The UPU: Unobtrusively Beavering Away, Working for Cooperation and Democracy in the World of International Postage

Posted on by E Curb Nottus
Commerce & Business, Economics and society,, International Relations, Political geography, Regional History

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In the age of virtual communication and instant electronic transactions, many people see the traditional mail service as less and less relevant in our daily lives, it is fashionable these days to scornfully dismiss it as “snail mail”. It may seem passé to many but the international postal system is still an active and vital service that bridges the gaps between vast distances, and it is one that is governed by a UN world body with a continuous history back to the last quarter of the 19th century.

8DBEA6CD-6CAB-4576-BDCD-3FE3956B6952The Universal Postal Union (UPU), (French: Union Postale Universelle), originally the “General Postal Union”, was established in 1874 with the task of laying down regulations and bringing uniformity to the setting of tariffs (including the transit costs) for mail exchanges between countries. Prior to it’s inception, a complicated, loose bilateral system prevailed where an individual country would have to establish postal treaties separately with each other country it wished to correspond with. Sometimes this involved calculating postage for each leg of the journey and finding mail forwarders in a third country if there was no direct delivery to the country of destination [‘Universal Postal Union’, www.parcelsapp.com/].

66C0DD85-C1B2-4825-817B-662E53BDDFB3The initial mid-19th century impetus to create such a global entity came from American frustrations at postal communication with Europe, especially with France, but the decisive thrust came from Heinrich von Stephan, a senior Prussian postal official from the North German Confederation (and later the Reichspost), whose advocacy prompted the Swiss government to host the inaugural international postal conference leading to the formation of the UPU.

According to it’s own mission statement, the UPU is “the primary forum for co-operation between postal sector players…(helping) to ensure a truly universal network of up-to-date products and services” (www.upu.int). It is also tasked with responsibility for the coordination of member nations in promoting efficient postal services including the monitoring of postal security, stamp design, etc.

8AFD1E81-EE32-4F2A-A51E-931FCFDA4ADCUPU’s role also includes the resolving of any polemical issues that may arise between member nations. The great explosion in E-commerce trade has tended to exacerbate cost anomalies in postage tariffs. In 2018 US companies were paying twice as much to mail an item to a US customer than it cost China (and other subsidised Asian countries) to send items to the same US customer (www.parcelsapp.com/). US president, Donald Trump, threatened to pull the US out of the international body if it failed to make reforms to the system (this provocative move has been part of the outlier American president’s global trade war campaign against China). The US exit was averted in 2019 with the brokering of a deal allowing it to start setting its own postal rates from July 2020, with other high-volume mail member-countries to follow suit from 2021 [‘U.S. Avoids Postal ‘Brexit’ as Universal Postal Union Reaches a Deal’, (Abigail Abrams), Time, (26-Sep-2019), www.time.com].

9034B022-D614-4BA3-8FC1-BDF718103B10This issue aside, the habitually low-profile UPU has been largely free of controversy✶, but one other minor discordant note occurred in 1964 when the Fifteenth Congress of UPU voted by a large majority to expel South Africa from membership. This was controversial because several country delegates raised the objection that the action was unconstitutional, arguing that a member could only be expelled for violating UPU’s regulations. The South African delegate initially refused to budge but did so after other African delegates demanded his expulsion [“Universal Postal Union.” International Organization, vol. 20, no. 4, 1966, pp. 834–842. JSTOR, www.jstor.org/stable/2705750. Accessed 21 May 2020].

6FCB5809-EB84-47BF-9ADA-90EF7F0FC09FThe UPU has gone from a largely Eurocentric organisation in 1874 to a truly universal one today with about 192 countries of the world (plus territories) signed up۞. A number of other non-member states and territories get their mail routed through a third (member) country including Andorra (through France and Spain), Taiwan (through Japan and US), Kosovo (through Serbia), Northern Cyprus (through Turkey), Micronesia (through the US) and Somaliland (through Ethiopia) [‘List of members of the Universal Postal Union’, Wikipedia, http://en.m.wikipedia.org].60D7C770-39D4-47D8-B54E-A77AD8F22E4B

Berne HQ (Source: www.jurist.org/)

Footnote: UPU is said to be the world’s second-oldest intergovernmental organisation, after the International Telecommunication Union (ITU), founded 1865, which, like the UPU, is a specialised agency of the UN.

