who returned to travelling in the second half of the year, prompted by cut-price tickets.

This year, the International Civil Aviation Organisation (ICAO) expects a 4 per cent rise in passenger traffic, said its president, Dr Assad Kotaite. And it is likely to grow by another 5 per cent next year. But to enjoy that growth, 'we have to ensure the safety and security of the flights'.

He made these comments yesterday to reporters at an ICAO seminar on technical cooperation being held at the Singapore Aviation Academy, off Loyang Avenue. Following the terrorist attacks in the United States on Sept 11, 2001, which crippled the air travel industry, safety in the skies has been a top priority for ICAO, the United Nations civil aviation authority, and other aviation bodies.

But there are practical problems in their implementation. Dr Kotaite explained: 'The main ones are the lack of state legislation, lack of well-trained personnel and lack of funding, in developing countries.' To help tackle these problems, ICAO runs a programme that gives poor countries the technical help they need to boost their security procedures.

One initiative under this is a training scheme funded mainly by Singapore, which signed a memorandum of understanding (MOU) with ICAO yesterday to offer 120 training fellowships to promote air safety and efficiency. The three-year scheme will cost more than $1 million. Transport Minister Yeo Cheow Tong, who inked the MOU, said it is Singapore's 'small way of helping other developing countries'.

Asked about the US move this month to take the fingerprints and photographs of most visitors, Dr Kotaite said security measures should preferably be discussed and decided on at the global level. Once the recommendations - like having armed air marshals on board flights - are made, individual states have to decide whether or not they wish to implement them.

Security on the ground is more important, and ICAO's council will meet in May to review security recommendations for airports worldwide. Said Dr Kotaite: 'We want to prevent the terrorists from boarding the planes.'

FLYING TO S'PORE: AirAsia Thailand

HE DID not get the discounts he wanted for landing at Changi Airport, neither did he get buses to transport passengers for his budget airline from here to Senai Airport in Johor.

Still, AirAsia chief Tony Fernandes has decided to fly to Singapore. He has informed the Civil Aviation Authority of Singapore (CAAS) that AirAsia Thailand intends to operate flights between Bangkok and Singapore from next month. A CAAS spokesman confirmed this, and added that there are now 272 flights a week from Changi Airport to Bangkok.

AirAsia Thailand, set up last year and based in Chiang Mai, is a joint venture between the Malaysian firm and Thailand's largest communication company, Shin Corporation.

It is believed the budget carrier is also close to signing a deal with a prominent local partner to set up a low-cost carrier based in Singapore. It would be the third in the works, after Valuair and Tiger Airways.

Streats reported yesterday that the airline plans to apply on Thursday for an Air Operators Certificate - needed to operate an airline here - from the Ministry of Transport. Mr Fernandes could not be contacted for comment yesterday.

Until recently, AirAsia refused to fly directly to Singapore because it said Changi Airport was too expensive. So it started flights out of Senai Airport last October, and tied up with Comfort Bus and a Malaysian bus operator to provide a direct service for its travellers between Singapore and Senai Airport.

But last month, the Land Transport Authority rejected the applications submitted by the bus companies for the direct bus service.

17 Jan 2004

BEIJING : Booming tourism demand has convinced China Airlines to launch a service connecting Hangzhou, capital of eastern China's Zhejiang province, with Singapore, state media said.

Travelers from Hangzhou can now fly to Singapore every Tuesday, Friday and Sunday, with the plane winging its way in the opposite direction on Monday, Wednesday and Saturday.

The first flight left on Friday, the Xinhua news agency said.

Exchanges between Zhejiang and Singapore have been soaring in recent years.

Statistics show that 28,560 tourists went to Singapore from Zhejiang last year, up 40 percent from the previous year, while some 69,850 tourists came to Zhejiang from Singapore, up 85 percent.

The only other international route from Hangzhou is to Seoul.

- AFP

The China market is still a mystery to me.....are they actually able to fill up the planes when the routs go to those more secluded Chinese cities?

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Official Site: http://www.asianaerospace.com/main.asp

Asian Aerospace is Asia's premier aerospace and defence technology exhibition and airshow organised by Asian Aerospace Pte Ltd, a joint-venture company between Reed Exhibition Companies and Singapore Technologies Aerospace Ltd. It is a Mega Trade Fair (MTF) endorsed and supported by the Singapore Trade Development Board and Singapore Exhibition and Convention Bureau. This event is also supported by the Singapore Economic Development Board, the Singapore Tourism Board and the Civil Aviation Authority of Singapore.

General Info

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Show Times

Trade Days: 24 - 27 Feb. 2004 (Tuesday - Friday)

Public Days: 28 - 29 Feb. 2004 (Saturday - Sunday)

Special Feature in AA2004: Unmanned Systems

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Unmanned Market Heads For New Heights

The increasing role of Unmanned Air Vehicles (UAV) in a diverse range of applications has been underlined by industry, indications that the annual business could hit in excess of US$5 billion by the end of the decade.

As major new players in the market eye opportunities for acquisition and partnerships with established companies, the UAV market seems likely to live up to the annual double-digit growth forecasts which have been made by respective analysts.

The potential role of unmanned vehicles in combat, strategic long endurance and tactical scenarios is constantly being explored and expanded, with proven performance in civil and military operations underlining the significance of that potential.

The powerplant manufacturers whose products are suitable for UAV applications will see new revenue stream opportunities and equal opportunities to develop the new engines required for the broadening role of unmanned vehicles.

Public and private sector enthusiasm, backed by substantial long term commitment and investments, will ensure that the UAV market remains a major industry feature for the foreseeable future.

The latest in unmanned products and applications, including UAV / UCAV Systems, Sensors, Datalinks, Engines, Payloads, and Ground Control Stations will inevitably be an important highlight of Asian Aerospace 2004, which will showcase the major developments in this strategic sector to the highest level of procurement decision-makers in Asia-Pacific.

Looking Back

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AA2002 Facts

Number of Exhibitors: 747

Exhibiting Countries: 36

Country Pavilions: 21

Official Delegations: 120 from 38 countries

Trade Deals Announced: Over US$3.2 billion

Number of Trade Vistors: 23,433 from 78 countries

Official Event: Asia Pacific Security Conference, C4I Asia Conference 2002, Airfreight Expo Conference 2002

Accolades

"Asian Aerospace continues to grow in stature and proved to be an exceptional success for Agusta Westland in 2002. We look forward to Asian Aerospace 2004."

David Bath
Director, Public Affairs
Agusta Westland


"Asian Aerospace 2002 was the best show ever for Lockheed Martin. We had in all delegations and visitors from about 20 countries. Several of these visits resulted in significant discussions with government and business leaders from the region."

David Wright
Senior Manager Marketing Events
Lockheed Martin Aeronautics Company


"An excellent presentation, very good show indeed and we hope to follow up on this exhibition."

Josette Francois-Rivoalan
Events & Exhibitions Manager
Dassault Aviation, France


"AA2002 was indeed a very good show for TransWorld Aircraft Leasing Group. It gave us an excellent opportunity to meet and entertain customers and enabled us to introduce our services to new clients. There is no doubt that our participation in AA2002 has brought about excellent new business opportunities both regionally and internationally and we look forward to taking part in future shows."

Rick Brown
TransWorld Aircraft Leasing Group


"We consider Asian Aerospace as one of the most important shows for EADS in this region of the world. We greatly appreciate meeting with our customers, receiving numerous delegates that are important for the business of EADS, and working in a very agreeable atmosphere. The level of this show was again very high and EADS profited once again from its participation. I think everyone agrees with us that Asian Aerospace is a fixed date in the time schedules of all people working in our industry."

Nicole Bernecker
Vice President Corporate Promotions
EADS


"It was one of the most successful international aviation events in 2002, and the best of all in Asia this year. A very impressive and most competent management."

Karel Vervoot
Belgium Aerospace


" Lufthansa-Technik only attends leading (A) exhibitions. Asian Aerospace is the central event for us in Asia. We have been exhibiting since 1988 and will be there for sure for the next few years too. Asian Aerospace is one of the best organised exhibitions in the world."

Tilman Tesseraux
Marketing Manager - Head of Marketing Communication
Lufthansa-Technik

Asian Aerospace 2004 Flying Display Aircraft

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No. Exhibitor, Aircraft, Type
1. Royal Australian Air Force, F-111C*, Fighter Bomber
2. The Boeing Company, F-15E Strike Eagle, Strike Fighter
3. US DoD, F-16CJ Falcon, Multirole Fighter
4. Embraer, ERJ 170*, Regional Jet
5. French Air Force, Mirage 2000 RDI, Multirole Fighter
6. Eurocopter S.E.A., EC-135*, Multipurpose Helicopter
7. The Boeing Company, Apache AH-64D, Attack Helicopter
8. US DoD, B-1B, Bomber
9. Dassault Aviation, Rafale B.301, Omni-role Fighter
10. US DoD, F-117 Nighthawk*, Multirole Fighter

No. Aerobatics Team, Aircraft, Type
1. Surya Kiran*, 9 x Kiran MK II*, Trainer Aircraft
2. Sarang Helicopter Display Team*, 3 x ALH*, Advanced Light Helicopter

No. UAV, Aircraft, Type
1 IAI-MALAT, Heron*, UAV-MALE

The Daily Flying Display is scheduled for 90 minutes.
24 February 2004 : 1230 - 1415 hours
25 to 28 February 2004 : 1130 - 1300 hours
29 February 2004 : 1130 - 1310 hours

Customer Demonstration Flights (By Invitation Only)
Exhibitors will be conducting customer demonstration flights daily.
Opening Day : 1500 to 1730 hours
Other Days : 0900 to 1130 hours / 1500 to 1730 hours

Note:
1. Astrick * implies 'new to Asian Aerospace show'
2. Aircraft information listed are subjected to changes

Asian Aerospace 2004 Static Display Aircraft

Static Aircraft Display Area (SADA) / West Cargo Apron (WCA)

