Union Pacific Railroad Company v. United States Department of Homeland Security et al

Filing 180

MEMORANDUM ORDER granting (56) UP's Motion for Summary Judgment; granting (120) Motion for Judgment on the Administrative Record; denying as moot (124) UP's Motion to Stay in case 8:08-cv-00336-JFB-TDT. Member Cases: 8:08-cv-00336-JFB-TDT, 8:10-cv-00430-JFB-TDT, 8:10-cv-00444-JFB-TDTOrdered by Judge Joseph F. Bataillon. (SMS, )

IN THE UNITED STATES DISTRICT COURT
FOR THE DISTRICT OF NEBRASKA
UNION PACIFIC RAILROAD COMPANY,
Plaintiff,
v.
UNITED STATES DEPARTMENT OF
HOMELAND SECURITY, et al.,
Defendants.
___________________________________
UNITED STATES OF AMERICA,
Plaintiff,
v.
UNION PACIFIC RAILROAD COMPANY,
Defendant.
___________________________________
UNITED STATES OF AMERICA,
Plaintiff,
v.
UNION PACIFIC RAILROAD COMPANY,
Defendant.
___________________________________

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8:08CV336

MEMORANDUM AND ORDER

8:10CV430

MEMORANDUM AND ORDER

8:10CV444

MEMORANDUM AND ORDER

This matter is before the court on a motion for summary judgment filed by Union
Pacific Railroad Company (hereinafter, “UP”), Filing No. 56 in 8:08CV336, and on a motion
for judgment on the administrative record filed by the United States Department of

Homeland Security (hereinafter, “the government”).1 Filing No. 120 in 8:08CV336. These
are consolidated cases involving review of an agency action under the Administrative
Procedure Act, 5 U.S.C. § 551 et seq.2

See Filing No. 148, Consolidation Order. UP

challenges assessments of penalties by the United States Customs and Border Patrol
(“CBP”) under the Tariff Act of 1930, 19 U.S.C. § 1584 et seq., for failing to properly
manifest illegal drugs found in railcars, and raises a constitutional challenge under 42
U.S.C. § 1983. See Filing No. 1, Complaint in 8:08CV336. The government opposes UP’s
action and seeks forfeiture of the seized railcars and enforcement of the monetary
penalties. See Filing No. 90, First Amended Answer in 8:08CV336; Filing No. 1, Complaint
in 8:10CV430; Filing No. 1, Complaint in 8:10CV444. The issue of return of the seized
railcars has been settled, but the government reserves the right to enforce the Tariff Act
in the same way in the event of future seizures and accordingly UP continues to challenge
the CBP’s authority to seize the cars and requests prospective relief on the issue. See
Filing No. 177, Joint Stipulation.
Thirty-eight penalty cases are at issue in this case. Each case follows essentially
the same factual scenario. The administrative record shows that both UP and CBP took
essentially the same positions and raised the same arguments in all of the thirty-eight

1

Until 2002, the Custom s Service existed as part of the Departm ent of the Treasury. See 68 Fed.
Reg. at 68167. The Departm ent of Hom eland Security ("DHS") was created when Congress enacted the
Hom eland Security Act of 2002. Id. at 68167-68. The Hom eland Security Act transferred the functions,
personnel, assets, and liabilities of the Custom s Service, including the functions of the Secretary of the
Treasury, to the newly created DHS. Id. at 68168. The Custom s Service, later renam ed Custom s and Border
Patrol (CBP), thereby becam e a com ponent of DHS. Id. The Departm ent of the Treasury also delegated
certain Custom s revenue functions to DHS. Id. Accordingly, the rules designed to ensure cargo safety and
security and revenue assessm ent now fall within the jurisdiction of DHS.
2

Also pending is a m otion to stay the governm ent’s cross-m otion, Filing No. 124. UP concedes that
the m otion is m oot. Filing No. 130, UP’s Reply Brief at 1 n.1.
2

penalty cases. In each instance, CBP assessed a penalty and/or seized a railcar when it
discovered illegal drugs on trains entering the United States from Mexico at Calexico,
California; Brownsville, Texas; or Nogales, Arizona. The penalties assessed total more
than $37 million.
In its motion for summary judgment, UP argues that it is entitled to judgment as a
matter of law under the Tariff Act. It contends that undisputed evidence shows that UP is
not an entity subject to penalties under the Tariff Act and, if it were, it is exempt from the
penalties as a common carrier because it cannot know, in the exercise of the highest
degree of care and diligence, that drugs are onboard trains before being inspected by CBP.
It also contends that it was not grossly negligent in failing to prevent the placement of drugs
onboard the railcars. Further, it argues that the assessment of penalties and imposition
of forfeitures on UP is a violation of the Fifth and Eighth Amendments to the Constitution.
The government opposes UP’s motion for summary judgment and also seeks review
under the Administrative Procedure Act. In addition to again raising the arguments that the
court rejected in ruling on its motion to dismiss, it argues that the court’s review is limited
to the administrative record and contends that UP has not demonstrated that CBP’s
actions were arbitrary, capricious, an abuse of discretion, or otherwise not in accordance
with law. It also argues that the court must defer to the CBP’s interpretation of the Tariff
Act.
I. FACTS
The factual scenario is set forth in the court’s earlier order denying the government’s
motion to dismiss and need not be fully repeated here except as necessary to the court’s
opinion. For the most part, the facts set forth in the court’s earlier opinion are supported

3

by the administrative record in this case. The issues in the parties’ respective motions are
largely coextensive and present questions of law that can be addressed on the
administrative record, which has been filed with the court.3

See Filing No. 111,

Administrative Record (“Admin. R.”) Part I; Filing No. 112, Admin. R. Part II; Filing No. 113,
Admin. R. Part III; Filing No. 114, Admin. R. Part IV.
As noted, each of the incidents followed essentially the same factual scenario. In
each case, a railcar entered the United States and was searched by CBP officials. See,
e.g., Filing No. 111, Admin. R. Part I at 53 (Doc # 111-1, Page ID # 1697). The CBP found
drugs concealed in the railcars and assessed penalties against UP under the Tariff Act.
Id. at 31 (Doc # 111-1, Page ID # 1724). UP protested the assessments and sought
cancellation of the penalties or mitigation of the penalties to zero, arguing, inter alia, that
UP was not subject to the penalties. Id. at 6 (Doc # 111-1, Page ID # 1699). In each case,
the CBP agreed to mitigate the penalty to 10% of the assessed penalty, and in some
cases, agreed to mitigate the penalty to 5%. See, e.g., id. at 11, 13 (Doc # 111-1, Page
ID # 1704, 1706). In most cases, CBP later made demands for payment. See, e.g., Filing
No. 111, Admin R. Part I, Attachment 2 at 3 (Doc # 111-2, Page ID # 1752); Filing No. 114,
Admin R. Part IV, Attachment 1 at 18 (Doc # 114-1, Page ID # 3742).

3

UP presented m aterials in response to the governm ent’s m otion to dism iss that were not part of the
adm inistrative record. See Filing No. 60, Index of Evid. Som e of those m aterials have also been subm itted
to the court in UP’s Supplem ental Index. Filing No. 135, Supplem ental Index of Evid. The evidence largely
consists of correspondence between UP and CBP concerning the penalty assessm ents. Id., Exs. 1 & 2,
om itted docum ents (Doc # 135-2, Page ID # 4661-62) or (Doc # 135-3, Page ID # 4663-4707). For the m ost
part, the correspondence addresses essentially the sam e issues that were raised elsewhere in adm inistrative
proceedings and the evidence is largely duplicative of other m aterials that can be found in the adm inistrative
record. See Filing No. 131, Index of Evid., Ex.1, Affidavit of W illiam Lam son at 2-4 (correlating CBP case
num bers with corresponding UP exhibit num bers and CBP File/Bates num bers) (Doc # 313-1, Page ID #
4494-97). Though the evidence provides som e relevant background and context to the adm inistrative
proceedings, the court finds the supplem entary evidence is not necessary to resolution of the issues in this
case and the court did not rely on that evidence in m aking its decision. To the extent that any of the
supplem ental evidence is cited in this opinion, it is only to provide background and context.
4

In the administrative proceedings, UP argued that it was not liable for penalties
under 19 U.S.C. § 1584 because it was neither the owner nor the “the person in charge”
of the trains bound to the United States. See, e.g., Filing No. 111, Admin R. Part I,
Attachment 2 at 20 (Doc # 111-2, Page ID # 1769). Further, it argued that it had exercised
the highest degree of care and diligence. Id. It also argued that it had no ability to verify
the accuracy of the manifests until after it received possession of the trains from CBP, and
finally, it argued that the adverse financial impact of a series of ongoing penalty claims
would reduce its ability to devote capital to projects promoting security and drug
interdiction. Id.
As set forth in the following representative rulings, the CBP initially rejected UP’s
arguments on initial petitions and later affirmed the penalty assessments in response to
supplementary petitions for relief.4 See, e.g., id. at 19, 31 (Doc # 111-2, Page ID ## 1768,
1780).

