Why the Louvre’s new Islamic art wing won’t “bridge the divide”

Pledges to forge an understanding between the West and Islam feel shallow.

This week the Louvre Museum in Paris opened up a new wing devoted to Islamic art. The structure, which cost a reported £80 million and took a decade to build, is fitted with a wave-like, gold tinted rooftop which has been likened both to a flying carpet and sand dunes in the desert. It has been granted a privileged position in the Louvre’s central courtyard alongside I M Pei’s glass pyramid, and will house the largest collection of Islamic art in Europe – a rotating selection from the Louvre’s 18,000 strong Islamic archive.

It’s all very exciting, but what, exactly, are the implication of this grand new home for the cream of the Islamic cultural crop? The new space is being billed as a symbol of tolerance in the face of growing unrest and misunderstanding between the west and the Islamic World. Sophie Makariou, director of the Louvre’s Islamic Art Department, said in an interview with the BBC: “We need to state that there is a distance between what the Islamic civilization was, its contribution to world history, and what is happening now. She went on to call the exhibition space a chance to “give Islam back its glory”. French president François Holland, who inaugurated the wing on Tuesday, called it a significant project at a significant time.  

And it’s not just those in camp west who see the endeavour in these terms. The gallery’s largest single donor – Prince Waleed Bin Talal of Saudi Arabia – made this statement: “After 9/11 all Arabs and Muslims have the duty and the responsibility to tell the west about real Muslims, about real Islam, and how peaceful our religion is.”  Substantial donations have also poured in from individuals in Abu Dabi, Kuwait, Oman, not to mention the Moroccan Royal Family and the president of Azerbaijan. An international project with ambitious intentions, no doubt.  

France has a long history of secularism, which has of late been invoked justification for cracking down on the country’s four million strong Muslim population. The 2004 ban of headscarves in public schools sparked protests, followed by further controversy over last year’s outlaw of the niqab in public spaces. In 2010, the mayor of the northern city of Roubaix initiated a row over whether the sale of halal meat in fast food burger chains let religion in where it didn’t belong. Then there's the recent unrest over satirical cartoons in the weekly Charlie Hebdo, and the banning of anti-Innocence of Muslims protests by the interior minister Manuel Valls.

In a sense, the museum's message is a harmless one – a politely reassuring statement of cultural collaboration. But in another sense it amounts to a failure to acknowlege the modern Muslim condition - an implication that only in the past did Islamic culture aspire to beauty, integrity, intelligence and refinement.

The Louvre has borne the standard for western high art since the French Revolution. Art from Islamic antiquity (the new wing will house work from the 7th to the 19th century), with its fondness for calligraphy, narrative painting and lush decorative textiles, ceramics and ornaments, conforms perfectly well to the aesthetic criteria of western art from the same periods. In previous centuries, eastern and western sensibilities were very much in tune. It’s the world today that the French seem to feel uneasy with – hence the appeal to an idealised past.

Ancient art is beautiful and important, no doubt. But for many young people today – those at the heart of the east/west debate - it remains inaccessible and elitist. The French youth might call the Mona Lisa an invaluable artefact, yes – but provocative? Topical? A catalyst for conversation? Hardly. Should we then expect Moghul mosaics to speak for the modern Muslim?

It’s comforting to imagine that misunderstandings and intolerance on both sides could be placated by a round of applause for what came before. But if all we can celebrate about Islam is its past, then we are ignoring the equally beautiful aspects of its present.  The Louvre’s new wing is a worthy home for a collection worth celebrating. But it is but a small bridge over a chasm that continues to widen. An honest celebration of contemporary Islamic art and culture is still needed and major art institutions like the Louvre should be doing their bit. 

The Louvre's newly opened Islamic art wing. (Photograph: Louvre Museum)

Charlotte Simmonds is a writer and blogger living in London. She was formerly an editorial assistant at the New Statesman. You can follow her on Twitter @thesmallgalleon.

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The Brexit Beartraps, #2: Could dropping out of the open skies agreement cancel your holiday?

Flying to Europe is about to get a lot more difficult.

So what is it this time, eh? Brexit is going to wipe out every banana planet on the entire planet? Brexit will get the Last Night of the Proms cancelled? Brexit will bring about World War Three?

To be honest, I think we’re pretty well covered already on that last score, but no, this week it’s nothing so terrifying. It’s just that Brexit might get your holiday cancelled.

What are you blithering about now?

Well, only if you want to holiday in Europe, I suppose. If you’re going to Blackpool you’ll be fine. Or Pakistan, according to some people...

You’re making this up.

I’m honestly not, though we can’t entirely rule out the possibility somebody is. Last month Michael O’Leary, the Ryanair boss who attracts headlines the way certain other things attract flies, warned that, “There is a real prospect... that there are going to be no flights between the UK and Europe for a period of weeks, months beyond March 2019... We will be cancelling people’s holidays for summer of 2019.”

He’s just trying to block Brexit, the bloody saboteur.