NO. USAGE, EXHIBITOR, AIRCRAFT TYPE
A. Executive / Business / Regional Jet (SADA / WCA)
1. Civil AvCraft Dornier 328Jet (Regional Jet)
2. Civil Cessna Aircraft Co. Single Engine 182 (SE Piston)
3. Civil Cessna Aircraft Co. Citation X (Transport)
4. Civil Dassault Aviation Jet Corp Falcon 900 EX (Exec LR Jet)
5. Civil Embraer ERJ 170 (Regional Jet)
6. Civil Gulfstream Aerospace G200 (LR Biz/ Commuter Jet)
7. Civil Gulfstream Aerospace G550 (Executive Jet)
8. Civil Hawker Pacific Hawker 800XP (T/Fan Biz Jet)
9. Civil Hawker Pacific B390 - Premier 1 (Light Biz Jet)
B. Commuter Airliner / Turbo Prop (SADA)
10. Civil Cessna Aircraft Co. Grand Caravan (SE Utility)
11. Civil Hawker Pacific B300 - King Air 350 (Utility T/Prop)
C. Civil Helicopter (SADA)
12. Civil Bell Helicopter Bell 427 (Light Utility)
13. Civil Eurocopter SEA EC-120B (Multipurpose)
14. Civil Eurocopter SEA EC-135 (M/Role)*
15. Civil Eurocopter SEA EC-155 (Multipurpose)
D. Military Helicopter (SADA & WCA)
16. Military Boeing Company AH-64D Apache (Attack)
17. Military US DoD AH-64D Apache (Attack)
18. Military US DoD CH-47D Chinook (Heavy Airlift)
19. Military US DoD SH-60B Seahawk (ASW/ASST)
E. Military Fighter / Bomber (SADA & WCA)
20. Military BAE Systems Hawk 100 (Fighter/Trainer - mockup)
21. Military Dassault Aviation Rafale B.301 (Omnirole Fighter)
22. Military Eurofighter Int'l Eurofighter (RAF Typhoon -mockup)
23. Military French Air Force Mirage 2000 RDI (M/Role Fighter)
24. Military French Air Force Mirage 2000 RDI (M/Role Fighter)
25. Military Gripen International Gripen (Multirole Fighter - mockup)
26. Military Lockheed Martin Joint Strike Fighter (JSF - mockup)
27. Military RAAF F-111C* (Strategic Bomber)
28. Military Boeing F-15E Stike Eagle (M/Role Fighter)
29. Military Boeing F-15E Stike Eagle (M/Role Fighter)
30. Military US DoD F-15E Stike Eagle (M/Role Fighter)
31. Military US DoD F-16CJ Falcon (M/Role Fighter)
32. Military US DoD F-16CJ Falcon (M/Role Fighter)
33. Military US DoD F-16CJ Falcon (M/Role Fighter)
34. Military US DoD F-117 Nighthawk (M/Role Fighter)*
35. Military US DoD B-1B (Bomber)
F. Other Military Aircraft (SADA & WCA)
36. Military US DoD C-17A Globemaster (Cargo)
37. Military US DoD KC-135 Stratotanker (Tanker)
38. Military US DoD P3C Orion (Maritime Patrol)
39. Military US DoD KC-10 (Tanker)
G. Unmanned Aerial Vehicles (UAV)
40. Military Northrop Grumman Global Hawk (HALE/UAV - mockup)
41. Military Northrop Grumman Fire Scout (UAV - mockup)
42. Military IAI Malat Heron (MALE/ UAV)
43. Military ST Dynamics Fantail (VTOL Mini UAV)
H. Formation Display Team
44. Military Indian Air Force Surya Kiran Aerobatics Team Kiran MK II (x 9)
45. Military Indian Air Force Sarang Helicopter Display Team Dhruv (Advanced Light Helicopter) (x3)

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AA2002 Aircraft Photo Gallery

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JAN 22, 2004
US stealth fighter for air show here

By David Boey

THE sinister-looking American F-117 Nighthawk stealth fighter is expected to make its debut at the Asian Aerospace airshow here next month. It will be among about a dozen aircraft that include bombers, fighters and helicopters that the United States Air Force is sending. The fighter was a star performer during the 1991 Gulf War when it attacked heavily defended targets in Iraq with impunity. Its wedge-shaped design makes it almost undetectable on radar.

Also appearing for the first time at the show will be two aerobatics teams from the Indian Air Force, demonstrating close formation flying and other aerial stunts. They are the nine-aircraft team Surya Kiran - which means 'rays of the sun' - which flies Indian-made jet-powered training aircraft called Kiran Mark IIs, and the Sarang Helicopter Display Team, which is performing outside India for the first time. The chopper team, named after India's national bird, the peacock, will be the first to put on helicopter formation stunts at the show. It flies Indian-made Advanced Light Helicopters.

As of yesterday, 10 aircraft and choppers besides the Indian teams have agreed to participate in the 90-minute flying displays, which will take place daily during the six-day airshow at Changi that starts on Feb 24. More than 50 military and civilian planes and choppers will also be part of the static exhibition.

Asian Aerospace is held once every two years and next month's is the 12th. It is one of the biggest trade shows here, and the 2002 event delivered an estimated $320 million worth of spin-offs to the economy. That show attracted more than 23,000 trade visitors and over 40,000 people on the two days it was open to the public.

Aviation enthusiast Mike Yeo, 27, who has been to similar shows worldwide, is looking forward to seeing the stealth fighter up close. The 27-year-old aeronautical engineer said: 'There was talk of bringing it over in the previous two or three air shows, but nothing materialised.'

Originally posted by huaiwei

The China market is still a mystery to me.....are they actually able to fill up the planes when the routs go to those more secluded Chinese cities?

Guess that remains to be seen. Usually if a market is safe, you will see SIA flying the route.

Originally posted by RafflesCity

Guess that remains to be seen. Usually if a market is safe, you will see SIA flying the route. Depends man....they did withdraw some routes before....like the one to hiroshima, sendai, an berlin? ;)

wow..are you going for it? You should because I been there once, and you might be able to obtain interesting brochures, and take pics;)

Originally posted by RafflesCity

wow..are you going for it? You should because I been there once, and you might be able to obtain interesting brochures, and take pics;) But the most important question....is it free? :D

I guess not profitable. I remember reading some old magazines that SIA flew to Malta and Honolulu in the 80s.

Also while Aeroflot flies to Singapore, SIA doesnt fly to Moscow. There are other such instances, like Madagascar and Seychelles.

Airlines' costs may drop at Changi

The Civil Aviation Authority is going to issue a third company a ground services licence, increasing competition

By Goh Chin Lian

AIRLINES using Changi Airport could find themselves spending less on baggage and cargo handling, security and other ground services, as a third company will be allowed to provide these services. The Civil Aviation Authority of Singapore (CAAS) is expected to issue a third licence by July or August. Only Singapore Airport Terminal Services (Sats), which has an 80 per cent share of the business, and Changi International Airport Services (Cias), can do so now.

Major global companies have already shown interest in bidding for the new licence, Transport Minister Yeo Cheow Tong told reporters yesterday, although the third player could be a local company in a joint venture with one of these organisations.

More competition would improve service and reduce fees, which make up about 12 per cent of an airline's total operating costs, he said after a CAAS event to honour those who have contributed to Changi Airport's success. This would help Changi retain the 68 carriers which now use it and attract new ones, at a time when other airports are competing with it and airlines using long-range aircraft could choose to bypass it.

Changi, which attracted five new airlines last year, will market itself aggressively to draw more, including budget carriers, he said, describing the newcomers as one of the 'silver linings' in a year when traffic fell. According to figures released yesterday, Changi suffered a 14.9 per cent drop in passengers last year, from 29 million in 2002 to 24.7 million. Cargo volumes also fell 1.6 per cent, from 1.64 million tonnes in 2002 to 1.61 million tonnes last year.

The idea of having more players came up last March, but was shelved after Sars broke out. The Government has revived its plan to have a third company provide ground services now, because air traffic at Changi is increasing. It expects the number of passengers to return to 2002 levels or thereabouts this year, and rise to '30 million to 40 million passengers later on', said Mr Yeo, which means there is room for three players in a market that transport analysts estimate to be worth at least $550 million.

Most airlines have open-ended contracts with those providing ground handling services, and negotiate their prices annually or every three years. A deal could be severed by giving three months' notice.

Spokesmen for both Sats and Cias said that competition is not new to their respective companies, when asked for their reaction to the news. The area manager of Singapore and Brunei for Dubai-based airline Emirates, Mr Stephen Chu, said airlines would welcome having more choices in ground handlers at a cheaper price. He said: 'We've been with Sats, which gives a very high standard of service, although it's a bit expensive, but we'll still look at the opportunities from other handlers.'

The minister also told reporters that a low-cost terminal for budget carriers is likely to be built because there is at least one interested party, Singapore Airlines' Tiger Airways. 'We can always size the terminal to fit the market projection,' he said.

Originally posted by RafflesCity

I guess Singaporeans using the airport dont really have time to spare, but for foreigners in transit with hours to kill, the facilities really offer a chance to relax;) I often wished they could offer more amenities for your day visitor who just goes down to relax as well...haha! :D

First non-stop flight to LA takes off; new Airbus planes allow S'pore to make the most of 'open skies' agreement with US

4 Feb 2004

By Goh Chin Lian

SINGAPORE Airlines' first non-stop service to Los Angeles took off yesterday, opening a new growth area for the national carrier.

The new long-range Airbus aircraft will enable the airline to make full use of Singapore's 1997 open skies agreement with the United States, allowing unlimited flights between the two countries.

Up till now, SIA's flights to the US have had to stop along the way in a third country, Transport Minister Yeo Cheow Tong said at yesterday's send-off ceremony.

That meant that each time SIA added a new American destination, Singapore had to negotiate extra landing rights with another country for the flight to stop en route.

The new long-range Airbus allows SIA to consider flying to as many American destinations as it can viably support, cutting the travelling time there too, he said.

Yesterday's inaugural Flight SQ20 went to the west coast of the US, and SIA's first non-stop flight to New York is likely to be in June, earlier than the original August date.

If its non-stop services prove popular, the airline may expand its fleet of five long-range aircraft which it has named the A345 LeaderShip.

Mr Yeo said that the arrival of these aircraft also strengthens Changi Airport's position as an aviation hub, offering 'direct connections from this region to nearly all parts of the world without the need for an intermediate stop'.

It also promises to deepen trade ties between Singapore and the US, as more than 1,300 American corporations which have offices here can now connect with their home bases more easily, he added.

On yesterday's first flight was Mr Johnny Ang, 43, a regional manager whose company's headquarters are in Colorado, who was pleased to save up to four hours on a return trip. There is no need to stop in Tokyo or Taipei now.

California travel consultant Kelly Daoud, 35, said: 'Business travellers don't want any stops. They just want to get there and go home.'

Yesterday's flight left in a late-afternoon drizzle with 140 passengers. The plane can accommodate 181.

