Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

Jacob laid his head upon a stone while he slept (Gen. 28:11). The use of a hard object as a pillow recalls carved wooden pillows known from Egypt. Michal used an article made of goat hair to disguise an idol as a sleeping person (1 Sam. 19:13). Although in 1 Sam. 19:13 some versions translate the Hebrew word kebir as “pillow,” it probably refers to a net over the head of a sleeping person. Some older English translations use “pillow” to render a Hebrew word (mera’ashah) that probably refers simply to the place where the head is laid (1 Sam. 26:7; 1 Kings 19:6). Other obscure passages perhaps refer to pillows (Prov. 7:16; Amos 3:12).

Jesus slept on a pillow or cushion in a boat (Mark 4:38). Elsewhere, the Gospels state that he did not have a “place to lay his head” (Matt. 8:20; Luke 9:58). See also Bed.

Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

The human body has its origin in the act of creation by God depicted in Gen. 2:7, so that it comes under the heading of the “very good” evaluation at the close of the six days of creation (1:31). In neither the OT nor the NT is the body viewed as evil, in contrast to the ancient Greek view that saw the human body as a prison of the soul and viewed death as a release from this bondage. This contributes to the Bible’s positive view of human sexuality when properly expressed in a committed marriage relationship, one notable example being the mutual admiration of the man and the woman who are deeply in love in Song of Songs, where we find a head-to-toe description of the man’s physique (5:10–16) and a corresponding description of the woman’s body (7:1–8).

Old Testament. In the OT, death is regularly described as a returning of the body to the dust/ground from which it was made (e.g., Gen. 3:19; Ps. 90:3). The dignity of the human body is signaled by the importance of proper burial (Deut. 21:22–23), which is a cultic rather than a health regulation in the OT. The outrage committed by the Philistines on the bodies of Saul and his sons (1 Sam. 31), the deliberate desecration of tombs (2 Kings 23:16; Amos 2:1), and leaving an enemy unburied are ways of expressing utter contempt. The ensuring of proper burial (even of strangers) becomes a mark of Jewish piety, as exemplified in Tob. 2:1–10; 12:11–15.

The Hebrew word nepesh (often translated “soul”) can be used of a dead body (e.g., Lev. 21:11; Num. 6:6; 19:13; Hag. 2:13), though this word has a wide range of meaning (sometimes it means “throat”). This usage is not to be taken as signifying that the soul/body distinction is not recognized. On the contrary, in OT teaching “body” (whatever the Hebrew word used) always refers to the physical body, not to the whole human person that is bipartite (body/soul) within an overall psychophysical unity. The reference in Mic. 6:7 (NIV: “the fruit of my body”) is really to the “womb” (cf. Deut. 28:4), and the Hebrew word in question, beten, can refer to a male body insofar as it is involved in procreation (Ps. 132:11).

New Testament. Hebrews insists on the real humanity of Jesus (2:14–18), and the Gospels portray him as having the normal physical requirements of drink, food, and sleep (Mark 4:38; John 4:7–8). To deny that Jesus Christ came “in the flesh” strikes at the heart of the gospel and is the spirit of the antichrist (1 John 4:2–3). For atonement to take place, it was required that Jesus offer himself body and soul to God through death (Heb. 10:5–10, 20). At the Last Supper, when Jesus said, “This is my body” (Matt. 26:26), his meaning was that the bread represented his body, which would be offered on the cross as the sacrifice that makes possible the inauguration of the new covenant (cf. Exod. 24:1–8).

The bodily resurrection of Jesus is evidenced by the empty tomb (Mark 16:4–6) and the appearance of the risen Christ to his followers (e.g., Luke 24:36–43; see the list of witnesses in 1 Cor. 15:5–8). This is a fundamental point of Christian doctrine and gospel proclamation, providing assurance to believers that they too will be physically raised from the dead (1 Cor. 15:42–52), a belief found already in the OT (Dan. 12:2). Salvation in the Bible embraces the redemption of the body and the renewal of the physical creation. At the time of Christ’s return, believers will be raised from their graves and meet their returning Lord (1 Thess. 4:13–18).

In what is acknowledged by all to be a difficult passage (2 Cor. 5:1–9), Paul appears to envisage that at the point of death he will not become a disembodied soul but instead will “be clothed with [his] heavenly dwelling” (5:4). The expression “away from the body” (5:8) is not to be taken as an indication of bodiless existence, but rather is explained by “at home with the Lord” and refers to the believer’s state upon leaving this earthly life. The nature of the “spiritual body” in 1 Cor. 15:35–49 is only hinted at by means of analogies (e.g., the seed) or contrasts (between the “perishable” and the “imperishable”), but its physicality (though gloriously transformed) is plain. Perhaps our clearest indication is provided by what we are told of the resurrection body of Jesus, which could pass through grave clothes (Luke 24:12; John 20:5–7), appear and disappear in a closed room (Luke 24:31, 36), and ingest food and be touched (Luke 24:37–43).

Paul made use the “body” analogy for the character of the church as the “body of Christ” (1 Cor. 12:12–26), viewing it as an organism consisting of different, mutually dependent members or organs. This teaching was designed to rebuke and correct the self-glorifying and self-serving use and abuse of spiritual gifts in the Corinthian church. So too, the reality of the Christian community as a “body” (1 Cor. 10:17; 11:29) showed that their uncaring attitude toward each other manifested at their suppers was totally inappropriate. In the same letter Paul says that the believer’s “body” is united to Christ, making sexual immorality a thing to be shunned (6:12–20). Believers are to glorify God in their bodies. The analogy of the body is used a little differently in Ephesians (1:23; 2:16) and Colossians (1:18, 24), where its point is that Christ is the “head” of the body (the church), which therefore must submit to his direction and rule. Believers are to pre­sent their “bodies” as a living sacrifice, serving the master who redeemed them (Rom. 12:1). The verse that follows gives the other side to the equation: serving God with the mind (12:2). Body and mind together make up the complete human being, who is a psychosomatic unity. See also Gestures.

In the Bible chaos primarily refers to an opposite condition to the orderliness of the creation or a mythical force often represented by the sea or the sea monster(s) (translated as “dragon,” “Leviathan,” or “Rahab”). The two related ideas are based on the creation accounts recorded in Gen. 1–2 and other places.

Old Testament. In Gen. 1:2 chaos is the state of darkness and desolation (note the phrase “formless and empty” [Heb. tohu wabohu], which probably refers to the state of desolation of water with nothing in it; cf. Isa. 34:11; 45:18). The rest of the chapter describes how God in his absolute sovereignty and power—only with his words—creates order in place of the chaos. God brings light to the darkness, separates the land from the sea, and provides the land with abundance. The portrayal of the garden of Eden (2:4–14) further describes God’s provision of orderliness, fertility, eternal life, and harmony in the original creation.

Although the Genesis account does not directly mention any mythical elements (i.e., the primordial combat between the sea and the prime god), other passages describe creation as the event in which God calmed the raging sea and killed the sea monsters (Pss. 74:12–17; 89:9–12; Job 26:7–14). Still, nowhere are the chaotic forces presented as an independent power that constantly challenges God’s sovereignty. Rather, God always does whatever he pleases with them, lifting up the waves of the sea (Ps. 107:25; Jer. 31:35; cf. Ps. 146:6) and uncovering Death and Destruction (Job 26:6). Isaiah alludes to God’s slaying of the chaotic sea creature not only as the past event (51:9), but also as the promise to be realized in the day of the Lord (27:1).

In Genesis, God’s judgment is frequently described by means of the chaos motif, as a pre­creation condition reversed—for example, loss of harmony, fruitfulness, and eternal life (Gen. 3:15–24), return of the waters over the land (Gen. 7–8), loss of communication (11:7–9), and desolation of the fruitful land (19:23–28; cf. 13:10).

The chaos motif also plays an important role in the prophetic descriptions of God’s judgment against his people and against the foreign nations. Noteworthy is Jer. 4:23–26, which depicts God’s judgment upon his people in terms of chaos’s return—that is, the condition of “formless and empty,” without light, creatures, or fruitful land (cf. Hos. 4:3). In Isa. 34:11 God’s judgment upon Edom is expressed with the characteristic phrase in Gen. 1:2: “God will stretch out over Edom the measuring line of chaos [tohu, ‘formless’] and the plumb line of desolation [bohu, ‘empty’].” In other places Isaiah frequently employs the imageries of desolation (5:6; 7:23–25; 13:19–22; 24:1–13; 34:8–17), darkness (5:30; 8:22; 13:10), and flood (8:7–8).

New Testament. The concept of chaos developed in the OT provides an important background for understanding the NT. The Gospel writers use the chaos motif in describing Jesus’ person and work—for example, as light in the darkness (John 1:4–9; 3:19), as provider of abundance and eternal life (John 3:16; 4:14; 5:51; 6:1–15), and as the sovereign ruler of the chaotic sea, who walks on the water (Matt. 14:22–36; Mark 6:47–55; John 6:16–21) and calms the stormy sea with his words (Matt. 8:23–27; Mark 4:35–41; Luke 8:22–25). Jesus’ resurrection is his ultimate demonstration of his reign over death (cf. 1 Cor. 15).