The CBP affirmed the initial finding that “petitioner [UP] did not have any

knowledge that drugs were being smuggled in the railcars,” but nonetheless found that UP
“failed to exercise the highest degree of care and diligence.” Filing No. 111, Admin. R. Part
I, Attachment 1 at 4 (Doc # 111-1, Page ID # 1697). Although it acknowledged that UP
had no opportunity to inspect the railcars prior to CBP’s inspection, it stated that CBP “has
advised petitioner on numerous occasions that by presenting the manifest it is responsible
for its accuracy” and found that “it is incumbent upon petitioner to ensure railcar inspection
in Mexico prior to crossing the border—whether this is done by petitioner alone, in
conjunction with Ferromex [the Mexican railroad, Ferrocarril Mexicano, S.A., de C.V. ], or
by hiring a third-party contractor.” Id. Reasoning that “[t]he pertinent question in this case

4

The CBP’s responses can generally be characterized as “form ” responses, in that m ost responses
contain identical language and rationales.
5

is not who was responsible for presenting the manifest but rather whether as the carrier
UPRR exercised the highest degree of care and diligence in preventing the drug smuggling
in its railcar,” the CBP determined “that the security procedures that UPRR had in place
at the time of the incident were insufficient to prevent the smuggling of the drugs in the
center spine of the subject railcar.” Id. at 10 (Doc # 111-1, Page ID # 1703).
The CBP’s finding was based on this assessment of the facts:
It is clear that someone in Mexico either acting alone or in group was
able to obtain access to the railcar and smuggle 60.95 kilos of marijuana in
the center spine of the railcar without detection by a security guard. The
weight of the marijuana would have required more than one person to be
able to carry and conceal the illegal drugs. The placement of the drugs in
the center spine of the railcar would have required significant amount of time
and would have had the potential to expose the person or persons involved
to discovery.
Id. In another case, it noted: “under the facts in this case, wherein 117 kilograms were
able to be smuggled inside a false wall in the railcar, petitioner did not exercise the highest
degree of care and diligence.” Filing No. 111, Admin. R. Part I, attachment 2 at 33 (Doc
# 111-2, Page ID # 1783).
In response to UP’s challenges to the assessments, CBP stated that it found UP’s
level of culpability “to be one of negligence.” Id. at 35 (Doc #111-2, Page ID #1784). “In
consideration of the level of culpability and UP’s participation in the LBCIP [Land Border
Carrier Initiative Program] and Customs Trade Partnership Agreement Against Terrorism,”
CBP generally granted extraordinary remission to 10% of the total, noting that it “expected
UP to specifically address the recurring problem of drug smuggling” within voids of railcars
entering the United States. Id. CBP explained:
Furthermore, it is important to note that the subject drug seizure incident and
several prior ones are factually similar, i.e., drugs secreted above the wheel
6

area, in a false compartment, within the center beam of a railcar, within a
side sill or in an empty railcar. This begs the question, how many more drug
seizure incidents of these types will occur until petitioner effectively
addresses the problem? CBP has consistently encouraged carriers to have
procedures in place that ensure knowledge of who they are doing business
with—whether they are customers or business partners—and in turn,
promote increased diligence in security practices by all. In today’s
environment, this effort is paramount not only to drug interdiction, but also to
our national interest in the fight against terrorism and the smuggling of
weapons of mass destruction. We note that in addition to being a signatory
to the Land Border Carrier Initiative Program (“LBCIP”), petitioner is also a
signatory to the Customs-Trade Partnership Against Terrorism (“C-TPAT”).
Thus, petitioner has twice agreed not only to implement its own security
practices, but to encourage its customers and partners to do the same.
Filing No. 111-2, Admin. R. Part II at 34 (Doc # 111-2, Page ID # 1783). CBP cited the
case of ARCA Airlines, Ltda. v. United States Customs Service, 726 F. Supp. 827, 828
(S.D. Fla.), aff’d., 945 F.2d 413 (11th Cir. 1991) for the proposition that UP “has chosen
to engage in a high-risk market of carriage (in this instance, from Mexico to the U.S.); thus,
any costs incurred by investing in appropriate security measures are ones that petitioner
should expect.” Id. Without citation of any authority, under the heading, “Statement of the
Law,” CBP stated:
As a common carrier, petitioner is liable for the penalty under 19 U.S.C.
1584(a)(2) if there was either knowledge of the drug smuggling or a failure
to exercise the highest degree of care and diligence in preventing it. In the
land border environment, exercising the highest degree of care and diligence
involves establishing a comprehensive security plan that addresses the high
threat level for drug smuggling on railcars, along with evidence that it was
successfully implemented at the time of the drug incident.
It also includes, among other things, the following: conducting
employee background checks and updating them on a regular basis;
providing security training to its workforce; ensuring the integrity of railcars
at all times from the time of pick-up and/or loading, including the verification
of container seal numbers; establishing security measures to prevent foul
play during the delivery of railcars to the border; as well as reporting to CBP
anomalies or suspicious behavior at anytime during the transportation
process.
7

Id. at 32 (Doc # 111-2, Page ID # 1781).
Further, CBP rejected UP’s contentions that the penalties adversely affected its
financial ability to further cooperate with CBP by stating that “without documentary
evidence including copies of income tax returns for the previous three years and an audited
financial statement for the most recent fiscal quarter from UPRR, we are unable to assess
UPRR’s claimed financial inability to pay the penalty in this case.” Id. at 34 (Doc # 111-2,
Page ID # 1783).
The record shows that UP and the government entered into a Land Border Carrier
Initiative Program Agreement (“LBCIP Agreement”) in 1998. Filing No. 111, Admin. R. Part
I, Attachment 1 at 22-25 (Docket # 111-1, Page ID # 1715-18). The LBCIP Agreement
outlined the responsibilities of both UP and the government to help minimize the smuggling
of illegal drugs into the United States. Id. Under the LBCIP Agreement, CBP agreed to
follow specific procedures with respect to the assessment and mitigation of penalties,
including an automatic mitigation “if there is no evidence of complicity on the part of the
carrier” and expedited consideration. Id. at 75 (Doc # 111-1, Page ID # 1719). CBP was
required to “provide security training to the Carrier’s employees on a priority basis and, if
feasible, provide training to Carrier employees in foreign countries.” Id. at 73 (Doc # 111-1,
Page ID # 1717) (emphasis added).
The government does not dispute that UP has undertaken a number of significant
actions on the U.S. side of the border to prevent the smuggling of illegal drugs from
Mexico, spending at least $3.6 million annually on drug interdiction programs. See, e.g.,
Filing No. 111, Admin. R. Part 1, Attachment 10 at 36-37 (Doc # 111-10, Page ID # 199091). As part of this effort, UP maintains a commissioned police force, supplemented by
8

contract security officers and K9 teams, devoted in substantial measure to detecting and
removing illegal drugs from trains once they cross into the United States. See, e.g., Id.,
Attachment 11 at 12-16 (Doc # 111-11, Page ID # 2015-19); Filing No. 112, Admin. R. Part
II, Attachment 12 at 47-48 (Doc # 112-2, Page ID # 3055-56). Among other things, the
record shows that UP has (1) built an office for CBP personnel in Laredo, Texas; (2)
installed lighting at the Nogales, Arizona, border crossing to aid in the inspection process;
(3) conducted numerous joint exercises with CBP; (4) developed a computer profile to
identify potential drug traffickers; (5) provided free K9 training to DEA and FBI task forces
along the Mexican border; and (6) constructed a number of observation towers to facilitate
CBP inspections. Filing No. 111, Admin. R. Part I, Attachment 11 at 12-13 (Doc # 111-1,
Page ID # 2015-16).
Further, the record shows that UP and CBP entered into a “standstill” agreement in
August of 2003. Filing No. 111-1, Admin. R. Part I, Attachment 1 at 35 (Doc # 111-1, Page
ID # 1728). UP agreed to participate in “working groups to develop a strategy to address
supply-chain security and drug-smuggling capabilities” at border crossings from Mexico
and CBP agreed to hold all existing drug-related penalties and the future issuance of drugrelated penalties in abeyance. Id. at 22-25, Ex. A (Doc # 111-1, Page ID # 1715-18).
The record also shows that the penalties were assessed after CBP unilaterally
terminated the standstill agreement, allegedly without notice to UP. Id., Attachment 2 at
31-32 (Doc # 111-2, Page ID # 1779-80). In denying UP’s petition for a total remission of
the penalties, CBP acknowledged that it had terminated the agreement. Id. Although CBP
had acknowledged positive results, it voided the agreement. Filing No. 112, Admin. R. Part
II, Attachment 12 at 32 (Doc # 112-12, Page ID # 3040). In its responses to UP’s petitions
9

