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The view from the southern border . . .

10 Aug

I wrote this article during  a three-year assignment at U.S. Customs Headquarters in Washington, DC. It was published in the 1986 winter issue of Customs Today, the official magazine of the U.S. Customs Service. The Customs Service has changed dramatically since that time. The number of ports on the southern border may have changed, some added and some deleted, and staffing has been increased and titles have changed, but the mission of Customs inspectors has not changed—I made no effort to reflect the changes in the article for this posting. It is reproduced here exactly as it appeared in the 1986 winter issue of Customs Today. Click here for a similar article published in the 1984 fall issue of Customs Today.

The view from the southern border

Everything you are about to read is true. Any resemblance to actual persons, situations and locations is purely intentional and nothing has been changed to protect the innocent. On the southern border there are very few innocents. Most of the traveling public spends its time trying to find ways to outwit customs inspectors, and most customs inspectors lost their innocence when they accepted their assignment on the southern border.

This article is intended to show southern land border inspectors as they are—not just a group of people in a certain geographical location or a segment of a larger group with similar functions, but as individuals subject to the frailties, vagaries, and sublime achievements of human nature. It is meant to inform, to educate, to entertain and perhaps to amuse—to stimulate and provoke thought and action, and to show life and work on the southern border from the heart and through the eyes of the inspectors themselves.

Most inspectors are satisfied in their chosen profession, including its location. Many were born, reared and educated in or near the area in which they now live and work, and many enjoy social, economic, cultural and familial ties with people on both sides of the border. Probably few of them would change even if given their choice of assignments at an airport or seaport, or at another of the 25 ports and stations along the southern border.

Those 25 crossing points between the United States and Mexico cover some 2,000 miles, a thin blue line of customs inspectors stretching from Brownsville at the tip of Texas on the Gulf of Mexico to San Ysidro in southern California on the Pacific Ocean. Tour those ports, and travel from the old-world balustrades of Brownsville to the gleaming spires of San Diego—from the dry sub-tropic air and lush vegetation of the Rio Grande Valley to the high thin air of El Paso, through the searing heat of southwestern deserts where the giant saguaro cactus sometimes attains heights of fifty feet in its lifespan of 200 years, and across the fabled Imperial Valley of California to San Ysidro and the cooling breezes of the Pacific Ocean.

From Brownsville to Progreso and on to Hidalgo, follow U.S. Highway 8, known locally as Old Military Highway, the same route patrolled by General Zachary Taylor and his troops during the war with Mexico. Under the terms of the Treaty of Guadalupe Hidalgo in 1848, the border between Texas and Mexico was moved southward to the Rio Grande River, known to the Mexican people as Rio Bravo, or Brave River. The treaty also made California, Arizona and New Mexico part of the United States. The borders with Arizona and New Mexico were fixed by treaty at the Gila River, and the Gadsden Purchase of 1853 extended them to their present limits.

At Los Ebanos watch the operation of the world’s only hand-operated international ferry—no traffic backups at Los Ebanos because the ferry will only accommodate two cars on each trip. The modern aluminum vessel now plying the waters of the Rio Grande replaced a series of wooden vessels which in their turn were replacements for the original operation, a lone boatman moving passengers and cargo across the river in a vessel made by welding two automobile hoods together.

Continue to Rio Grande City and to Roma, an area rich in history and folklore. A new concrete structure spans the Rio Grande River at Roma, just upstream from the old suspension bridge which, although condemned, stands proudly as a monument to the skills of earlier engineers and bridge builders. Some of Roma’s adobe walls still bear the scars of bullets fired by revolutionaries, renegades and Rangers, and just a stone’s throw from the Customhouse is the church plaza where Marlon Brando, as the legendary bandit Emiliano in the movie Vive Zapata, fell and died under a withering hail of rifle fire from the surrounding balconies and rooftops.

Continue the tour through District Headquarters in Laredo and on to Eagle Pass and Del Rio. En route to Del Rio spend a few moments of silence near the spot where Customs Inspector Richard Latham was murdered after being kidnapped from his post in Del Rio in February 1984, the fifth-fourth Customs officer to die in the line of duty since 1900. There can be no fault attached to the deaths of those fine officers. Their contributions to the Customs Service extended to life itself, and those sacrifices will be acknowledged when the Congress of the United States recognizes customs inspectors as true law enforcement officers, entitled to hazardous duty recognition and early retirement.

