A giant leap forward for Muslim women

World's first female muftis to be appointed next year

While I was in the United Arab Emirates recently, the newspapers were dominated by a single subject -- the inaugural Abu Dhabi Grand Prix. One of the first news items to clear F1 off the front page was a remarkable story which, to my surprise, does not appear to have been picked up anywhere in the British media. And that is that the emirate of Dubai has announced it intends to appoint what, it appears, will be the world's first state-sanctioned female muftis (interpreters or expounders of sharia law) next year.

Justifying the move, the Grand Mufti of Dubai, Dr Ahmed al-Haddad, said:

Evidence points to the fact that women, too, can order acts of virtue and ban acts of vice just like a man can. And of course she can do that only with acquired scholarship and training, which is what female contemporaries of the Prophet have done as well as the women who came after them.

In many Muslim countries women are already involved with the issuing of fatwas, or legal rulings, but frequently these are confined to "female issues". Dr al-Haddad, however, argues that "a woman who is learned and trained in issuing fatwas is not limited in her role to issuing fatwas that relate to women only, but rather she is qualified to issue on matters of worship, jurisprudence, morality and behaviour".

This will be noted particularly in Egypt, where Soad Saleh, professor of comparative jurisprudence at Cairo's famed al-Azhar University, has been campaigning for ten years for a female mufti to be appointed. Long a prominent authority on religion, Saleh says Egypt's Grand Mufti was enthusiastic when she first mentioned it, but that nothing has happened since.

Saleh was careful to make the following point when asked about the cause of the delay: "These are social attitudes that date back a long, long time, which we must not attribute to Islam. Because Islam, which honoured women and gave them all their rights, can never be guilty of them."

This line -- that it is man-made rules that need to change, not religion -- is strengthened by the UAE being the first place where these first muftis will be appointed. For, however true the image of the Emirates as an easygoing boom state may be for expats, it is still a highly traditional society which observes a conservative form of Islam. If Malaysia or Indonesia, for instance, had been the first to train female muftis, the move could have been dismissed as the deviant product of overly (and openly) liberal Muslim elites. Not so in the Arabian Gulf.

If the Grand Mufti of Dubai was accused of being a liberal or a reformist, he would probably be mightily offended and would repudiate such descriptions in the strongest terms. Islam needs no "liberalising" or "reforming", he would say. He is merely clearing away the clutter and accretion of male-dominated tradition and culture.

This is an important pointer for the future, as western critics of Islam tend to assume that women's rights in Muslim countries can only be safeguarded and increased through secular means, by pushing religion aside. But in Islamic states, it is much more likely that women's emancipation will come from within their religion, from enlightened individuals such as Dr al-Haddad.

Those who say this is not enough, or ask why it has taken so long for Islam to accept women in such positions, should perhaps turn their thoughts to the Catholic Church. It has, after all, been around for over 600 years longer than Islam; and it is still nowhere near letting women into the priesthood. The reason for this is that, crucially, Christ's disciples were all men, whereas, as Dr al-Haddad points out, Muslims can look to several examples of women in positions of religious and political authority in and around the time of the Prophet. Let us hope that more, like him, choose to do so.

Sholto Byrnes is a Contributing Editor to the New Statesman
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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.