SIA chairman Koh Boon Hwee said that for a maiden flight, the number was 'very, very encouraging'.

Business class passengers have 15cm more leg room and DVD ports, while those in economy have 12.5cm more leg room and can lean back an extra 5cm.

Mr Koh said SIA is 'not a no-frills airline, and it never will be' despite the arrival of competition from new budget carriers, including its own, Tiger Airways.

The no-frills carriers would hopefully 'pull customers off buses or perhaps encourage people who might travel only once or twice to travel more frequently', he added.

Upgrading, building Terminal 3 and third ground operator are needed for airport to keep pace with rivals, says minister

7 Feb 2004

By Rebecca Lee

THE retrofitting taking place at Changi Airport will help Singapore maintain its position on the global aviation map, while plans to issue a licence to a third ground handling operator will keep costs at the airport competitive.

Transport Minister Yeo Cheow Tong yesterday listed measures being taken to maintain the unique 'Changi experience' and reduce airlines' cost of operating here, in reply to Madam Ho Geok Choo (West Coast GRC).

These include building Terminal 3, which is on track to be completed in 2008 at a cost of $1.75 billion.

Plans are also under way to upgrade Terminal 1 at the end of next year. The upgrading is scheduled to be completed in 2008.

The ministry is also studying the feasibility of a new terminal for low-cost carriers.

The nearly $2 billion being spent to enhance Changi is not too much, he told Non-Constituency MP Steve Chia, who asked if cost reduction should be a priority instead.

Mr Yeo said this was because in the 14 years since Terminal 2 opened in 1990, other airports have caught up. Changi needs to keep pace if it is to remain the airport of choice for passengers.

To further ensure costs are kept low for airlines, a third ground handler will be introduced to enhance competition and make services more price-competitive.

Asked by Madam Ho, a vice-president of human resources at Singapore Airlines Engineering, if passenger traffic supports a third operator, Mr Yeo trotted out some numbers.

Passenger traffic tripled from 8.1 million when Singapore Airport Terminal Services (Sats) and Changi International Airport Services were set up 20 years ago, to 28 million in 2002.

This is expected to grow to about 32 million in the next few years.

He also drew on the experiences of other airports to show there was 'plenty of scope' for a third operator.

Hong Kong International Airport, which handled 27.4 million passengers last year, has seven passenger handling companies, three apron handling companies and another three in-flight catering firms.

At Amsterdam's Schiphol Airport, whose annual passenger numbers are about 40 million, there are four ground handling companies and three in-flight catering service companies.

Asked by Mr Inderjit Singh (Ang Mo Kio GRC) if foreign players can enter the market - or if the Government is setting up another government-linked company, Mr Yeo said the Civil Aviation Authority of Singapore has invited offshore companies to bid for the new licence.

Originally posted by RafflesCity

Asked by Mr Inderjit Singh (Ang Mo Kio GRC) if foreign players can enter the market - or if the Government is setting up another government-linked company, Mr Yeo said the Civil Aviation Authority of Singapore has invited offshore companies to bid for the new licence. Excellent question!! :D I dont see why we need GLCs everywhere we go! ;)

High fees deter group from expanding here

10 Feb 2004


(SINGAPORE) Against a backdrop of growing competition among the region's service hubs, global logistics giant DHL said yesterday that high ground-handling costs at Changi Airport are an obstacle to its expansion in Singapore.

Uwe Doerken, chief executive of DHL Express, said the newly-integrated group - which has invested more than US$1 billion (S$1.68 billion) in the Asia Pacific since 2000 - was looking to further expand its operations here, but costs were a prime concern.

'In order for us to expand our presence at the airport, it is necessary to get the right cost structure for handling, and the right handling concessions, so we can operate here like we are operating at our other major international hubs like Hong Kong, Brussels, Cincinnati and others.

'At the moment, the handling costs here at Singapore are not competitive,' Mr Doerken said.

He was speaking to reporters following the opening of DHL's new Asia Pacific regional office. The office will house the group's regional management staff from both its Express and Danzas Air & Ocean divisions as part of DHL's global integration and rebranding following its recent takeover by Germany's Deutsche Post World Net Group.

Mr Doerken added he would be raising the issue of Changi's fees with Deputy Prime Minister Lee Hsien Loong at a meeting scheduled for later in the day.

A DHL spokesperson told BT late yesterday that the meeting had been positive, with the Singapore government indicating its support for DHL's operations here. The spokesperson declined to give details as to whether the cost issue was addressed.

BT understands that DHL has been eyeing Bangkok as a possible alternative to expanding its hub activities here should the cost situation at Changi not improve. Industry sources confirmed that while Kuala Lumpur International Airport has thus far not proven to be much of a threat to Singapore's air logistics business, Bangkok's new international airport, expected to be completed by end-2005, could take a bite out of Changi's pie.

Saying he expects Asia-Pacific revenues to grow by more than 10 per cent this year, led by an average 40 per cent annual growth in China, Mr Doerken cited the example of Hong Kong where an initial reliance on only scheduled commercial flights has grown into a network of dedicated freighter aircraft. DHL - which invested over US$500 million in Hong Kong - successfully negotiated concessions on ground-handling and other fees at Hong Kong's new airport, which is DHL's Central Asian Hub.

'Here in Singapore, we have also gone from nothing to four dedicated flights, using 737s up to MD-11s, and depending on what we agree to and how our business develops, that could be further expanded,' he said.

Just last Friday, Transport Minister Yeo Cheow Tong told Parliament that the government was committing some S$2 billion to bolster Changi Airport's position as a major air hub in the face of rising competition from Kuala Lumpur, Bangkok and Hong Kong.

Mr Yeo also said a third ground-handler would be introduced at Changi Airport to spur competition.

When asked for his reaction to the move, Mr Doerken said: 'It is certainly interesting and a good sign that Changi Airport is looking to create a more competitive environment for ground-handling.'

FEB 5, 2004
S'pore to LA - in 14 hours

Helped by tail winds, inaugural non-stop flight on SIA's new long-range aircraft slashes flight time by four hours

By Karamjit Kaur

LOS ANGELES - A single non-stop flight by Singapore Airlines across half the globe on Tuesday drove home how much this world has shrunk.

SQ20 left Changi Airport at 4pm on Tuesday and, helped by strong tail winds, landed 14,630km away in Los Angeles about 14 hours later, about two hours ahead of schedule. This is about the same amount of time it takes to fly in one of the carrier's regular planes from Singapore to major European cities like London, 10,880km away and Paris, 10,720km away. A trip to Japan and Korea would take half that time. The same journey in one of carrier's regular planes would have taken about 18 hours. It would have also meant a stop at Taipei or Tokyo.

About 140 passengers, including 15 journalists from Singapore and the region, made the historic trip to the American west coast in SIA's new long-range aircraft, the A345LeaderShip. It was the first such journey to test the limits of the new plane, which Emirates began flying at the end of last year from Dubai to Sydney, a distance of about 12,000km. When the aircraft landed, two fire engines sprayed water on it for good luck.

SIA also flies to San Francisco and New York, and has an arrangement with other airlines that allows its passengers to fly to a number of other American cities, from Seattle to Washington DC to Mexico City. It suspended its flights to Chicago and Las Vegas last year and has no plans to relaunch them.

Passengers on the inaugural flight were full of praise for the new service because of the time it saves them. Mr Ignatius J. Rasiah, 46, who flies to the United States four or five times a year on business, said that depending on his final destination, the journey can take more than 20 hours and include two transfers.

The chief technology officer of research and development (Asia) at PerkinElmer, a life sciences research company at Ayer Rajah Crescent, added: 'It can be very irritating when you have stopovers, because you have to lug your hand luggage in and out of the plane, join queues and go through security checks.' One of his company's vice-presidents, Mr John Tan, 40, who was on board too, said the non-stop flight allowed him to better divide his time working and sleeping.

Because there are 181 seats instead of the usual 300 plus, passengers had more leg room and found it easier to move around during the flight between the two meals served, and to get to the snack bars. There, they could pick up chocolate bars and chips in economy and hot snacks like omelettes and instant noodles in business class. Champagne was served throughout the flight.

Flight fares currently costs the same as on SIA's other planes - $1,800 for economy and $7,000 for business class. Despite their long hours of work, the cabin crew still looked fresh when they said their good-byes. The real challenge, however, is expected to be the flight back to Singapore which is expected to take almost 19 hours because the plane will be flying against the wind.

-- With additional information from Jane Ng and Goh Chin Lian

Did you see the ad for the flight on ChannelNewsAsia? Quite cool IMO;)

Originally posted by RafflesCity

Did you see the ad for the flight on ChannelNewsAsia? Quite cool IMO;) Most likely I saw it long ago...I even downloaded from the SIA site! :D

Originally posted by huaiwei

Most likely I saw it long ago...I even downloaded from the SIA site! :D

SIA site got meh? Is it still there? It features a plane circling the globe...

Missile defence system plan for planes



SINGAPORE'S government said yesterday it plans to install anti-missile defences on airplanes belonging to its national flag carrier and a subsidiary.

Authorities are developing a defensive device that they hope to have ready for use by Singapore Airlines and SilkAir planes in two years, said Defence Ministry spokesman Alex Tan, citing comments made on Saturday by Deputy Prime Minister Tony Tan.

“How the cost is to be shared between the government and the airline is something to be discussed,” Alex quoted the deputy prime minister as saying at a defence exhibition.

Tony said Singapore's military planes are already outfitted with missile defence technology, the spokesman added.

Fears of an attack on commercial jetliners increased after terrorists fired two heat-seeking rockets that narrowly missed an Israeli passenger plane taking off from Kenya in November 2002.

In November, a shoulder-fired missile struck a DHL cargo plane over Iraq, forcing it to make an emergency landing with its wing on fire.

Al-Qaeda-linked regional militants are believed to have tried to target Western sites in Singapore and authorities here have detained 35 terror suspects.

Some military planes use missile defences that spew out bits of steel foil that ignite as they hit the air, forming a glowing cloud behind the plane.

The missile tracks the heat and flies into the cloud instead of tracking the plane. – AP

18 Feb 2004

SINGAPORE : Express and logistics giant DHL on Tuesday launched a dedicated overnight express service between Singapore and Jakarta.

This brings the total number of destinations served in Asia Pacific to 24.

The new service to Jakarta makes it the first city in Indonesia to have direct connections to Singapore.

The four-times weekly new service will be operated on Tuesday, Wednesday, Thursday and Friday using a Boeing 737-200 freighter with a payload capacity of 13 and a half tonnes.

