
Cloudy Legal And Policy Outlook For Trump Tariffs
WASHINGTON, DC - APRIL 02: U.S. President Donald Trump holds up a chart while speaking during a ... More 'Make America Wealthy Again' trade announcement event in the Rose Garden at the White House on April 2, 2025 in Washington, DC. Touting the event as 'Liberation Day', Trump is expected to announce additional tariffs targeting goods imported to the U.S. (Photo by)
On May 28 the specialized U.S. Court of International Trade (CIT) struck down major new tariffs imposed by President Trump over the last few months. The U.S. Federal Circuit Court of Appeals temporarily reinstated those tariffs the next day, pending its review of a Trump Administration appeal. Various other challenges to the Trump tariffs are before other courts. The Supreme Court likely will have to step in to resolve the tariff issue, possibly on an expedited basis.
The Trump tariffs raise major issues of foreign economic policy as well as significant legal questions. The ultimate resolution of this intertwining of law and policy could have a substantial impact on the American economy.
The CIT Opinion
The President based his authority to impose broad new tariffs on the International Economic Emergency Powers Act. IEEPA empowers the president to regulate imports or exports 'to deal with' an 'unusual and extraordinary threat' which has been declared a national emergency under IEEPA.
The CIT struck down two categories of Trump tariffs.
The first category, 'trafficking tariffs,' were levied on Mexico, Canada, and China by Trump executive orders in February 2025. The President imposed these tariffs in response to his prior orders declaring a 'national emergency' at the U.S. borders stemming from uncontrolled drug and human trafficking.
The second category, 'worldwide and retaliatory tariffs,' were applied by April executive order to 57 nations (including China). In imposing these tariffs, whose rates varied by country, the President cited the existence of an IEEPA national emergency based on 'large and persistent goods trade deficits' stemming from harmful foreign economic policies, including high tariff rates and non-tariff barriers.
The President subsequently paused and temporarily adjusted downward several tariffs, based on various conversations and anticipated negotiations with senior foreign officials.
Twelve states and five companies jointly sued the U.S. Government to have the tariff orders vacated. The CIT first found that the tariffs had imposed economic injury on the plaintiffs, giving them legal 'standing' to sue.
The CIT next stressed that an unlimited delegation by Congress to the President of Congress's authority to levy tariffs would be unconstitutional. To avoid constitutional problems, it held that IEEPA's reference to 'regulating imports' provided the President with only limited authority over tariff-setting.
The CIT then held that IEEPA authorized neither the 'trafficking tariffs' nor the 'worldwide and retaliatory tariffs.'
The trafficking tariffs did not meet the IEEPA requirement of 'dealing with' the cited border emergency because the collection of tariffs 'does not evidently relate to foreign governments' efforts to . . . seize bad actors within their respective jurisdictions.'
The worldwide and retaliatory tariffs dealt with a balance of payments deficit and thus had to conform with the limits of a separate law, Section 122 of the Trade Act, which deals specifically with such deficits. The words 'regulate importation' within IEEPA did not therefore 'permit the President to impose tariffs in response to balance of payments deficits.'
Judicial Review of the Opinion
The CIT decision is defensible but not impregnable. It is based on careful interpretation of IEEPA in light of other trade laws and constitutional limits on delegating legislative power to the President.
The Administration may be expected to argue that, contrary to the CIT's holding, tariffs are an appropriate way of 'dealing with' the trafficking crisis. It will also argue that the existence of Section 122 (which does not deal with emergencies) does not preclude the President from imposing tariffs under other laws, such as IEEPA, that empower the President to regulate trade in an emergency.
More generally, the Administration will also probably argue that the President has broad foreign affairs authority under the Constitution, and that the CIT's narrow reading of IEEPA constitutes unwarranted judicial interference in the President's exercise of that authority, contrary to the constitutional separation of powers.
The resolution of this case is uncertain. It could well turn on how a Supreme Court majority resolves the tension between two separation of powers questions – the limitation on Congress's assignment of legislative authority to the President and the President's ability to carry out foreign policy free from judicial micromanagement.
Alternatives to IEEPA
The Administration may, if it chooses, turn to a variety of other trade statutes that could authorize Trump tariffs.