Between Del Rio and Fabens lie miles and miles of nothing but miles and miles, except for the solitary port of Presidio. En route to Presidio, visit the Lily Langtry Saloon in Langtry, Texas where Judge Roy Bean dispensed his personal and peculiar brand of frontier justice as The Only Law West of the Pecos. Langtry takes its name from the saloon that was named in honor of the celebrated actress, a lady loved by the judge from afar for many years. Miss Langtry eventually came to Texas to meet her admirer, but the judge could wait no longer—he died shortly before her visit.

From El Paso and District Headquarters to the California state line, ports and stations are suspended from the main highways by lengthy, lonely ribbons of state highways, and each port represents a major detour from the main route. Each is worthy of the detour if time permits, because each is unique and each is an integral part of the U.S. Customs Service.

On to Columbus, New Mexico and Douglas, Naco and Nogales, District Headquarters for Customs operations in Arizona—to Sasabe, to Lukeville and the federal inspection facility dewigned by the architectural firm of Frank Lloyd Wright, to the twin ports of San Luis and Andrade—the port directors are twin brothers—and on to Calexico in the heart of California’s Imperial Valley. On a recent December morning the writer stepped out on a motel balcony in El Centro for a breath of clear cool desert air, and memories of a childhood on the farm came rushing in, triggered by a strong breeze coming from the direction of El Centro’s numerous cattle feed lots. Continue to the port of Tecate, just across the border from the Mexican city of Tecat from which Mexico’s famous beer takes it name. End the tour of the Mexican border at San Ysidro, the world’s largest land border crossing point, with24 lanes of incoming vehicle traffic.

No feature on Customs could possibly be complete without statistics, and this one is no exception. However, the statistics will be limited to certain completely unbiased minimums. Land border inspectors comprise about one-third of the total inspection force of 4,500, and that group of 1,500 is fairly evenly divided between the northern and southern borders. Since only thirty million of the 300 million people that enter the United States each year come by air and sea, the remaining 270 million enter at land border ports. For those of a statistical bent, these figures mean that 33 percent of the work force processes 90 percent of the passenger and pedestrian workload.

Inspectors on the southern border live and work in proximity to, and are in daily contact with, the people of a foreign nation, a country of some 70 million struggling through a deepening economic crisis, a people those currency is today worth only one-twentieth of its value 12 years ago. The inspectors are very much aware of conditions across the border, and although they carry out their responsibilities with diligence and dedication they are sometimes reluctant witnesses to the laws that they enforce.

They understand the conditions that drive people north in search of work and a better life, fleeing an economy with an unemployment rate of forty percent—four of every ten workers—and an unemployment rate even higher in border cities. They know the people that subject their infant children to the dangers and rigors of an illegal border crossing are attempting to escape an infant mortality rate that approaches fifty percent among children up to the age of five years.

With tragic frequency the inspectors learn from a motorist or pedestrian of a floater in the river—the Rio Grande has claimed another life. Many that attempt the illegal crossing come from the arid interior of Mexico. At home they had no lakes, no river, no YMCA, no municipal pools or backyard pools, and no country swimming holes—they are victims of the deceptively tranquil waters of the Rio Grande because they cannot swim—they simply never had the opportunity to learn. Sometimes the inspectors learn that others have been found dead or dying or wandering aimlessly without food or water in the deserts of West Texas or New Mexico or Arizona or California, left there by alien smugglers that first exacted their profits for services rendered.

To work on the southern border is to bear witness to poverty, misery, despair and tragedy, and it is impossible to remain untouched or to become inured. Inspectors may mask their feelings with a veneer of cynicism, a facade of callousness or indifference but they understand—they feel, and they care.

While the southern border involves a certain amount of danger to the safety and wellbeing of the inspectors, they realize that theirs is not the only inspector positions that are fraught with peril. They have all heard the horror stories associated with airport duty—of the many close encounters with stellar figures of the entertainment industry, of heaving bosoms and violet eyes, and of the sports world, and with diplomats, senators, representatives and other high-ranking officials, all exemplifying the rigors of airport duty. They know that climate control systems at the airports sometimes malfunction, and they are aware of the constant struggle by management to keep the lid on the annual overtime pay cap.

Their awareness of overtime problems may be faintly tinged with envy because land border inspectors make their overtime money the old-fashioned way—they earn it. Virtually all overtime is non-reimbursable and each call out requires the full two hours on duty—no rollbacks, no lag time and no standby time. The four overtime periods earned on Sundays and holidays demand the full eight hours, and the eight-hour tour of duty is spent alternating between primary and secondary stations at vehicle and pedestrian checkpoints. The overtime pay cap presents very few problems for management on the southern border, because the cap is rarely within the inspectors’ reach.