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PostScript: Addressing the problem of the unaddressed
The Postal Union engages in a number of ongoing projects, one of which is the “An Address for Everyone” global initiative – Deirdre Mask has made note of the surprising fact (at least to those in the relatively affluent First World) that even today, the majority of people in the world do not possess a street address!◙ UPU involves itself in making a contribution to remedying this situation, because of the spin-off benefits that such a simple thing as having a prescribed address brings…providing the recipients with “a legal identity, allowing them to participate in the political process, be part of the formal economy” including e-commerce, access credit, receive personal services and engage with the “information and communication age” [Deirdre Mask, The Address Book, (2020); www.upu.int/].

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✶ it’s not surprising if a lot of folk have never heard of the Universal Postal Union, the UPU has traditionally followed the low-profile path of the quiet achiever. As Richard John has noted, it’s preference has been to negotiate policies well out of the limelight, gaining it something of “a reputation as a secretive Postal Illuminati“…by keeping out of politics, John contends, this allows the UPU to be so effective (‘Here’s why Trump threatened to pull out of a 144-year-old postal treaty’, Original World News, 19-Oct-2019, www.originalworldnews.com)
۞ Palestine has special observer status; post-apartheid South Africa was readmitted in 1994
◙ and not just confined exclusively to the slum and shantytown dwellers of the Third World, Mask points to the phenomena existing in parts of rural America such as West Virginia

Flying’s Future Shock: Anticipating the Great Reset

Posted on by E Curb Nottus
Commerce & Business, Public health,, Travel

All the travel and aviation pundits say commercial flying—when it does finally get airborne again—will never be the same again. There are so many imponderables and unknowns  about the enigmatic future of airline travel, the cup of endless speculation nonetheless runneth over.

No one, inside the industry or out, knows when international flights will resume normal services. Like everything else it hinges on containing, and ultimately on subduing the pandemic (the “holy grail” of the vaccine?). When it does happen and things return to ‘normal’, we know it will be a ‘new’ normal…so let’s concern ourselves now with what it might look like?

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What’s on the cards at airports in the future?
Airports will need to design or augment existing health and safety measures to stack up to the new requirements. Airlines will be trying to minimise the risk of human-to-human contagion, which’ll  probably mean touchless check-ins and more utilisation of self-service E-ticketing machines, thermal scanning of body temperature, increasing use of biometrics. The imperative of social distancing will still be with us, airports will have to adhere to the safety edicts of keeping everyone 1.5m apart from everyone else. But will this be feasible, or even partly attainable? Airports are people magnets, people come en masse – to fly, to work, to farewell other people and to welcome others on return.

A pessimistic prognosis with very little “blue sky”
Will we end up seeing airports despairingly throwing their hands up in the air and saying it’s all too much? If the prescribed public health measures include things like wiping down the handles of every piece of baggage and all the trays as they go through the scanner, that will add intolerable delays to an already tortuously long process for people at peak-travel times (‘Air Travel Is Going to Be Very Bad, for a Very Long Time’, (James Fallows), The Atlantic, 11-May-2020, www.theatlantic.com). The CEO of one of the world’s busiest airports, London’s Heathrow, is on record as stating that social distancing will be impossible to maintain✱ (‘COVID-19 and travel: Heathrow boss says social distancing “impossible” in airports’, (Neil Callanan), Traveller, 04-May-2020, www.traveller.com.au).

Will passengers turn up at the luggage check-in fully decked out in hazmat suits, smelling like they’ve been dipped by their heels in a vat of disinfectant? Will face masks, already in common use, gloves and even face shields, be mandatory for everyone in airports? Attaining standardised practice in these and other aspects of the changing landscape of flying, is a long way off happening.

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(Source: www.theweek.in)

A Covid-19 health pass?
Strict health screening for incoming passengers at international borders in the coronavirus age is a given, but future travellers may need to present new documents along with their international passport. Flyers may need some kind of “proof of good health” to travel internationally – much like the certificate you need now to show you’ve had the required inoculations to enter certain regions prone to yellow fever, malaria, etc. Alternately, these “immunity passports” may be used to record negative coronavirus test results❅  (‘Face masks, blood tests and onboard janitors. Flying’s about to feel very different’, (Karen Gilchrist), CNBC Traveler, 17-May-2020, www.cnbc.com; ‘The era of peak travel is over’, (Sarah Khan), Vox, 22-Apr-2020, www.vox.com). 

