Cleveland Hopkins International Airport
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- IATA Code
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- United States of America
- Domestic | International
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- Other airports serving Cleveland
- Cleveland Burke Lakefront Airport
- 1834m x 46m
2743m x 46m
3035m x 46m
- Airlines currently operating to this airport with scheduled services
- Air Canada
Delta Air Lines
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- Aer Lingus
Air New Zealand
All Nippon Airways
China Eastern Airlines
China Southern Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
South African Airways
Virgin Atlantic Airways
Cleveland Hopkins International Airport is the gateway to Cleveland and the largest airport in the state of Ohio. Hosting domestic, regional and international passenger and cargo services for over 15 airlines, Cleveland is a hub for United Airlines.
Location of Cleveland Hopkins International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Cleveland Hopkins International Airport
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37 total articles
Southwest Airlines:domestic changes, continued international expansion, as overall 2017 growth slows
Southwest Airlines plans lower system capacity growth in 2017. The company joins other US airlines working feverishly to return to positive unit revenue as oil prices and labour costs are forecast to rise for most of the country’s airlines.
Even as Southwest’s capacity increases are projected to fall year-on-year in 2017 the airline is broadening its international reach with the debut of new flights from Fort Lauderdale, and is making moves in its domestic network.
This includes its decision to launch service from Cincinnati, a market that has attracted significant low cost service during the past two to three years as its hub status for Delta has diminished. Southwest’s service entry at Cincinnati comes at the cost of flights from Akron and Dayton, which is not surprising, given Cincinnati’s potential to garner higher revenue.
Although Southwest cited some positive trends at the end of 2016, it struck a cautious tone about the operating environment in the US, noting that while yields were improving, the revenue environment remains challenging. US airlines, including Southwest, are being closely watched after declaring they will return to positive unit revenue in 1H2017.
A likely major focus for the US ULCC Frontier Airlines in 2017 is forging collective bargaining agreements with two of its largest employee groups – pilots and flight attendants. Although the airline’s transition to the ULCC business model is complete, Frontier’s employees weathered several challenges prior to the strategy change, including a bankruptcy during 2008 in which the company was sold. Now employees believe they should share in Frontier’s newfound profitability. When the company reaches new collective bargaining agreements with its pilots and flight attendants Frontier will face the challenge of offsetting the cost inflation generated by those new labour deals with higher revenue generation.
Frontier’s financial turnaround has spurred speculation during 2016 that the airline’s majority owner Indigo Partners was preparing the company for an initial public offering. Nothing has materialised in 2016 but Indigo has expressed interest in investing in other regions, so an IPO could become a more distinct possibility in the not too distant future.
As a privately held company Frontier does not offer forward-looking guidance on capacity growth or network plans, but it appears the airline should post double-digit increases in seat expansion for 2016, and with a steady stream of Airbus deliveries planned for 2017 Frontier’s growth for the year is likely to remain similar to 2016 levels.
Frontier Airlines began 2016 making meaningful strides in its on-time performance, besting its closest US ULCC rival Spirit Airlines. But its performance in the busy summer months of Jun-2016 and Jul-2016 slipped, due largely to challenges in ground handling. Now Frontier faces the task of restoring its OTP to consistently higher levels.
Frontier’s network composition is slightly different from those of the two other US ULCCs, Allegiant and Spirit. Its average weekly frequencies fall between those offered by its ULCC counterparts and, in some ways, Frontier’s network changes seem more rapid than those of other ultra-low cost airlines as it works to tailor the ULCC model to its specific strategy.
As a privately held company, Frontier does not discuss its growth prospects as freely as Allegiant and Spirit. But the airline has an ample pipeline of Airbus deliveries that will drive its growth over the medium to long term. During the past year the prospect of an IPO to fund Frontier’s growth has surfaced and quietened down; but at some point in the not-too-distant future the company’s investors will seek rewards for their endeavours.
Efforts by Spirit Airlines to create some pricing traction in the US domestic market during the early high travel season during 2Q2016 have been foiled, largely by Southwest Airlines. The result was continued weakening of yields for the airline, a metric that has been a mainstay for Spirit during the last couple of years. The airline’s double-digit yield decline slightly worsened from 1Q2016 to 2Q2016.
Spirit is forecasting some improvement in the US revenue environment in 3Q2016 as the airline starts to lap the onset of pricing dilution in the US market that started in mid-2015, and as its own capacity slows in comparison with 2Q2016.
The airline is also making network moves in late 2016 to reflect its new strategy of adding mid-size markets that are less competitive. Spirit is making a push from a new market – Akron-Canton – and is also expanding from Orlando. At the same time, Spirit is exiting markets featuring a mix of low and high levels of competition as it works to change the structure of its network, now that larger airlines are more wilful in matching the ULCC’s fares.
US major airlines recognise the ULCC threat. Marketplace dynamics will change. But beware cost creep
Recent justifications by American Airlines for the matching of low cost and ultra low cost airline fares in its markets challenge one pillar of Spirit Airlines’ business model – that large network airlines are unconcerned about Spirit’s market entry, and largely ignore the ULCCs' presence.
American for quite some time has stated that it pays attention to Spirit’s movements, and has concluded the ULCC is a formidable competitor. Throughout 2015 American has highlighted the increased competition it faces, but it recently quantified the threat it faces from ULCCs and now finds itself assuring investors that its matching of fares offered by discounters is not permanently threatening its revenue profile.
Spirit has not escaped the effects of American’s price matching. Its unit revenue degradation in 2015 has been the steepest among US airlines, and it sees no immediate end to the pricing pressure it faces in the market place. As large US airlines devise strategies to compete with Spirit, it appears that the passenger segment Spirit targets is relevant to airlines operating all types of business models, particularly in an environment where fuel costs remain well below historical highs.
Delta opts to flesh out its 2016 European network with new flights from Minneapolis, Detroit and RDU
Delta Air Lines is branching out in its 2016 trans-Atlantic schedule, bolstering service from its lower-profile hubs in Minneapolis and Detroit. It is also introducing service from Raleigh-Durham to Paris, having initially mooted the route eight years ago.
The airline is playing to its positions of strength with the addition of trans-Atlantic services from its hubs in the interior of the US, which should allow Delta to both tap a large pool of local passengers in the metro region of Minneapolis and Detroit and also garner connecting traffic from US midwest spoke routes by touting one stop connections to popular European destinations and hubs of partner airlines.
Delta has been growing in Raleigh at a solid clip during the last couple of years, increasing the number of point to point markets it operates from the airport. The introduction of service to Paris is the next phase of that build up, and a key win for Raleigh-Durham International Airport, which has been working to enlarge its roster of long-haul services.