for remission, CBP did not address UP’s arguments regarding the interpretation of the
statutes and regulations or UP’s contention that it was not possible for UP to inspect the
cars in Mexico.
It is not disputed that Ferromex brings the railcars into the United States under the
supervision of CBP. See, e.g., Filing No. 111, Admin R. Part I, Attachment 1 at 61 (Doc
# 111-1, Page ID # 1705). At each port of entry the government inspects the railcars by
scanning them with a “Vehicle and Cargo Inspection System” (“VACIS”) machine. Id.,
Attachment 2 at 108 (Doc # 111-2, Page ID # 1752). The inspection sometimes includes
physical inspection by CBP officers to verify and compare the manifest with the actual
cargo inside the railcars. See, e.g., id. at 113 (Doc # 111-2, Page ID # 1756). There is no
dispute that UP manifested that the railcars were empty in each of the cases. See, e.g.,
id., Attachment 1 at 12 (Doc # 111-1, Page ID # 1705). For all manifests of railcars
northbound to the United States from Mexico, UP, or another appropriate railroad
company, prepares and makes the manifests available to U.S. Customs. Filing No. 111,
Admin. R. Part 1 at 66 (Doc # 111-1, Page ID # 1710).
The record establishes that UP owns 26% of the stock of the Mexican railroad,
Ferromex. Filing No. 111, Admin R. Part I at 489 (Doc # 111-13, Page ID # 2128). CBP
does not dispute UP’s contention that it owns no facilities in Mexico and does not hire,
supervise, or in any way direct the individuals in Ferromex’s terminal and switching
operations. See, e.g., Filing No. 111, Admin R. Part I at 67 (Doc # 111-1, Page ID # 1711).
Further, CBP concedes that UP has no opportunity to inspect the railcars prior to CBP’s
inspection. Id. at 59 (Doc # 111-1, Page ID # 1703).

10

II. LAW
A. APA/Statutory Construction
The Administrative Procedure Act provides that a reviewing court “shall decide all
relevant questions of law, interpret constitutional and statutory provisions, and determine
the meaning or applicability of the terms of an agency action.” 5 U.S.C. § 706. A reviewing
court is instructed to “compel agency action unlawfully withheld or unreasonably delayed”
and to “hold unlawful and set aside agency action, findings, and conclusions” that are
found to be arbitrary, capricious, or an abuse of discretion; contrary to the Constitution; not
authorized by statute, or “in excess of statutory jurisdiction; or “without observance of
procedure required by law.” 5 U.S.C. § 706(1) & (2) (A)-(D); F.C.C. v. Fox Television
Stations, Inc., 556 U.S. 502, —, 129 S. Ct. 1800, 1810 (2009). Federal courts can review
agency action (or a final rule declining to take action) to ensure compliance with the statute
Congress enacted. American Elec. Power Co., Inc. v. Connecticut, — U.S. —, —,131
S. Ct. 2527, 2539 (2011). Under the APA, the prescribed order of decision making is that
“the first decider under the Act is the expert administrative agency, the second, federal
judges.” Id. The “judiciary is the final authority on issues of statutory construction and
must reject administrative constructions which are contrary to clear congressional intent.”
Chevron, U.S.A., Inc. v. Natural Res. Def. Council, Inc., 467 U.S. 837, 843 n.9 (1984).
In construing a statute, the court is required to examine the text of a statute as a
whole by considering its context, object and policy. Mader v. United States, 654 F.3d 794,
800 (8th Cir. 2011) (en banc). The court’s ultimate objective in interpreting a federal
statute is to give effect to the intent of Congress. Id. (quoting United States v. Vig, 167
F.3d 443, 447 (8th Cir. 1999)). “It is a fundamental canon of statutory construction that the
11

words of a statute must be read in their context and with a view to their place in the overall
statutory scheme.” Davis v. Michigan Dept. of Treasury, 489 U.S. 803, 809 (1989).
Interpretation of a word or phrase “‘depends upon reading the whole statutory text,
considering the purpose and context of the statute, and consulting any precedents or
authorities that inform the analysis.’” Kasten v. Saint-Gobain Performance Plastics Corp.,
— U.S. —, —, 131 S. Ct. 1325, 1327 (2011) (quoting Dolan v. United States Postal
Service, 546 U.S. 481, 486 (2006)); see also Ali v. Federal Bureau of Prisons, 552 U.S.
214, 222 (2008) (construction of a statutory term “must, to the extent possible, ensure that
the statutory scheme is coherent and consistent”).
The court begins with “‘the assumption that the ordinary meaning of the language’
chosen by Congress ‘accurately expresses the legislative purpose.’” Microsoft Corp. v. i4i
Ltd. P’ship, — U.S. —, —, 131 S. Ct. 2238, 2245 (2011) (quoting Engine Mfrs. Ass’n v.
South Coast Air Quality Mgmt. Dist., 541 U.S. 246, 252 (2004)); Wall v. Kholi, — U.S. —,
—, 131 S. Ct. 1278, 1284 (2011) (stating that courts “give the words of a statute their
ordinary, contemporary, common meaning, absent an indication Congress intended them
to bear some different import”); Bilski v. Kappos, — U.S. —, —,130 S. Ct. 3218, 3226
(2010) (stating that unless otherwise defined, words will be interpreted as taking their
ordinary, contemporary, common meaning). “Where Congress uses a common-law term
in a statute, [the Court assumes] the ‘term . . . comes with a common law meaning, absent
anything pointing another way.’” Microsoft Corp. v. i4i, — U.S. at —, 131 S. Ct. at 2340
(quoting Safeco Ins. Co. of Am. v. Burr, 551 U.S. 47, 48 (2007)). When identical words are
used in different part of the same act, the normal rule of statutory construction is that they

12

are intended to have the same meaning. Sorenson v. Secretary of the Treasury, 475 U.S.
851, 860 (1986).
Under the canon of constitutional avoidance, courts should construe ambiguous
statutory language be to avoid serious constitutional doubts. F.C.C. v. Fox, 556 U.S. at —,
129 S. Ct. at 1812 n.3; Solid Waste Agency of N. Cook Cnty. v. United States Army Corps
of Eng’rs, 531 U.S. 159, 173 (2001) (stating that where an otherwise acceptable
construction of a statute would raise serious constitutional problems, the Court will
construe the statute to avoid such problems unless such construction is plainly contrary to
the intent of Congress).
When Congress has “explicitly left a gap for an agency to fill, there is an express
delegation of authority to the agency to elucidate a specific provision of the statute by
regulation,” and any ensuing regulation is binding in the courts unless procedurally
defective, arbitrary or capricious in substance, or manifestly contrary to the statute. See
Chevron, 467 U.S. at 843-844. Similarly, “‘[s]ometimes the legislative delegation to an
agency on a particular question is implicit,’” that is, Congress may not have expressly
delegated authority or responsibility to implement a particular provision or fill a particular
gap, but it “can still be apparent from the agency’s generally conferred authority and other
statutory circumstances that Congress would expect the agency to be able to speak with
the force of law.” United States v. Mead Corp., 533 U.S. 218, 229 (2001). When
circumstances indicate that such an expectation exists, the court is “obliged to accept the
agency’s position if Congress has not previously spoken to the point at issue and the
agency’s interpretation is reasonable.” Id.