According to DHL, the cities directly connected to Singapore by dedicated freighter aircraft now include Hong Kong, Jakarta, Kuala Lumpur. - CNA

Other destinations are KL and Guangzhou

19 Feb 2004


(SINGAPORE) Cambodia's new carrier, First Cambodia Airlines, will take to the skies next week and Singapore will be one of its first three new destinations.

The company, owned by two Cambodian business parties and a Hong Kong-based businessman, has secured traffic rights and slot times for Singapore, Kuala Lumpur and Guangzhou.

The carrier, the kingdom's only airline to fly to Singapore and Kuala Lumpur from Phnom Penh, will be starting operations with a single leased 161-seater Airbus A320 aircraft. The plane will be configured with 12 business class and 149 economy class seats.

It will start its maiden thrice-weekly flight to Singapore Changi Airport on Feb 25 from Phnom Penh. The Phnom Penh-Kuala Lumpur flights will also start on Feb 25, followed by the Phnom Penh-Guangzhou route on Feb 28.

Its ground operator in Singapore is Singapore Airport Terminal Services Ltd (SATS).

Unlike the budget carriers sprouting up around the region, First Cambodia will be a full service carrier, despite pricing its tickets significantly below its rivals.

Passengers on the Singapore-Phnom Penh sector, for example, will be served complete in-flight meals prepared by SATS Catering

The company, with a paid up capital of US$2.5 million, is owned by Hong Kong-based Newskyland Co Ltd, Cambodian businessman Suor Pheng and Hun Mana, who is the daughter of the Cambodian prime minister Hun Sen.

The company said that it would be offering 'attractive introductory airfares' through its appointed travel agents soon.

Just got back from a trip to China (SHA & PEK) and back via Singapore..

Let me say Changi is without doubt the best airport I've been to (and I've travelled extensively across N.America & now Asia).

Why?

- Easy Orientation, Traffic & Access: You always know where you are
- Clear signage & travellators
- Wide Range of Shops
- In terminal entertainment
- Large Outdoor Smoking Balcony (OK, its Un-healthy & Un-PC, but tell me half of you haven't desired a puff during a stressful transit. Plus it's *THE* place to chat to other travellers)
- Great & Cheap Duty Free: You can buy a 3-pack of beer for not much and take it out and enjoy on the balcony.
- Movie Cinema & Video Arcades
- In-Terminal Hotel: Rent a room for 6-hours for less than S$60 !!! Great value for a couple of people during a long layover.

I had no trouble passing 6 hours of time between flights which in any other airport would have been a mindlessly boring slog.

To top it off: I lost my camera somewhere between Singapore and Melbourne. I reported it to Changi & Sydney Airports and whilst I haven't heard back from Sydney, I have already received a confirmation fax & personal email from the Changi Lost & Found to assist me in insurance claims.

Doesn't get any better. With all due respect to the City of Singapore it's probably the only city where staying at the airport is favourable to staying in town !!

Strange why the airline chooses to fly to two nearby destinations...they might as well go to both cities in one flight! :D

[QUOTE]Originally posted by huaiwei

FEB 5, 2004
[SIZE=4]S'pore to LA - in 14 hours

Helped by tail winds, inaugural non-stop flight on SIA's new long-range aircraft slashes flight time by four hours

By Karamjit Kaur

this is a HUGE reduction in flight times! USually, to get back to KL, I have to fly LA-KL via either Taipei/Seoul/HK/Narita! Often, the total flight duration is 22-25hrs! (including transit time)....SIA has the advantage. I usually prefer flying MAS, but I would choose SIA for my next flight back to KL......time is too precious to waste!

Originally posted by liping_t

[QUOTE]Originally posted by huaiwei

FEB 5, 2004
[SIZE=4]S'pore to LA - in 14 hours

Helped by tail winds, inaugural non-stop flight on SIA's new long-range aircraft slashes flight time by four hours

By Karamjit Kaur

this is a HUGE reduction in flight times! USually, to get back to KL, I have to fly LA-KL via either Taipei/Seoul/HK/Narita! Often, the total flight duration is 22-25hrs! (including transit time)....SIA has the advantage. I usually prefer flying MAS, but I would choose SIA for my next flight back to KL......time is too precious to waste!

I know..after a 12 hour flight, even 1 more hour can feel like an eternity! Which is why I prefer the London-Singapore route becos its one hour faster than the reverse:eat:

Previously posted by drwho:

Airlines revive as plane firms head to Singapore show

Reuters

Singapore, February 19


A recovering global aviation industry, especially in Asia, is offering renewed business for aircraft makers seeking deals at next week's Singapore air show.

The biennial show, set to open on Tuesday, may see more action than the last, which was held in 2002 shortly after the September 11 attacks in the United States.

Airlines in Asia are recovering from the impact of the Iraq war and the deadly SARS outbreak in April to June of last year and have been restoring capacity.

"We expect double-digit (traffic) growth through the region this year. There's a little bit of caution in the air because of the potential of SARS coming back and uncertainty in the US economy," managing director at the Centre for Asia Pacific Aviation Peter Harbison told Reuters.

"But this is probably as good a time as ever (for aerospace companies at the show) and from what I'm hearing, the defence side should be strong," said Harbison.

Air shows are traditionally occasions for manufacturers and airlines to announce eye-catching deals.

Airbus SAS, 80 per cent owned by European Aeronautic Defence and Space Co NV (EADS), has a strong track record of timing sales announcements to coincide with the world's four biggest shows, including Singapore's. The others, all biennial, are held at Farnborough in Britain, Paris and Dubai.

Airbus's rival, US aerospace giant Boeing Co, said it would highlight the merits of its proposed new jetliner, the 7E7, at the Singapore exhibition, the first show since the Chicago-based company began to offer the aircraft to the world's airlines.

Singapore Airlines Ltd, the world's second most valuable airline, has said the 7E7 was a candidate for an upcoming order. Analysts said Japanese or Chinese airlines may be interested in acquiring such an aircraft.

"We remain very optimistic for this year," said Trixie Webster, vice president at Asian Aerospace Pte Ltd, the show's organiser, when asked on the amount of trade deals expected to be clinched this year. The total was $3.2 billion at the last show.

SECURITY

Aside from civil aircraft deals, the show is expected to stress the importance of the market for military products and services in Asia-Pacific, which is plagued by security concerns.

Singapore itself has detained 37 suspected Muslim militants and officials have said that the threat from Southeast Asia extremist group Jemaah Islamiah lingers.

One focus will be on the capabilities of fighters from Eurofighter GmbH, France's Dassault Aviation SA and Boeing -- the three companies that Singapore has short-listed for an order of 20 warplanes worth more than $1 billion.

Drone aircraft, estimated to have a $10 billion market potential within the next decade, will also be featured.

A conference on Asia Pacific security, set by the show organiser with the Institute of Defense and Strategic Studies, will also take place next week.

Protecting civil aircraft and government's role in ensuring security will also be discussed at an aviation summit conducted by the show organiser with the Geneva-based International Air Transport Association.

Top executives of airlines such as Dragonair, Air Asia and Gulf Air will be key speakers at the summit, where issues such as measures to help airlines cut costs and challenges facing low-cost carriers would be discussed.

"Airlines are the backbone of the industry, but they are the least profitable. There is something wrong with the value chain of profits," said IATA Asia Pacific spokesman Anthony Concil.

if i had $$ i would visit the aerospace show :)

i want to see that Eurofighter in action!
:)

Changi definitely sets standards.

its great :D

did u go to Hk airport?

Currently, a massive reclaimed land off Changi Airport is allocated for airport expansion.

New Changi Air Force base will be also constructed there with third new runway and a massive aerospace exhibition hall is planned for this land.

So I wonder once Changi Air Force base is completed, Paya Lebar Airport which is currently home of Singapore AirForce and Singapore Technologies Aerospace Engineering facilities, close?

More residental and commerical buildings are fast surrounding the Paya Lebar airport.

If Paya Lebar Airport is really closed, then we can expect to see more skyscrapers breaking 280 m limits soon in new downtown site at Marina Bay.

:cool:

Actually I am not sure if they going to raise the height limit for the new downtown. The URA said that the height limit there is only 245m.

The expansion for Changi is quite exciting. huaiwei said they could theoretically have space for more runways and another 2 terminals? (4 and 5).

Anyway arent there some military facilities at Changi now?

and it does make some kind of sense to move the airbase away from Paya Lebar:)

Originally posted by RafflesCity

Actually I am not sure if they going to raise the height limit for the new downtown. The URA said that the height limit there is only 245m.

The expansion for Changi is quite exciting. huaiwei said they could theoretically have space for more runways and another 2 terminals? (4 and 5).

Anyway arent there some military facilities at Changi now?

and it does make some kind of sense to move the airbase away from Paya Lebar:)

Yes, there is a military air base at Changi. It can be seen when you face runway 1 coded as O2L and 20R at two ends of runway - this is where you have viewing gallery facing this runway at Teminal 1.

You should be able to see few gray planes. One of them is clearly a military transport RSAF KC 135R (version of B707). ;)

Third runway is already undergoing construction.

Originally posted by drwho

if i had $$ i would visit the aerospace show :)

i want to see that Eurofighter in action!
:) Wont it be far cheaper to see it right in Europe itself, where you are located now anyway? ;)

Originally posted by JediAlf

Yes, there is a military air base at Changi. It can be seen when you face runway 1 coded as O2L and 20R at two ends of runway - this is where you have viewing gallery facing this runway at Teminal 1.

You should be able to see few gray planes. One of them is clearly a military transport RSAF KC 135R (version of B707). ;)

Third runway is already undergoing construction.

Oh! I have seen a gray B707 take off from Changi Airport. The military planes share the airport runway with commercial planes??

Where is the 3rd runway located then?

Originally posted by JediAlf

Currently, a massive reclaimed land off Changi Airport is allocated for airport expansion.

New Changi Air Force base will be also constructed there with third new runway and a massive aerospace exhibition hall is planned for this land.

:cool: I knew there is a airtbase there, but I tot it dosent have its own runway?

