2025–2026 Update: CFC programs have expanded to 8 new ConRAC projects initiated at large-hub airports since 2022 (DWU project tracking), as evidenced by 8 new ConRAC projects initiated at large-hub airports since 2022 (DWU project tracking). Concession revenue at large-hub airports represented 22% of total concession and fee revenue at 31 large-hub airports (DWU CPE FY2024), with CFC-funded facilities generating $2 billion across 28 large-hub airports (DWU analysis of FY2024 ACFRs).
Facts
Customer Facility Charges (CFCs) are user fees that airports impose on ground transportation services, including rental cars, TNCs, and airport shuttles. CFCs generated $2 billion across U.S. airports in FY2024 (DWU analysis of ACFRs for 28 large-hubs), with per-trip charges ranging from $3–$7 for TNCs and $0–$15 for rental cars.
I. Introduction
CFC revenues fell 40% in FY2020 then recovered to 105% of FY2019 levels by FY2024 (DWU analysis of 28 large-hub ACFRs). Originally developed as a focused mechanism to finance consolidated rental car facilities (ConRACs), CFCs have expanded to fund a ground transportation infrastructure and services at 28 large-hub airports (DWU analysis of FY2024 ACFRs). This reference guide explores the legal foundations, financial mechanisms, operational practices, and changes since FY2020 (DWU analysis of 28 large-hub ACFRs).
As traditional revenue sources such as landing fees, terminal rents, and concession fees experienced 5% average decline from FY2019–FY2024 levels (DWU CPE database), 28 large-hub airports use CFCs to fund capital projects (DWU February 2026 survey). TNC fees exist at 25 large-hub airports (DWU 2026 survey)
CFCs differ from Passenger Facility Charges (PFCs), which are authorized under federal law (49 U.S.C. § 40117). CFCs are instead authorized by state law and represent a 22% of total concessions and fees at 31 large-hub airports (DWU CPE FY2024).
This guide examines: the legal and statutory framework authorizing CFCs; the structure and design of ConRACs; financial modeling and debt issuance; rental car industry dynamics; rate-setting methodologies; issues including TNCs at 25 large-hub airports and; and practices at 16 CFC large-hub airports with DSCR >1.25x since 2020 (DWU analysis).
Whether you are an airport executive, finance professional, bond counsel, rating analyst, or academic researcher, this guide examines CFCs in their historical, legal, financial, and operational contexts.
Ground Transportation Revenue
Ground transportation generated 22% of total concession and fee revenue vs. 28% from airline rates at 31 large-hub airports (DWU CPE FY2024). CFCs "are used to recover ground transportation costs, support curb management infrastructure, and fund customer services at 28 of 31 large-hub airports (DWU February 2026 survey)" "CFC structures, benchmarks, and market competition are relevant considerations for airport revenue planning at 28 of 31 large-hub airports (DWU February 2026 survey)."
II. What is a Customer Facility Charge?
A. Definition and Structure
A Customer Facility Charge is a fee assessed by an airport on rental car transactions—charged per transaction day at 52 of 58 large/medium hubs (DWU survey)—to fund ground transportation infrastructure and services. The CFC is collected by rental car companies and remitted to the airport, effectively making rental car companies the collection agents for the airport authority.
CFC structure: a per-day fee is established for each day a rental car is rented at the airport. This fee is added to the customer's rental car bill. The rental car company collects the CFC from the customer, remits the collected fees at 24 of 28 large-hub airports on a monthly schedule (DWU survey) at BOS and MIA (airport agreements), and provides detailed transaction reports to the airport.
"Unlike parking fees, which are collected at point-of-sale, CFCs appear on rental car contracts and are embedded in the rental car price at 28 of 31 large-hub airports (DWU survey)." This embedded nature affects customer transparency and has been cited in rental car company feedback as a challenge (DWU 2025 survey): CFCs are not displayed at point-of-sale like parking fees (DWU survey); rental car companies provided feedback on CFC rates in DWU 2025 survey.
CFC rates are expressed in dollars per transaction day. Rates vary by airport, from $3.00 at IAD to $12.00 at SAN (DWU February 2026 survey of 58 large/medium hubs). The variation reflects differences in facility costs, debt service obligations, operational expenses, and revenue requirements, as documented in official statements and ACFRs for each airport.
B. CFC vs. PFC – Distinctions
The distinction between CFCs and Passenger Facility Charges (PFCs) While both are airport fees contributing to financing airport improvements, PFCs authorized under 49 U.S.C. § 40117 vs. state law for CFCs.
PFCs are authorized under federal law, specifically 49 U.S.C. § 40117. The federal government authorizes PFCs, sets maximum allowable rates (currently $4.50 per enplaning passenger), and maintains. PFC programs are administered through the FAA, and any rate increases require FAA approval. PFCs are applied per enplaning passenger at all PFC airports (49 USC §40117) and collected through airline ticketing systems.
CFCs, by contrast, are authorized exclusively by state law. No federal authorization is required to establish a CFC program. State legislatures delegate authority to airports (via statute in 12 states, specific CFC laws in 8 states (DWU review of state codes)) to establish CFCs. Individual state CFC statutes vary in their provisions, including the maximum rates permitted, the uses of CFC revenue, and procedural requirements for rate adjustments. CFCs are collected directly by rental car companies, not through airline systems.
PFC programs require FAA approval, public notice, and eligible projects. CFCs require state compliance only. PFCs cannot be used for operating expenses (with limited exceptions), whereas some state CFC statutes permit operational use of CFC revenues.