Paul further uses the chaos motif to describe the life of sinners or the sinful world. The identity of believers is changed from “darkness” to “light” or “children of light,” who now must shine the light in the world (Eph. 5:8; cf. Matt. 5:15–16; Phil. 2:15).

In the book of Revelation the ultimate restoration of the perfect creation order is presented, making allusions to the OT mythical descriptions of the chaotic forces (e.g., Satan as the dragon [12:15–16], Death and Hades as the underground forces [20:13–14]). Particularly, the new Jerusalem is the place of no sea or darkness or death (21:1, 4, 23–25) but of fruitfulness and eternal life (22:1–2).

The founder of what became known as the movement of Jesus followers or Christianity. For Christian believers, Jesus Christ embodies the personal and supernatural intervention of God in human history.

Introduction

Name. Early Christians combined the name “Jesus” with the title “Christ” (Acts 5:42; NIV: “Messiah”). The name “Jesus,” from the Hebrew Yehoshua or Yeshua, was a common male name in first-century Judaism. The title “Christ” is from the Greek christos, a translation of the Hebrew mashiakh (“anointed one, messiah”). Christians eventually were named after Jesus’ title (Acts 11:26). During the ministry of Jesus, Peter was the first disciple to recognize Jesus as the Messiah (Matt. 16:16; Mark 9:29; Luke 9:20).

Sources. From the viewpoint of Christianity, the life and ministry of Jesus constitute the turning point in human history. From a historical perspective, ample early source materials would be expected. Indeed, both Christian and non-Christian first-century and early second-century literary sources are extant, but they are few in number. In part, this low incidence is due to society’s initial resistance to the Jesus followers’ movement. The ancient Roman historian Tacitus called Christianity “a superstition,” since its beliefs did not fit with the culture’s prevailing worldview and thus were considered antisocial. Early literary sources therefore are either in-group documents or allusions in non-Christian sources.

The NT Gospels are the principal sources for the life and ministry of Jesus. They consist of Matthew, Mark, Luke (the Synoptic Gospels), and John. Most scholars adhere to the so-called Four Source Hypothesis. In this theory, Mark was written first and was used as a source by Matthew and Luke, who also used the sayings source Q (from German Quelle, meaning “source”) as well as their own individual sources M (Matthew) and L (Luke). John used additional sources.

The early church tried to put together singular accounts, so-called Gospel harmonies, of the life of Jesus. The Gospel of the Ebionites represents one such attempt based on the Synoptic Gospels. Another harmony, the Diatessaron, based on all four Gospels, was produced around AD 170 by Tatian. Additional source materials concerning the life of Christ are provided in the NT in texts such as Acts, the Pauline Epistles, the General Epistles, and the Revelation of John. Paul wrote to the Galatians, “But when the time had fully come, God sent his Son, born of a woman, born under law” (Gal. 4:4). The first narrative about Jesus by the Christian community was a passion narrative, the account of his death and resurrection. The first extant references to this tradition are found in Paul’s letters (1 Cor. 2:2; Gal. 3:1). The resurrection was recognized from the beginning as the cornerstone of the Christian faith (1 Cor. 15:13–14).

Among non-Christian sources, the earliest reference to Jesus is found in a letter written circa AD 112 by Pliny the Younger, the Roman governor of Bithynia-Pontus (Ep. 10.96). The Roman historian Tacitus mentions Christians and Jesus around AD 115 in his famous work about the history of Rome (Ann. 15.44). Another Roman historian, Suetonius, wrote around the same time concerning unrest among the Jews in Rome because of a certain “Chrestos” (Claud. 25.4). Some scholars conclude that “Chrestos” is a misspelling of “Christos,” a reference to Jesus.

The Jewish author Josephus (first century AD) mentions Jesus in a story about the Jewish high priest Ananus and James the brother of Jesus (Ant. 20.200). A controversial reference to Jesus appears in a different part of the same work, where Josephus affirms that Jesus is the Messiah and that he rose from the dead (Ant. 18.63–64). The majority of scholars consider this passage to be authentic but heavily edited by later Christian copyists. Another Jewish source, the Talmud, also mentions Jesus in several places, but these references are very late and of little historical value.

Noncanonical Gospels that mention Jesus include, for example, the Infancy Gospel of Thomas, the Gospel of Thomas, the Gospel of Peter, the Gospel of James, the Gospel of Judas Iscariot, the Gospel of the Hebrews, the Egerton Gospel, and the Gospel of Judas. Although some of these may contain an occasional authentic saying or event, for the most part they are late and unreliable.

Jesus’ Life

Birth and childhood. The Gospels of Matthew and Luke record Jesus’ birth in Bethlehem during the reign of Herod the Great (Matt. 2:1; Luke 2:4, 11). Jesus was probably born between 6 and 4 BC, shortly before Herod’s death (Matt. 2:19). Both Matthew and Luke record the miracle of a virginal conception made possible by the Holy Spirit (Matt. 1:18; Luke 1:35). Luke mentions a census under the Syrian governor Quirinius that was responsible for Jesus’ birth taking place in Bethlehem (2:1–5). Both the census and the governorship at the time of the birth of Jesus have been questioned by scholars. Unfortunately, there is not enough extrabiblical evidence to either confirm or disprove these events, so their veracity must be determined on the basis of one’s view regarding the general reliability of the Gospel tradition.

On the eighth day after his birth, Jesus was circumcised, in keeping with the Jewish law, at which time he officially was named “Jesus” (Luke 2:21). He spent his growing years in Nazareth, in the home of his parents, Joseph and Mary (2:40). Of the NT Gospels, the Gospel of Luke contains the only brief portrayal of Jesus’ growth in strength, wisdom, and favor with God and people (2:40, 52). Luke also contains the only account of Jesus as a young boy (2:41–49).

Jesus was born in a lower socioeconomic setting. His parents offered a temple sacrifice appropriate for those who could not afford to sacrifice a sheep (Luke 2:22–24; cf. Lev. 12:8). Joseph, Jesus’ earthly father, was a carpenter or an artisan in wood, stone, or metal (Matt. 13:55). From a geographical perspective, Nazareth was not a prominent place for settling, since it lacked fertile ground. Jesus’ disciple Nathanael expressed an apparently common first-century sentiment concerning Nazareth: “Nazareth! Can anything good come from there?” (John 1:46).

Jesus was also born in a context of scandal. Questions of illegitimacy were surely raised, since his mother Mary was discovered to be pregnant before her marriage to Joseph. According to Matthew, only the intervention of an angel convinced Joseph not to break his betrothal (Matt. 1:18–24). Jesus’ birth took place in Bethlehem, far from his parents’ home in Nazareth. According to kinship hospitality customs, Joseph and Mary would have expected to stay with distant relatives in Bethlehem. It is likely that they were unwelcome because of Jesus’ status as an illegitimate child; thus Mary had to give birth elsewhere and place the infant Jesus in a feeding trough (Luke 2:7). A similar response was seen years later in Nazareth when Jesus was identified as “Mary’s son” (Mark 6:3) rather than through his paternal line, thereby shaming him as one who was born an illegitimate child. Jesus was likewise rejected at the end of his life as the crowds cried, “Crucify him!” (Matt. 27:22–23; Mark 15:13–14; Luke 23:21; John 19:6, 15). When Jesus was arrested, most of his followers fled (Matt. 26:56; Mark 14:50–52), and a core disciple, Peter, vehemently denied knowing him (Matt. 26:69–74; Mark 14:66–71; Luke 22:55–60; John 18:15–17, 25–27). His own siblings did not believe in him (John 7:5) and were evidently ashamed of his fate, since from the cross Jesus placed the care of his mother into the hands of “the disciple whom he loved” (19:26–27) rather than the next brother in line, as was customary.

Baptism, temptation, and start of ministry. After Jesus was baptized by the prophet John the Baptist (Luke 3:21–22), God affirmed his pleasure with him by referring to him as his Son, whom he loved (Matt. 3:17; Mark 1:11; Luke 3:22). Jesus’ baptism did not launch him into fame and instant ministry success; instead, Jesus was led by the Spirit into the wilderness, where he was tempted for forty days (Matt. 4:1–11; Mark 1:12–13; Luke 4:1–13). Mark stresses that the temptations immediately followed the baptism. Matthew and Luke identify three specific temptations by the devil, though their order for the last two is reversed. Both Matthew and Luke agree that Jesus was tempted to turn stones into bread, expect divine intervention after jumping off the temple portico, and receive all the world’s kingdoms for worshiping the devil. Jesus resisted all temptation, quoting Scripture in response.