Social distancing on planes, an oxymoron?
If we turn to the aircraft flights themselves, how will they work? Some of the world’s international carriers are considering removing the middle seat in jets (as a temporary move only) to enhance space between passengers⊞. Ryanair is the first carrier to outlaw toilet queues, passengers are now required to raise their hand to request a toilet visit.

Transforming seats into anti-virus shelters
Airplane designers are exploring the possibilities of converting the present flying “sardine tins” into spaces that observe social distancing. ‘Janus’ seats are one option advocated by the Italian company Aviointeriors…a double-S shaped configuration which juxtaposes passenger seats in an opposing direction to each other. Passengers are also separated by a high transparent thermoplastic shield or screen. The company had an alternate design which retains the standard seating configuration but attaches a separating perspex screen to each seat (‘Aviointeriors proposes post-COVID-19 Janus seats’, (John Walton), Runway Girl Network, April 2020, www.runwaygirlnetwork.com). The designs are still in testing stage but one drawback is that glass dividers adds another hard surface to passenger space which may be infected by contaminated droplets. the view of Peter Harbison, CAPA Centre for Aviation chairman emeritus, is that the removal of middle seats won’t be sufficient to ensure the social distancing requirement on airplanes, that the outcome is not realistically attainable.

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(Image: Aviointeriors S.p.A.)

Hermetically-sealed flying?
Clearly, the level of on-board hygiene will need to ramped up post-corona. There’s talk about having cleaners on-board during flights, to target the plane’s tactile zones such as toilet doors. One objective airlines will definitely aim for is minimalism, they’ll want to radically pare back the on-board fringe items. Touchscreen entertainment might disappear, pre-packaged meals left on seats prior to boarding to avoid contact, the end of free drinks, etc (Gilchrist). 

The financial side
With all the uncertainty of what’s in store for future travel, one thing that will definitely  change is the economics of travel. From the consumer side, if airlines resort to removing seats, therefore capping the passenger load of a jet, it’s hard to imagine how that will not result in a ticket price hike. IATA has estimated that with aircrafts only two-thirds full, average fares would jump up to between 43 and 54 per cent✪. Airlines have reckoned that they need to fill 77 per cent capacity of the aircraft just to break even (Gilchrist). Travel industry pundits have indicated that most leisure travellers won’t be willing to pay more if the option of affordable travel is taken away (‘Social distancing on planes during coronavirus: Middle seat won’t stay empty for long’, (Dawn Gilbertson), Traveller, 04-May-2020, www.traveller.com.au).

Some industry insiders have predicted the end of over-tourism, reasoning that for financial reasons or because of the new layers of bureaucracy required, travellers will be less inclined to travel as frequently as before the crisis, and with it will we see the demise of the jet-setting lifestyle and the addictive travel pilgrim. It may be too premature to make such a dramatic call, the 9/11 terrorist attacks put many people off international flying, but not permanently, the industry bounced back its pre-2001 level eventually, and this is an industry that employs over 10 per cent of the global workforce (Khan).

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Certainly though, for the foreseeable future, tourists will probably think twice about venturing to the world’s most heavily populated destinations (Venice, Rome, Paris, New York, London, Dubrovnik, the Pyramids of Giza, the Acropolis, the Great Wall, etc.). A whole new generation of ‘agoraphobes’ may decide to avoid travelling during the peak season and seek out the less-travelled, remoter locations to holiday.

A respite from the ecological ‘footprint’ for Venezia and Plaza San Marco  
(Source: www.sites.middlebury.edu)

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Business travel to recede?
Another matter to ponder is whether business travel will be reduced when the Covid-19 dust settles, will professionals and business folk still travel O/S to exotic locations for conferences? The lockdowns and restrictions of the last few months meant that the overwhelming majority of conferences went virtual. Administrators are no doubt discovering that they can just as meaningfully conduct business meetings by Skype or by video-conferencing, without the need for everyone to be in the same room together. If so, this may well have a negative knock-on affect for economy class tickets (which are subsidised by business and first class) (‘How Much of Airlines’ Revenue Comes From Business Travelers?’, www.investopedia.com).