Well, yes, he’s been quite explicit about that, and says we should just ignore the referendum result. Honestly, he’s so Remainiac he makes me look like Dan Hannan.

But he’s not wrong that there are issues: please fasten your seatbelt, and brace yourself for some turbulence.

Not so long ago, aviation was a very national sort of a business: many of the big airports were owned by nation states, and the airline industry was dominated by the state-backed national flag carriers (British Airways, Air France and so on). Since governments set airline regulations too, that meant those airlines were given all sorts of competitive advantages in their own country, and pretty much everyone faced barriers to entry in others. 

The EU changed all that. Since 1994, the European Single Aviation Market (ESAM) has allowed free movement of people and cargo; established common rules over safety, security, the environment and so on; and ensured fair competition between European airlines. It also means that an AOC – an Air Operator Certificate, the bit of paper an airline needs to fly – from any European country would be enough to operate in all of them. 

Do we really need all these acronyms?

No, alas, we need more of them. There’s also ECAA, the European Common Aviation Area – that’s the area ESAM covers; basically, ESAM is the aviation bit of the single market, and ECAA the aviation bit of the European Economic Area, or EEA. Then there’s ESAA, the European Aviation Safety Agency, which regulates, well, you can probably guess what it regulates to be honest.

All this may sound a bit dry-

It is.

-it is a bit dry, yes. But it’s also the thing that made it much easier to travel around Europe. It made the European aviation industry much more competitive, which is where the whole cheap flights thing came from.

In a speech last December, Andrew Haines, the boss of Britain’s Civil Aviation Authority said that, since 2000, the number of destinations served from UK airports has doubled; since 1993, fares have dropped by a third. Which is brilliant.

Brexit, though, means we’re probably going to have to pull out of these arrangements.

Stop talking Britain down.

Don’t tell me, tell Brexit secretary David Davis. To monitor and enforce all these international agreements, you need an international court system. That’s the European Court of Justice, which ministers have repeatedly made clear that we’re leaving.

So: last March, when Davis was asked by a select committee whether the open skies system would persist, he replied: “One would presume that would not apply to us” – although he promised he’d fight for a successor, which is very reassuring. 

We can always holiday elsewhere. 

Perhaps you can – O’Leary also claimed (I’m still not making this up) that a senior Brexit minister had told him that lost European airline traffic could be made up for through a bilateral agreement with Pakistan. Which seems a bit optimistic to me, but what do I know.

Intercontinental flights are still likely to be more difficult, though. Since 2007, flights between Europe and the US have operated under a separate open skies agreement, and leaving the EU means we’re we’re about to fall out of that, too.  

Surely we’ll just revert to whatever rules there were before.

Apparently not. Airlines for America – a trade body for... well, you can probably guess that, too – has pointed out that, if we do, there are no historic rules to fall back on: there’s no aviation equivalent of the WTO.

The claim that flights are going to just stop is definitely a worst case scenario: in practice, we can probably negotiate a bunch of new agreements. But we’re already negotiating a lot of other things, and we’re on a deadline, so we’re tight for time.

In fact, we’re really tight for time. Airlines for America has also argued that – because so many tickets are sold a year or more in advance – airlines really need a new deal in place by March 2018, if they’re to have faith they can keep flying. So it’s asking for aviation to be prioritised in negotiations.

The only problem is, we can’t negotiate anything else until the EU decides we’ve made enough progress on the divorce bill and the rights of EU nationals. And the clock’s ticking.

This is just remoaning. Brexit will set us free.

A little bit, maybe. CAA’s Haines has also said he believes “talk of significant retrenchment is very much over-stated, and Brexit offers potential opportunities in other areas”. Falling out of Europe means falling out of European ownership rules, so itcould bring foreign capital into the UK aviation industry (assuming anyone still wants to invest, of course). It would also mean more flexibility on “slot rules”, by which airports have to hand out landing times, and which are I gather a source of some contention at the moment.

But Haines also pointed out that the UK has been one of the most influential contributors to European aviation regulations: leaving the European system will mean we lose that influence. And let’s not forget that it was European law that gave passengers the right to redress when things go wrong: if you’ve ever had a refund after long delays, you’ve got the EU to thank.

So: the planes may not stop flying. But the UK will have less influence over the future of aviation; passengers might have fewer consumer rights; and while it’s not clear that Brexit will mean vastly fewer flights, it’s hard to see how it will mean more, so between that and the slide in sterling, prices are likely to rise, too.

It’s not that Brexit is inevitably going to mean disaster. It’s just that it’ll take a lot of effort for very little obvious reward. Which is becoming something of a theme.

Still, we’ll be free of those bureaucrats at the ECJ, won’t be?

This’ll be a great comfort when we’re all holidaying in Grimsby.

Jonn Elledge edits the New Statesman's sister site CityMetric, and writes for the NS about subjects including politics, history and Brexit. You can find him on Twitter or Facebook.