Matthew and Mark record that Jesus began his ministry in Capernaum in Galilee, after the arrest of John the Baptist (Matt. 4:12–13; Mark 1:14). Luke says that Jesus started his ministry at about thirty years of age (3:23). This may be meant to indicate full maturity or perhaps correlate this age with the onset of the service of the Levites in the temple (cf. Num. 4:3). John narrates the beginning of Jesus’ ministry by focusing on the calling of the disciples and the sign performed at a wedding at Cana (1:35–2:11).

Jesus’ public ministry: chronology. Jesus’ ministry started in Galilee, probably around AD 27/28, and ended with his death around AD 30 in Jerusalem. The temple had been forty-six years in construction (generally interpreted as the temple itself and the wider temple complex) when Jesus drove out the money changers (John 2:20). According to Josephus, the rebuilding and expansion of the second temple had started in 20/19 BC, during the eighteenth year of Herod’s reign (Ant. 15.380). The ministry of John the Baptist had commenced in the fifteenth year of Tiberius (Luke 3:1–2), who had become a coregent in AD 11/12. From these dates of the start of the temple building and the correlation of the reign of Tiberius to John the Baptist’s ministry, the onset of Jesus’ ministry can probably be dated to AD 27/28.

The Gospel of John mentions three Passovers and another unnamed feast in John 5:1. The length of Jesus’ ministry thus extended over three or four Passovers, equaling about three or three and a half years. Passover, which took place on the fifteenth of Nisan, came on a Friday in AD 30 and 33. The year of Jesus’ death was therefore probably AD 30.

Jesus’ ministry years may be divided broadly into his Galilean and his Judean ministries. The Synoptic Gospels describe the ministry in Galilee from various angles but converge again as Jesus enters Judea.

Galilean ministry. The early stages of Jesus’ ministry centered in and around Galilee. Jesus presented the good news and proclaimed that the kingdom of God was near. Matthew focuses on the fulfillment of prophecy (Matt. 4:13–17). Luke records Jesus’ first teaching in his hometown, Nazareth, as paradigmatic (Luke 4:16–30); the text that Jesus quoted, Isa. 61:1–2, set the stage for his calling to serve and revealed a trajectory of rejection and suffering.

All Gospels record Jesus’ gathering of disciples early in his Galilean ministry (Matt. 4:18–22; Mark 1:16–20; Luke 5:1–11; John 1:35–51). The formal call and commissioning of the Twelve who would become Jesus’ closest followers is recorded in different parts of the Gospels (Matt. 10:1–4; Mark 3:13–19; Luke 6:12–16). A key event in the early ministry is the Sermon on the Mount/Plain (Matt. 5:1–7:29; Luke 6:20–49). John focuses on Jesus’ signs and miracles, in particular in the early parts of his ministry, whereas the Synoptics focus on healings and exorcisms.

During Jesus’ Galilean ministry, onlookers struggled with his identity. However, evil spirits knew him to be of supreme authority (Mark 3:11). Jesus was criticized by outsiders and by his own family (3:21). The scribes from Jerusalem identified him as a partner of Beelzebul (3:22). Amid these situations of social conflict, Jesus told parables that couched his ministry in the context of a growing kingdom of God. This kingdom would miraculously spring from humble beginnings (4:1–32).

The Synoptics present Jesus’ early Galilean ministry as successful. No challenge or ministry need superseded Jesus’ authority or ability: he calmed a storm (Mark 4:35–39), exorcized many demons (Mark 5:1–13), raised the dead (Mark 5:35–42), fed five thousand (Mark 6:30–44), and walked on water (Mark 6:48–49).

In the later part of his ministry in Galilee, Jesus often withdrew and traveled to the north and the east. The Gospel narratives are not written with a focus on chronology. However, only brief returns to Galilee appear to have taken place prior to Jesus’ journey to Jerusalem. As people followed Jesus, faith was praised and fear resolved. Jerusalem’s religious leaders traveled to Galilee, where they leveled accusations and charged Jesus’ disciples with lacking ritual purity (Mark 7:1–5). Jesus shamed the Pharisees by pointing out their dishonorable treatment of parents (7:11–13). The Pharisees challenged his legitimacy by demanding a sign (8:11). Jesus refused them signs but agreed with Peter, who confessed, “You are the Messiah” (8:29). Jesus did provide the disciples a sign: his transfiguration (9:2–8).

Jesus withdrew from Galilee to Tyre and Sidon, where a Syrophoenician woman requested healing for her daughter. Jesus replied, “I was sent only to the lost sheep of Israel” (Matt. 15:24). Galileans had long resented the Syrian provincial leadership partiality that allotted governmental funds in ways that made the Jews receive mere “crumbs.” Consequently, when the woman replied, “Even the dogs eat the crumbs that fall from their master’s table,” Jesus applauded her faith (Matt. 15:27–28). Healing a deaf-mute man in the Decapolis provided another example of Jesus’ ministry in Gentile territory (Mark 7:31–37). Peter’s confession of Jesus as the Christ took place during Jesus’ travel to Caesarea Philippi, a well-known Gentile territory. The city was the ancient center of worship of the Hellenistic god Pan.

Judean ministry. Luke records a geographic turning point in Jesus’ ministry as he resolutely set out for Jerusalem, a direction that eventually led to his death (Luke 9:51). Luke divides the journey to Jerusalem into three phases (9:51–13:21; 13:22–17:10; 17:11–19:27). The opening verses of phase one emphasize a prophetic element of the journey. Jesus viewed his ministry in Jerusalem as his mission, and the demands on discipleship intensified as Jesus approached Jerusalem (Matt. 20:17–19, 26–28; Mark 10:38–39, 43–45; Luke 14:25–35). Luke presents the second phase of the journey toward Jerusalem with a focus on conversations regarding salvation and judgment (Luke 13:22–30). In the third and final phase of the journey, the advent of the kingdom and the final judgment are the main themes (17:20–37; 19:11–27).

Social conflicts with religious leaders increased throughout Jesus’ ministry. These conflicts led to lively challenge-riposte interactions concerning the Pharisaic schools of Shammai and Hillel (Matt. 19:1–12; Mark 10:1–12). Likewise, socioeconomic feathers were ruffled as Jesus welcomed young children, who had little value in society (Matt. 19:13–15; Mark 10:13–16; Luke 18:15–17).

Passion Week, death, and resurrection. Each of the Gospels records Jesus’ entry into Jerusalem with the crowds extending him a royal welcome (Matt. 21:4–9; Mark 11:7–10; Luke 19:35–38; John 12:12–15). Luke describes Jesus’ ministry in Jerusalem as a time during which Jesus taught in the temple as Israel’s Messiah (19:45–21:38).

In Jerusalem, Jesus cleansed the temple of profiteering (Mark 11:15–17). Mark describes the religious leaders as fearing Jesus because the whole crowd was amazed at his teaching, and so they “began looking for a way to kill him” (11:18). Dismayed, each segment of Jerusalem’s temple leadership inquired about Jesus’ authority (11:27–33). Jesus replied with cunning questions (12:16, 35–36), stories (12:1–12), denunciation (12:38–44), and a prediction of Jerusalem’s own destruction (13:1–31). One of Jesus’ own disciples, Judas Iscariot, provided the temple leaders the opportunity for Jesus’ arrest (14:10–11).

At the Last Supper, Jesus instituted a new Passover, defining a new covenant grounded in his sufferings (Matt. 26:17–18, 26–29; Mark 14:16–25; Luke 22:14–20). He again warned the disciples of his betrayal and arrest (Matt. 26:21–25, 31; Mark 14:27–31; Luke 22:21–23; John 13:21–30), and later he prayed for the disciples (John 17:1–26) and prayed in agony and submissiveness in the garden of Gethsemane (Matt. 26:36–42; Mark 14:32–42; Luke 22:39–42). His arrest, trial, crucifixion, death, and resurrection followed (Matt. 26:46–28:15; Mark 14:43–16:8; Luke 22:47–24:9; John 18:1–20:18). Jesus finally commissioned his disciples to continue his mission by making disciples of all the nations (Matt. 28:18–20; Acts 1:8) and ascended to heaven with the promise that he will one day return (Luke 24:50–53; Acts 1:9–11).

The Identity of Jesus Christ

Various aspects of Jesus’ identity are stressed in the four NT Gospels, depending on their target audiences. In the Gospels the witnesses to Jesus’ ministry are portrayed as constantly questioning and examining his identity (Matt. 11:2–5; 12:24; 26:63; 27:11; Mark 3:22; 8:11; 11:28; 14:61; Luke 7:18–20; 11:15; 22:67, 70; 23:39; John 7:20, 25–27; 18:37). Only beings of the spiritual realm are certain of his divinity (Mark 1:34; 3:11; Luke 4:41). At Jesus’ baptism, God referred to him as his Son, whom he loved (Matt. 3:17; Mark 1:11; Luke 3:22). Likewise, when Jesus was transfigured in the presence of Peter, James, and John, a voice affirmed, “This is my Son, whom I love” (Matt. 17:5; Mark 9:7). At the moment of his death, the questioning of Jesus’ identity culminated in a confession by a Roman centurion and other guards: “Surely he was the Son of God!” (Matt. 27:54; cf. Mark 15:39).

