[Congressional Record Volume 144, Number 98 (Tuesday, July 21, 1998)]
[Senate]
[Pages S8648-S8652]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]
IDAHO'S VERY HIGH PERFORMANCE BACKBONE NETWORK SYSTEM
Mr. KEMPTHORNE. Mr. President, I rise today to discuss Idaho's Very
High Performance Backbone Network system (vBNS).
The State of Idaho is in a strategic position to increase its
economic base by strengthening collaboration on research and
development projects between the state's universities, state government
and business and industry.
[[Page S8649]]
The U of I was approved, pursuant to a July 31, 1997, submission, for
connection to the National Science Foundation's very high performance
Backbone Network Service (vBNS). The proposed statewide network would
connect the University of Idaho with Idaho State University, Boise
State University, state government and industrial partners such as
Micron and Hewlett-Packard. For appropriate research purposes, this
Intranet could connect through the UI to the vBNS. The Intranet could
also be used for distance learning, conferencing, collaborative and
other related purposes.
With an Idaho Intranet, Idaho educators will have access to the next
generation of teaching/learning tools and materials available under
Internet2 (I2), to be used for K-12 and higher education. It will
support continuing professorial education, as well as industry
workforce development, training and re-training.
With the Idaho Intranet, Idaho businesses will be able to take
advantage of the advanced networking capabilities that is the goal of
the I2 program. The Intranet would provide a tremendous opportunity to
strengthen Idaho's rural economic base. The state's businesses will
have access to ground floor participation in the next level of internet
commerce. Abilene and vBNS will provide access to early product
development, testing and market entry. Access to virtual conferencing
would give businesses like Jerome Cheese Company in Jerome, Idaho, the
opportunity to be in ``real-time'' video contact with its customers in
Tokyo, Japan.
Also, the Idaho Intranet will help telemedicine become a reality,
improving rural healthcare and helping to address the shortage of
doctors in rural Idaho. Idaho ranks last in the nation in numbers of
doctors serving rural population healthcare needs--the national average
is 93 physicians per 100,000 people. Idaho stands at 63 per 100,000, a
third less than the national average, according to a recent study. We
must change that and the Intranet will help.
With this funding, the state's schools, colleges and businesses will
have access to the I2 to test new products and materials. The UI WWAMI
program, for example, is developing an advanced web site with videos of
animal anatomy that will allow students to learn about anatomy without
using live animals. Current internet technology is not adequate to
handle the amount of information placed on the site, but I2 access will
make it a viable educational tool available around the state.
The result of an Idaho Intranet will be not only research and
learning opportunities, but job creation and business competitiveness
for the state of Idaho, and improved quality of life for the people of
Idaho. It is for this reason, Mr. President, that I ask for the
Senate's support for this project.
idaho intranet
Mr. KEMPTHORNE. Mr. President, I would like to ask the distinguished
floor manager of the bill a question. Potentially, one of the most
important programs funded under the Commerce, State and Justice
appropriations bill is the Information Infrastructure Grants program.
This grants program recognizes the need for assistance to ensure that
the American public has full access to and benefits from the
technological advances that are taking place in telecommunications and
networking. Certainly, the new universal service provisions will make
many contributions to the K-12 education community, the library
community and the health care community. But, there are also a number
of other telecommunications and networking activities which could be of
particular benefit, especially in some of the more rural states, such
as mine.
In my home State of Idaho, for example, the University of Idaho
recently was awarded a vBNS high speed connections grant by the
National Science Foundation and accepted an invitation to participate
in the Internet2 program. This will give our university researchers
access to databases throughout the nation and world, allow for remote
use of scientific instruments and set the stage for many new
collaborations. The UI has proposed establishing an Idaho Intranet to
ensure that the people of rural Idaho will be able to benefit from the
resulting access to education, medical information, and business
opportunities, which are anticipated as a result of the advanced
networking capacity.
I believe the distinguished floor manager and his subcommittee have
reviewed the information infrastructure grants program in some detail
and believe it has a particular role to play in our telecommunications
and networking efforts.
Mr. GREGG. Yes, that is true. In fact, in the report, the Committee
identified several projects in rural states around the country and
encouraged the NTIA to give particular attention to these requests for
funding assistance under the IIG program.