Originally posted by RafflesCity

Where is the 3rd runway located then? I wonder if he is talkig about the one parrelel to the existing runways, on the reclaimed land? I remember posting a photo about it somewhere........

hmm..Changi now has 2 runways. One parallel to T2 and the other also parallel but across the expressway?

so the 3rd one will have to be on the reclaimed land isnt!:D

I tink it could be this one....although i tot it was for passenger use..

http://e.1asphost.com/sssc/Aviation/AirlinersNetPhotoID232454.jpg

That is freaking huge! More than the area of the current airport from the looks of it:eek:

Originally posted by RafflesCity

That is freaking huge! More than the area of the current airport from the looks of it:eek: Yeah..but did u see the runway being built there? ;)

Yes, and it looks really far off from the main terminal buildings. Maybe the runway will be for the airbase..

but isnt the airbase on the OTHER side of changi?? :?

Originally posted by huaiwei

but isnt the airbase on the OTHER side of changi?? :?

The existing Changi Air base is located besides the runway 01 (coded as 02L (northern end of runway) and 20L (southern end of runway)

The picture put up by Huawei showing a wing of a Boeing 747-400 over reclaimed land and Changi Airport runway. The visible runway is Runway 02 (coded as 02R (southern end of runway) and 20L (northern end of runway)

The main building facing runway 02 is Terminal 2 building. The other runway beyond is runway 01. So you cannot see the existing Changi base.

http://www.airliners.net/open.file/512762/M/

This is a RSAF KC 135R (version of B707, It was formerly with US Air Force. It was altered internally and fit with new engines). You can see two planes in background (Fokker 50 martime patrol planes) This is Changi Air Base. You can see this easily from Terminal 1 Viewing Gallery.

-----------

The new Changi Air Base is on reclaimed land with new runway. Aerospace exhibition halls are also being constructed on reclaimed land.

Originally posted by JediAlf

The picture put up by Huawei showing a wing of a Boeing 747-400 over reclaimed land and Changi Airport runway. The visible runway is Runway 02 (coded as 02R (southern end of runway) and 20L (northern end of runway)Did you see the existance of a third runway on the reclaimed land in that picture? ;)

Originally posted by huaiwei

Did you see the existance of a third runway on the reclaimed land in that picture? ;)

Nod nod. I noticed the third runway in making. Too bad nobody has the updated photo of year 2004 on reclaimed land. The third runway should be finished by now and little buildings emerge there.

Originally posted by JediAlf

Nod nod. I noticed the third runway in making. Too bad nobody has the updated photo of year 2004 on reclaimed land. The third runway should be finished by now and little buildings emerge there. If they turn it into an airbase, then what happens to expansion plans for changi airport itself?

Originally posted by huaiwei

If they turn it into an airbase, then what happens to expansion plans for changi airport itself?

The reclaimed land is sooooo huge. It is almost the size of whole changi airport.

Actually Terminal 3 is the last piece of the entire masterplan of Changi Airport which aimed to have three terminals and two runways and series of cargo complexes.

http://www.airliners.net/open.file/176469/L/

This photo was taken in 2001. So you can have idea how massive this piece of land...

Originally posted by JediAlf

The reclaimed land is sooooo huge. It is almost the size of whole changi airport.

Actually Terminal 3 is the last piece of the entire masterplan of Changi Airport which aimed to have three terminals and two runways and series of cargo complexes.

http://www.airliners.net/open.file/176469/L/

This photo was taken in 2001. So you can have idea how massive this piece of land... I noe it is massive, which is why i dont believe it is only for an airbase...

Alot of literature has been mentioning about expanding the airport itself, including one more runway and 2 more terminals. in fact, the plans tt came out in the early 1990s envisages 4 runways....

I wonder why they place the runway in the middle of the reclaimed land thou! ;)

Found this news article about the airbase development.....wonder why I didnt figure it when it was reported at that time! :bash: :D

15 July 2002

DPM DR TONY TAN OFFICIATES GROUNDBREAKING CEREMONY FOR RSAF'S NEW FACILITIES AT CHANGI EAST

Deputy Prime Minister and Minister for Defence, Dr Tony Tan, officiated at the groundbreaking ceremony for the RSAF’s new facilities at Changi East this afternoon. The development of Changi East reflects MINDEF’s commitment to invest in a first class air force.

The groundbreaking ceremony marked a milestone in the RSAF’s development. The Changi East development is an extension of the existing Changi Air Base. It is situated on reclaimed land east of Changi Airport. The facilities include a 3.05km long runway, a 2.9km long RSAF taxiway parallel to the runway, an Air Traffic Control (ATC) tower, a logistics complex, parking aprons, and squadron and detachment buildings. This is the first time that air base facilities of this scale have been locally designed and developed by the Defence Science and Technology Agency (DSTA), working closely with the RSAF and the local construction industry.

When the Changi East facilities are completed in late 2004, Changi Air Base will comprise 2 sub-complexes. The new Changi East complex will be for fighter aircraft operations while the existing facilities at Changi Air Base (also known as the Changi West complex) will continue to house the Fokker-50 maritime patrol aircraft (MPA) and KC-135 jet tanker squadrons that are now operating there. The facilities at Changi East will enhance the RSAF’s operational capabilities and flexibility.

Some photos of the event:

http://www.mindef.gov.sg/images/15jul02_changiairbase01_big.jpg

http://www.mindef.gov.sg/images/15jul02_changiairbase02_big.jpg

http://www.mindef.gov.sg/images/15jul02_changiairbase03_big.jpg

-

Originally posted by huaiwei

I noe it is massive, which is why i dont believe it is only for an airbase...

Alot of literature has been mentioning about expanding the airport itself, including one more runway and 2 more terminals. in fact, the plans tt came out in the early 1990s envisages 4 runways....

I wonder why they place the runway in the middle of the reclaimed land thou! ;)

It is difficult to get hold of Master Plan of future expansion of Changi Airport. :rant:

What we know now

1) RSAF air base will be constructed on reclaimed land (Changi East)
2) third runway is taking shape (should be finished by now) in middle.
3) Asian Aerospace's new site will be also located next to third runway - in time for Asian Aerospace 2006 (Changi North)

I must visit Changi Airport Terminal 2 today!

http://www.ura.gov.sg/ppd/mp2003/index.jsp?content=ework03&region=east

Got a cool picture of new Asian Aerospace site...

Originally posted by JediAlf

I must visit Changi Airport Terminal 2 today! Hua!! A visit there will give us such illusive answers?! :eek:

Originally posted by huaiwei

Hua!! A visit there will give us such illusive answers?! :eek:

Terminal 2 viewing gallery faces the reclaimed land where third runway is planned. Should be able to see anything ongoing in reclamation...

Originally posted by JediAlf

Terminal 2 viewing gallery faces the reclaimed land where third runway is planned. Should be able to see anything ongoing in reclamation... then that will be a major security issue, isnt it? :D

Originally posted by huaiwei

then that will be a major security issue, isnt it? :D

What's odd is that new RSAF air base at Changi East has it own runway, its own taxiway...

Don't tell me that they really build 2 runways on reclaimed land?!

And what is just as odd to me is that they are building a 3km runway just for fighter planes??

It seems almost as thou the development is an interim measure or someting??

Originally posted by A-brain

Doesn't get any better. With all due respect to the City of Singapore it's probably the only city where staying at the airport is favourable to staying in town !! Haha!! The thing is that Changi dosent even have a hotel per say! ;)

Thanks for the articles and pictures!

Looks like the runway we saw u/c is most likely for the new Changi Airbase and I dont think we need to worry beyond T3 for Changi Airport now. Although the land reclaimed does look massive and probably can house several functions.

I even saw in their plans they wanna have housing developments there!

and this pic is just exciting!
http://www.ura.gov.sg/ppd/mp2003/images/e-pic-w-3daerial.jpg

They have day rooms though;)

23 Feb 2004

SINGAPORE: Changi Airport will open up the ground handling market to a third handler.

Announcing this at the opening of the IATA/Asian Aerospace Aviation Summit on Monday, Transport Minister Yeo Cheow Tong said the decision was the result of an on-going review to open up the ground handling market at Changi Airport.

Mr Yeo said: "Ground handling costs are a significant percentage of an airline's total operating costs. The greater competition amongst the ground handlers should hopefully lead to improved service levels and efficiencies, giving the airlines greater value for money.

"So far, the response to the third ground handling license has been very good and we will be awarding the tender in a few months' time."

And when the third ground handler starts operations next year, franchise fees paid by the three ground handlers at Changi will also be restructured. This will cost the Government about S$10 million a year.

Mr Yeo said: "We would expect that the competitive environment will result in the ground handlers passing these savings back to their airline customers, thus reaping further cost savings for the airlines."

Earlier, Mr Yeo said the aviation sector has, in its own right, become a critical part of Singapore's economy and continues to be a key infrastructure pillar supporting the growth of Singapore's economy.

Quoting a 1999 study by the National University of Singapore, Mr Yeo said the aviation sector contributed, directly and indirectly, 9.2 percent of Singapore's Gross Domestic Product.

Mr Yeo said: "An estimated $1 out of every $13 of goods and services produced in the Singapore economy was related to Changi Airport activities. Our aviation sector is also a major employer. There are around 80,000 jobs at Changi Airport."

He also dwelled on the reasons why international airlines use Singapore in their global network.

Mr Yeo said: "It is certainly not our birthright and neither was it by chance. What makes Changi Airport a high-priority destination in Asia are three simple reasons.

"First, a strong, robust and continually growing traffic demand. This is the result of Singapore's position as a regional business hub and an attractive leisure destination.

"Second, an open and liberal air services policy which welcomes all foreign airlines and seeks to enhance Changi's connectivity. And last but not least, a consistent policy that ensures that Singapore is a cost-effective place to operate and hub in."

He said the Government had also adopted a win-win partnership approach in working with all the airlines.

Mr Yeo said: "Without our airline partners, Changi Airport is merely two huge empty terminal buildings with the iconic control tower in between. Thus, our top priority is to maintain a close partnership with the airlines in order to better understand and assist them in improving, and more importantly, grow their operations here.

"Pragmatically, we also know that the win-win partnership cannot exist on ideals and friendship alone. At the end of the day, there must also be concrete and tangible initiatives to help airlines grow their business, improve products and productivity, lower operating costs and most importantly, increase profits."

And some of the key intiatives that were launched in the past two years include a three-year $210 million Air Hub Development Fund, a four-month $10 million Air Traffic Development Scheme and a new Growth Incentive Scheme starting from January this year.

Mr Yeo said: "We have also not forgotten about keeping Changi cost competitive. This is also a top priority for all airlines in an increasingly competitive environment.