Miracle worker. In the first-century setting, folk healers and miracle workers were part of the fabric of society. Jesus, however, performed signs and miracles in order to demonstrate the authority of the kingdom of God over various realms: disease, illness, the spiritual world, nature, and even future events. Especially in the Gospel of John, Jesus’ signs and miracles are used to show his authority and thus his identity.

No challenge superseded Jesus’ authority. Among his ample miracles and signs, he changed water into wine (John 2:7–9), calmed a storm in the sea (Matt. 8:23–27; Mark 4:35–39; Luke 8:22–25), exorcized demons (Matt. 9:32–34; Mark 5:1–13; Luke 9:42–43), healed the sick (Mark 1:40–44), raised the dead (Matt. 9:23–25; Mark 5:35–42; Luke 7:1–16; 8:49–54; John 11:17, 38–44), performed miraculous feedings (Matt. 14:17–21; 15:34–38; Mark 6:30–44; 8:5–9; Luke 9:10–17; John 6:8–13), and walked on water (Matt. 14:25–26; Mark 6:48–49; John 6:19).

The Pharisees requested miracles as evidence of his authority (Mark 8:11–12). Jesus refused, claiming that a wicked and adulterous generation asks for a miraculous sign (Matt. 12:38–39; 16:1–4). The only sign that he would give was the sign of Jonah—his death and resurrection three days later—a personal sacrifice, taking upon himself the judgment of the world (Matt. 12:39–41).

Rabbi/teacher. Jesus’ teaching style was similar to other first-century rabbis or Pharisees (Mark 9:5; 10:51; John 1:38; 3:2). What distinguished him was that he spoke with great personal authority (Matt. 5:22, 28, 32, 39, 44; Mark 1:22). Like other rabbis of his day, Jesus gathered disciples. He called these men to observe his lifestyle and to join him in his ministry of teaching, healing, and exorcism (Matt. 10:1–4; Mark 3:13–19; Luke 6:12–16).

Jesus used a variety of teaching methods. He frequently spoke in parables (Matt. 6:24; 13:24–52; 18:10–14, 23–35; 21:28–22:14; 24:32–36, 45–51; 25:14–30; Mark 4:1–34; 12:1–12; 13:28–34; Luke 8:4–18; 12:41–46; 13:18–21; 14:15–24; 15:1–16:15, 19–31; 18:1–14; 19:11–27; 20:9–19; 21:29–33), used figures of speech (John 10:9), hyperbole (Matt. 19:24; Mark 10:25; Luke 18:25), argumentation (Matt. 26:11), object lessons (Matt. 24:32), frequent repetition (Matt. 13:44–47; Luke 13:18–21), practical examples, and personal guidance.

Major themes in Jesus’ teaching include the kingdom of God, the cost of discipleship, internal righteousness, the end of the age, his identity, his mission, and his approaching death. In his teachings, observance of Torah was given new context and meaning because God’s kingdom had “come near” (Matt. 3:2). Jesus had come to fulfill the law (Matt. 5:17).

Jesus’ teaching ministry often took place amid social conflict. These conflicts were couched in so-called challenge-riposte interactions in which the honor status of those involved was at stake. Jesus used these interactions as teachable moments. When questioned, Jesus gave replies that reveal omniscience or intimate knowledge of God’s will, especially in the Gospel of John. In the Synoptic Gospels, Jesus’ answers are both ethical and practical in nature. The Synoptics portray Jesus as challenged repeatedly with accusations of violating customs specified in the Jewish law. Jesus’ answers to such accusations often echoed the essence of 1 Sam. 15:22, “To obey is better than sacrifice,” phrased by Jesus as “I desire mercy, not sacrifice” (Matt. 9:13; 12:7). An overall “better than” ethic was common in Jesus’ public teaching.

The Sermon on the Mount (Matt. 5–7) contains a “better than” ethic in which internal obedience is better than mere outward obedience. For example, Jesus said that anger without cause is equal to murder (Matt. 5:21–22), that looking at a woman lustfully amounts to adultery (Matt. 5:28), and that instead of revenging wrongs one must reciprocate with love (Matt. 5:38–48). Jesus valued compassion above traditions and customs, even those contained within the OT law. He desired internal obedience above the letter of the law.

Jesus’ teachings found their authority in the reality of God’s imminent kingdom (Matt. 3:2; 10:7; Mark 1:15; Luke 10:9), necessitating repentance (Matt. 3:2), belief (Mark 1:15), dependence (Matt. 18:3–5; Mark 10:15), and loyalty to a new community—the family of Jesus followers (Mark 3:34; 10:29–30). Jesus urged, “Seek first [God’s] kingdom and his righteousness” (Matt. 6:33). Preaching with such urgency was common among prophetic teachers of the intertestamental period. Jesus, however, had his own grounds for urgency. He held that God deeply valued all humans (Matt. 10:31) and would bring judgment swiftly (Matt. 25:31–46).

Examples of a “greater good” ethic in the Synoptics include the occasions when Jesus ate with sinners (Mark 2:16–17). Jesus used an aphorism in response to accusations about his associations with sinners, saying, “It is not the healthy who need a doctor, but the sick. I have not come to call the righteous, but sinners” (Mark 2:17). He advocated harvesting and healing on the Sabbath (Mark 2:23–28; 3:1–6), and when he was accused of breaking the law, he pointed to an OT exception (1 Sam. 21:1–6) to declare compassion appropriate for the Sabbath. Jesus also applied the “greater good” ethic in the case of divorce, since women suffered the societal stigma of adultery and commonly became outcasts following divorce (Matt. 19:8–9; Mark 10:5–9).

Jesus’ kingdom teachings were simultaneously spiritual, ethical, and eschatological in application. The teachings were aimed at internal transformation (Matt. 5:3–9; 18:3; Mark 10:15) and spurring on love (Matt. 5:44; 7:21). The Spirit of the Lord had called Jesus to bless the hurting ones as they aspired to a godly character. Jesus taught, “Be perfect, therefore, as your heavenly Father is perfect” (Matt. 5:48), and “Be merciful, just as your Father is merciful” (Luke 6:36). The “blessed” ones in Jesus’ teachings are poor of spirit, peace driven, mournful, and hungry for righteousness, consumed with emulating godly character.

Some scholars believe that Jesus promoted an “interim ethic” for the kingdom, intended only for a short period prior to the end of time. However, he was explicit regarding the longevity of his teachings: “Heaven and earth will pass away, but my words will never pass away” (Matt. 24:35; Luke 16:17).

Messiah. The concept of an anointed one, a messiah, who would restore the glories of David’s kingdom and bring political stability was common in Jewish expectation. Both before and after the Babylonian captivity, many Jews longed for one who would bring peace and protection. Israel’s prophets had spoken of a coming deliverer, one who would restore David’s kingdom and reign in justice and righteousness (2 Sam. 7:11–16; Isa. 9:1–7; 11:1–16; Jer. 23:5–6; 33:15–16; Ezek. 37:25; Dan. 2:44; Mic. 5:2; Zech. 9:9). Isaiah’s description of the servant (Isa. 53) whose suffering healed the nation provided a slightly different angle of expectation in terms of a deliverer.

Jesus’ authority and popularity as a miracle worker called up messianic images in first-century Jewish minds. On several occasions hearers called him “Son of David,” hoping for the Messiah (Matt. 12:23; 21:9). Simon Peter was the first follower who confessed Jesus as the Christ, the “Messiah” (Matt. 16:16; Mark 8:29). In line with Isaiah’s model of the Suffering Servant, Jesus focused not on political ends but rather on spiritual regeneration through his own sacrificial death (Mark 10:45).

Eschatological prophet. Many scholars claim that Jesus is best understood as a Jewish apocalypticist, an eschatological prophet who expected God to intervene in history, destroy the wicked, and bring in the kingdom of God. Central in this understanding are Jesus’ prophecies concerning the destruction of the temple in Jerusalem (Matt. 24:1–2, 15–22; Mark 13:1; Luke 21:5–24; John 2:19; Acts 6:14). In addition, it is noted that Jesus had twelve disciples, representative of the twelve tribes of Israel (Matt. 19:2–28; Luke 22:23–30). Certain of Jesus’ parables, those with apocalyptic images of coming judgment, present Jesus as an eschatological prophet (Matt. 24:45–25:30; Luke 12:41–46; 19:11–27).

Suffering Son of God. Jesus’ first recorded teaching in a synagogue in Nazareth was paradigmatic (Luke 4:16–21). He attributed the reading, Isa. 61:1–2, to his personal calling to serve, and in doing so he revealed a trajectory of suffering. The Gospel of Mark likewise aptly portrays Jesus as the suffering Son of God. Jesus’ own teachings incorporated his upcoming suffering (Mark 8:31; 9:12–13, 31; 10:33–34). He summarized his mission by declaring, “The Son of Man did not come to be served, but to serve, and to give his life as a ransom for many” (Mark 10:45). His earthly career ended with a trial in Jerusalem consisting of both Roman and Jewish components (Matt. 26:57–68; 27:1–31; Mark 14:53–65; 15:1–20; Luke 22:54–23:25; John 18:19–24; 18:28–19:16). He was insulted, scourged, mocked, and crucified.

