The rise of Salafism in Tunisia

Those thirsty for spiritual fulfillment are increasingly turning to the Saudi brand of Islam.

In his small shop in Kairouan, Waseem offered me a cup of sweet mint tea. Like most Salafis, he sported the signature look: long beard and trousers rolled up above his ankles. The merchant was different from the rest; he didn’t exchange jovial insults, he lowered his gaze whenever a woman passed by and his hospitality verged on the absurd. I couldn’t help asking why Salafis like him were vilified in the Tunisian media. Waseem didn’t smash up bars or threaten to lop off hands in remote villages like they claimed. The truth is, for a post-revolution Tunisia thirsty for unadulterated freedom, Waseem represented the very antithesis of revolution: an austere and uncompromising brand of Islam imported from Saudi Arabia that sought to snuff out its ideals (whatever they were).

While Waseem causes consternation amongst Tunisian liberals, to Western policy makers he is a potential nightmare. The sort of person who resents any form of intervention of the non-believing kind, who given the right conditions, could transform into a mythological arch enemy of the bin Laden variety. Of course, many want to blame Saudi petro-dollars for brainwashing Tunisian youth but the truth is, if anyone’s to blame it’s the previous regime.

In 1956, the Tunisian president, Habib Bourguiba, set his newly-independent country on a course to catch up with the West. That meant industrialisation, curtailing the influence of religion and, like he had done himself, embracing French political values. Yet careful not to offend religious sensibilities, he refrained from attacking religion directly. Instead he started to undermine religious institutions like Zeitouna and Kairouan colleges that had played an important role in North African Islam for centuries. Bourguiba appropriated the trusts and charities set up for their upkeep. He subdued Islamic jurisprudence and religious courts so that they followed a French model. Preceding France by fifty years, he declared war on that ‘odious rag’, the veil, and introduced the Personal Status Code that guaranteed the legal status of women. Although the code was essentially a reiteration of Islamic law, its French veneer made the religious institutions appear out of touch. Moreover, with a modern education system taught in French and Arabic, the future rested on secular foundations. It alienated many, as Rashid Ghannoushi, Zeitouna alumni and founder of the Ennahda party says: “We were strangers in our own country; we had been educated as Muslims and Arabs, whilst the country was molded in the French cultural identity”. However, Bourguiba’s popularity was such that the religious classes could not muster enough support to oppose him.

Bourguiba’s covert policy of undermining religion paid dividends. In 1960, during the fast of Ramadan, he declared that Tunisian workers were exempt from their religious obligation. In Bourguiba’s mind servicing the economy constituted a jihad and in such situations the obligation was lifted. Of course, the Mufti of Tunis did not see it that way, and refused to ratify his claim; Bourguiba responded by liquidating the repositories of Islamic learning. By 1961 Zeitouna University had been incorporated into the newly-founded University of Tunis, and its precious collection of books on astronomy and mathematics had allegedly found their way into the private collections of the Ben Ali clan.

That left spiritually hungry Tunisians turning to whatever was available. With the government eliminating real opposition parties and indigenous religious institutions, the young found the sound bites, pamphlets, and banned books closer to the truth. As Izzedine, a book seller in the old city of Tunis says: “The banned books of Salafi scholars became highly sought after during the Bourguiba and Ben Ali era”. The famed Tunisian moderateness or wasatiya weakened because of the brutal repression of Tunisian Islamists in the 80s and the 90s. It left the way open for a de-contextualized Salafism.

Waseem’s story is a classic example; thirsty for spiritual fulfillment, he had joined Tabligh Jamaat, one of the world’s largest non-political organizations that proselytised Islam. He soon became profoundly disappointed with the organisation because they discouraged him from studying Islam and politically engaging with the system. Having no indigenous institution to turn to, he took for truth whatever was available as long as it was anti-government and soon embraced the Saudi brand of Islam. However, the election victory by Algerian Islamists in the 90s meant that the regime cracked down on people like him. Before the age of 20 he had been arrested and tortured for attending the congregational dawn prayer.

In a strange quirk of fate he escaped and found refuge in Gaddafi's Libya only to return once Ben Ali had fallen. Ironically, it seems that the rise of Salafism in Tunisia was not because of Saudi petro-dollars but because of a secular dictatorship trying to impose its own values on its people.
 

Graffiti in La Marsa reading 'God is great,' left by rioters. Photograph: Getty Images

Tam Hussein is an award winning writer and journalist specialising in the Middle East. He spent several years in the Middle East and North Africa working as a translator and consultant. Tam also writes for the Huffington Post.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

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Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.