Compared to IEEPA, however, those laws give the President less flexibility to act quickly and decisively in setting policy. They may thus prove less effective in spurring negotiations with other countries.
Furthermore, immediate efforts to invoke other laws could perhaps undermine the Administration's IEEPA litigation posture.
Policy Considerations
The Trump tariff dispute highlights major questions of economic policy. The tariffs have been controversial from the start, and have generated competing narratives.
Tariffs are Bad
Large numbers of distinguished mainstream economists have attacked them as economically harmful measures that distort the efficient working of markets and impose higher costs and diminished welfare on American consumers and many U.S. industries. Some expert commentators are cautiously optimistic that the CIT decision, if it holds, will bolster the American economy.
Tariffs May Incentivize Beneficial Trade Deals
A contrarian argument economic argument is that the tariffs provide needed leverage to bring foreign countries to the negotiating table. Negotiations could potentially lead to other nations' reduction of their tariffs and of their high non-tariff barriers that harm their own economies as well as American businesses.
A series of negotiations, seen in the best light, could potentially yield a 'win-win' result (perhaps even with China), featuring lower tariffs and fewer anticompetitive market distortions that serious reduce economic welfare.
The Trump Administration could point to the fact that the U.S. and UK have already entered into a new trade agreement that reduced various tariffs. Furthermore, '[t]he European Union, Canada, and China all announced minor tariffs on U.S. products, escalating the possibility of companies negotiation lower rates for US workers and companies.'
Nevertheless, the CIT holding may reduce the Administration's leverage by causing potential negotiating partners to take a 'wait and see' attitude, and delay coming to the table. Even with expedited judicial review, a final resolution of the case will take a while.
Tariffs Generate Costly Uncertainty
A third less encouraging perspective is that even if tariff adjustments by the U.S. generate some negotiations, the end result is unpredictable. In particular, the very fact of 'up and down' U.S. adjustments in proposed tariff rates by the Trump Administration generates substantial business uncertainty.
Such uncertainty may be expected to discourage economically beneficial investments and commercial agreements, to the detriment of the American economy. According to one report, tariff-related uncertainty has already slowed U.S. GDP growth.
Final Observations (As of Now)
Trump tariff policy will play a significant role in shaping the Administration's legacy. These are early days still. Stay tuned for further developments.
Hashtags

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles

Associated Press
27 minutes ago
- Associated Press
Dodgers' Tyler Glasnow is optimistic about recovery from shoulder injury
LOS ANGELES (AP) — Tyler Glasnow is feeling optimistic about his recovery from a shoulder injury that has sidelined him since late April, one of five Los Angeles Dodgers starting pitchers who are on the injured list. There's no timetable yet for his return. The 31-year-old right-hander got hurt against Pittsburgh on April 27. He was recently moved to the 60-day IL. 'My shoulder is totally fine,' he said Tuesday. Glasnow downplayed the general body soreness that manager Dave Roberts mentioned on Monday. He said back tightness after a bullpen session prompted a precautionary decision to rest him for a few days. 'We're both on the same wavelength,' he said of himself and the team. His shoulder feels better, he said, and he plans to throw a bullpen session later this week. He played catch in the outfield Tuesday. 'I'll be back as soon as I can in a healthy way to help the team in the playoffs is my goal,' he said. Last season, Glasnow didn't pitch in the postseason because of right elbow tendinitis. He signed a $135.5 million, five-year deal before the 2024 season. Also Tuesday, the Dodgers signed right-hander José Ureña, who was designated for assignment last weekend by Toronto. He was 0-0 with a 3.65 ERA in six appearances for the Blue Jays. He began the season with the New York Mets, giving up five runs in three innings of his lone appearance. Ureña, 33, has spent 11 years in the majors with Miami, Detroit, Milwaukee, Colorado, the Chicago White Sox, Texas, the Mets and Blue Jays. He is 44-77 with a 4.78 ERA in 239 games. The Dodgers also optioned right-handed pitcher Will Klein to Triple-A Oklahoma City and designated catcher Chuckie Robinson for assignment. ___ AP MLB:


Car and Driver
36 minutes ago
- Car and Driver
2026 Toyota Sienna Hybrid Review, Pricing, and Specs
Overview With lounge-like seating for up to eight, an available center-console fridge, and a built-in vacuum on upper trims, the Toyota Sienna minivan aims to be almost like a mobile home. While homes don't typically receive fuel economy estimates, the EPA rates the Sienna as the efficiency leader in its class. Its fuel-sipping hybrid powertrain comes with either front- or all-wheel drive, and the engine noise while accelerating is really the only disturbance to an otherwise tranquil cabin experience. With its superior fuel economy and flawless execution of all the minivan fundamentals, the Sienna is among our favorite vans, beating out stiff competition like the Honda Odyssey and Kia Carnival and trailing only the quirky and electric Volkswagen What's New for 2026? After a light interior refresh brought an updated infotainment suite, an Advanced Rear Seat Reminder feature, and some upgraded wireless charging tech last year, the Sienna carries over into 2026 unchanged. Pricing and Which One to Buy The price of the 2026 Toyota Sienna is expected to start around $41,000 and go up to $58,000 depending on the trim and options. LE $41,000 (est) XLE $46,000 (est) XSE $49,000 (est) Limited $52,000 (est) Woodland Edition $52,000 (est) Platinum $58,000 (est) We'd go for the XSE model, which comes with sport seats, a 12.3-inch infotainment touchscreen, second-row captain's chairs, and Toyota's "one-motion-stow" third row. Other tweaks include 20-inch wheels, more aggressive front and rear bumpers, and tauter suspension. The XSE, like all Sienna trims, comes standard with front-wheel drive, but adding all-wheel drive costs less than $1000 and seems like a worthwhile upgrade to us. Engine, Transmission, and Performance The Sienna has been offered exclusively as a hybrid since its 2021 redesign. Its powertrain consists of a 2.5-liter four-cylinder engine and a pair of electric motors that make a combined 245 horsepower. All-wheel drive is available across the lineup and features a third electric motor that drives the rear wheels but doesn't increase total output. The Sienna delivers an uninspiring driving experience but, importantly, it aces ride comfort without going too far toward the soft end of the spectrum. 0–60-MPH Times An all-wheel-drive Sienna Limited we tested required 7.5 seconds to reach 60 mph. For context, that's quicker than the Pacifica Hybrid, the same as the Kia Carnival's time, and behind the hot rod of the segment, the Honda Odyssey. View Exterior Photos Toyota Fuel Economy and Real-World MPG The EPA hasn't released fuel economy information for the 2026 Sienna yet, but without any significant changes, the newest model should deliver similar fuel economy to last year's model. The front-drive 2025 Sienna stood as the segment's thriftiest people hauler, with EPA fuel-economy estimates of 36 mpg city and 36 mpg highway. Adding all-wheel drive reduced the city metric by 1 mpg. Over 40,000 miles, our all-wheel-drive Platinum long-term test vehicle averaged 29 mpg. In our 75-mile highway fuel-economy test, an all-wheel-drive Sienna returned an impressive 33 mpg. For more information about the Sienna's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Toyota packed tons of storage into the Sienna's interior, the centerpiece of which is a large center console that stretches from the dashboard to the start of the second row, with a sizable open storage cubby underneath. There are also 18 cupholders scattered about the cabin. Frequent haulers of cargo may be disappointed to learn that the Sienna's second-row seats are not removable like those in the Odyssey and the Pacifica Hybrid. As a consolation prize of sorts, the second-row captain's chairs can slide a total of 25 inches fore and aft, providing either maximum legroom for either of the rear rows or more cargo space behind the second row. The cargo area behind the third row measures 34 cubic feet compared to the Kia Carnival's 40 cubes. Limited and Platinum models feature reclining second-row seats with pop-up ottomans, and an onboard vacuum cleaner and fridge are available on the Limited and standard on the Platinum trim. View Interior