Jesus’ suffering culminated in his humiliating death by crucifixion (Matt. 27:33–50; Mark 15:22–37; Luke 23:33–46; John 19:16–30). Crucifixion was a death of unimaginable horror, bringing shame and humiliation to the victim and his family. Anyone hanging on a tree was considered cursed (Deut. 21:23; Gal. 3:13). Thus, especially in a Jewish society, anyone associated with a crucified person bore the shame of following one who was executed as a lowly slave and left as a cursed corpse. The apostle Paul referred to this shame of the cross when he stated, “I am not ashamed of the gospel” (Rom. 1:16).

Exalted Lord. Jesus had prophesied that he would rise again (Matt. 16:21; 17:9, 23; 20:19; 27:63; Mark 8:31; 9:9, 31; 10:34; Luke 9:22; 18:33; 24:7, 46). The testimony of the Synoptics is that the resurrection of Jesus Christ indeed occurred on the third day, Christ having died on Friday (Mark 15:42–45; Luke 23:52–54; John 19:30–33) and risen again on Sunday (Matt. 28:1–7; Mark 16:2–7; Luke 24:1–7; John 20:1–16). The resurrected Jesus was witnessed by the women (Matt. 28:8–9), the eleven disciples (Matt. 28:16–17; Luke 24:36–43), and travelers on the road to Emmaus (Luke 24:31–32). According to Paul, he appeared to as many as five hundred others (1 Cor. 15:6). He appeared in bodily form, spoke, showed his scars, and ate (Luke 24:39–43; John 20:27; Acts 1:4). After forty postresurrection days, Jesus ascended into the heavenly realm (Acts 1:9).

As much as Jesus’ death was the epitome of shame, his victory over death was his ultimate exaltation (Phil. 2:5–11). At Pentecost, Peter proclaimed that in the resurrection God fulfilled OT promises (Ps. 16:10) by raising his Son from the grave (Acts 2:30–31). Furthermore, Christ provided freedom from the law through his resurrection (Rom. 5:13–14), God’s approval of his life and work (Phil. 2:8–9), and God’s designation of him as Lord over all the earth, the living and the dead (Acts 17:30–31; Phil. 2:10; Heb. 1:3), and over all his enemies (Eph. 1:20–23).

Jesus’ exaltation commenced the beginning of forgiveness and justification (Luke 24:46–47; Acts 13:30–39; Rom. 4:25) and his intercession for the people of God (Rom. 8:34). His ascension signaled the coming of the Holy Spirit as comforter and teacher (John 14:26; Acts 2:33) and was accompanied by the promise of his return in glory (Luke 24:51), at which time he will render judgment (Matt. 19:28; 24:31; Rev. 20:11–15) and establish his eternal kingdom (1 Cor. 15:24; 2 Tim. 4:1; Rev. 11:15; 22:5).

Jesus’ Purpose and Community

In the Gospel of Matthew, Jesus is the long-awaited Messiah, who preaches the good news of the kingdom, urging people to repent (4:17–23). Repentance and belief allow one to enter the kingdom. The call into the kingdom is a call into a new covenant, one made in Jesus’ blood (26:28).

In the prologue to the Gospel of Mark, the narrator reveals the identity of Jesus (1:1). Jesus is presented as the one who brings good tidings of salvation (cf. Isa. 40:9; 52:7; 61:1). The centrality of the gospel, the good news (Mark 1:14–15), is evident.

Luke likewise presents the preaching of the good news as a main purpose of Jesus’ ministry (4:43). The content of this good news is the kingdom of God (4:43; 8:1; 16:16). When the disciples of John the Baptist asked Jesus if he was the one who was to come (7:20), Jesus answered, “Go back and report to John what you have seen and heard: The blind receive sight, the lame walk, those who have leprosy are cleansed, the deaf hear, the dead are raised, and the good news is proclaimed to the poor” (7:22). The kingdom of God, as presented in Luke, brings freedom for the prisoners, recovery of sight for the blind, and release for the oppressed (4:18). Jesus’ healings and exorcisms announce the coming kingdom of God already present in the ministry of Jesus (4:40–44; 6:18–20; 8:1–2; 9:2; 10:8–9).

In the Gospel of John, Jesus testifies to the good news by way of signs throughout his ministry. These signs point to Jesus’ glory, his identity, and the significance of his ministry. Jesus is the Messiah, the Son of God, who offers eternal and abundant life. This abundant life is lived out in community.

In the Gospel of John, the disciples of Jesus represent the community of God (17:21). The disciples did not belong to the world, but they continued to live in the world (17:14–16). Throughout his ministry, Jesus called his disciples to follow him. This was a call to loyalty (Matt. 10:32–40; 16:24–26; Mark 8:34–38; Luke 9:23–26), a call to the family of God (Matt. 12:48–50; Mark 3:33–35). Jesus’ declaration “On this rock I will build my church” (Matt. 16:18) was preceded by the call to community. Jesus’ presence as the head of the community was replaced by the promised Spirit (John 14:16–18).

Jesus’ ministry continued in the community of Jesus’ followers, God’s family—the church. Entrance into the community was obtained by adopting the values of the kingdom, belief, and through the initiation rite of baptism (Matt. 10:37–39; 16:24–26; Mark 8:34–38; Luke 9:23–26, 57–62; John 1:12; 3:16; 10:27–29; Acts 2:38; 16:31–33; 17:30; Rom. 10:9).

The Quests for the Historical Jesus

The quest for the historical Jesus, or seeking who Jesus was from a historical perspective, is a modern phenomenon deemed necessary by scholars who claim that the NT Gospels were written long after Jesus’ death and were heavily influenced by the post-Easter understanding of the church.

The beginning of this quest is often dated to 1770, when the lecture notes of Hermann Samuel Reimarus were published posthumously. Reimarus had launched an inquiry into the identity of Jesus that rejected as inauthentic all supernatural elements in the Gospels. He concluded that the disciples invented Jesus’ miracles, prophecies, ritualistic religion, and resurrection. Reimarus’s conclusions were not widely accepted, but they set off a flurry of rationalistic research into the historical Jesus that continued throughout the nineteenth century. This became known as the “first quest” for the historical Jesus.

In 1906 German theologian Albert Schweit-zer published The Quest of the Historical Jesus (German title: Von Reimarus zu Wrede: Eine Geschichte der Leben-Jesu-Forschung), a scathing indictment of the first quest. Schweitzer’s work showed that nineteenth-century researchers re-created Jesus in their own image, transforming the historical Jesus into a modern philanthropist preaching an inoffensive message of love and brotherhood. Schweitzer’s conclusions marked the beginning of the end for this first quest. Schweitzer himself concluded that the historical Jesus was an eschatological prophet whose purposes failed during his last days in Jerusalem.

With the demise of the first quest, some NT scholars, such as Rudolf Bultmann, rejected any claim to being able to discover the historical Jesus. This trend continued until 1953, when some of Bultmann’s former students launched what has come to be known as the “new quest” for the historical Jesus (1953–c. 1970). This quest created new interest in the historical Jesus but was still dominated by the view that the portrait of Jesus in the Gospels is largely a creation of the church in a post-Easter setting.

As the rebuilding years of the post–World War II era waned and scholars started to reap academic fruit from major archaeological finds such as the DSS, research on the historical Jesus moved on to what has been called the “third quest.” This quest seeks especially to research and understand Jesus in his social and cultural setting.

Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

Because Scripture sees all things as providentially arranged and sustained by God’s sovereign power at all times (Heb. 1:3), miracles are not aberrations in an otherwise closed and mechanical universe. Nor are miracles raw demonstrations of divinity designed to overcome prejudice or unbelief and to convince people of the existence of God (Mark 8:11–12). Still less are they clever conjuring tricks involving some kind of deception that can be otherwise explained on a purely scientific basis. Rather, God in his infinite wisdom sometimes does unusual and extraordinary things to call attention to himself and his activity. Miracles are divinely ordained acts of God that dramatically alert us to the presence of his glory and power and advance his saving purposes in redemptive history.

Terminology

The biblical writers describe miracles with various terms, such as “signs,” “wonders,” and “miracles” (or “powers”), which can carry various connotations. As the word “sign” suggests, divine miracles are significant and should cause us to think more deeply about God in a way that goes beyond mere amazement or curiosity (Exod. 4:30–31; John 2:11). Not all of God’s signs are miraculous. Some are given as part of his ordering of the natural world (Gen. 1:14) or as an encouragement to faith that God will do as he has said (e.g., the rainbow in Gen. 9:8–17; the blood of the Passover lamb in Exod. 12:13). (See also Sign.)

