Public money and financial support from the business community are being counted on by officials at Cleveland Hopkins Airport to lure new airlines service in the coming year and beyond.
At the top of the list is non-stop service to Europe.
Hopkins has been without trans-Atlantic air service since 2018 when short-lived flights to Iceland ended.
John Hogan, deputy chief of marketing and air service development at Hopkins, told The Plain Dealer that it will take financial incentives to land international air service.
Hogan acknowledged that Cleveland to Europe largely is viewed by the airline industry as an unproven route, which makes it all the more important to have a financial incentive package in place.
Federal rules prohibit airports and the cities they serve from making direct payment to airlines to entice them to provide new service, but they can waive certain fees and help underwrite marketing costs to introduce a new service.
Ohio airports have long lamented the lack of state financial support such as that provided by neighboring Pennsylvania and Indiana that has been used to bring in international service to Pittsburgh and Indianapolis respectively.
However, that changed in 2020 when JobsOhio, Ohio’s economic development agency, created a program that the state’s airports can use to attract new air service.
Akron-Canton Airport used the program to get Breeze Airways, a low-fare carrier, to begin service there last summer to three destinations. Columbus used the program to bring in Breeze to John Glenn Columbus Airport.
More recently JobOhio helped Cleveland to attract Alaska Airlines, which will begin flying in June between Hopkins and Seattle.
Now, Hopkins officials are hoping that with the help of JobsOhio, an incentive package will draw a carrier willing to flying from Cleveland to Europe.
Airport Director Robert Kennedy is hoping to get the service started in 2023. He said decisions by airlines as to where they will fly internationally next year will be made this year.
One challenge to landing an international route is continued turmoil in the business travel market.
Passengers flying on business would be expected to be a significant audience for the service and they tend to buy the most expensive tickets for international flights.
Baiju Shah, president and CEO of the Greater Cleveland Partnership, told The Plain Dealer the business community understands the importance of air service but the COVID-19 pandemic has brought changes in business travel patterns.
“The business community is still evaluating their own travel needs going forward,” he said. “I don’t have a strong perspective on how important a trans-Atlantic flight would be to the business community.”
Shah wants to see an economic impact analysis of any possible route before committing financial support to it.
“It’s hard for us to go to the business community without an economic case,” he said. “There’s got to be a broader regional benefit and we have to understand what that means. It has to be tangible. And with that information, we can make a decision on whether it’s a good choice for our local resources.”
The history of international air service from Cleveland has been a turbulent one.
When Continental Airlines had a hub in Cleveland it had routes to London and Paris. The last of those flights, to London’s Heathrow Airport, ended in 2009, a victim of the Great Recession.
Continental eventually merged in 2010 with United, which shut down the Cleveland hub in 2014 and with it ended numerous destinations that could feed connecting traffic to an international flight.
In May 2018, two carriers, both based in Iceland, Wow Air and Icelandair, began flying between Cleveland and Reykjavik. Wow ceased flying to Cleveland in late October, less than six months after launching the service.
At the same time Icelandair said it was suspending its Cleveland flights for the winter and would resume the following summer. But it never did.
In 2019 Air Lingus eyed Cleveland for a route from Dublin. That proposal fell through due to lack of support from the business community.
Hopkins officials believe there are enough travelers in Northeast Ohio to support service to Europe. The sticking point is getting various business and economic development groups to provide financial support to office a financial incentive package.
Hogan would like to see something such as what St. Louis officials assembled to get Lufthansa to fly to Frankfort, Germany, starting in June.
That was a $5 million package with half the funding coming from a county port authority and half from the St. Louis business community.
Hogan believes a similar package could enable Cleveland to land nonstop service to Europe.
Airport officials describe such packages as risk sharing. The community is providing an airline with a minimum revenue guarantee for a couple of years to enable the route to develop.
Bill Koehler, CEO of Team NEO, a regional economic development organization, told The Plain Dealer the community needs to decide what air service markets, international and domestic, are its top priorities and to create a strategy to seek those out.
In previous years, the Cleveland business community has fractured over which European destination was the most important.
Hogan said in 2019 Cleveland had an average of 51 passengers per day flying to London, which topped the number of passengers flying there from such cities as Pittsburgh, Indianapolis and Cincinnati, all of which had nonstop flights to Europe.
As Hogan sees it, the key to successful European service is a flight that connects with flights to various other destinations beyond that city or even that country.
Aside from Europe, Hopkins officials have a long list of places in North America to which they would like to see non-stop service re-established.
They recently were able to check Seattle off that list when Alaska Airlines accepted an incentive package to provide a daily flight starting June 16.
Alaska also flies from Seattle to Columbus, Cincinnati and Indianapolis.
Hogan said other cities on the Hopkins “wish list” include San Diego, Austin, San Antonio, Milwaukee, Kansas City, Salt Lake City and Portland, Oregon.
All of those cities have been linked by non-stop flights from Cleveland in past years with some of that service lost during the pandemic.
Officials have declined to say how much the incentive package to entice Alaska was, but Terry Slaybaugh, vice president of infrastructure and sites for JobsOhio, said such packages are typically between $600,000 and $1.5 million.
The last daily non-stop service from Cleveland to Seattle ended in 2014 and was provided by United Airlines. Frontier Airlines flew the route with less-than-daily summer service that ended in 2019.
That same year an average of 160 passengers per day flew from Cleveland to Seattle.
Brett Catlin, vice president of network and alliances at Alaska, said the carrier has been interested in serving Cleveland for nearly a decade but the timing was never right to launch the route.
Alaska is the fifth largest airline in the U.S. and has never served Cleveland.
Airport officials said the financial package used to bring Alaska to Cleveland does not involve any funding from the airport’s budget.
Seattle is Alaska’s gateway to Asia, Alaska, Hawaii and the West Coast. Alaska began flying to Columbus in 2019 and to Cincinnati in 2021. Starting in June it plans to expand at both of those airports to double daily service.
Service to Cleveland will initially arrive from Seattle at 5:15 p.m. and depart for Seattle at 6:25 p.m.
Catlin said if the service is well received it might expand to morning and evening departures and arrivals.
The carrier plans to use a 178-seat Boeing 737 on the Cleveland-Seattle route offering first class, premium and economy classes. It will offer in-flight Wi-Fi, seat-back entertainment and charging stations.
The website Simple flying said there are no publicly available statistics showing how particular Breeze routes are performing but that information should be available in a few months.
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