On the Prophet’s birthday

Who was Muhammad? A review of a new biography.

As today is the Prophet Muhammad's birthday, it seems a propitious time to bring to your attention a new book, Jesus and Muhammad: Parallel Tracks, Parallel Lives, by the American academic F E Peters and published by Oxford University Press this month.

Peters's purpose is not to examine the theological issues frequently aired in connection to the religions founded by his subjects, but to look at what we know about the two men: an enterprise sometimes undertaken with wariness. For, as he writes:

The Jesus quest has become not a path but a crowded highway, while the search for the historical Muhammad has been transformed for some into a dangerous passage, not because it is crowded but by reason of certain outraged bystanders who resent any traffic along this particular road.

He starts with an openly declared scepticism, describing the siras, or early biographies of Muhammad, as being "as openly tendentious as the Gospels". But his target is not faith, more to discover what kind of "demonstrated knowledge" can be discerned, a venture that he argues both flocks could benefit from, given that mutual misinformation has been a difficulty from the moment of their first interaction, when what the two religions had in common, not their differences, caused the problem. As Peters puts it: "At first appearance Islam appeared to Christians too similar to their own faith to be a species of the familiar paganism. Islam looked and sounded like a Christian heresy."

From a historian's point of view, much is absent. "We have no baptismal records from 1st-century Judaea or the 7th-century Hijaz, no marriage registers or tax receipts." The literary accounts are plentiful, but frequently contradictory, disputed or displaying evidence of changes that sit uneasily with claims to immutability. Peters runs through what will be by now, to many, the familiar tales of the Apocryphal and Gnostic Gospels – of Thomas, Judas, etc – and of the mysterious source material "Q" that supposedly informs both the gospels of Matthew and Luke.

With Muhammad, he faces a different task. Though he says "there is an almost universal consensus that the Quran is authentic", he notes that "of Mecca and the Meccans, even of Muhammad, we are told very little. It is not what the Quran is about." And Peters is not all that impressed with what has for centuries been presented as truth. If Jesus was about 30 when he began his ministry, he writes, Muhammad was "likely about the same age, though the Muslim tradition makes him, without good reason, 40". He adds later, exasperated with the dates ascribed to the Prophet's birth and career, "we throw up our hands at the chronology".

Throughout the study, Peters casts doubt on many of the stories accepted by believers about both Jesus and Muhammad, such as those in which they are recognised in childhood as showing early signs of their exceptional roles. "Both may have been good young men; it is unlikely that either had a light over his head."

What he does not do, however, is engage in the type of debunking that some might hope to find. Here it is relevant to turn more to Muhammad than to Jesus, for while many non-believers are content to accept Jesus as a teacher with an attractively pacific and redistributive message, Muhammad has often been the object of far more malign judgements. Peters, however, dismisses them in turn. "The question of Muhammad's illiteracy is irrelevant," he writes in connection with the language of the Quran (bear in mind that he does not regard its divine provenance as "demonstrated knowledge"). "Most oral poets, and certainly the best, have been illiterate."

The issue that is most often seized upon, however, and done so in a manner that its proponents must know is gratuitously offensive, concerns the youthfulness of the Prophet's wife, Aisha. As Peters deals with this in such an admirably matter-of-fact way (and brings in the parallel with Jesus's mother, Mary, which critics of Islam neglect to get so worked up about), I am going to quote the passage in full.

They were betrothed at Mecca when she was six and the union was consummated at Medina when she was nine. Modern critics are here more bothered by the girl's age than were their medieval predecessors and far more than the Muslim reporters, who were not bothered at all. In many societies marriages can be contracted – for that is what they are, contracts – at any time by the principals' agents, and desirable spouses of either gender are spoken for early, sometimes, with royalty, in the womb. And in many societies, too, the age of puberty is the de facto age of consent. Aisha we assume reached puberty, not altogether unusually, at nine, just as we assume that Jesus' mother Mary was perhaps about twelve – betrothed at ten? – when her pregnancy was announced.

In this and in general, Peters is clear-eyed about the need to see both his subjects in the context of their time. With Jesus, this, on the surface, may appear less of a point of contention – but it is necessary all the same; otherwise his declaration "Render unto Caesar what belongs to Caesar, and to God what belongs to God" could seem merely to be a crafty and rather cowardly get-out rather than a foundational statement for the doctrine of the separation of church and state.

With Muhammad, it is more urgent lest he be seen as what Peters calls "the devil of Christian polemic", a successor version of which has been enthusiastically propagated by Islam's critics today. Peters's assessment is quite different, though it will come as no surprise to those who have read objective biographies before. "Politically Muhammad was relentless, even ruthless: pragmatic rather than an ideologue . . . possessed of piety but the very antithesis of pious; famously uxorious yet married, monogamously, to the same woman for 24 years . . . excessive in little besides energy and profound conviction; and generous, always generous."

This is not quite the picture some have in mind. It may be too much to hope for, but those of violent words on both sides of the argument when it comes to Islam could benefit from reading this thorough, concise and often amusingly wry book. After all, there is precious little pragmatism, still less generosity, in that debate.

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.