"Hence, we are studying the key elements in the cost structure of airlines' operations in Singapore, to see how we can help you cut costs. Only by understanding the key cost elements can we put in place effective measures to help airlines." - CNA.

ok guys :)

Is anyone here from the board going to visit Asian Aerospace ? is it possible to take photos on the aircraft from outside ?:)

Originally posted by drwho

ok guys :)

Is anyone here from the board going to visit Asian Aerospace ? is it possible to take photos on the aircraft from outside ?:) Er....maybe when they are doing the airshow??? :D

I doubt we can get anywhere near thou...the whole place is going to be like a fortrest! :bash: ;)

New Garuda flights link regional cities to S'pore

JAKARTA - Indonesia's national carrier Garuda said on Sunday it will start flying three new routes later this month from regional cities on Java and Sumatra islands to Malaysia and Singapore.

Flights from the Yogyakarta to Kuala Lumpur will start from Saturday. A week later, flights will start between Yogyakarta and Singapore. From Feb 28, it will also fly between Singapore and the West Sumatran provincial capital of Padang, via Pekanbaru in Riau province.

'We hope to boost tourism and business, particularly from South-east Asian countries, by enabling foreigners and Indonesian workers to enter and leave Indonesia without having to go through the capital,' said spokesman Pudjobroto. -- AP

23 Feb 2004

http://www.channelnewsasia.com/imagegallery/store/phpyhGBik.jpg

SINGAPORE : Asian Aerospace is getting a new home in 2008.

Deputy Prime Minister Tony Tan, who opened the show on Monday, announced that the Government has decided to build a larger, better-equipped exhibition centre in Changi North.

In four years' time, a piece of barren land will be transformed into a new venue to house the exhibition centre for Singapore's premier airshow, Asian Aerospace 2008.

The location is 3 kilometres away from the current Changi Exhibition centre and opposite Changi Airport's runway.

The show has till now been staged at the Changi Exhibition Centre, which will see its last Asian Aerospace in 2006.

Dr Tan said the new venue would have the most modern facilities available for exhibitors to show off their hardware and services. - CNA

Originally posted by huaiwei

Er....maybe when they are doing the airshow??? :D

I doubt we can get anywhere near thou...the whole place is going to be like a fortrest! :bash: ;)

oh :/
i really want pics of JAS 39 Gripen & Eurofighter flying in Singapore:):)

The AA-site does only have pics from AA2002:/

Originally posted by drwho

oh :/
i really want pics of JAS 39 Gripen & Eurofighter flying in Singapore:):)

The AA-site does only have pics from AA2002:/ Maybe I should record the news on tv and take out the stills? :D

I beleive there will be pictures coming soon from other budding enthusiasts....just waiting for them come this weekend. And I am stil not 100% decided about my own attendance....

Originally posted by huaiwei

Maybe I should record the news on tv and take out the stills? :D

I beleive there will be pictures coming soon from other budding enthusiasts....just waiting for them come this weekend. And I am stil not 100% decided about my own attendance....

woho! if you have some stills please post them! :) :)

Originally posted by huaiwei

Haha!! The thing is that Changi dosent even have a hotel per say! ;)

What are you talking about? I just said they have a Transit Hotel and you can stay there overnight if need be. A couple on the way back to Europe were staying at the Transit Hotel for 24 hours because their Agent screwed up..

Yep beek to Chep Lap Kok .. but only to the Terminal and straight out - a bit big and daunting. If I had a longer layover I might get a chance to explore it, but didn't seem to have the easy access of Changi..

Originally posted by A-brain

What are you talking about? I just said they have a Transit Hotel and you can stay there overnight if need be. A couple on the way back to Europe were staying at the Transit Hotel for 24 hours because their Agent screwed up..Haha...I am just refering to that fact that the "hotel" there is not recognised officialy as a full-fledged hotel, since it is not listed in any hotel directory here. In comparison, there are some airports with full hotels...like the Regal at HKIA, and the Dubai International Hotel at Dubai? (not 100% sure if the later is really full-fledged thou) ;)

yeah hk airport is great.. great views and design...

changi is starting to look old.. BUT its still #1 for me...... signage efficiency, service and facilities are without peer...

i have been to KLIA it is very poor compared to changi..

the tickets are almost sold out? if you wanna go quick buy some ticks

Originally posted by perthguy78

yeah hk airport is great.. great views and design...

changi is starting to look old.. BUT its still #1 for me...... signage efficiency, service and facilities are without peer...

i have been to KLIA it is very poor compared to changi.. Is it? I notice views, as usual, often arent consistant. I noticed in skytrack, that the signage actually proofed to be the biggest bugbear for come Changi users!! :D

well they must be blind :D..
changi is the best laid out and signed airport in asia....
KLIA is awful...

well they must be blind :D..
changi is the best laid out and signed airport in asia....
KLIA is awful...

then again i have been to changi many times.. so i know my way around already :D...

Originally posted by heirloom

the tickets are almost sold out? if you wanna go quick buy some ticks Wah.so popular? Many rich folks here man! NVM....looks like I have to rely on third party sources then...:bash: ;)

Even as we speak, Changi T1 and T2 are undergoing renovation and a refacading to 'freshen' up. This is in anticipation of the A380.

T3 should be ready in 2008:cheers:

how much are the ticks?

28 I tink.......ouch.

I was looking at the skytrak thing....and I see this:

http://www.airlinequality.com/AirportRanking/sin.htm

Terminal Comfort

Natural daylight in Terminal: http://www.airlinequality.com/images/apt-3str.gif

No wonder the response was to do this....which is part of the on-going Terminal 2 upgrade! ;)

Terminal 2 Upgrading

Changi Airport is upgrading again! This time, Terminal 2 will be undergoing an entire facelift with the aim of better serving air travellers. This will be done in 3 ways. First, any deficiency and weakness in the existing building design are identified and rectified. Second, the transit area will be enlarged to increase Terminal 2's handling capacity. Third, more shops and F & B options will be made available to airport users with better space planning.

With the facelift, airport users can expect significant enhancements to Terminal 2 functional areas. There will be an extended canopy at the departure kerbside to provide shelter against inclement weather, the departure check-in hall and arrival immigration hall will be revamped with posh architectural finishes as well as designer landscape to make them more welcoming and friendly. Airport users will also find that the intelligent use of natural lights and removal of low ceiling areas result in a departure check-in hall with better clarity and easier way-finding. For the avid shoppers, more shops with interesting shop fronts will add to their shopping pleasure within the transit area. Food lovers will be delighted to find more F & B options in both the public and transit area.

http://www.changiairport.com.sg/media/Changi/images/content/PublicRelations/en/T2Upgrading.jpg

24 Feb 2004

Govt hopes $10m annual savings will be passed on to airlines


(SINGAPORE) Changi Airport's ground handling franchise fees will be slashed from next year, saving ground handlers about $10 million a year which the government hopes will be passed on to airlines, Transport Minister Yeo Cheow Tong said yesterday.

The new fee structure will take effect when the recently announced third ground handler begins operations, Mr Yeo said at the opening of the International Air Transport Association (Iata) Asian Aerospace Conference.

The move will cost the government about $10 million in lost revenue, but no effort will be spared 'to ensure that Changi Airport remains the preferred hub of choice in this region for all airlines', he said.

'We're restructuring the fee structure to make it more consistent, and secondly, to pass some savings to them by reducing some of the fees.

'We hope the ground handlers will in turn pass those reductions to the airlines they are serving. We cannot force them, but I believe that with three ground handlers competing for the work, I'm sure a large part of that will be passed to the airlines,' Mr Yeo told reporters on the sidelines of the conference.

Ground handling costs are a significant percentage of an airline's total operating costs, with total airport charges almost equal to fuel costs, according to Iata.


In mid-January the government announced it was inviting bids for a third ground handling operator to spur competition at Changi. 'The response to the third ground handling licence has been very good,' Mr Yeo said, adding that the tender will be awarded in a 'few months'.

He also clarified that the government prefers an overseas ground handler to fill the opening. 'We are looking primarily at the international players, but of course there's nothing to prevent an interested local company from approaching any of them for a joint venture or for that matter for them to come forward and submit a proposal on their own. We'll not rule anybody out.'

At present, all ground handling services - encompassing passenger handling, ramp handling, cargo handling and flight catering - are provided exclusively by CAAS subsidiary CIAS and Singapore Airlines subsidiary Singapore Airport Terminal Services (Sats).

Two weeks ago, Uwe Doerken, chief executive of DHL Express, said the global logistics giant was looking to expand its operations at Changi but 'handling costs here in Singapore are not competitive'.

Asked yesterday about Mr Doerken's comments, Mr Yeo said: 'We are talking to them to find out what they are actually referring to because we've met other cargo companies and most of them say we are very, very competitive.'

In response to questions, Mr Yeo also said his ministry is in the process of evaluating an application for an Air Operators Certificate (AOC) from Singapore's low cost carrier Valuair.

The normal assessment period is 6-9 months, he said, adding that an AOC application 'is actually quite complex, there are a lot of details that we have to go through so we're trying to do it as fast as we can'.

Yesterday's conference was part of a busy schedule of pre-opening events for Asian Aerospace 2004. Last night, Deputy Prime Minister and Coordinating Minister for Security and Defence Tony Tan said the biannual air and defence show will move to a 'brand new home at a larger, better-equipped exhibition centre at Changi North in 2008'.

At a show's opening ceremony, he said Singapore will invest in efforts to move up the value chain in aviation by moving into more design and development activities. He said Singapore will leverage on the growth in Asia to strengthen its role in the global aviation industry with a vision to be a global aviation hub.

AA 2004 opens today in Changi with record numbers - there are 148 official military and civil delegations from 47 countries and some 758 exhibitors from 33 countries expected to draw over 23,000 trade visitors.

24 Feb 2004

SIA Engineering has invested S$120 million to build two more hangars to maintain, repair and overhaul new jets.

They will be the company's fourth and fifth hangars.

And they will create 800 more jobs, mainly highly skilled ones like aerospace engineers and technicians.

SIA Engineering says it is expanding its airframe maintenance capacity at this time to gear up for an upturn in the industry.

It will also enable the company to handle the latest jets, such as the Airbus 345 that parent Singapore Airlines has just bought.

The new hangars will also increase its maintenance capacity by 30 percent.