Often coupled with signs are “wonders” (Jer. 32:21; John 4:48; 2 Cor. 12:12). If the depiction of miracles as “signs” indicates an appeal to the intellect, that of “wonders” points to the emotions. Miracles evoke astonishment and awe at the one who did them.

The NT word “miracle” carries the meaning of power and therefore points to the supernatural source of these events (Luke 10:13; Acts 8:13).

Miracles in the Bible

Old Testament. In the OT, miracles are not evenly distributed but rather are found in greater number during times of great redemptive significance, such as the exodus and the conquest of Canaan. Miracles were performed also during periods of apostasy, such as in the days of the ninth-century prophets Elijah and Elisha. Common to both of these eras is the powerful demonstration of the superiority of God over pagan deities (Exod. 7–12; 1 Kings 18:20–40).

New Testament. In the NT, miracles often are acts of compassion, but more significantly they attest the exalted status of Jesus of Nazareth (Acts 2:22) and the saving power of his word (Heb. 2:3–4). In the Synoptic Gospels, they reveal the coming of God’s kingdom and the conquest of Satan’s dominion (Matt. 8:16–17; 12:22–30; Mark 3:27). They point to the person of Jesus as the promised Messiah of OT Scripture (Matt. 4:23; 11:4–6). John shows a preference for the word “signs,” and his Gospel is structured around them (John 20:30–31). According to John, the signs that Jesus performed were such that only the one who stood in a unique relationship to the Father as the Son of God could do them.

Miracles and faith. Just as entrenched skepticism is injurious to faith, so too is naive credulity, for although signs and wonders witness to God, false prophets also perform them “to deceive, if possible, even the elect” (Matt. 24:24). Christians are to exercise discernment and not be led astray by such impostors (Matt. 7:15–20).

The relationship between miracles and faith is not as straightforward as sometimes supposed. Miracles do not necessarily produce faith, nor does faith necessarily produce miracles. Miracles were intended to bring about the faith that leads to eternal life (John 20:31), but not all who witnessed them believed (John 10:32). Additionally, Jesus regarded a faith that rested only on the miracle itself as precarious (Mark 8:11–13; John 2:23–25; 4:48), though better than no faith at all (John 10:38). Faith that saves must ultimately find its grounding in the person of Jesus as the Son of God.

It is also clear that although Jesus always encouraged faith in those who came to him for help (Mark 9:23), and that he deliberately limited his miraculous powers in the presence of unbelief (Mark 6:5), many of his miracles were performed on those who did not or could not exercise faith (Matt. 12:22; Mark 1:23–28; 5:1–20; Luke 14:1–4).

The fact that Jesus performed miracles was never an issue; rather, his opponents disputed the source of his power (Mark 3:22). Arguments about his identity were to be settled by appeal not to miracles but to the word of God (Matt. 22:41–46).

The function of miracles. Miracle accounts function in a symbolic and prophetic manner. Hence, the cursing of the fig tree was prophetic of the coming judgment (Mark 11:12–21). The unusual two-stage healing of the blind man of Bethsaida symbolized Peter’s incomplete understanding of Jesus’ messiahship (Mark 8:22–33).

The miraculous element of Jesus’ ministry carries an eschatological significance, pointing to the order of things in the age to come. For example, the nature miracles (Mark 4:35–41) look forward to the redemption of creation itself, which is presently subject to frustration and decay (Rom. 8:20–21); the healing miracles point to a day when disease and deformity will be abolished (Rev. 21:4); and miracles in which the dead are raised to life anticipate a time when death itself will be no more (Rev. 20:14; 21:4). From this perspective, the miracles are a gracious foretaste of a far more glorious future.

The founder of what became known as the movement of Jesus followers or Christianity. For Christian believers, Jesus Christ embodies the personal and supernatural intervention of God in human history.

Introduction

Name. Early Christians combined the name “Jesus” with the title “Christ” (Acts 5:42; NIV: “Messiah”). The name “Jesus,” from the Hebrew Yehoshua or Yeshua, was a common male name in first-century Judaism. The title “Christ” is from the Greek christos, a translation of the Hebrew mashiakh (“anointed one, messiah”). Christians eventually were named after Jesus’ title (Acts 11:26). During the ministry of Jesus, Peter was the first disciple to recognize Jesus as the Messiah (Matt. 16:16; Mark 9:29; Luke 9:20).

Sources. From the viewpoint of Christianity, the life and ministry of Jesus constitute the turning point in human history. From a historical perspective, ample early source materials would be expected. Indeed, both Christian and non-Christian first-century and early second-century literary sources are extant, but they are few in number. In part, this low incidence is due to society’s initial resistance to the Jesus followers’ movement. The ancient Roman historian Tacitus called Christianity “a superstition,” since its beliefs did not fit with the culture’s prevailing worldview and thus were considered antisocial. Early literary sources therefore are either in-group documents or allusions in non-Christian sources.

The NT Gospels are the principal sources for the life and ministry of Jesus. They consist of Matthew, Mark, Luke (the Synoptic Gospels), and John. Most scholars adhere to the so-called Four Source Hypothesis. In this theory, Mark was written first and was used as a source by Matthew and Luke, who also used the sayings source Q (from German Quelle, meaning “source”) as well as their own individual sources M (Matthew) and L (Luke). John used additional sources.

The early church tried to put together singular accounts, so-called Gospel harmonies, of the life of Jesus. The Gospel of the Ebionites represents one such attempt based on the Synoptic Gospels. Another harmony, the Diatessaron, based on all four Gospels, was produced around AD 170 by Tatian. Additional source materials concerning the life of Christ are provided in the NT in texts such as Acts, the Pauline Epistles, the General Epistles, and the Revelation of John. Paul wrote to the Galatians, “But when the time had fully come, God sent his Son, born of a woman, born under law” (Gal. 4:4). The first narrative about Jesus by the Christian community was a passion narrative, the account of his death and resurrection. The first extant references to this tradition are found in Paul’s letters (1 Cor. 2:2; Gal. 3:1). The resurrection was recognized from the beginning as the cornerstone of the Christian faith (1 Cor. 15:13–14).

Among non-Christian sources, the earliest reference to Jesus is found in a letter written circa AD 112 by Pliny the Younger, the Roman governor of Bithynia-Pontus (Ep. 10.96). The Roman historian Tacitus mentions Christians and Jesus around AD 115 in his famous work about the history of Rome (Ann. 15.44). Another Roman historian, Suetonius, wrote around the same time concerning unrest among the Jews in Rome because of a certain “Chrestos” (Claud. 25.4). Some scholars conclude that “Chrestos” is a misspelling of “Christos,” a reference to Jesus.

The Jewish author Josephus (first century AD) mentions Jesus in a story about the Jewish high priest Ananus and James the brother of Jesus (Ant. 20.200). A controversial reference to Jesus appears in a different part of the same work, where Josephus affirms that Jesus is the Messiah and that he rose from the dead (Ant. 18.63–64). The majority of scholars consider this passage to be authentic but heavily edited by later Christian copyists. Another Jewish source, the Talmud, also mentions Jesus in several places, but these references are very late and of little historical value.

Noncanonical Gospels that mention Jesus include, for example, the Infancy Gospel of Thomas, the Gospel of Thomas, the Gospel of Peter, the Gospel of James, the Gospel of Judas Iscariot, the Gospel of the Hebrews, the Egerton Gospel, and the Gospel of Judas. Although some of these may contain an occasional authentic saying or event, for the most part they are late and unreliable.

Jesus’ Life

Birth and childhood. The Gospels of Matthew and Luke record Jesus’ birth in Bethlehem during the reign of Herod the Great (Matt. 2:1; Luke 2:4, 11). Jesus was probably born between 6 and 4 BC, shortly before Herod’s death (Matt. 2:19). Both Matthew and Luke record the miracle of a virginal conception made possible by the Holy Spirit (Matt. 1:18; Luke 1:35). Luke mentions a census under the Syrian governor Quirinius that was responsible for Jesus’ birth taking place in Bethlehem (2:1–5). Both the census and the governorship at the time of the birth of Jesus have been questioned by scholars. Unfortunately, there is not enough extrabiblical evidence to either confirm or disprove these events, so their veracity must be determined on the basis of one’s view regarding the general reliability of the Gospel tradition.

On the eighth day after his birth, Jesus was circumcised, in keeping with the Jewish law, at which time he officially was named “Jesus” (Luke 2:21). He spent his growing years in Nazareth, in the home of his parents, Joseph and Mary (2:40). Of the NT Gospels, the Gospel of Luke contains the only brief portrayal of Jesus’ growth in strength, wisdom, and favor with God and people (2:40, 52). Luke also contains the only account of Jesus as a young boy (2:41–49).