13

To resolve a statutory construction issue involving an agency’s interpretation, the
court applies the two-part framework established by the Supreme Court in Chevron, 467
U.S. at 842-43. At step one, the court determines “whether Congress has directly spoken
to the precise question at issue.” Id. “If the intent of Congress is clear, that is the end of
the matter; for the court, as well as the agency, must give effect to the unambiguously
expressed intent of Congress.” Id. If, however, the court determines Congress has not
directly addressed the precise question at issue, the court does not simply impose its own
construction on the statute, but determines “whether the agency’s answer is based on a
permissible construction of the statute.” Id. at 843.
Administrative implementation of a particular statutory provision qualifies for
deference when it appears that Congress delegated authority to the agency to make rules
carrying the force of law, and that the agency interpretation claiming deference was
promulgated in the exercise of that authority. Mead Corp., 533 U.S. at 227-28, 230 (also
noting that “the overwhelming number of our cases applying Chevron deference have
reviewed the fruits of notice-and-comment rulemaking or formal adjudication”). Agencies
must comply with general procedures, known as “notice and comment” rulemaking, when
formulating “rules” as defined in the APA. See 5 U.S.C. §§ 551, 553; see American
Bancorporation, Inc. v. Bd. of Governors of the Fed. Reserve Sys., 509 F.2d 29, 33 (8th
Cir. 1974). Legislative rules “affect[ ] individual rights and obligations.” Morton v. Ruiz, 415
U.S. 199, 232 (1974). A rule is “the whole or a part of an agency statement of general or
particular applicability and future effect designed to implement, interpret, or prescribe law
or policy or describing the organization, procedure, or practice requirements of an
agency. . . .” 5 U.S.C. § 551(4).
14

If a challenged agency action creates a “legislative rule,” then full compliance with
the APA’s notice and comment processes is required. See American Bancorporation, 509
F.2d at 33. On the other hand, “interpretative rules, general statements of policy, or rules
of agency organization, procedure, or practice” can be implemented without notice and
comment. 5 U.S.C. § 553(b)(A); American Bancorporation, 509 F.2d at 33. An interpretive
rule, as distinguished from a substantive or legislative rule, clarifies or explains existing law
or regulations. McKenzie v. Bowen, 787 F.2d 1216, 1222 (8th Cir. 1986). An amendment
is interpretive if it merely narrows the scope of a rule or “makes explicit what was implicit
under the regulation.” American Bancorporation, 509 F.2d at 34. In the Eighth Circuit,
courts consider four criteria to determine if a rule is interpretative or legislative: “(1) the
complexity and pervasiveness of the rules issued, (2) the drastic changes effected in
existing law by the rules, (3) the degree of retroactivity and its impact, and (4) the confusion
and controversy engendered by practical difficulties of compliance with the new rules.” Id.
at 33.
Unless there is a statute or regulation to the contrary, courts will defer to an
agency’s interpretation of its regulations, unless the interpretation is plainly erroneous or
inconsistent with the regulation or there is any other reason to suspect that the
interpretation does not reflect the agency’s fair and considered judgment on the matter in
question. Talk Am., Inc. v. Michigan Bell Tel. Co., — U.S. ––, —, 131 S. Ct. 2254, 2260
(2011); Chase Bank USA, N.A. v. McCoy, 562 U.S. ––, —, 131 S. Ct. 871, 880 (2011);
Auer v. Robbins, 519 U.S. 452, 461 (1997). An agency may not decline to regulate “if
refusal to act would be ‘arbitrary, capricious, an abuse of discretion, or otherwise not in

15

accordance with law.’” American Elec. Power, — U.S. at —, 131 S. Ct. at 2539 (quoting
42 U.S.C. § 7607(d)(9)(A)).
Under the APA, an agency must “‘examine the relevant data and articulate a
satisfactory explanation for its action.’” F.C.C. v. Fox, 556 U.S. at —, 129 S. Ct. at 1810
(quoting Motor Vehicle Mfrs. Ass’n of the United States, Inc. v. State Farm Mut. Auto. Ins.
Co., 463 U.S. 29, 43 (1983)). “The agency must explain the evidence which is available,
and must offer a ‘rational connection between the facts found and the choice made.’”
Motor Vehicle Mfrs. Ass’n, 463 U.S. at 52 (quoting Burlington Truck Lines, Inc. v. United
States, 371 U.S. 156, 168 (1962)). Judulang v. Holder, — U.S. — —, 2011 WL 6141311,
*3 (Dec. 12, 2011). The requirement that an agency provide reasoned explanation for its
action ordinarily demands that, if effecting a policy change, it display awareness that it is
changing position. F.C.C. v. Fox, 556 U.S. at —, 129 S. Ct. at 1810. The “agency may
not, for example, depart from a prior policy sub silentio or simply disregard rules that are
still on the books,” and “of course the agency must show that there are good reasons for
the new policy.” Id. at 1810-11. The agency need not always provide a more detailed
justification “than what would suffice for a new policy created on a blank slate,” although,
when its new policy “rests upon factual findings that contradict those which underlay its
prior policy; or when its prior policy has engendered serious reliance interests that must be
taken into account,” it must provide such justification. Id. In those cases, “it would be
arbitrary or capricious to ignore such matters” because “a reasoned explanation is needed
for disregarding facts and circumstances that underlay or were engendered by the prior
policy.” Id.

16

Further, an agency must cogently explain why it has exercised its discretion in a
given manner. Motor Vehicle Mfrs. Ass’n, 463 U.S. at 48. An agency’s action must be
upheld, if at all, on the basis articulated by the agency itself. Id. at 50 (“The agency must
explain the evidence which is available, and must offer a “rational connection between the
facts found and the choice made.”). The fair measure of deference to an agency
administering its own statute has been understood to vary with circumstances, and courts
have looked to the degree of the agency’s care, its consistency, formality, and relative
expertness, and to the persuasiveness of the agency’s position. Mead Corp., 533 U.S. at
228.
B. The Tariff Act
The Tariff Act provides penalties “for falsity or lack of a manifest.” 19 U.S.C. § 1584.
Under the penalty component of the statute, the Tariff Act provides penalties for failure to
manifest merchandise and further sets out the amounts of monetary penalties for certain
unmanifested illegal drugs. 19 U.S.C. § 1584 (a)(1)&(2). Customs regulations provide that
if merchandise is found on a vessel or vehicle arriving in the United States that is not listed
on a manifest “the master, person in charge, or owner of the vessel or vehicle or any
person directly or indirectly responsible for the discrepancy is subject to such penalties as
are prescribed in [19 U.S.C. 1584].” 19 C.F.R. § 123.9. The potential penalty for parties
“directly or indirectly responsible for any discrepancy between the merchandise and [the]
manifest of the arriving train” is limited to $10,000 per incident. 19 U.S.C. § 1584(a)(1).
The potential penalty for failure to manifest merchandise consisting of heroin, morphine,
cocaine, isonipecaine, or opiate, opium, or marijuana that can be imposed on “the master
of such vessel or person in charge of such vehicle or the owner of such vessel or vehicle
17

or any person directly or indirectly responsible for” the illegal drugs “being in such
merchandise” can be much greater, depending on the weight of the contraband. 19 U.S.C.
§ 1584(a)(2).
The seizure component of the Tariff Act provides that whenever any vessel, vehicle,
or aircraft or “the owner or operator, or the master, pilot, conductor, driver, or other person
in charge of a vessel, vehicle, or aircraft” is subject to a penalty for violation of the customs
laws, “the conveyance involved shall be held for the payment of such penalty and may be
seized and forfeited. . . .” 19 U.S.C. § 1594(a)(1) and (2). The seizure component of the
Tariff Act is cross-referenced in the penalty component of the Tariff Act as follows:
Such penalties shall, notwithstanding the proviso in section 1594 of this title
(relating to the immunity of vessels or vehicles used as common carriers),
constitute a lien upon such vessel which may be enforced by a libel in rem;
except that the master or owner of a vessel used by any person as a
common carrier in the transaction of business as such common carrier shall
not be liable to such penalties and the vessel shall not be held subject to the
lien, if it appears to the satisfaction of the court that neither the master nor
any of the officers (including licensed and unlicensed officers and petty
officers) nor the owner of the vessel knew, and could not, by the exercise of
the highest degree of care and diligence, have known, that such narcotic
drugs were on board.
19 U.S.C. § 1584(a) (2) (emphasis added).
The proviso referred to above, known as the “safe harbor provision for common
carriers,” states that “if prohibited merchandise is found onboard a conveyance used as
a common carrier” in unmanifested or improperly manifested packages or containers “or
concealed on the conveyance but not in the cargo,” the conveyance may be seized, and
after investigation, forfeited “unless it is established that neither the owner or operator,
master, pilot, nor any other employee responsible for maintaining and insuring the
accuracy of the cargo manifest knew, or by the exercise of the highest degree of care and
18