Airport hardships are freely acknowledged by southern land border inspectors, just as they freely acknowledge the every-present dangers faced by airport inspectors from smugglers, fugitives from justice and from all the criminal elements of our society and other societies of the word.

They acknowledge such hardships because they face the same problems—except for the Hollywood stars, high-ranking officials, climate control and the overtime pay cap, and an almost endless array of other problems including working exposed to vicious extremes of hear and cold, precipitation in all its forms, and unremitting atmospheric pollution caused by wind and dust and dirt, and by gases and solid particles spewing from the exhausts of millions of vehicles. Our neighbor to the south has no environmental protection agency to impose and enforce pollution controls, and there are no government restrictions on lead content and other petroleum additives.

We can only speculate on the long term effects of constant exposure to concentrated amounts of nitrogen oxides, lead, sulphur, carbon monoxide, carbon dioxide and other toxic substances. It has been estimated that an adult inhales 30 pound of air daily. With more than one-third of their time on duty spent in highly polluted areas, land border inspectors ingest at least ten pounds of contaminated air daily. They must ultimately pay a high price for such exposure in upper respiratory infections and diseases, in kidney and liver and heart problems, in aggravated asthmatic and bronchial conditions, and in impairment of vision and psychomotor performance. In short, they must eventually pay a high price in virtually every physiological system and body function.

Inspectors on the southern land border face many dangers and enemies not covered by their position descriptions. In addition to smugglers, fugitives from justice and a representative cross-section of every criminal element known to law enforcement, they are faced with many situations that are not covered in the inspector’s manual and must be dealt with as they occur.

Consider the risk inherent in convincing a child that the candied apple on a stick purchased in Mexico is a potential threat to America’s citrus industry, and that its importation is restricted by the United States Department of Agriculture. The child neither knows nor cares about agricultural restrictions and prohibitions. If time and traffic permit, the inspector will sometimes supervise the immediate and on-site destruction of the prohibited item by the importer through internal consumption.

Even more risk is involved when the inspector is forced to tell a truck driver that the beautiful sea-turtle boots he just paid $150 for must be confiscated and held for the U.S. Department of Fish and Wildlife—in many instances the trucker left his old boots in Mexico and therefore is shoeless when released by the inspector.

There is risk involved in telling a lady that her five gallons of fresh mango slices, carefully separated from the seeds because she believed only the seeds are prohibited, will be held for the scalpel, microscope and food-grinders of the Agriculture inspectors. The traveler is only slightly mollified by the inspector’s explanation that the flesh of mangoes is prohibited because the pulp, not the seed, is the host for the destructive pest USDA seeks to control.

Many families supplement their limited or fixed incomes by shopping for food staples on the other side of the border, and when their fresh eggs, pork, potatoes and fruits are confiscated their reaction is far too often that of hoping that the inspectors enjoy the meal.

With the first hint of snow in the north the annual migration of snowbirds begins. These winter visitors arrive at border cities singly and in pairs, and sometimes in caravans a hundred strong. They will spend the winter foraging for food and drink, and as any land border inspector knows, their diet consists mainly of cookies, liquor, vanilla and garlic, all purchased in the markets of Mexican border cities. Of various phenomenae observed among the snowbirds these are among the most fascinating—not one has ever been to Mexico before, and a highly disproportionate number of them are sibling twins.

Inspector: Didn’t you bring a bottle of liquor from Mexico yesterday?

Snowbird: Officer, you may not believe this but I have a twin, and I’ll bet he was here yesterday.

In some areas the winter visitors stretch local tourist facilities to the breaking point, along with the tolerance and patience of most Customs inspectors. In the Rio Grande Valley of South Texas, they expand the normal population of 400,000 to more than three million. Fortunately the breaking point is never reached, of facilities or of patience and tolerance, and with the advent of spring the homeward trek begins.

The annual ebb and flow of winter visitors is repeated in varying degrees at every crossing point on the Mexican border. To southern border inspectors these are the signs of changing seasons, as sure an indication as is the first snowfall or the first robin to their counterparts on the northern border.

Strong kidneys and a weak bladder were the downfall of an illegal alien one evening at Brownsville, Texas. An alert inspector noticed what he suspected to be a gasoline leak in a sedan whose occupants were in the Immigration office obtaining permits. He conducted a smell test to the liquid and determined that it was not gasoline, and a closer inspection revealed a smuggled alien concealed in a compartment behind the rear seat. The long drive from the interior of Mexico and the delay in the office was the alien’s downfall. He was promptly documented and returned to Mexico, and the driver of the vehicle was arrested for smuggling.