╳                                                                              ╳
✱ we have recently witnessed that once beaches have been reopened to the public, it is virtually impossible to police distance restrictions on packed beachfronts
❅ Emirates have taken a different tact, trialling a rapid “10-minute” blood test at the departures gate (insiders have questioned whether this would be feasible to implement at high-volume times (Gilchrist)
⊞ operators already indicating they will move to vacant middle seats include Southwestern, Delta, American and Qantas – the Australian carrier later reneged on this claiming the risk of Covid infection on an aircraft was minimal (‘Qantas passengers angered after airline reintroduces the middle seat’, 20-May-2020, www.news.com.au/)
✪ that said, some airlines may, for the immediate period, offer travellers discounted fares and deals to reignite interest in overseas travel … “struggling operators (will) incentivize flyers to return to the skies” (Gilchrist)

What Happens to the World’s Airplanes After they are Grounded During the Pandemic?

Posted on by E Curb Nottus
Aviation history, Commerce & Business, Public health,, Travel

I think most people, outside the industry, think the answer to this question would be “not a lot”. Unfortunately for the airlines, being grounded, being not able to utilise their assets to realise revenue, is only the start of the problems. In April it was estimate by the industry researcher Cirium that there were over 16,000 commercial passenger aircraft no longer flying – around 62% (the numbers would not have decreased since then) [‘Here’s What You Do With Two-Thirds of the World’s Jets When They Can’t Fly’, (Anurag Kotoky, David Stringer & Ragini Saxena), Bloomberg, 17-Apr-2020, www.bloomberg.com]. The severity of the blow to the airline industry internationally can hardly be understated, coming soon after IATA (International Air Transport Association) predicted (in December 2019) a US$29.3bn net profit for 2020 [http://airlines.iata.org].


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The norm under coronavirus: flights with a handful of passengers  (Photo: Jennifer Flowers / AFAR

Put simply, while the primary income from the airlines’ raison d’être, the loss of paying passengers, dries up, the fixed costs, the invariables, don’t go away for both the airports and the airlines. Let’s take the airports first, they make look deserted when you glimpse images of them on the internet or television, but they haven’t closed down altogether, they haven’t morphed into ghost towns. Airports still have infrastructure and most still run at least a limited service of domestic flights, and on the international scene, though closed for tourism, emergency flights still happen. So, with people and the coronavirus still around, the airports need upkeep. Surface cleaning with virus and bacteria killing disinfectants, hand-sanitising stations, etc. 

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A Californian “desert dormitory” for grounded jets (Photo: Mark Ralston / AFP via Getty Images)

The immediate problem for airlines in the Covid-19 crisis is where to put the multitude of grounded jets. The optimal place, leaving other considerations aside for a minute, is determined by climate. Aircrafts on the ground, exposed to the elements for any significant length of time, will do best in a dry climate with low humidity. This places the major airlines of Eastern Asia with their wetter, steamier climes at a disadvantage. Conversely, Australia’s great interior continental deserts are a favourable location. QANTAS and some other international airlines have accordingly parked their jets in Alice Springs (Central Australia)✫. In America [‘Parking in a pandemic: Grounded planes scramble for storage space’, (Paul Sillers), CNN, 22-Mar-2020, www.cnn.com]. Similarly, in America, US airlines have sought out long-term storage facilities in the hospitable desert environments of western USA [‘What It Takes for an Airline to Ground Its Fleet Amid Coronavirus’, (Jessica Puckett), Conte Nast Traveler, 31-Mar-2020, www.cntraveler.com].

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Delta jet, Pinal Airpark (reliever airport), Arizona (Photo: Rebecca Sasnett, Arizona Daily Star)

A lot of European airlines are not so lucky, forced to use the local airports in Europe where some of the runways have been decommissioned to make way for the grounded planes. Aircraft parking in some of the European hubs can also be exorbitantly expensive, charging up to US$285 an hour (although the cost varies greatly from location to location). Sometimes the remotely located (long-term) storage facilities are referred to as aircraft ‘boneyards’❈ [‘Aircraft Boneyards, MRO & Storage Facilities in Europe’, Airplane Boneyards, www.airplaneboneyards.com].