diligence could have known, that such merchandise was on board.” 19 U.S.C. § 1594(b)
& (c)(1) & (2).
The Tariff Act was first enacted in 1922 to enable the government “to collect duties
on all dutiable items coming into this country.” United States v. 87 5/6 Cases Beer (King),
233 F. Supp. 555, 557 (D. Ala. 1964); see Matoil Service & Transport Co. v. United States,
72 F.2d 772, 773 (3d Cir. 1934) (“This is a tariff measure, and its provisions were designed
to prevent the importation of merchandise into the United States without the payment of
the required duty thereon”). The narcotics penalties found in § 1584(a)(2) were first
enacted as part of the Narcotic Drugs Import and Export Act (“NDIEA”), and later
incorporated into the Tariff Act. See Pub. L. No. 67-318, § 642, 42 Stat. 858, 982-89
(Sept. 21, 1922) (imposing civil fines, enforceable in rem, only on the master of a vessel
for drugs found on board and also providing criminal penalties for the importation of
narcotics, but exempting a person in charge of a vessel, train or other vehicle if he had no
knowledge of, and used due diligence to prevent, the presence of the narcotics); H. R.
Rep. No. 67-1223, at 159 (1922) (Conf. Rep); 71 Cong. Ch. 497, 46 Stat. 590 (June 17,
1930) (extending liability for civil fines to persons in charge of vehicles, but continuing to
limit in rem liability to vessels). Prior to 1930, a fine on unmanifested illegal drugs “found
on a vessel that was a common carrier was not to be imposed unless the master or owner
was ‘a consenting party or privy’ to the smuggling.” Lancashire Shipping Co. v. United
States, 17 F. Supp. 573, 574 (D.N.Y. 1936). Responding to “experience under the earlier
law [that] evidently showed that opium in excessive amounts was being smuggled into the
country from abroad,” Congress promulgated amendments to the Tariff Act in 1930 that
“stiffened” the statute to provide that “liability to fine was made absolute,” except fines were
19

not imposed on common carriers “if it were made to appear to the satisfaction of the court
that the presence of the opium was not known by owner, master, or any officer and could
not have been known by use of ‘the highest degree of care and diligence.’” Id.
The Tariff Act was amended in 1986 in the Anti-Drug Abuse Act. See P.L. 99-570,
§ 3121, 1986 HR 5484, 100 Stat. 3207 (Oct. 27 1986). At that time, the monetary
penalties that could be imposed on “owners, masters, or persons in charge of conveyances
engaged as common carriers” for unmanifested drugs were greatly increased and the Tariff
Act’s sanctions were extended to common-carrier conveyances and operators when an
“owner or operator, or the master, pilot, conductor, driver or other person in charge
participated in, or had knowledge of, the violation, or was grossly negligent in preventing
or discovering the violation,” unless, with respect to prohibited merchandise concealed on
the conveyance, but not in the cargo, “it [was] established that neither the owner or
operator, master, pilot, nor any other employee responsible for maintaining and insuring
the accuracy of the cargo manifest knew, or by the exercise of the highest degree of care
and diligence could have known, that such merchandise was on board.” P.L. 99-570, §
3121, 1986 HR 5484, 100 Stat. 3207 (Oct. 27 1986); see also 62 Fed. Reg. 67765-01
(describing the changes to the Tariff Act occasioned by the 1986 Anti-Drug Abuse Act
amendments). Additional limiting language was added to the statute in the Anti-Drug
Abuse Act of 1988, providing that “no vessel, vehicle, or aircraft is subject to forfeiture to
the extent of an interest of an owner for a drug-related offense established by that owner
to have been committed or omitted without the knowledge, consent, or willful blindness of

20

the owner.” See Pub. L. 100-690, § 6076(b), 1988 H.R. 5210, 102 Stat. 4181 (Nov. 18,
1988), codified at 19 U.S.C. § 1594 (c)(2).5
The term “owner or operator” is defined in the seizure provision of the statute to
include: (A) a lessee or person operating a conveyance under a rental agreement or
charter party; and (B) the officers and directors of a corporation; (C) station managers and
similar supervisory ground personnel employed by airlines; (D) one or more partners of a
partnership; (E) representatives of the owner or operator in charge of the passenger or
cargo operations at a particular location; and (F) and other persons with similar

5
This language closely follows the language of innocent owner exceptions prom ulgated under other
civil forfeiture statutes. See, e.g., 21 U.S.C. § 881(a)(4) (1993); 18 U.S.C. § 983(d); see United States v.
James Daniel Good Real Property, 510 U.S. 43, 55 (1993) (“Although Congress designed the drug forfeiture
statute to be a powerful instrum ent in enforcem ent of the drug laws, it did not intend to deprive innocent
owners of their property.”). In the closely-related context of forfeitures of property used to facilitate felony
drug-trafficking offenses, Congress passed the Civil Asset Forfeiture Reform Act in April of 2000 (“CAFRA”)
“to m ake federal civil forfeiture procedures fair to property owners and to give owners innocent of any
wrongdoing the m eans to recover their property and m ake them selves whole after wrongful governm ent
seizures.” United States v. One Lincoln Navigator, 328 F.3d 1011, 1012 (8th Cir. 2003) (internal quotation
om itted); United States v. 777 Greene Ave., 609 F.3d 94, 97 (2d Cir. 2010) (“In passing CAFRA, Congress
was reacting to public outcry over the governm ent’s too-zealous pursuit of civil and crim inal forfeiture) (internal
quotation om itted); Pub. L. No. 106-185, 114 Stat. 202 (codified at 18 U.S.C. § 983 and in scattered sections
elsewhere); see also H.R. Rep. No. 106-192, 1999 W L 406892, at *6-7 (1999). CAFRA raises the
governm ent’s initial burden of proof by requiring it “to establish, by a preponderance of the evidence, that the
property is subject to forfeiture,” and also sets out a strengthened innocent-owner defense. 18 U.S.C.
§ 983(c)(1); 18 U.S.C. § 983(d)(2)(A). The statute defines an innocent owner as one who: “did not know of
the conduct giving rise to forfeiture;” or who “upon learning of the conduct giving rise to the forfeiture, did all
that reasonably could be expected under the circum stances to term inate such use of the property.” Id. §
983(d)(2)(A)(i) &(ii). Im portantly, “[a] person is not required . . . to take steps that the person reasonably
believes would be likely to subject any person (other than the person whose conduct gave rise to the
forfeiture) to physical danger.” Id. § 983(d)(2)(B)(ii). Under CAFRA, the term “owner” expressly excludes “a
nom inee who exercises no dom inion or control over the property.” 18 U.S.C. § 983 (d)(6)(B)(iii).

However, in what has becom e known as the “custom s carve-out,” the Tariff Act of 1930 “or any other
provision of law codified in title 19" is excluded from CAFRA’s provisions. 18 U.S.C. § 983(i)(2)(A); United
States v. Davis, 648 F.3d 84, 93 (2d Cir. 2011). Later, however, in the Patriot Act, Congress com m unicated
concern for rights of innocent owners in the context of seizure of assets for terroristic activity. See Pub. L.
107-56, § 316 (a)-(c), 2001 HR 3162, 115 Stat. 272, 309-10 (Oct. 26, 2001). Congress clarified that the
“custom s carve-out,” that is “[t]he exclusion of certain provisions of Federal law from the definition of the term
“civil forfeiture statute” in section 983(i) of title 18, United States Code, was not to be construed “to deny an
owner of property the right to contest the confiscation of assets of suspected international terrorists under”
either the claim s-filing provisions of 18 U.S.C. § 983, the Constitution, or the APA. See id.; “Anti-Terrorist
Forfeiture Protection,” n. following 18 U.S.C.A. § 983 (2011).
21

responsibilities. 19 U.S.C. § 1594(d)(1). “The term ‘master’ and similar terms relating to
the person in charge of a conveyance includes the purser or other person on the
conveyance who is responsible for maintaining records relating to the cargo transported
in the conveyance.” 19 U.S.C. § 1594(d)(2). Also, certain terms are expressly defined in
other sections of the Tariff Act. The word “vessel” includes every description of water craft
or other contrivance used, or capable of being used, as a means of transportation in water,
but does not include aircraft. 19 U.S.C. § 1401(a). The word “vehicle” includes every
description of carriage or other contrivance used, or capable of being used, as a means
of transportation on land, but does not include aircraft. 19 U.S.C. § 1401(b). The word
“person” includes partnerships, associations, and corporations. 19 U.S.C. § 1401(d). The
word “master” means the person having the command of the vessel. 19 U.S.C. § 1401(e).
The term “highest degree of care and diligence” is not defined in the statute, but has
an established meaning in the context of common carriers vis-a-vis passengers. See, e.g.,
Frederick v. City of Detroit, 121 N.W.2d 918, 920-21 (Mich. 1963). The standard of care
imposed upon common carriers of passengers is the common-law standard of due care,
which is simply the duty to exercise such diligence as would be exercised in the
circumstances by a reasonably prudent carrier. Id. The high degree of care required of
common carriers is the same degree of care a reasonable common carrier would use
under similar circumstances. Mosby v. Greyhound Lines, Inc., — F. Supp. 2d —, — , 2007
WL 4572049, *7 (E.D. Mich 2007) (unreported opinion). The term “highest degree of care
and diligence” does “not mean all the care and diligence the human mind can conceive of,
nor such as will render the transportation free from any possible peril, nor such as would
drive the carrier from his business.” Indianapolis & St. Louis R.R. Co. v. Horst, 93 U.S.
22

