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AIRPORT DEVELOPMENT ALTERNATIVES $8.00, and maintaining financial sustainability by remaining debt-free in spite of any rising maintenance and operations costs. Finally, airport visioning identified the strategic location of IT and telecommunication trunk lines and the --end aeronautical development. FAA Airspace and Environmental Limitations Development at any airport faces prohibitions, limitations, or additional procedural requirements when it lies within an FAR Part 77 protected airspace surface or a wetland area. FAR Part 77 surfaces are defined to promote air safety and the efficient use of airspace. These surfaces limit and identify potential obstructions to air navigation. These limitations include, among others, those identified in Figure 4-4 as Building Restriction Lines (BRLs) and approach surfaces. The BRLs show the maximum height of any vertical obstruction, progressing from the 20 foot height restriction line closest to the runway edge, to the 50 foot height restriction furthest from the runway edge. It is important to consider any object height which will be present within the BRL area, even if temporary, and particularly the tails of aircraft parked near or within any protected surface areas. Approach surfaces are dependent upon the type approach (visual or instrument) serving the runway, ultimately limiting locations and heights of obstacles within the approach surface area. Any obstruction within these protected surfaces, whether permanent or temporary, is subject to the FAA Form 7460 obstruction evaluation process. Proposed alternative concepts will take caution not to impact these protected surfaces. Wetlands are protected by the Environmental Protection Agency (EPA) of the federal government under the Clean Water Act of 1972 (CWA) and the National Environmental Policy Act of 1969 (NEPA). The CWA serves to protect wetlands from pollutants and adverse impacts to surface water quality. NEPA serves as a tool to inform and involve the public in any development decisions which carries significant impact to the natural environment, such as waters and wetlands. The wetland inventory undertaken by Eugene Airport understand areas which may carry additional regulatory requirements during future development activities. . served to inform the Airport of areas where additional procedural requirements, such as an environmental assessment (EA) and wetland mitigation efforts may be required, therefore adding time and cost to any project. However, no jurisdictional determinations where made during this study. All projects funded by federal grants which take place in determined wetlands, as determined under jurisdiction of the U.S.Army Corp of Engineers District Office, would require the EA process and permits authorizing proposed development alterations under Section 404 of the CWA. All FAA approach surface areas and land which may have potential wetland impacts are identified in Figure 4-4. EUGENE AIRPORT MASTER PLAN 4-9