Photos Toyota Infotainment and Connectivity The Sienna LE's infotainment touchscreen measures 8.0 inches, while all other models get a 12.3-inch display. Apple CarPlay, Android Auto, and Amazon Alexa connectivity features are all standard, as is an onboard Wi-Fi hotspot and SiriusXM satellite radio. A smattering of USB-C ports dot the van's cabin, and there's a USB-A port in the console for older devices. The base stereo is a 6-speaker setup, and XLE models get eight speakers. A 12-speaker JBL stereo system is optional on the XLE and XSE and standard on the Limited and Platinum. In-dash navigation is standard starting with the XSE trim; a rear-seat entertainment system with an 11.6-inch display is optional on all but the base LE model. A 7.0-inch instrument cluster display is nestled between analog gauges on LE and XLE models, while upper trims get a fully digital gauge cluster. A head-up display is available and is standard on Platinum. Safety and Driver-Assistance Features Ten airbags, blind-spot monitoring, rear-cross-traffic alert, and Toyota's Safety Sense 2.0 bundle of driver-assistance features are standard on the Sienna, while convenience items such as parking sensors and a 360-degree exterior camera system are optional. For more information about the Sienna's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard automated emergency braking with pedestrian detection Standard lane-departure warning with lane-keeping assist Standard adaptive cruise control Warranty and Maintenance Coverage The Kia Carnival offers longer powertrain and bumper-to-bumper warranty coverage than the Sienna. But Toyota adds some value to its fairly basic warranty package with a two-year complimentary maintenance plan. Limited warranty covers three years or 36,000 miles Powertrain warranty covers five years or 60,000 miles Hybrid-component warranty covers ten years or 150,000 miles Complimentary maintenance is covered for two years or 25,000 miles Specifications Specifications 2023 Toyota Sienna Hybrid Limited Vehicle Type: front-engine, all-wheel-drive, 7-passenger, 4-door van PRICE Base/As Tested: $51,730/$53,855 POWERTRAIN DOHC 16-valve Atkinson-cycle 2.5-liter inline-4, 189 hp, 176 lb-ft + 3 permanent-magnet synchronous AC motors, front: 180 hp, 199 lb-ft; rear: 54 hp, 89 lb-ft (combined output: 245 hp); 1.5-kWh (est.) nickel-metal hydride battery pack TRANSMISSIONS, F/R CVT/direct drive CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 12.9-in vented disc/12.5-in vented disc Tires: Goodyear Assurance Finesse 235/55R-19 101H M+S DIMENSIONS Wheelbase: 120.5 in Length: 203.7 in Width: 78.5 in Height: 69.7 in Passenger Volume, F/M/R: 58/58/47 ft3 Cargo Volume, Behind F/M/R: –/75/34 ft3 Curb Weight: 4811 lb C/D TEST RESULTS 60 mph: 7.5 sec 1/4-Mile: 15.8 sec @ 88 mph 100 mph: 22.1 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 8.5 sec Top Gear, 30–50 mph: 3.9 sec Top Gear, 50–70 mph: 5.8 sec Top Speed (gov ltd): 117 mph Braking, 70–0 mph: 190 ft Roadholding, 300-ft Skidpad: 0.78 g C/D FUEL ECONOMY Observed: 27 mpg 75-mph Highway Driving: 33 mpg 75-mph Highway Range: 590 mi EPA FUEL ECONOMY Combined/City/Highway: 35/35/36 mpg C/D TESTING EXPLAINED More Features and Specs


CNN
37 minutes ago
- CNN
Warner Bros. Discovery shareholders reject CEO David Zaslav's pay package
Warner Bros. Discovery shareholders voted on Tuesday to reject the pay packages for several of the company's executives, including CEO David Zaslav's compensation package of more than $50 million. Nearly 60% of the symbolic vote was against the 2024 executive payouts at Warner Bros. Discovery's annual meeting, according to a regulatory filing. The vote is non-binding. Last year, shareholders narrowly approved executive pay, with 53% voting in favor. Warner Bros. Discovery is the parent company of CNN. Zaslav, who has been CEO of Warner Bros. Discovery since 2022, when the company was created by the merger of WarnerMedia and Discovery, Inc., was paid a total of $51.9 million last year, including equity awards and other compensation. Warner Bros. Discovery's stock (WBD) declined 7% in 2024, while media competitor Netflix (NFLX) saw its stock gain more than 80% in 2024 and Disney's stock (DIS) rose 24%. Netflix's co-CEOs, Ted Sarandos and Greg Peters, were paid $61.9 million and $60.3 million last year, respectively, while Disney's Bob Iger was paid $41.1 million. The broader S&P 500 gained over 23% last year. Warner Bros. Discovery did not respond to a request for comment.