291, 297 (1896). On the contrary, a common carrier must only use the degree of skill a
reasonable common carrier would use under similar circumstances. Id.; see also Gulley
v. American Airlines, 176 F.3d 483, 1999 WL 273156, *2 (9th Cir. 1999) (unpublished
opinion) (stating that “[t]he care required of a common carrier is the highest that reasonably
can be exercised consistent with the mode of transportation used and the practical
operation of its business as a carrier” and the requirement is to be “measured in the light
of the best precautions” that were in “common, practical use in the same business and had
been proved to be effective”).
There are few cases interpreting the meaning of “highest degree of care and
diligence” in the context of the Tariff Act. See, e.g., Lancashire Shipping, 17 F. Supp. at
574; of ARCA Airlines, Ltda., 726 F. Supp. at 828.

The standard was not met in

circumstances involving failure to heed a warning by a customs inspector that opium could
be smuggled in an opening on a hollow mast. Lancashire Shipping, 17 F. Supp. at 574.
In that case, the court stated that in order to “escape a fine,” an owner “must prove he left
no stone unturned to prevent the carrying of opium.” Id. at 574. The court’s holding was
heavily reliant on the fact that “a customs officer had already called attention to the
likelihood that the hole in the mast might be used as a hiding place.” Id. Notably, there
was no question that the officers were in control of the ship at all times. Id. Similarly, a
penalty under the Tariff Act was upheld where an airline, despite being warned of
vulnerability, failed to take any security measures to prevent smuggling at its operations
in Colombia. ARCA Airlines, Ltda., 726 F. Supp. at 831 (holding that the standard required
the carrier to “take affirmative measures to discover narcotics on board”). Again, there
was no question the airline was in control of the aircraft. Id.
23

In the Anti-Drug Abuse Act of 1988, Congress specifically instructed the Secretary
of the Treasury to promulgate regulations to effectuate the application of the Tariff Act to
common carriers.

See, e.g., P.L. 100-690, 1988 H.R. 5210, § 7369.

Specifically,

Congress directed the Secretary to “prescribe regulations which set forth criteria for use
by the owner, master, pilot, operator, or officer of, or other employee in charge of, any
common carrier in meeting the standards under [19 U.S.C. 1584(a)(2) and 1594(c)] for the
exercise of the highest degree of care and diligence to know whether controlled
substances imported into the United States are on board the common carrier,” and ordered
it to do so within “120 days of the enactment and after an opportunity for public comment.”
P.L. 100-690, 1988 H.R. 5210, § 7369, 102 Stat. 4481 (Nov. 18, 1988).

The Treasury

Department’s Customs Service (“Customs”) later proposed such regulations.

See

Proposed Customs Regulations Amendments Relating to the Liability of Common Carriers
for Failure to Exercise the Highest Degree of Care and Diligence to Prevent Unmanifested
Narcotics and Marijuana, 54 Fed. Reg. 4835-01, 1989 WL 272573 (Jan. 31, 1989) (to be
codified at 19 C.F.R. pt. 162). Customs proposed adding the following language to 19
C.F.R. § 162.65:
The burden of proving that it has exercised the highest degree of care and
diligence is on the common carrier. The determination as to whether or not
a common carrier has carried this burden of proof will be made by Customs
on a case-by-case basis.
It will reflect the individual facts and
circumstances, and will take into account measures taken at the foreign
lading location, on board the conveyance while en route, and upon arrival in
the United States.

24

Id. at 4836. Customs also published eleven proposed procedures that a common carrier
minimally would have to follow to meet the highest degree of care and diligence standard.6
Id.

6

The proposal would have required the carrier, “[d]epending on the particular facts and circum stances
surrounding a carrier’s failure to m anifest narcotic drugs or m arijuana,” to “subm it evidence that it perform ed
security m easures such as, but not lim ited to,” the following:
(1) Investigating background of each em ployee to determ ine whether the em ployee has
engaged in crim inal activities, activities related to narcotics sm uggling, or has a standard of
living which is inconsistent with the salary being paid by the carrier.
(2) Knowing identities of representatives of com panies delivering m erchandise to the foreign
port of lading for shipm ent, and identities of com pany em ployees receiving cargo at the
foreign port of lading. Special attention should be paid to first-tim e and infrequent shippers.
(3) Maintenance of a secure facility, including locking of doors and windows and m aintenance
of a secure perim eter.
(4) Restricting access to the cargo area to authorized personnel only, by use of such
m easures as uniform s, badges, or a card key system .
(5) Maintenance of 24-hour security by use of guard details and/or an alarm system to alert
officials in the event the perim eter is violated when the facility is closed.
(6) Maintenance of adequate lighting in work areas and storage facilities.
(7) Maintenance of inventory control including serially num bered bills of lading and control
of seals.
(8) Routine inspection of the facility or conveyance by m anagem ent and security personnel,
and the taking of appropriate action on the basis of observed deficiencies.
(9) Operation of a program to insure that narcotic drugs and m arijuana are not concealed in
the conveyance, e.g., sealing or securing com partm ents within a conveyance, such as rope
lockers, chain lockers, or com partm ents within the lavatory, where this will not affect safety
or operation of the conveyance.
(10) Prom pt disclosure to Custom s and other law enforcem ent officials of inform ation which
would lead directly or indirectly to the detection of narcotics.
(11) Operation of a program designed to insure that all packages and containers are
m anifested and that the m arks, num bers, weights and quantities on the packages and
containers agree with the m anifest.
Id.

25

After the first notice and comment period, Customs modified its proposal and
published new proposed regulations. See Proposed Customs Regulations Amendments
Relating to the Liability of Common Carriers for Failure to Exercise the Highest Degree of
Care and Diligence to Prevent Unmanifested Controlled Substances, 56 Fed. Reg.
5665-03, 1991 WL 308953 (Feb. 12, 1991) (to be codified at 19 C.F.R. pt. 162). Customs
noted that it had received comments from sea carriers, air carriers and the trucking
industry, but not from rail carriers. Id. “Among the general comments received were that
the eleven procedures set forth in the proposal are too burdensome or impossible to follow;
the burden of proving the highest degree of care and diligence should not be on the carrier;
the case-by-case standard of whether a carrier has sustained the burden of proof is too
subjective; the type of carrier should be taken into account in determining procedures; the
terms of the proposed procedures are too vague; and Customs should meet with industry
representatives to work out appropriate regulations.” Id. In the modified proposal in
response to those comments, Customs continued to require that the “determination of
whether the highest degree of care and diligence has been exercised” be made “on a
case-by-case basis inasmuch as the circumstances of each case vary,” noting that “the
courts have viewed the statutory standard as requiring that those responsible for the
common carrier ‘leave no stone unturned’ in order to avoid the liability for the statutory
penalties.” Id., 56 Fed. Reg. at 5666. It clarified that “there is no requirement that any
specific acts or steps be taken” and that “each common carrier must determine for itself
what actions are appropriate for its activities.” Id. It proposed separate criteria for sea, air
and land (rail and truck) carriers. Id. at 5668. Addressing vagueness concerns, Customs
stated:
26