The company's 4th hangar is expected to be completed by the end of this year, while the 5th will be ready by the first half of next year. - CNA

those sail things bring dubai to mind... and i think those magenta coloured flower thingies should be changed to a plant with BRIGHTER more VIVID colours.. like.. a more intense magenta... haha seems like nothing else would do

Originally posted by huaiwei

Haha...I am just refering to that fact that the "hotel" there is not recognised officialy as a full-fledged hotel, since it is not listed in any hotel directory here. In comparison, there are some airports with full hotels...like the Regal at HKIA, and the Dubai International Hotel at Dubai? (not 100% sure if the later is really full-fledged thou) ;)

I think you miss the point. The Changi airport cannot be listed as a normal hotel because it is IN TERMINAL ie. Inside the immigration area. This is exactly what makes it special.

You can be a transitting customer and not want to formally 'enter' Singpore (which you would have to do to check into any 'normal' hotel) and so you can check into this hotel as soon as you step off your plane without having to go through immigration.

You can only have it one way or the other, you could not have a hotel with both public local access and in-terminal access without segragating the areas.

Originally posted by A-brain

I think you miss the point. The Changi airport cannot be listed as a normal hotel because it is IN TERMINAL ie. Inside the immigration area. This is exactly what makes it special.Er....yes....isnt that what I was precisely talking about so far?? :bash: :D

25 Feb 2004

SINGAPORE : Brunei, Singapore and Thailand signed an agreement on Wednesday that will allow their air carriers to operate unlimited all-cargo services on any route between the three countries.

The accord will develop extensive cargo linkages and increase competitiveness in Southeast Asia, Singapore Transport Minister Yeo Cheow Tong said in a statement.

"The agreement will support ASEANs climb up the manufacturing value chain and help unlock ASEANs tremendous economic potential as a competitive manufacturing hub," he said.

"It enables our cargo players to respond more nimbly to the time-sensitive needs of global manufacturers who may locate different parts of their supply chains in various ASEAN member countries."

The Association of Southeast Asian Nations (ASEAN) groups Indonesia, Singapore, the Philippines, Malaysia, Thailand, Myanmar, Brunei, Laos, Vietnam and Cambodia.

The need for a more competitive air cargo industry is especially crucial as international cargo tonnage is expected to grow by an average 4.3 percent annually between 2003 and 2007, Mr Yeo said.

The agreement was made based on the 'Two plus X' approach conceived by Thai Prime Minister Thaksin Shinawatra and Singapore Prime Minister Goh Chok Tong, and accepted by other ASEAN leaders at the October 2003 Summit in Bali.

The approach allows two or more ASEAN countries to cooperate in a specific sector, with others joining in when they are ready. - AFP

Seems like once again, it is mainly Thailand and Sg pushing forth for the breaking down of protectionist barriers in trade and communications? ;)

Originally posted by A-brain
- Easy Orientation, Traffic & Access: You always know where you are


Generally agree except this point: A bit disappointed that departure and arrival are on the same floor for airside, which means depature and arrival passengers do not have a unique direction respectively. Departure and arrival passengers run different directions on the same floor and can meet with each others may create problems (e.g. passenger flows may not smooth enough, and also security issues).

Originally posted by gakei

Generally agree except this point: A bit disappointed that departure and arrival are on the same floor for airside, which means depature and arrival passengers do not have a unique direction respectively. Departure and arrival passengers run different directions on the same floor and can meet with each others may create problems (e.g. passenger flows may not smooth enough, and also security issues). Is it? I tot the departure and arrival halls are on different floors?

He means airside.

I do not see this as a problem, given that the area is large and the signs are clear. Travellators run in both directions too.
Departing passengers follow the gate signs to the plane while Arriving passengers follow the signs to immigration that are located one level BELOW.

As majority of passengers using Changi are here on transit, this makes it easy for them and saves them time in changing planes.

I do not mean that is a significant issue, however, my points are that:

1) I agree signs are important, and clear signs are appreciated. However, not all pax can understand signs. For examples the elderly. They only tend to follow others. If the main pax flow is not unique enough, they may get lost a bit easier.

2) Security issue - I guess there should be no doubt that arr pax should pass through the security and immgration check, and leave airside as immediate as possible. However, the SIN design is that arr pax can stay in the airside, get mixed with the dep pax, for a long long time without being recorded and checked.

Though I only visit a limited number of international airports, I do not note any other airports of the same size as SIN do have such "mixed" design. In general there are some different designs which all seperate dep and arr pax:

A) completely different levels for dep and arr pax. The air bridges can directly access to the 2 levels. (e.g. HKG) For those who ever visited the old Kai Talk airport, you may remember that the airbridges could go up and down the dep level and arr level like a lift.

B) air bridge can only access to one level. However, after arriving the pax building, arr pax will immediately go to another level via staircases. (e.g. SYD, PEK, KIX ... )

C) dep and arr are on the same level. However, arr and dep pax are completely seperated. Arr pax will pass through a seperated corridor to the arr immigration area. (e.g. Shanghai Hungqiao, Japan Nagoya ...)

Therefore I just wonder SIN as a modernized international airport built in 1980s, will have that "mixed" design. Can any of you give me more examples of airports for the different designs above and discuss any advantage and disadvantage of them ? :)

Not surprising, since both are aiming to be 'hubs'.;)

Originally posted by gakei

I do not mean that is a significant issue, however, my points are that:

1) I agree signs are important, and clear signs are appreciated. However, not all pax can understand signs. For examples the elderly. They only tend to follow others. If the main pax flow is not unique enough, they may get lost a bit easier.

2) Security issue - I guess there should be no doubt that arr pax should pass through the security and immgration check, and leave airside as immediate as possible. However, the SIN design is that arr pax can stay in the airside, get mixed with the dep pax, for a long long time without being recorded and checked.

Though I only visit a limited number of international airports, I do not note any other airports of the same size as SIN do have such "mixed" design.

Therefore I just wonder SIN as a modernized international airport built in 1980s, will have that "mixed" design. Can any of you give me more examples of airports for the different designs above and discuss any advantage and disadvantage of them ? :)

1) No disrespect to the elderly but if they are following others blindly, shouldnt they be travelling accompanied by someone? Airlines and airports do provide escort services.

2) Arriving passengers have 2 choices: Enter Singapore (where they will be checked by immigration on a separate level) or board a connecting flight (where they are subject to security and boarding pass checks). I dont think these checks are done in a perfunctory manner. There are even armed soldiers on patrol.

I already said that many passengers using Changi are only on transit. Hence this system sounds ideal. It is also economically sensible as all the airport shops and attractions can serve passengers who want to arrive/depart/transit.

As for airports using separate systems I remember Vienna airport where I was making a connection. Plane arrives and passengers disembark via mobile stairs onto waiting buses (in the winter cold). Passport gets stamped once to enter the airport arrival hall and stamped another time to enter the departure hall to board connecting flight. Found it pretty weird and unnecessary. But I guess the airport doesnt have the necessary infrastructure (double level aerobridge/separate walkways) despite having it this way. Unless you are talking about an ultramodern swanky airport, I can imagine this method can be slow and a hassle for passengers.

I remember I didnt have this problem at Dubai International Airport which uses the mixed system. :)

But the architecture at Changi is terrible

Those who say Changi is best should try to make a stop at HKG, Kansai or SFO at least once

Originally posted by mathewlau

But the architecture at Changi is terrible

Those who say Changi is best should try to make a stop at HKG, Kansai or SFO at least once

Ahh..but you're missing the point of Changi. Its been designed to be as user-friendly and functional as possible. Has the 'terrible' architecture of Changi made it any less pleasant for passengers?Do you just look at the exterior or the interior of a building? ;)

And for fans of natural lighting and landscaped greenery, you guys got to check out T3 now u/c.

http://www.skyscrapercity.com/showthread.php?s=&threadid=84051

Q+A with Teng Wai Man

No other Southeast Asian architect has quite the same breath of experience in airports. The success of Changi has made him much sought-after in locations as diverse as Seychelles, Manila, Fiji and China. Over the last 20 years, Teng Wai Man actively designed or design-managed each of Changi's terminal-related projects. He now heads the team at PWD Consultants' Airport Development Division (ADD) that will deliver T3. In a candid interview, he reflects on the evolution of airports and Changi.

Let's start with the airport. What are your thoughts on the architecture of airports?

The same as for architecture in general: that it seems to have become removed from the reality of its users. Architects - or maybe I should say the way architecture is presented by the architectural media - has divorced the building from its occupants. They have become its garnish, when they should be the primary ingredient. As a profession we sometimes subscribe to an inbred logic and a private audience.

Are you suggesting that architects don't pay enough attention to the way people see their buildings or do you think there is there a fundamental problem?

It's a fundamental problem. The way we define 'good' is askew. It shouldn't simply be a case of asking, "What do people want?" It should be designing with their eyes.

Is there a danger here of becoming overly pragmatic? Worse still, of ending up with the kitsch one sees in the Singapore suburbs. Is that not a reflection of what people want?

First, you have to distinguish between the public and private realms. The balance between public good and private entitlement shifts across the spectrum of buildings. For residential projects, yes, the owner is king. Even if you and I disagree with his preference we have to respect his rights. As designers we have the ultimate prerogative of turning down his commission. With an airport a designer must consider the needs of a community of users where there can be conflicting needs and preferences. Here, the architect becomes arbitrator.

Second, 'pragmatic' does not imply the absence of vision.

If the architect is merely arbitrator, wherein lies your authority?

I'm not suggesting that we should design by consensus. I am arguing that the designers are too often swayed by arguments of style and space or by what we perceive, as a professional community, to be the forces of history. We should start by asking what, at the heart of this project brief, is the human condition? This is not an argument for functionalism. There is more to the human condition than activity alone. We need to understand perceptions and realities. The history of humanity is the history of competing realities.

We need to start by asking what do the users of this building feel? What do they fear? Is their experience constant throughout the time they spend in the building? Does it depend on their gender, age or nationality?

My job is to bring together these needs, requirements and aspirations and integrate them into a cohesive entity, one that is more than the sum of its parts. The problem is that many of these user-needs are unspoken. You will not find them in the project brief. Often clients are incapable of articulating them, so the primary task of an architect is that of seeking out and finding insights into the human condition. He must then bring to bear technical and administrative skills that can help translate vision to reality.

Can questions about the human condition be answered during the design process?

Yes. Sometimes through observation and sometimes by extrapolation. Quite often by simply asking people what they think. It doesn't have to be a scientific process of data collection... nothing elaborate or expensive. The inclination to understand the human condition is in us: it is the ability to empathise, to extract from our own experiences a close approximation of another's. But we don't use this faculty much. When an architect receives a project brief, the first impulse is to look for similar buildings in magazines or books. The priorities of space, structural expressiveness and stylistic innovation live on as do the mistakes with regard to climate, clarity, scale.