A check of an automobile trunk at the port of Progreso prompted by sounds of feminine giggling produced three smuggled alien females, all young and all ladies of the evening, bound for cantinas and cash transactions on the U. S. side of the border. Although Mexico and particularly the stare of Tamaulipas has made some effort to clean up border red light districts, the so-called Boy’s Town found in every border city in Mexico, but they still exist. They are variously called la zona roja—the red zone—and la zona de tolerencia—the zone of tolerance.

The red light districts contribute to the inspector’s frustration by eliciting this answer to the question of whether the person acquired anything in Mexico—Oh, God, I hope not! If every inspector had a dollar for every time he has heard that answer on Saturday night and Sunday morning the Customs Service would not need early retirement for inspectors—they could retire early just on that income.

They could retire even earlier if compensated for the number of times the same inquiry is answered by Just a belly full of good food—you can’t tax that, ha, ha, ha! Such answers highlight one of the worst aspects of the job. After a short time the inspectors have heard every possible answer or combination of answers, and find little humor in them, particularly near the end of a long tour of duty. Their inability to respond with a laugh or a smile is usually interpreted as surliness, or as indifference or dissatisfaction with their job.

And how about this one? Oh, nothing much, just a little pot. Further questioning and inspection produces a little pot, molded and fired in the clay kilns of Mexico, and evidently purchased for the express purpose of playing a trick on the Customs inspector. And this one—Oh, just some liquor, and a single bottle is held up for inspection. Search reveals one or more additional bottles, and when the declarant is questioned the response is, Well, I told you that I had some liquor—I just didn’t say how much liquor.

The question of citizenship frequently generates this response—Of course I’m an American citizen. Do I look like a frigging Mexican to you? Or this one—Yeah, I’m an American citizen—are you? The latter response is usually directed to Hispanic Customs inspectors. The varieties of questions are not endless—they are finite, and the inspectors quickly learn the entire repertoire.

The size, numbers and feeding habits of southern mosquitoes, especially those of Texas, are legendary. They are undoubtedly known to people all over the world, and this article will not attempt to expand or dispel those legends—except perhaps to advance the theory that many, perhaps most, of the unauthorized discharges of weapons by southern border inspectors are directed against mosquitoes, and the action was the last resort of the inspector in defense of his life or that of another, as required by the firearms manual. When a mosquito is the target there are usually two distinct sounds, depending on the shooter’s accuracy. The first is made by the weapon’s discharge, and the second is made when the mosquito hits the ground.

An ever-present enemy and perhaps one of the most dangerous is boredom, ranging from the frustration of starting an eight hour shift at San Ysidro facing an endless sea of vehicles and finishing the shift without ever seeing a break in the line, to the utter boredom of waiting for a vehicle to break the monotony of the night and help the inspector stay awake.

No southern border inspector will ever admit to having fallen asleep on such a shift, but almost every one of them will confess they have spent some time with their eyes closed, checking their eyelids for cracks. One inspector, whose name appears beneath the title of this article, opened his eyes after such an operation in the wee small hours of the morning to find an auto parked beside him at the primary inspection point, its engine turned off and its occupants waiting politely and patiently for the inspector to finish the inspection of his eyelids and begin his inspection of their entry into the United States. They were early morning commuters, traveling to work in the vegetable fields and citrus groves of the Rio Grande alley.

Other insidious and deadly enemies of land border inspectors are familiarity and complacency. They see the same people day after day, many of them several times during the course of a single shift, and this familiarity must inevitably color their judgment and their treatment of the traveler. Such people may attempt to break the law because their estimate of the chances of being caught are based on the superficial and cursory treatment accorded by some inspectors.

Complacency has killed more law enforcement officers than any other habit or characteristic, and Customs inspectors are particularly vulnerable. They are not in the position of street cops that know they are in a danger zone and are far more likely to govern their actions on that basis. The Customs inspector must continually be aware that in the usual crowd of migrant workers, affluent businessmen, bona fide tourists and little old ladies in tennis shoes may be, and probably is, one of the FBI’s Ten Most Wanted fugitives.

Everything you have just read is true, but the observations, thoughts and opinions interspersed in the narrative are personal—they belong to the writer. They are therefore highly subjective and do not necessarily reflect the opinions or feelings of any other person or group. No offense is intended through their expression and none should be taken. Certain observations may be viewed as criticisms by some, but they are constructive in nature and intent and should be regarded in that light.

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Hershel M. (Mike) Dyer is a Program Officer in the Office of Inspection Control, Office of Inspectional Liaison at Headquarters. He spent 12 years as an inspector and supervisory inspector on the Southwest Border.

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