FAQ

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Airports and developers typically issue Requests for Proposals (RFP’s) for concessions. Typically these occur in phases with multiple units available and may include packages that require bidding on several units. As most airport authorities must adhere to strict state regulatory guidelines, these RFP’s typically require significant documentation and rigor. Airports may lease spaces directly when a unit becomes available due to a lease termination or renovation phasing. Airports are typically focused on creating an optimized mix of revenue, customer experience, and placemaking. Airports have been focusing more and more on local concepts as ways to differentiate their programs and create connectivity to the geographic catchment area.

An airport developer is effectively an asset manager responsible for the concessions program. The developer typically signs a multi-year lease for the concessions area with an airport authority and is responsible for leasing the spaces and managing the performance of the stores, services, vending, and restaurants. Some, but not all airports use the developer model. Large developers in the United States include Fraport, Asur (formerly URW), and Marketplace development.

ACDBE stands for Airport Concessions Disadvantaged Business Enterprise. It is a federally authorized program administered by the U.S. Department of Transportation (USDOT) that is designed to ensure small, disadvantaged businesses have meaningful opportunities to participate in airport concession activities, including food & beverage, retail, and services.

To qualify as an ACDBE, a business must be:

• At least 51% owned and controlled by individuals who are socially and economically disadvantaged

• A small business under SBA size standards

• Certified by an authorized agency (typically a state DOT or airport authority)

At commercial service airports receiving federal funding, ACDBE participation is often:

• Required or strongly incentivized in concession RFPs

• Embedded into scoring, evaluation, and compliance frameworks

• Used to support local business participation and revenue diversity

How does the interim federal ruling affect ACDBE?

Recent interim court rulings and regulatory guidance have required airports and agencies to adjust how ACDBE goals are implemented, but the ACDBE program itself remains active and enforceable.

In practical terms:

• Airports may place greater emphasis on race-neutral measures, such as small-business participation, local business engagement, and competitive access

• ACDBE goals may be framed more carefully in procurement documents, but certified ACDBEs are still widely sought after by prime concessionaires

• Many airports continue to include ACDBE participation as a material scoring factor, compliance requirement, or best-value consideration

Importantly, ACDBE certification still provides a competitive advantage in airport concessions—particularly for operators that demonstrate real ownership, control, and operational capability.

What does this mean for concessionaires and ACDBE firms?

The interim environment places more scrutiny on structure and substance, not less opportunity.

Successful teams are focusing on:

• Defensible JV and partnership structures

• Clear demonstrations of control, experience, and economic participation

• Strong alignment between the ACDBE partner’s capabilities and the proposed concept

• Proactive compliance planning rather than box-checking

At CLEARPORT, we help clients navigate this evolving landscape by aligning certification strategy, deal structure, and proposal positioning so teams remain competitive while minimizing regulatory risk.