Jesus was born in a lower socioeconomic setting. His parents offered a temple sacrifice appropriate for those who could not afford to sacrifice a sheep (Luke 2:22–24; cf. Lev. 12:8). Joseph, Jesus’ earthly father, was a carpenter or an artisan in wood, stone, or metal (Matt. 13:55). From a geographical perspective, Nazareth was not a prominent place for settling, since it lacked fertile ground. Jesus’ disciple Nathanael expressed an apparently common first-century sentiment concerning Nazareth: “Nazareth! Can anything good come from there?” (John 1:46).

Jesus was also born in a context of scandal. Questions of illegitimacy were surely raised, since his mother Mary was discovered to be pregnant before her marriage to Joseph. According to Matthew, only the intervention of an angel convinced Joseph not to break his betrothal (Matt. 1:18–24). Jesus’ birth took place in Bethlehem, far from his parents’ home in Nazareth. According to kinship hospitality customs, Joseph and Mary would have expected to stay with distant relatives in Bethlehem. It is likely that they were unwelcome because of Jesus’ status as an illegitimate child; thus Mary had to give birth elsewhere and place the infant Jesus in a feeding trough (Luke 2:7). A similar response was seen years later in Nazareth when Jesus was identified as “Mary’s son” (Mark 6:3) rather than through his paternal line, thereby shaming him as one who was born an illegitimate child. Jesus was likewise rejected at the end of his life as the crowds cried, “Crucify him!” (Matt. 27:22–23; Mark 15:13–14; Luke 23:21; John 19:6, 15). When Jesus was arrested, most of his followers fled (Matt. 26:56; Mark 14:50–52), and a core disciple, Peter, vehemently denied knowing him (Matt. 26:69–74; Mark 14:66–71; Luke 22:55–60; John 18:15–17, 25–27). His own siblings did not believe in him (John 7:5) and were evidently ashamed of his fate, since from the cross Jesus placed the care of his mother into the hands of “the disciple whom he loved” (19:26–27) rather than the next brother in line, as was customary.

Baptism, temptation, and start of ministry. After Jesus was baptized by the prophet John the Baptist (Luke 3:21–22), God affirmed his pleasure with him by referring to him as his Son, whom he loved (Matt. 3:17; Mark 1:11; Luke 3:22). Jesus’ baptism did not launch him into fame and instant ministry success; instead, Jesus was led by the Spirit into the wilderness, where he was tempted for forty days (Matt. 4:1–11; Mark 1:12–13; Luke 4:1–13). Mark stresses that the temptations immediately followed the baptism. Matthew and Luke identify three specific temptations by the devil, though their order for the last two is reversed. Both Matthew and Luke agree that Jesus was tempted to turn stones into bread, expect divine intervention after jumping off the temple portico, and receive all the world’s kingdoms for worshiping the devil. Jesus resisted all temptation, quoting Scripture in response.

Matthew and Mark record that Jesus began his ministry in Capernaum in Galilee, after the arrest of John the Baptist (Matt. 4:12–13; Mark 1:14). Luke says that Jesus started his ministry at about thirty years of age (3:23). This may be meant to indicate full maturity or perhaps correlate this age with the onset of the service of the Levites in the temple (cf. Num. 4:3). John narrates the beginning of Jesus’ ministry by focusing on the calling of the disciples and the sign performed at a wedding at Cana (1:35–2:11).

Jesus’ public ministry: chronology. Jesus’ ministry started in Galilee, probably around AD 27/28, and ended with his death around AD 30 in Jerusalem. The temple had been forty-six years in construction (generally interpreted as the temple itself and the wider temple complex) when Jesus drove out the money changers (John 2:20). According to Josephus, the rebuilding and expansion of the second temple had started in 20/19 BC, during the eighteenth year of Herod’s reign (Ant. 15.380). The ministry of John the Baptist had commenced in the fifteenth year of Tiberius (Luke 3:1–2), who had become a coregent in AD 11/12. From these dates of the start of the temple building and the correlation of the reign of Tiberius to John the Baptist’s ministry, the onset of Jesus’ ministry can probably be dated to AD 27/28.

The Gospel of John mentions three Passovers and another unnamed feast in John 5:1. The length of Jesus’ ministry thus extended over three or four Passovers, equaling about three or three and a half years. Passover, which took place on the fifteenth of Nisan, came on a Friday in AD 30 and 33. The year of Jesus’ death was therefore probably AD 30.

Jesus’ ministry years may be divided broadly into his Galilean and his Judean ministries. The Synoptic Gospels describe the ministry in Galilee from various angles but converge again as Jesus enters Judea.

Galilean ministry. The early stages of Jesus’ ministry centered in and around Galilee. Jesus presented the good news and proclaimed that the kingdom of God was near. Matthew focuses on the fulfillment of prophecy (Matt. 4:13–17). Luke records Jesus’ first teaching in his hometown, Nazareth, as paradigmatic (Luke 4:16–30); the text that Jesus quoted, Isa. 61:1–2, set the stage for his calling to serve and revealed a trajectory of rejection and suffering.

All Gospels record Jesus’ gathering of disciples early in his Galilean ministry (Matt. 4:18–22; Mark 1:16–20; Luke 5:1–11; John 1:35–51). The formal call and commissioning of the Twelve who would become Jesus’ closest followers is recorded in different parts of the Gospels (Matt. 10:1–4; Mark 3:13–19; Luke 6:12–16). A key event in the early ministry is the Sermon on the Mount/Plain (Matt. 5:1–7:29; Luke 6:20–49). John focuses on Jesus’ signs and miracles, in particular in the early parts of his ministry, whereas the Synoptics focus on healings and exorcisms.

During Jesus’ Galilean ministry, onlookers struggled with his identity. However, evil spirits knew him to be of supreme authority (Mark 3:11). Jesus was criticized by outsiders and by his own family (3:21). The scribes from Jerusalem identified him as a partner of Beelzebul (3:22). Amid these situations of social conflict, Jesus told parables that couched his ministry in the context of a growing kingdom of God. This kingdom would miraculously spring from humble beginnings (4:1–32).

The Synoptics present Jesus’ early Galilean ministry as successful. No challenge or ministry need superseded Jesus’ authority or ability: he calmed a storm (Mark 4:35–39), exorcized many demons (Mark 5:1–13), raised the dead (Mark 5:35–42), fed five thousand (Mark 6:30–44), and walked on water (Mark 6:48–49).

In the later part of his ministry in Galilee, Jesus often withdrew and traveled to the north and the east. The Gospel narratives are not written with a focus on chronology. However, only brief returns to Galilee appear to have taken place prior to Jesus’ journey to Jerusalem. As people followed Jesus, faith was praised and fear resolved. Jerusalem’s religious leaders traveled to Galilee, where they leveled accusations and charged Jesus’ disciples with lacking ritual purity (Mark 7:1–5). Jesus shamed the Pharisees by pointing out their dishonorable treatment of parents (7:11–13). The Pharisees challenged his legitimacy by demanding a sign (8:11). Jesus refused them signs but agreed with Peter, who confessed, “You are the Messiah” (8:29). Jesus did provide the disciples a sign: his transfiguration (9:2–8).

Jesus withdrew from Galilee to Tyre and Sidon, where a Syrophoenician woman requested healing for her daughter. Jesus replied, “I was sent only to the lost sheep of Israel” (Matt. 15:24). Galileans had long resented the Syrian provincial leadership partiality that allotted governmental funds in ways that made the Jews receive mere “crumbs.” Consequently, when the woman replied, “Even the dogs eat the crumbs that fall from their master’s table,” Jesus applauded her faith (Matt. 15:27–28). Healing a deaf-mute man in the Decapolis provided another example of Jesus’ ministry in Gentile territory (Mark 7:31–37). Peter’s confession of Jesus as the Christ took place during Jesus’ travel to Caesarea Philippi, a well-known Gentile territory. The city was the ancient center of worship of the Hellenistic god Pan.

Judean ministry. Luke records a geographic turning point in Jesus’ ministry as he resolutely set out for Jerusalem, a direction that eventually led to his death (Luke 9:51). Luke divides the journey to Jerusalem into three phases (9:51–13:21; 13:22–17:10; 17:11–19:27). The opening verses of phase one emphasize a prophetic element of the journey. Jesus viewed his ministry in Jerusalem as his mission, and the demands on discipleship intensified as Jesus approached Jerusalem (Matt. 20:17–19, 26–28; Mark 10:38–39, 43–45; Luke 14:25–35). Luke presents the second phase of the journey toward Jerusalem with a focus on conversations regarding salvation and judgment (Luke 13:22–30). In the third and final phase of the journey, the advent of the kingdom and the final judgment are the main themes (17:20–37; 19:11–27).

Social conflicts with religious leaders increased throughout Jesus’ ministry. These conflicts led to lively challenge-riposte interactions concerning the Pharisaic schools of Shammai and Hillel (Matt. 19:1–12; Mark 10:1–12). Likewise, socioeconomic feathers were ruffled as Jesus welcomed young children, who had little value in society (Matt. 19:13–15; Mark 10:13–16; Luke 18:15–17).