The case-by-case application of the standard in determining whether a
carrier has sustained the burden of proof is necessary inasmuch as penalties
and forfeitures are incurred because of separate violations of the Customs
laws. Because the circumstances of each case may differ, this permits a
degree of flexibility which may well accrue to the benefit of diligent carriers.
For example, two carriers may have in place identical security measures;
however, because of differences in the actual facts and circumstances such
as the location of the controlled substances on the carrier or implementation
of the security measures in relation to a particular arrival of the common
carrier, one may be found to have exercised the highest degree of care and
diligence, and the other not.
Id., 56 Fed. Reg. 5665-03, 5667, 1991 WL 308953.
After the additional comment period, the proposed criteria were to have been
codified at 19 C.F.R. § 162.68. Id., 56 Fed. Reg. at 5668. Notably, the regulation was
never adopted.7 There is no section 162.68 in the Code of Federal Regulations. Customs
has never established the criteria for owners, operators, officers or employees in charge
of common carriers to use to meet the standard of exercising the “highest degree of care
and diligence.”
Customs regulations for railroads require “[t]he conductor of a railroad train arriving
from Canada or Mexico shall present to the Customs officer at the port of arrival individual
car manifests and a train sheet, sometimes called a consist, bridge sheet, or trip sheet,
listing each car and showing the car numbers and initials.” 19 C.F.R. § 123.6. CBP
implemented an advance information requirement that requires information to be
transmitted electronically two hours in advance of the train as part of the Trade Act of
2002, enacted in response to the events of September 11, 2001. 19 C.F.R. § 123.91; see

7

Custom s later entered into the Land Border Carrier Initiative, “developed under Custom s rem ission
and m itigation of penalties authority pursuant to [19 U.S.C. § 1618].” Land Border Carrier Initiative Program ,
62 Fed. Reg. 67765-01, 67765, 1997 W L 791313 (Dec. 30, 1997) (to be codified at 19 C.F.R. pts. 123 & 124).
27

68 Fed. Reg. 68140-01, 68140, 2003 WL 22867493 (noting that “the information required
must consist of that information about the cargo which is determined to be reasonably
necessary to enable CBP to identify high-risk shipments so as to ensure cargo safety and
security and prevent smuggling pursuant to the laws that are enforced and administered
by CBP”); Pub. L. No. 107-210, § 343. 116 Stat. 933, 891 (2002) (codified at 19 U.S.C.
§ 2071 n. foll.). “Specifically, to effect the advance electronic transmission of the required
rail cargo information to CBP, the rail carrier must use a CBP-approved electronic data
interchange system.” 19 C.F.R. 123.91(a). That regulation also sets out the responsibility
of an incoming rail carrier.

19 C.F.R. 123.91(c).

With respect to the accuracy of

information, the regulation states that “CBP will take into consideration how, in accordance
with ordinary commercial practices, the rail carrier acquired such information, and whether
and how the carrier is able to verify this information. Where the rail carrier is not
reasonably able to verify such information, CBP will permit the carrier to electronically
present the information on the basis of what the carrier reasonably believes to be true.”
19 C.F.R. 123.91(c)(2) (emphasis added).
C. The Constitution
The Eighth Amendment provides: “Excessive bail shall not be required, nor
excessive fines imposed, nor cruel and unusual punishments inflicted.” U.S. Const.,
amend. VIII. Traditionally, in rem forfeitures, proceeding under “the fiction that the action
was directed against ‘guilty property,’ rather than against the offender himself,” were not
considered punishment against the individual for an offense. United States v. Bajakajian,
524 U.S. 321, 330-31 (1998). However, a modern statutory forfeiture is a “fine” for Eighth
Amendment purposes if it constitutes punishment even in part, regardless of whether the
28

proceeding is styled in rem or in personam. Id. at 331 n.6; Austin v. United States, 509
U.S. 602, 621-22 (1993) (although labeled in rem, civil forfeiture of real property used “to
facilitate” the commission of drug crimes is punitive in part and thus subject to review under
the Excessive Fines Clause). In the criminal context, a fine is unconstitutionally excessive
if the amount is grossly disproportional to the gravity of the offense. See Bajakajian, 524
U.S. at 334-35 (involving an offense that was “”was solely a reporting offense,” and the
failure to report was not related to any other illegal activity). Relevant factors in the
excessive-fines analysis include legislative intent in establishing fines, and the difference
between the penalty and the actual damages caused by the offense. Id. at 336-37; see
also State Farm Mut. Auto. Ins. Co. v. Campbell, 538 U.S. 408, 418 (2003).
A forfeiture statute may give rise to serious constitutional questions if “property
subjected to forfeiture had been taken from [an owner] without his privity or consent,” or
if an owner proved “not only that he was uninvolved in and unaware of the wrongful activity,
but also that he had done all that reasonably could be expected to prevent the proscribed
use of his property,” in which case it “would be difficult to conclude that forfeiture served
legitimate purposes and was not unduly oppressive.” Calero-Toledo v. Pearson Yacht
Leasing Co., 416 U.S. 663, 689 (1974). Because most federal statutes mandating
forfeiture of earnings from various illegal transactions include protections for innocent
owners, “cases arising out of the seizure of proceeds do not address the question whether
the Constitution would provide a defense to an innocent owner in certain circumstances
if the statute had not done so.” Bennis, 516 U.S. 442, 460 (1996) (Stevens, J., dissenting).
The prevalence of protection for innocent owners in such legislation lends support to the
conclusion that elementary notions of fairness require some attention to the impact of a
29

seizure on the rights of innocent parties. Id. at 460 & n.1 (discussing strict liability in the
context of proceeds of illegal acts).
The Takings Clause of the Fifth Amendment “bars the State from taking private
property without paying for it, no matter which branch is the instrument of the taking.” Stop
the Beach Renourishment, Inc. v. Florida Dept. of Envntl. Prot., — U.S. —, —, 130 S. Ct.
2592, 2602 (2010). Generally, when property has been seized pursuant to the criminal
laws or subjected to in rem forfeiture proceedings, such deprivation is not a “taking” for
which the owner is entitled to compensation. Bennis, 516 U.S. at 452-53. Further, as a
general matter, the Supreme Court “‘has always been reluctant to expand the concept of
substantive due process because the guideposts for responsible decision making in this
unchartered area are scarce and open-ended.’” Albright v. Oliver, 510 U.S. 266, 271-72
(1994) (plurality opinion). The Supreme Court “has held for many years (logically or not)
that the ‘liberties’ protected by Substantive Due Process do not include economic liberties.”
Stop the Beach Renourishment, Inc., 130 S. Ct. at 2606.
III. DISCUSSION
A. Unauthorized Agency Action
The court first finds that its review should be limited to the administrative record.
Based on its review of that record, the court finds the CBP’s assessments of penalties on
UP for failure to manifest illegal drugs penalty assessments should be set aside. First, the
court finds the imposition of monetary penalties on UP, and the concomitant seizure of
railcars, are actions that are outside the authority the delegated by Congress to the
agency. The court finds the CBP’s purported interpretation of the Tariff Act provisions
does not comply with Congressional directives and has resulted in rulemaking without
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observance of the procedures required by law. Accordingly, this court owes no deference
to the agency’s interpretation of the Tariff Act.
Congress specifically directed the Agency to promulgate regulations defining and/or
clarifying the meaning of the term “highest degree of care and diligence” through the
notice-and-comment rulemaking process. Because the definition was to have been
promulgated by Congressional directive, the resulting definition would have been regarded
as a legislative rule and not a mere agency policy, explanation or interpretation.
Congress’s explicit and specific directive to the agency to promulgate regulations
informing the carriers what was expected of them in order to satisfy the standard was an
implicit rejection of the “leave no stone unturned” standard that had been adopted by
several courts at the time.

The agency failed to follow the directive and failed to

promulgate regulations that set criteria to enable common carriers to meet the “highest
degree of care and diligence” standard. It advanced and implemented a standard—“leave
no stone unturned”—that had never been adopted through notice-and-comment
rulemaking, and, in fact, had been rejected in the notice-and-comment process. The
agency is not free to unilaterally create its own interpretation of the Tariff Act outside the
notice-and-comment procedure, nor is it free to enforce an unauthorized standard against
the Railroad.
Through its actions against UP, CBP effected a final, binding, and substantive
change to its past practices with regard to penalties and seizures under the Tariff Act. In
adopting and enforcing the “no stone unturned” criteria as the definition of “highest degree
of care and diligence,” CPB changed its prior position, and unilaterally and arbitrarily
rejected an agreement with the Railroad. Further, it did so without articulating its reasons
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for the change in policy.