Thwarting the nesting birds (Photo: Reuters / Elijah Nouvelage)

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When happens with the planes taken out of service and parked? Although not in current use, they still have to be maintained so that they are ready when the airways open up again. Planes are subjected to regular, heavy mechanical maintenance checks, the hydraulics and the flight control system needs to be finely monitored. When the aircrafts are being stored long-term, the process followed has been described as a kind of ”aeronautical embalming” (Sillers) – fluids require to be drained (to prevent rusting of the landing gear), as the jets are housed al fresco everything needs to be covered and/or protected – the engine intakes and exhaust areas, external instruments, the tyres, the windows, the entire airframe (to prevent corrosion). Maintenance staff also have to check the planes for bird-nests and incursion from insects (grilles are sometimes affixed to keep birds outs). Every two weeks the wheels need to be rotated and the batteries reconnected (Sillers; Kotoky et al). Yes, it’s true to say that aircraft maintenance and storage firms are busy at the present time.

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To try to offset, at least partly, the crippling hit from of the coronavirus crisis, the loss of multi-billion dollars by the industry, some airline companies have switched their (unused) passenger jets to become freight-carriers (in addition to using their usual freighters). Scoot, for instance, in February commenced bi-weekly hauls from Singapore to Nanjing and Guangzhou transporting air cargo only. Cathay Pacific carries freight on passenger-less flights from Hong Kong to three Chinese cities∅ [‘Airplanes Without Passengers Start Coronavirus Recovery’, (Will Horton), Forbes, 10-Mar-2020, www.forbes.com]. 

 

EndNote: In March, even after extensive international flight restrictions had come into effect, a number of airlines were still undertaking their scheduled flights with zero passengers on board. One of the reasons for such a seemingly nonsensical practice was to abide with EU regulations which require the airlines to fulfil their allotments or risk losing the flight slots [‘Why Airlines Are Flying Empty Ghost Planes’, ((Caroline Delbert), Popular Mechanics 11-Mar-2020, www.popularmechanics.com].

 

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✫ north of five billion dollars’ worth of aircraft enjoy the arid air of Alice Springs Airport (from SilkAir 737s to Singapore 380s) [‘How expensive will air travel be after the Covid-19 crisis?’, (Cynthia Drescher), CNN, (14-May-2020), www.cnn.com]
❈ quite apt for housing a lot of the older, less-efficient planes, which will be retired and either be sold-off or used for parts and then scrapyarded
∅ there’s precious little upside for the airline industry at the moment, but one positive for the jets still in the air is the record low world oil prices at the present

Hugo Boss, Gentlemen’s Outfitters to the German Nationalsozialistische Arbeiterpartei

Posted on by Sloane Snodgrasse
Commerce & Business, International Relations, Military history, Racial politics, Regional History, Retailing history

Hugo Boss … luxury watches, fragrances, men’s suits and fashion wear and accessories, Nazi uniforms. Wait! Run that last one past me again? Yes, it’s true. Hugo Boss AG＊, that doyen of international fashion houses with annual revenue exceeding €2.7 billion (2018) and over 1,100 stores worldwide, provided the German Nazi Party, with their uniforms during (and prior to) the Third Reich. Although you wouldn’t know so from a perusal of the Hugo Boss website which keeps a firm lid on the company’s unsavoury past❂.

The clothing company was started in Metzingen (southern Germany) in 1924 by the eponymous Hugo (Ferdinand) Boss…it commenced supplying the NSDAP (National-Socialist Workers Party) with their brown military uniforms, according to the company’s own claim, in 1924 (the year in which Hugo Boss was founded)∅. Initially Boss designed and provided the standard Nazi brown-shirted outfits including Stürmabteilung (SA) uniforms,  Nazi workwear, and Hitler Youth uniforms. In the Depression Boss’s company was like many, many businesses severely hit and Boss was forced into bankruptcy in 1931. That year was momentous for another reason, HF Boss joined the Nazi Party, an event that was to turn his fortunes round dramatically. At the same time the failed businessman also joined the SS (Schutzstaffel) as a “sponsoring member”.