Is this approximation harder with some buildings such as airports?

With airports there is more to reckon with - a greater number of people, more user groups, complex information systems. The overlap and conflict between realities can be bewildering at first. But it takes a little longer to sort out, that's all.

Coming back to the question of airport architecture, what is your criticism?

It's not so much a criticism of the airport itself as it is of the way it is discussed. A building cannot exist in a bubble. It's place in time goes beyond the rhetoric of architectural discourse. It upsets me when airports are talked about as if they were a private discourse on geometry and form. I contend that you cannot talk about Changi without also talking about aviation history. You cannot discuss Singapore's airport without understanding a little bit about Singapore. A building merely reflects its larger reality. And the better it is at reflecting this reality - of connecting people, place and time - the more interesting it becomes. Look at the architectural icons we know: the Opera House in Sydney or the Eiffel Tower. They became symbols of nationhood and technology not because the architectural community or the politicians dictated it so. They became important because they mirrored a reality that was already out there.

What about the making of the modern architectural icon, buildings designed to become symbols of regeneration and growth?

I think the jury is still out on those types of projects. They may have received considerable press, but I would argue that the true test is time. In an era of media hype, we are too quick to attribute greatness. This is not a critique of the buildings themselves nor the forces that created them. But something other than the architect or politician will decide their place in history.

When we set out to create Changi we had no idea how big it would become. This has not been - in all honesty - a result of an architectural discourse. It's been a process of election, a truly democratic decision. People have decided this airport has a place in their hearts.

But this decision has been artificial in one sense. Hasn't Changi been voted to its place through polls carried out by travel magazines of its readers?

In the beginning, yes - and we took it all with a pinch of salt. But the momentum of Changi's success has been tremendous. If you look at the list of accolades there is little doubt that not one but many groups think that Changi does what it does extremely well.

But really, what I am talking about is its bond with Singaporeans - which is a separate audience altogether. Changi has earned a place in their hearts, not just the frequent travellers. In my opinion that will be its true legacy - that it is a symbol of a nation.

It's been said that Changi Airport is functional. What is your response to that?

And so it is. It functions extremely well.

So what do you think makes it architecturally significant?

That it does its job well and does it in a creative way; that it sets standards with which others are forced to reckon. That it has grown organically and eloquently and managed to hold on - after 20 years in existence - to its design coherence. I think that our truest achievement is that we have given Singaporeans a building that they can be proud of. It gives us a sense of national pride and optimism. The airport has transcended function and become an icon. How many buildings in Asia can you name that have done that?

Surely Changi's success is due to its service standards?

Yes. And the Civil Aviation Authority of Singapore does an amazing job of keeping those standards high. But that's not all. Changi's design is part of those standards. It reflects them. It amplifies them. Whether we are designing directional signs or planning a new terminal, we ask ourselves again and again: "How will this be used? How will the passenger see this? Will this be a memorable experience?" The building is like a glove that fits the hand that welcomes the visitor. Try giving a handshake with an oven mitt (laughs).

What were your first thoughts when Terminal 2 opened?

To be honest - and few architects will admit this about their work - it left me with a sense of awe, bordering on terror. You rarely see in your mind's eye the full effect of what you have created. All I could think at the time: 'My God. This is huge!' The scale was bewildering.

Were there criticisms of the building?

Of course. There were those who declared it TOO big and empty. But in a sense, they missed the point. In T2 we created a canvas, not a portrait. All too often we expect a building on opening day to have that lived-in feel. T2 took its time but it's there now. It has matured with the years. It has lent itself to change. The edges have softened. This building that seemed cold and uninviting on first encounter was saying the exact opposite. It was asking you to leave an imprint.

What were your inspirations at the time when T2 was on the drawing board?

Let me first say that I dislike trends. When the interior designers for T2 proposed stylised traveller palms, I said 'no!' I look for a timeless quality in architecture, the coming together of space and light. The building is a stage set for people, not an exercise in High Art or Pastiche, screaming for attention. The books I read as a student were Pattern Language and Places for People, which were about the integration of elements that make up the environment - landscaping, seating, handrails - for a setting in which the needs of the individual are paramount.

I recall students of architecture in the 1980s rushing out to buy the Charles Jencks' book on Postmodernism…

(laughs) Yes. There were pressures to be resisted. Postmodernism is like the Disco of architecture. We are a little embarrassed now to admit that we enjoyed Saturday Night Fever.

Did you give in to Postmodernism? Just a little, perhaps?

(laughs) No... not really. It was never my thing. I admired Kenzo Tange and Arthur Erickson. I was excited by the spatial gymnastics of John Portman - inspired by the restraint of Leandro Locsin.

Coming back to the Airport, what do you think of the new airports in the region - in particular the ones in Kuala Lumpur and Hong Kong? What can we learn from them?

They are excellent buildings. And they teach us much about the integration of technology and architecture, and the drive to humanise the airport. They also demonstrate that as designers, we need to take onboard a whole new set of issues. Airport design has become more complex.

For instance?

Green issues, energy simulations, intelligent facades that work with the climate. Complex roof systems that filter daylight collect water and act as solar collectors. These are part of the bigger agenda of the 21St century. At ADD we have acquired these skills or are working with people who are experts in their fields.

What about the dramatic roofs of these buildings?

That's not new and certainly over-hyped. Airports have always been metaphors. The media makes much of fancy roofs because they make for great photographs and captions. I think the real innovations are harder to photograph. It's harder to photograph simplicity and clarity.

Airports today are trying to be simpler in layout. Designers went the wrong way in the 1960s and 1970s with complex movement routes and opaque planning. The real challenge I think is to keep it simple. Not so simple that it is boring, of course.

If none of this is new, why haven't we seen it in Changi?

If you are talking about technology, much of it is invisible. Information technology for instance has made our buildings smarter. T2 had an advantage over T1, as will T3 over T1 and T2. If you refer to questions of clarity, I think you will find that Changi made that a part of its agenda in the 1970s with T1, long before it became fashionable to say so. But if you are referring to metaphors of form, this goes beyond the simple question of how an airport looks.

It is also a question of how it works, how easy it is to maintain, how expensive the technology is that goes into making these elaborate roofs. An airport is as much a reflection of its users as it is of the designers, and even more a reflection of its owners and operators. In the past, there was skepticism (amongst our clients) of doing things for architectural effect - which was I think justified after problems with recent designer terminals elsewhere in the world.

We've taken Changi - its many extensions and renovations since it opened in 1981 - one step at a time. Look at some of the concept proposals for Terminal 2 Extension in 1991: they were more cutting-edge than Terminal 1 Expansion (completed in 2000). We can only go as far as we are permitted. Sometimes far too much credit is given to designers.

So what changed with Terminal 1 Expansion?

Our clients agreed to push the frontier that little bit further. We are all more confident of the way in which building form and service delivery converge so there is greater room for exploration. The project has been about creating an experience of engineered quality.

Does it signify a shift in design approach?

Not in the sense that the experience should be people-centred. And that means having a building that can deliver a high standard of comfort in a manner that is easy to manage and maintain. If you are looking for the radical in Changi, you will not find it. It's been a process of evolution more than revolution.

But yes, we are trying to bring in more light, which is the key to creating an experience that is more humane. It adds depth and variety. Daylight enlivens, animates and clarifies. The humanisation of the airport begins with creating a sense of clarity. As a passenger you want views of parked aircraft - which is reassuring - and you need a sense of where you are in the larger airport complex.

Clarity is the first and hardest rule of airport design. There are so many demands on a passenger's attention that making the experience lucid and coherent is an enormous challenge. It begins with keeping circulation and movement options simple. You try to give the traveller a sense of where he is, all the time. Signs can only go so far because so much of what we know comes from our understanding of the whole. We deduce our location within the larger whole by what we can see. This means a passenger needs clear line-of-sight and views to the outside as often as possible. These principles are already in place with T1 and T2. What you are seeing with T1 E is the opening up of the building to the outside and a simultaneous refinement of the inside.

With the interiors there is now a smoother design statement in which everything is integrated, a deliberate attempt to break free from the 'air-con-and-light-fittings-in-the-ceiling' approach. These elements are now on the walls, on the floors, tucked into columns. You experience the building as something that is larger than the sum of its parts.

It's been 20 years since Changi opened. What have been the biggest changes since then?

Building technology, primarily. For instance the choice of glass in the days of T1 was limited. Having too many windows or large areas of glazing then meant a phenomenal heat load on the building with higher energy bills or localised discomfort. Also you could never get a particular type of glass to do everything. In an airport you need the envelope to deliver sound attenuation, sunshading, low thermal transmission, high transparency. One of our biggest problems in T2 was finding a glass that could give a view out at night (laughs).

Let's look at T3. What is in the project brief today that wasn't there when you set out to create T1 and T2?

Expectations have shifted. With T1 in 1981, we were moving out of Paya Lebar. That was the point of reference. Today we are striving to keep our ranking in the world: Number One, no less. With every addition through the 1990s, we have had to deliver on the expectations of what's already there and then improve on it. If we fail, it's big news. If we succeed, everyone shrugs: of course!

It sounds tough but really we have several things to our advantage. First the cumulative wisdom of our clients - who know precisely what it takes to run a world-class airport - and second, the ADD team which knows how to produce a building that can deliver on these promises.

I think that with T3 the biggest challenge will be refining the Changi experience. CAAS knows what the customer wants in terms of service standards - speed of customs clearance, courteous staff, clean toilets, etc. What's harder to pin down is what the customer expects in terms of architecture. How do you give him that little bit extra, a sense that he has been somewhere unforgettable? How does clockwork efficiency coexist with a sense of the spiritual? This is the Holy Grail of airport design everywhere. At Changi we have a couple of advantages: we know our strengths and we know our limits. We will combine what we know with what others know - pulling in expertise in certain strategic areas from around the world - and create something breathtaking.

Does that include achieving architectural prominence?

As defined by whom?

Whoever matters most.

That would be the building's users. And yes, we will deliver whatever is needed to keep Changi on top. But design is subjective at best. One man's mansion is another's kitsch palace.

You would deliver kitsch if you had to?

(Laughs) That's not what I meant. Anyhow our client is far too sophisticated to settle for that. I was talking about subjectivity in design. We keep a finger on the pulse of the building's users. How the passenger measures his experience and how he compares Changi with other airports. It's his expectations we must meet. Not those of the editor of some glossy design magazine.

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End of interview