Mr. KEMPTHORNE. Mr. Speaker, the UI's proposal would give rural
Idahoans, who must deal with the lowest physician to patient ratio in
the nation, access to better health care. It would give my state's
rural economy a boost with real-time access to its customers. It would
provide key communications links between the state's education
institutions, businesses and state governments. Would you agree that
the University of Idaho's proposal, to establish an Idaho Intranet and
provide access to the benefits of the information and technology to be
available under programs such as the vBNS and Abilene, is consistent
with the Committee's proposals under the Information Infrastructure
Grants program?
Mr. GREGG. Yes, I would agree that the NTIA should give the same
consideration to the UI's proposal as to the listed proposals.
coordinated drug strategy
Mr. HATCH. Mr. President, I would ask to engage the Senator from New
Hampshire, Mr. Gregg, and the Senator from Delaware, Mr. Biden, in a
brief colloquy regarding a portion of the report which accompanies the
bill, directing the Attorney General to develop a 5-year
interdepartmental drug control strategy. Both Senator Biden and I
believe that this provision may be misinterpreted, and I request the
Senator's assistance in providing some clarification. As a general
matter, I have long believed that an effective national drug strategy
can best be developed and implemented if we have one responsible
official charged with that duty.
Mr. BIDEN. I agree. And, as both my colleagues know, the Office of
National Drug Control Policy (ONDCP) was established by Congress in
1988 for precisely the purpose of coordinating the federal government's
anti-drug program.
Mr. HATCH. That is true, but the report language seems to suggest
that the Attorney General assume some of these responsibilities. Is
this how the Committee meant for its guidance to be interpreted?
Mr. GREGG. I appreciate both Senators' concerns on this subject.
Although I see how it might be possible to read this into the
Committee's Report, this is not the Committee's intent. The Department
of Justice, like all Executive Agencies, is to develop a meaningful
strategic plan and performance measures under the Government
Performance and Results Act (GPRA). In so doing, the Committee wants to
be certain that these GPRA efforts are consistent with the National
Drug Control Strategy and the ONDCP's Performance Measures of
Effectiveness System (PME). The Department of Justice must demonstrate
how its own drug programs contribute to the achievement of outcomes
articulated in the ONDCP's PME system. To ensure this, the Attorney
General must work closely with ONDCP on the further implementation of
the National Drug Control Strategy and PME system, particularly by
linking its drug control budget resources to the outcomes articulated
by the PME system. The Justice Department should also consult with
other departments with expertise in particular drug control areas, to
the extent that it needs assistance in meeting PME system goals.
Mr. HATCH. As the sponsor, along with the Senator from Delaware, of
legislation pending on the floor which would reauthorize the Office of
National Drug Control Policy, and maintain its duty to formulate and
implement the National Drug Control Strategy and Performance Measures
of Effectiveness System, I agree that the Department of Justice should
assist ONDCP in these important tasks.
Mr. BIDEN. I concur.
Mr. HATCH. So, if I correctly understand the Senator from New
Hampshire, it is not then the Committee's
[[Page S8650]]
intent to place the Attorney General in charge of formulating the
National Drug Control Strategy?
Mr. GREGG. No, quite the contrary. ONDCP is to continue in its
important work, and the Department of Justice is to provide ONDCP with
such assistance as it may need to develop and implement the National
Drug Control Strategy and the Performance Measures of Effectiveness
System.
Mr. BIDEN. I thank the Senator for clarifying the Committee's intent
on this important issue.
Mr. HATCH. I also thank the Senator from New Hampshire for addressing
my concerns on this issue.
graveyard of the atlantic museum
Mr. FAIRCLOTH. I wish to enter into a colloquy with Senator Gregg in
order to clarify a spending item in the pending Commerce, Justice,
State Appropriations bill.
I commend the Chairman on this bill, and for his attention to
providing funding to the Graveyard of the Atlantic Museum, a public,
nonprofit, educational institution, designed for Hatteras Island, one
of North Carolina's Outer Bank islands. The Museum is dedicated to the
preservation, advancement and presentation of the maritime history and
shipwrecks of the Outer Banks, from 1524 until the present.
Over three million tourists visit the Outer Banks each year, the vast
majority of them interstate visitors. It is expected that approximately
100,000 tourists would visit the Museum, thus paying the full cost of
running it, since a modest fee would be charged.
The Museum has received federal, state, local and private funding in
the past. Earlier this decade, Congress appropriated $800,000 from
NOAA's construction budget towards this project.
I wish to clarify that the bill's provision of $1,500,000 from NOAA's
facilities budget to the ``Outer Banks Community Foundation on the
condition that these funds are matched by a non-Federal source'' is
intended solely to be passed through to the Museum.