By appointment to the Führer
Membership of the party meant more contracts for Hugo Boss as a favoured supplier of Hitler. Under the Nazi dictatorship Boss’ sales grew from 38,260 RM in 1932 to 3,300,000 RM in 1941 (Timm). Boss’ motives for joining have been attributed to “economic opportunism” and its clear that he saw the business advantages of tying his colours to the Nazi flagship, but there’s equal little doubt that his commitment to the Nazi cause was heartfelt (a photo of him with the Führer was said to to be one of the tailor’s most prized possessions)❊ [‘Hugo Boss’ Secret Nazi History’, (Fashion and War), M2M, (video, YouTube)].

🔻A Boss ad placed in the SS newspaper

Nazi fashionistas
From 1937 on, the relationship acquired an exclusivity, Hugo Boss made clothing only for the Nazis, including the black uniforms worn by the elite Nazi force, the SS (Boss didn’t design the uniforms worn by Himmler’s SS Corps, two party members unconnected to the company designed them). Boss continued to heavily advertise his fashions in the SS newspaper, Das Schwarze Korps, and fashionably chic the uniforms were! One of the pillars of the Nazis’ ideology was the pseudo-scientific belief in Aryan superiority, this involved showing the world what the “new man” looks like. There was no finer exemplar of this than the Wehrmacht military man, and this is where Boss provided the finishing touches. The firm’s stylish, sharply cut uniforms conveyed the desired outer appearance, the SS corporate identity that Hitler and the Nazis wanted to project to the world (Fashion and War).

HB as slave-labour drivers
From 1940 Boss used slave labour at it’s Metzingen textile factory, predominantly comprising women and later supplemented by the infusion of Polish and French POWs. The company  (sans it’s founder), after decades of dodging accusations, finally came clean about it’s shameful Nazi collaboration, after being pressured into issuing a mea culpa in 1997 for the gross mistreatment of the workers. Later the corporation commissioned a book on it’s dark past association❏ [‘“Hitler’s Tailor” Hugo Boss apologises for using slave labour to make Nazi uniforms’, (Lauren Paxman), Daily Mail, 24-Sep-2011, www.dailymail.co.uk].

(Source: www.militaryuniforms.net/Pinterest)

A discounted form of justice
After the war Boss was tried along with other German collaborators by a regional Denazification tribunal. The man known as “Hitler’s Tailor” claimed in his defence that he only joined the Nazi Party to save his firm. The court found Boss to have been a “beneficiary of the system” and fined him 100,000 RM, made him sever all connexions with his own firm and stripped him of the right to vote, join a political party or professional organisation. However, on appeal, the fine was reduced by 75%, the other restrictions were lightened and his culpability was downgraded to ‘follower’ of the regime. Before the findings could be ratified by the French Military Government and the punishments imposed, Boss died in 1948 (Timm).

(Photo: Hutton-Deutsh Collection/Corbis/Getty Images)

Endnote: Supping with the 卐 devil
Hugo Boss AG was far from the only company to profitably cohabitate with Hitler and the NSDAP. The list of big corporations doing mutually advantageous business was extensive, both within Germany and outside  – including Volkswagen, Bayer, Coca-Cola, Nestlé, Kodak, Ford, General Motors, IBM, Siemens, Chase National Bank and Associated Press [‘Companies with Ties to Nazi Germany’, (Debra Kelly), Grunge, (Upd.17-Dec-2019), www.grunge.com].

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＊ Aktiengesellschaft (German limited company)

❂ either that or trying to conceal or gloss over the inconvenient truth of the corporation’s history, eg, “in the 1930s it produced uniforms for various(sic) parties around the time of the world war”, www.bangandstrike.com

∅ the firm’s advertising in the 1930s stated that it was a “supplier of National Socialist uniforms since 1924”, however research suggest that this overstates by four years the length of Boss’ association with Hitler and the Nazis [Elisabeth Timm, ‘Hugo Ferdinand Boss (1885-1948) und die Firma Hugo Boss: Eine Dokumentation’, (Metzingen Zwangsarbeit – Forced Labour), MA Thesis, 1999]

❊ it was a ‘reunion’ of the two humble German corporals from World War I

❏ author Roman Koester wrote: “it’s clear that (Boss) did not just join the party out of economic calculation…he was a convinced Nazi” (Hugo Boss, 1924-1945. A Clothing Factory During the Weimar Republic and Third Reich)