In pursuing that course of conduct, the CBP effectively

announced a legislative rule without complying with the required notice-and-comment
procedures.
CBP failed to properly promulgate regulations that would permit it to enforce its
interpretation of the “highest degree of care and diligence” standard against the Railroad.
Under the principles of statutory construction, without a properly-promulgated agency
interpretation of the standard, the common-law meaning of the term, that is, the degree of
care a reasonable common carrier would exercise under the circumstances, would be
applicable. The record shows, and the agency acknowledges, that UP has undertaken
numerous measures to discover, combat, and prevent drug smuggling. CBP has not
presented evidence, or even argument, with respect to industry standards or commercial
practices with respect to drug interdiction by common carriers, stating only that UP has not
done enough. Under the circumstances, CBP’s actions were outside the authority granted
to the agency by Congress and must be set aside.
B. Arbitrary and Capricious Agency Actions
The court’s finding that CBP’s actions were ultra vires disposes of the issues
presented in this case. For the sake of the record, however, the court notes that even if
the CBP’s actions were somehow authorized, the court would find that CBP’s interpretation
and application of the Tariff Act are arbitrary and unreasonable. In keeping with the canon
of statutory construction that requires the court to construe the statute as a whole and to
give effect to Congress’s intentions, the court would find that CBP’s interpretation of the
statute does not fulfill the statute’s purpose nor promote the objectives of Congress.

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The Tariff Act, including the amendments promulgated under the Anti-Drug Abuse
Acts of 1986 and 1988, evinces a Congressional intent to exempt what can be
characterized as “innocent” parties from its harsh sanctions. The structure of Sections
1584 and 1594 indicates that the penalty and seizure components of the statute were
designed to be read together and to complement each other. Both provisions reflect
Congressional concern with the culpability and blameworthiness of those on whom its
sanctions are imposed. The use of terms with established common law meanings such
as “knowing,” “knowledge,” “gross negligence” and “willful blindness” shows that Congress
did not intend the statute to operate as a de facto strict liability statute. Read in context,
the statute triggers penalties, and subsequently, forfeitures, only on a showing of some
greater degree of culpability than ordinary negligence. CBP acknowledges that UP’s level
of culpability was mere negligence.
The overall structure of the Tariff Act and other Customs and Homeland Security
statutes and regulations shows Congressional concern with balancing the need to prevent
smuggling against the rights of owners, masters and common carriers who are neither
complicit in smuggling nor culpable with respect to drug importation. Interpretation of
“highest degree of care and diligence” as leaving “no stone unturned,” and applying that
interpretation to the circumstances involved in these cases effectively imposes a strict
liability standard on a common carrier. Legislative history shows that the safe harbor
exemption was designed to avoid exactly that result. Further, a strict liability standard
would trigger constitutional concerns.
Use of terms that have an established, commonly-understood meaning under either
common law or maritime law and that equate “person in charge” with “master,” “captain,”
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“purser,” “driver,” or “pilot” of a “vessel” indicates that Congress did not envision that an
entity lacking any control over the subject conveyance would be subject to penalties. The
descriptive terms set out in the statute, read in context, imply some level of control. It is
in exercising that control that an entity could adhere to a standard of care such as “gross
negligence,” “the highest degree of care,” or “willful blindness.”
Throughout the administrative proceedings, the CBP never addressed UP’s
argument that it had no control over the railcars in Mexico, had no controlling interest in the
Mexican railroad, and could not exercise any degree of care and diligence until the point
at which the railcars were under its control. The court finds the CBP’s suggestions that UP
either force Ferromex to take action or hire a private security force are not supported by
statutes, regulations or caselaw, and would also be beyond the purview of CBP’s authority.
Those proposed solutions are not only arbitrary, but capricious, in that they are essentially
impossible for UP to accomplish.
Further, even if the statute could be construed to reach a rail carrier in UP’s position,
the court would find the statute’s safe harbor provision for common carriers would shield
UP from liability. Legislative history shows that when the reach of the Tariff Act’s penalty
and seizure provisions was expanded to include “brokers and agents,” the safe harbor
provision was also strengthened in order to protect those commonly characterized as
“innocent” or nonculpable parties.

Consideration of the statute as a whole reflects

Congressional concern that such innocent parties have recourse against unlawful seizures
and the statute contemplates judicial involvement in the process.

The CBP’s

acknowledgment that UP’s level of culpability was mere negligence means the Railroad
would not be exposed to liability under the statute. Because CBP conceded that UP’s level
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of culpability was mere negligence, there is no rational basis for the imposition of penalties
that are triggered, under the statute, by conduct that would amount to at least gross
negligence or willful blindness, and would include actual knowledge, participation, and
complicity in illegal acts.
CBP has not challenged UP’s contention that as a minority stockholder, UP does
not control Ferromex and could not force it to take action. There is no authority for the
proposition that a corporate or commercial entity can be compelled to ensure security in
a foreign country, especially where it has no operations or employees. Also, there is no
support to any assumption that a private security force could accomplish what the Mexican
government cannot.
The CBP also failed to consider the Tariff Act in conjunction with the provisions of
the Trade Act of 2002 that require the electronic transmission of information on incoming
trains. Under the Trade Act’s provisions, UP was entitled to submit information from third
parties on the basis of what it reasonably believed to be true. There is no mention of that
standard in the administrative record and the failure of the CBP to consider the Trade Act
provision was not reasonable.
Also, CBP failed to articulate why it exercised discretion the way it did or to offer a
rational connection between the facts presented and the choice to impose penalties.
CBP’s responses to UP’s requests for an abatement of the penalties to zero can generally
be characterized as form letters, containing repetitious and conclusory findings. Moreover,
CBP offered no explanation for its abrupt change in policy. The agency cited no support
for the bare assertion that “in the land border environment, exercising the ‘highest degree
of diligence’ amounts to establishing a comprehensive security plan that would include” the
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specific listed measures that were once proposed as a regulation but rejected in the noticeand-comment process.
In short, the agency’s explanation for the imposition of penalties is not sufficient to
enable the court to conclude that the CBP’s actions were the product of reasoned decisionmaking. By failing to analyze the argument that UP was not subject to the penalties at all,
the agency has failed to offer the rational connection between facts and judgment required
to pass muster under the arbitrary and capricious standard.
IV. CONCLUSION
The court finds that the CBP acted outside its authority in assessing penalties under
the Tariff Act. Further, the court finds that, if authorized, the CBP’s actions would be
arbitrary and capricious.

8

Because the agency’s assessment of these penalties on UP

was not authorized and was undertaken without observance of proper procedure, the
penalties must be set aside.
The seizure of the railcars under § 1594 is dependent on the proper assessment of
penalties for unmanifested illegal substances under § 1584. Accordingly, the court finds
that CBP should be enjoined from seizing railcars under 19 U.S.C. § 1594 in circumstances
similar to those presented in this case. Accordingly,
IT IS ORDERED:
1. Union Pacific Railroad Company’s motion for summary judgment (Filing No. 56
in 8:08CV336) is granted.

8
Ordinarily, agency actions that are arbitrary and capricious under the APA m ay also be arbitrary and
capricious under the Constitution’s substantive and procedural due process provisions. The court finds that
grave constitutional concerns would arise if the court were to enforce CBP’s interpretation of the statutes. In
light of the court’s disposition, the court need not further address the constitutional issues.

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2. The court declares that the fines levied against UP are null and void and
unenforceable for the reasons set forth in this opinion.
3. An injunction in conformity with this Memorandum and Order will issue this date.
4. The United States’ motion for judgment on the administrative record (Filing No.
120 in 8:08CV336) is granted. Judgment is entered in favor Union Pacific Railroad
Company and against the United States.
5. The decisions of Customs and Border Patrol are reversed and its assessments
of penalties on Union Pacific Railroad Company are vacated.
6. UP’s motion to stay (Filing No.124) is denied as moot.
DATED this 19th day of December, 2011.
BY THE COURT:

s/Joseph F. Bataillon
United States District Judge

*This opinion m ay contain hyperlinks to other docum ents or W eb sites. The U.S. District Court for
the District of Nebraska does not endorse, recom m end, approve, or guarantee any third parties or the services
or products they provide on their W eb sites. Likewise, the court has no agreem ents with any of these third
parties or their W eb sites. The court accepts no responsibility for the availability or functionality of any
hyperlink. Thus, the fact that a hyperlink ceases to work or directs the user to som e other site does not affect
the opinion of the court.
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