Mr. GREGG. That is correct, and I appreciate my colleague from North
Carolina bringing this matter to my attention. I look forward to
working with him until this worthy project is completed.
Mr. BENNETT. Mr. President, the distinguished Chairman is aware of
the importance of weather forecasting support for the 2002 Winter
Olympics in Salt Lake City. I appreciate the continued support of the
Committee with these important preparations for the 2002 Winter
Olympics. Millions of spectators will gather in mountain venues.
Obviously, accurate and timely weather forecasting support is critical
to ensure the safety of both the spectators and the athletes. As you
know, the Committee directs the National Weather Service to provide
support to the NOAA Cooperative Institute at the University of Utah. It
is my understanding that the committee expects the National Weather
Service to work with the Cooperative Institute to develop a plan and
budget which will help ensure public safety and assist with the
operations of the Games. The 2002 Winter Games represents an excellent
opportunity for the National Weather Service and the Cooperative
Institute to work with private meteorological firms and federal, state,
and local agencies to provide accurate weather forecasting for the
Games.
Mr. GREGG. The Senator from Utah is correct in his understanding. The
Committee appreciates the importance of the involvement of the National
Weather Service in preparing for the 2002 Winter Olympic Games.
The PRESIDING OFFICER. The Senator from Florida.
Amendment No. 3244
(Purpose: To amend section 40102 of title 49, United States Code, to
modify the definition of the term ``public aircraft.'')
Mr. GRAHAM. Mr. President, I send an amendment to the desk.
The PRESIDING OFFICER. Without objection, the Bumpers amendment will
be set aside. The clerk will report.
The legislative clerk read as follows:
The Senator from Florida [Mr. Graham] for himself and Mr.
DeWine, proposes an amendment numbered 3244.
Mr. GRAHAM. Mr. President, I ask unanimous consent that reading of
the amendment be dispensed with.
The PRESIDING OFFICER. Without objection, it is so ordered.
The amendment is as follows:
At the appropriate place in title II, insert the following:
SEC. 2 . PUBLIC AIRCRAFT.
The flush sentence following subparagraph (B)(ii) of
section 40102(37) of title 49, United States Code, is amended
by striking ``if the unit of government on whose behalf the
operation is conducted certifies to the Administrator of the
Federal Aviation Administration that the operation was
necessary to respond to a significant and imminent threat to
life or property (including natural resources) and that no
service by a private operator was reasonably available to
meet the threat'' and inserting ``if the operation is
conducted for law enforcement, search and rescue, or
responding to an imminent threat to property or natural
resources''.
Mr. GRAHAM. Mr. President, this evening I rise to offer an amendment
with my distinguished colleague, Senator DeWine. This amendment is
intended to assist law enforcement in doing a better job of protecting
our citizens and the public safety.
The background of this amendment goes back to 1994. Congress made
what I think was an error when it passed Public Law 103-411. Under this
law, aircraft belonging to law enforcement agencies are considered to
be ``commercial'' if costs incurred from flying missions to support
neighboring jurisdictions are reimbursed.
Unfortunately, this law has placed unnecessary restrictions and
costly burdens on Government agencies which operate public aircraft,
particularly law enforcement agencies. The law restricts those agencies
from using their aircraft resources in assistance of Government
agencies and severely limits their ability to recover costs from those
agencies which they are assisting. This law even limits the ability of
neighboring jurisdictions to enter into mutual aid agreements.
Let me give a typical example of how the current law is operating. In
my State of Florida, it is not uncommon to have one medium-sized county
which is surrounded by a number of smaller jurisdictions. That medium-
sized county has the capability to make an application and secure
surplus Government property, frequently a helicopter. That helicopter
is used in a variety of public safety and law enforcement activities,
often under the jurisdiction of the local sheriff. It may be that one
of those smaller counties has a need for a helicopter or other aviation
support.
An example of that is, in the northern part of our State we have had
instances in which locally grown marijuana has become a serious law
enforcement problem. In order to identify that marijuana and
effectively eradicate it, the helicopter is an enormous law enforcement
asset. Yet, under the current law, if the sheriff from that smaller
community wishes to contract, either on an individual case basis or
through a mutual aid agreement, with that medium-sized county to get a
certain number of hours of utilization of the helicopter and they agree
to reimburse the medium-sized county for the cost of that operation,
they are in violation of the conditions under which the medium-sized
county secured the helicopter in the first place and sanctions might be
imposed upon the medium-sized county's sheriff and their capacity to
provide effective law enforcement for their smaller neighboring
communities.
At the very time when law enforcement faces the growing
sophistication and organization of criminals, the Federal Government
should not be placing increased mandates on our law enforcement
officials. Today, law enforcement officials are forced to call around
and check the availability of a private pilot and commercial aircraft
before sending out the helicopter of that medium-sized county. Only if
no one is available can law enforcement officials respond to the scene.
Under this amendment, public agencies would be permitted to recover
costs incurred by operating aircraft to assist other jurisdictions for
the purposes of law enforcement, search and rescue, or imminent threat
to property or natural resources.
I might say, we just have had a dramatic example of that threat to
property or natural resources in the number of wildfires we have
experienced across our State, many of them occurring in precisely these
smaller counties that are limited in their capability to respond.
Mr. President, law enforcement organizations are strongly supporting
this amendment. This legislation has been endorsed by the National
Sheriffs Association, the Airborne Law Enforcement
[[Page S8651]]
Association, the International Association of Chiefs of Police, the
Florida Sheriffs Association, and the California State Sheriffs
Association.
Some months ago, sheriffs from throughout the country contacted my
office seeking help. From my home State of Florida, I have heard from
Sheriff Stephen M. Oelrich of Alachua County. Sheriff Oelrich stated,
``Public Law 103-411 restricts the ability of a law enforcement
aviation unit to assist Government jurisdictions or other governmental
agencies. Instead, it mandates that a local government must first turn
to a costly private operator for air service.''
This is by no means a problem in my State of Florida alone. I have
heard this from sheriffs across the country. Specifically, we have a
resolution from the sheriffs of California.
In the words of Sheriff Larry Carpenter of Ventura County CA, Public
Law 103-411 has had ``a chilling effect on the ability of local
governments to provide safe, cost-effective and professional air
support capabilities to the very citizens we serve.'' Let me further
quote from an article that Sheriff Carpenter wrote in the Summer 1996
issue of California Sheriff:
The issue of ``compensation'' fuels this issue to a large
degree. According to the FAA interpretation of this law, a
sheriff cannot simply recover costs for flying a governmental
mission . . . which is ``outside a common treasury.'' This
flies in the face of mutual aid agreements between public
safety agencies. For example, let's say the Santa Barbara
Sheriff's Department, which has no aviation unit, contacts my
aviation unit and requests our helicopter fly an observation
and surveillance flight of a suspected drug lab which their
narcotics and SWAT teams plan to raid in a few days. We fly
the mission, undoubtedly with the Santa Barbara deputy
sheriff on board, and charge Santa Barbara County only our
cost. There is no profit involved. Obviously, this is a
sensitive law enforcement mission. Public Law 103-411 says we
can no longer do this. Instead, a private operator would need
to be contracted at a higher cost to taxpayers.
This is only common sense that instead of restricting the ability of
local law enforcement agencies to assist each other, we should be
facilitating their ability to serve the public good in as efficient and
economical manner as possible.
I urge the adoption of this amendment.
Mr. President, I ask unanimous consent that support from the
California State Sheriffs' Association, from the Western States
Sheriffs' Association, from the Airborne Law Enforcement Association,
from the National Sheriffs' Association, and from the Florida Sheriffs
Association be printed in the Record.
There being no objection, the material was ordered to be printed in
the Record, as follows:
Resolution
Whereas, the California State Sheriffs' Association has
many members who manage public service aviation operations;
and
Whereas, Sheriffs' Aviation operations are critical to
their ability to provide life-saving service to their
constituents; and
Whereas, in 1994 Congress passed and the President signed
Public Law 103-411, which severely restricted Sheriffs'
ability to effectively utilize their aircraft in their
mission; and
Whereas, the ostensible purpose for enactment of Public Law
103-411 was the promotion of aviation safety and that Public
Law 103-411 accomplished no appreciable aviation safety
purpose; and
Whereas, restrictions on the sharing of aviation resources
result in reduced public safety and are poor fiscal and
public policy; and
Whereas, the California State Sheriffs' Association, in
cooperation with the National Sheriffs' Association, the
International Association of Chiefs of Police, the Western
State Sheriffs' Association, the National Association of
State Foresters, the Airborne Law Enforcement Association,
and many other State Sheriffs' Associations support
amendments to Public Law 103-411 to correct the law's
deficiencies; and
Whereas, Representative Elton Gallegly of California has
sponsored a bill in Congress and that bill is H.R. 1521, the
Public Services Aviation Act of 1997, now therefore; be it
Resolved, That the California State Sheriffs' Association
supports the passage and enactment of H.R. 1521, the Public
Services Aviation Act of 1997 or its equivalent; and be it
also further
Resolved, That the California State Sheriffs' Association
executive director or her designee be authorized to transmit
a copy of this resolution to all interested parties
including, but not limited to California's congressional
delegation, House Speaker Newt Gingrich, Senate Leader Trent
Lott and the Members of the House Committee on Transportation
and Infrastructure.
____
Resolution
The Western States Sheriffs' Association represents over
200 Sheriffs of the eleven western states. This association
exists to promote the professionalism and dedication of law
enforcement and works to ensure that the public we serve
receives the best in public safety services.
Public Law 103-311 became law in April of 1995. This
measure has negatively impacted may publicly operated
aviation units around the United States. For years, these
units have provided safe, effective and life-saving services
to the public.
Public Law 103-411 sought to increase the level of
regulation among aviation units which operate surplus
military aircraft. Public Law 103-411 fails to enhance safety
regulations in any significant way. The regulations now in
place serve only to increase the marketplace of commercial
aviation operators who have chosen to conduct government
business. Profit has been prioritized over public safety.
The Western States Sheriff's Association (WSSA) has
recognized that Public Law 103-411, and the interpretation of
this law by the Federal Aviation Administration, are not in
the best interests of the American public. Further, it is
recognized that several public safety aviation associations
have formed task groups, networked, and made all efforts at
initiating regulatory reform that is effective and meets the
needs of the FAA in safety reporting and regulation.
The Western States Sheriffs' Association resolves that
Public Law 103-411 is in need of serious review and/or
immediate repeal. It is the view of the WSSA that the
specific legislative relief suggested by the Aviation
Committee of the National Sheriff's Association provides the
most realistic solution to this issue.
Aviation public safety members and representatives remain
eager to work with any group to enhance the fair regulation
and safety of publicly operated aviation units, while at the
same time ensuring the legitimate duties of government to
provide the most effective, cost efficient and professional
aviation services to the public.
Therefore be it resolved, This 30th day of November, 1995,
that the Western States Sheriffs' Association at their annual
meeting in Mesquite, Nevada go on record in support of
legislation that would modify Public Law 183-411 as set forth
in this Resolution or to repeal the law in its entirety.
____
Resolution
Whereas, the Airborne Law Enforcement Association has as a
majority of its members persons who are employed in all
aspects of law enforcement aviation operations; and
Whereas, those law enforcement aviation operations are a
critically essential component of modern law enforcement,
especially as they relate to reducing crime, protecting and
saving lives, and apprehending dangerous criminals; and
Whereas, in 1994 the United States Congress passed and the
President signed Public Law 103-411, severely restricting
United States law enforcement's ability to effectively
utilize aircraft in legitimate law enforcement missions; and
Whereas, the stated purpose for enactment of P.L. 103-411
was the promotion of aviation safety and P.L. 103-411
accomplished no appreciable aviation safety purpose; and
Whereas, restrictions on the sharing of aviation resources
imposed by P.L. 103-411 has resulted in reduced public safety
and is poor fiscal and public policy; and
Whereas, the Airborne Law Enforcement Association, in
cooperation with the International Association of Chiefs of
Police, the National Sheriffs' Association and many other
similar associations, supports legislation which would
correct the deficiencies of P.L. 103-411; and
Whereas, Representative Elton Gallegly of California has
sponsored a bill in Congress and that bill is H.R. 1521, the
Public Services Aviation Act of 1997; and
Whereas, at its Annual Meeting on July 19, 1997, the ALEA
general membership by unanimous vote authorized the Board of
Directors to issue a Resolution in support of H.R. 1521:
Therefore be it:
Resolved, That the Airborne Law Enforcement Association
supports passage and enactment of H.R. 1521, the Public
Services Aviation Act of 1997; and be it:
Resolved, That the Airborne Law Enforcement Association,
failing passage and enactment of H.R. 1521, the Public
Service Aviation Act of 1997, supports passage and enactment
of legislation equivalent to H.R. 1521, the Public Services
Aviation Act of 1997; and be it:
Resolved, That the Executive Director is authorized to
transmit a copy of this resolution to all interested parties
including, but not limited to, Members of the United States
House of Representatives and Members of the United States
Senate.
____
Resolution
Whereas, the National Sheriffs' Association has many
members who manage public service aviation operations; and
Whereas, sheriffs' aviation operations are critical to
their ability to provide life-saving service to their
constituents; and
Whereas, in 1994 Congress passed and the President signed
P.L. 103-411, which severely restricted sheriffs' ability to
effectively utilize their aircraft in their mission; and
Whereas, the ostensible purpose for enactments of P.L. 103-
411 was the promotion of aviation safety and P.L. 103-411
accomplishment no appreciable aviation safety purpose; and
[[Page S8652]]
Whereas, restrictions on the sharing of aviation resources
result in reduced public safety, and are poor fiscal and
public policy; and
Whereas, the National Sheriffs' Association at San Antonio,
Texas passed resolution 1995-13 strongly opposing the
Independent Safety Board Act of 1994, now designated P.L.
103-411; and
Whereas, the National Sheriffs' Association, in cooperation
with the International Association of Chiefs of Police, the
Airborne Law Enforcement Association, the National
Association of State Foresters, the Western States Sheriffs'
Association, and many other state sheriffs' associations,
supports amendments to P.L. 103-411 to correct the law's
deficiencies; and
Whereas, Representative Elton Gallegly of California has
sponsored a bill in Congress and that bill is H.R. 1521, the
Public Services Aviation Act of 1997; and therefore, be it
Resolved, That the National Sheriffs' Association supports
passage and enactment of H.R. 1521, the Public Services
Aviation Act of 1997 or its equivalent; and therefore, be it
further
Resolved, That the NSA Executive Director or his designee
be authorized to transmit a copy of this resolution to all
interested parties including, but not limited to, Members of
the United States House of Representatives and Members of the
United States Senate.
____
Florida Sheriffs Association,
Tallahassee, FL, May 28, 1998.
Hon. Bob Graham,
Hart Senate Office Building,
Washington, DC.
Dear Senator Graham: The purpose of this correspondence is
to thank you for your support and personal involvement in
correcting the problems created by the passage of Public Law
103-441. The correction of these problems will allow not only
the Sheriffs of Florida, but also the Sheriffs across this
Nation, to carry out their lawful duties and to utilize
agency aircraft to better serve the public safety of our
citizens.
Sheriff Tom Mylander, Hernando County, has requested that I
forward to you the enclosed information concerning the
utilization of aircraft as it relates to juvenile or gang
related activities. This information was requested by a
member of your staff.
Please let us know if there is anything further that we
might do to assist you in your efforts.
Sincerely,
J.M. ``Buddy'' Phillips,
Executive Director.
____
Support of Public Services Aviation Act of 1997
Whereas, air support is a vital component of police
operations; and,
Whereas, hundreds of law enforcement agencies at the local,
state and federal level operate aircraft; and,
Whereas, in 1994 the United States Congress passed and the
President signed Public Law 103-411, which severely
restricted law enforcement's ability to effectively utilize
aircraft in legitimate law enforcement missions; and,
Whereas, the stated purpose of P.L. 103-411 was the
promotion of aviation safety yet of P.L. 103-411 accomplished
no appreciable gain in aviation safety; and,
Whereas, restrictions on the sharing of aviation resources
imposed by P.L. 103-411 has resulted in reduced public safety
and is poor fiscal and public policy; and,
Whereas, the National Sheriff's Association, Airborne Law
Enforcement Association and many other associations
representing public aircraft operators support legislation
that would correct P.L. 103-411; and,
Whereas, H.R. 1521, the Public Services Aviation Act of
1997; is currently before Congress, and
Whereas, H.R. 1521 corrects the deficiencies of P.L. 103-
411; now, therefore be it,
Resolved, That the International Association of Chiefs of
Police supports the passage and enactment of H.R. 1521, the
Public Services Aviation Act of 1997 or its equivalent; and
be it further,
Resolved, That the Executive Director or his designee be
authorized to transmit a copy of this resolution to all
interested parties including, but not limited to, members of
the United States House of Representatives and the United
States Senate.
The PRESIDING OFFICER. The Senator from New Hampshire.
Mr. GREGG. Mr. President, the Senator from Florida has brought
forward a very good amendment. It is our hope we could agree to it. At
this time, because of the potential of a CBO scoring which could impact
the underlying bill, it is impossible for us to do so. So our proposal
would be we keep this on the list for a vote tomorrow morning, and if
we have not gotten the proper response we are comfortable with from
CBO, we can take the issue up at that time and try to resolve it at
that point.
____________________