Passion Week, death, and resurrection. Each of the Gospels records Jesus’ entry into Jerusalem with the crowds extending him a royal welcome (Matt. 21:4–9; Mark 11:7–10; Luke 19:35–38; John 12:12–15). Luke describes Jesus’ ministry in Jerusalem as a time during which Jesus taught in the temple as Israel’s Messiah (19:45–21:38).

In Jerusalem, Jesus cleansed the temple of profiteering (Mark 11:15–17). Mark describes the religious leaders as fearing Jesus because the whole crowd was amazed at his teaching, and so they “began looking for a way to kill him” (11:18). Dismayed, each segment of Jerusalem’s temple leadership inquired about Jesus’ authority (11:27–33). Jesus replied with cunning questions (12:16, 35–36), stories (12:1–12), denunciation (12:38–44), and a prediction of Jerusalem’s own destruction (13:1–31). One of Jesus’ own disciples, Judas Iscariot, provided the temple leaders the opportunity for Jesus’ arrest (14:10–11).

At the Last Supper, Jesus instituted a new Passover, defining a new covenant grounded in his sufferings (Matt. 26:17–18, 26–29; Mark 14:16–25; Luke 22:14–20). He again warned the disciples of his betrayal and arrest (Matt. 26:21–25, 31; Mark 14:27–31; Luke 22:21–23; John 13:21–30), and later he prayed for the disciples (John 17:1–26) and prayed in agony and submissiveness in the garden of Gethsemane (Matt. 26:36–42; Mark 14:32–42; Luke 22:39–42). His arrest, trial, crucifixion, death, and resurrection followed (Matt. 26:46–28:15; Mark 14:43–16:8; Luke 22:47–24:9; John 18:1–20:18). Jesus finally commissioned his disciples to continue his mission by making disciples of all the nations (Matt. 28:18–20; Acts 1:8) and ascended to heaven with the promise that he will one day return (Luke 24:50–53; Acts 1:9–11).

The Identity of Jesus Christ

Various aspects of Jesus’ identity are stressed in the four NT Gospels, depending on their target audiences. In the Gospels the witnesses to Jesus’ ministry are portrayed as constantly questioning and examining his identity (Matt. 11:2–5; 12:24; 26:63; 27:11; Mark 3:22; 8:11; 11:28; 14:61; Luke 7:18–20; 11:15; 22:67, 70; 23:39; John 7:20, 25–27; 18:37). Only beings of the spiritual realm are certain of his divinity (Mark 1:34; 3:11; Luke 4:41). At Jesus’ baptism, God referred to him as his Son, whom he loved (Matt. 3:17; Mark 1:11; Luke 3:22). Likewise, when Jesus was transfigured in the presence of Peter, James, and John, a voice affirmed, “This is my Son, whom I love” (Matt. 17:5; Mark 9:7). At the moment of his death, the questioning of Jesus’ identity culminated in a confession by a Roman centurion and other guards: “Surely he was the Son of God!” (Matt. 27:54; cf. Mark 15:39).

Miracle worker. In the first-century setting, folk healers and miracle workers were part of the fabric of society. Jesus, however, performed signs and miracles in order to demonstrate the authority of the kingdom of God over various realms: disease, illness, the spiritual world, nature, and even future events. Especially in the Gospel of John, Jesus’ signs and miracles are used to show his authority and thus his identity.

No challenge superseded Jesus’ authority. Among his ample miracles and signs, he changed water into wine (John 2:7–9), calmed a storm in the sea (Matt. 8:23–27; Mark 4:35–39; Luke 8:22–25), exorcized demons (Matt. 9:32–34; Mark 5:1–13; Luke 9:42–43), healed the sick (Mark 1:40–44), raised the dead (Matt. 9:23–25; Mark 5:35–42; Luke 7:1–16; 8:49–54; John 11:17, 38–44), performed miraculous feedings (Matt. 14:17–21; 15:34–38; Mark 6:30–44; 8:5–9; Luke 9:10–17; John 6:8–13), and walked on water (Matt. 14:25–26; Mark 6:48–49; John 6:19).

The Pharisees requested miracles as evidence of his authority (Mark 8:11–12). Jesus refused, claiming that a wicked and adulterous generation asks for a miraculous sign (Matt. 12:38–39; 16:1–4). The only sign that he would give was the sign of Jonah—his death and resurrection three days later—a personal sacrifice, taking upon himself the judgment of the world (Matt. 12:39–41).

Rabbi/teacher. Jesus’ teaching style was similar to other first-century rabbis or Pharisees (Mark 9:5; 10:51; John 1:38; 3:2). What distinguished him was that he spoke with great personal authority (Matt. 5:22, 28, 32, 39, 44; Mark 1:22). Like other rabbis of his day, Jesus gathered disciples. He called these men to observe his lifestyle and to join him in his ministry of teaching, healing, and exorcism (Matt. 10:1–4; Mark 3:13–19; Luke 6:12–16).

Jesus used a variety of teaching methods. He frequently spoke in parables (Matt. 6:24; 13:24–52; 18:10–14, 23–35; 21:28–22:14; 24:32–36, 45–51; 25:14–30; Mark 4:1–34; 12:1–12; 13:28–34; Luke 8:4–18; 12:41–46; 13:18–21; 14:15–24; 15:1–16:15, 19–31; 18:1–14; 19:11–27; 20:9–19; 21:29–33), used figures of speech (John 10:9), hyperbole (Matt. 19:24; Mark 10:25; Luke 18:25), argumentation (Matt. 26:11), object lessons (Matt. 24:32), frequent repetition (Matt. 13:44–47; Luke 13:18–21), practical examples, and personal guidance.

Major themes in Jesus’ teaching include the kingdom of God, the cost of discipleship, internal righteousness, the end of the age, his identity, his mission, and his approaching death. In his teachings, observance of Torah was given new context and meaning because God’s kingdom had “come near” (Matt. 3:2). Jesus had come to fulfill the law (Matt. 5:17).

Jesus’ teaching ministry often took place amid social conflict. These conflicts were couched in so-called challenge-riposte interactions in which the honor status of those involved was at stake. Jesus used these interactions as teachable moments. When questioned, Jesus gave replies that reveal omniscience or intimate knowledge of God’s will, especially in the Gospel of John. In the Synoptic Gospels, Jesus’ answers are both ethical and practical in nature. The Synoptics portray Jesus as challenged repeatedly with accusations of violating customs specified in the Jewish law. Jesus’ answers to such accusations often echoed the essence of 1 Sam. 15:22, “To obey is better than sacrifice,” phrased by Jesus as “I desire mercy, not sacrifice” (Matt. 9:13; 12:7). An overall “better than” ethic was common in Jesus’ public teaching.

The Sermon on the Mount (Matt. 5–7) contains a “better than” ethic in which internal obedience is better than mere outward obedience. For example, Jesus said that anger without cause is equal to murder (Matt. 5:21–22), that looking at a woman lustfully amounts to adultery (Matt. 5:28), and that instead of revenging wrongs one must reciprocate with love (Matt. 5:38–48). Jesus valued compassion above traditions and customs, even those contained within the OT law. He desired internal obedience above the letter of the law.

Jesus’ teachings found their authority in the reality of God’s imminent kingdom (Matt. 3:2; 10:7; Mark 1:15; Luke 10:9), necessitating repentance (Matt. 3:2), belief (Mark 1:15), dependence (Matt. 18:3–5; Mark 10:15), and loyalty to a new community—the family of Jesus followers (Mark 3:34; 10:29–30). Jesus urged, “Seek first [God’s] kingdom and his righteousness” (Matt. 6:33). Preaching with such urgency was common among prophetic teachers of the intertestamental period. Jesus, however, had his own grounds for urgency. He held that God deeply valued all humans (Matt. 10:31) and would bring judgment swiftly (Matt. 25:31–46).

Examples of a “greater good” ethic in the Synoptics include the occasions when Jesus ate with sinners (Mark 2:16–17). Jesus used an aphorism in response to accusations about his associations with sinners, saying, “It is not the healthy who need a doctor, but the sick. I have not come to call the righteous, but sinners” (Mark 2:17). He advocated harvesting and healing on the Sabbath (Mark 2:23–28; 3:1–6), and when he was accused of breaking the law, he pointed to an OT exception (1 Sam. 21:1–6) to declare compassion appropriate for the Sabbath. Jesus also applied the “greater good” ethic in the case of divorce, since women suffered the societal stigma of adultery and commonly became outcasts following divorce (Matt. 19:8–9; Mark 10:5–9).

Jesus’ kingdom teachings were simultaneously spiritual, ethical, and eschatological in application. The teachings were aimed at internal transformation (Matt. 5:3–9; 18:3; Mark 10:15) and spurring on love (Matt. 5:44; 7:21). The Spirit of the Lord had called Jesus to bless the hurting ones as they aspired to a godly character. Jesus taught, “Be perfect, therefore, as your heavenly Father is perfect” (Matt. 5:48), and “Be merciful, just as your Father is merciful” (Luke 6:36). The “blessed” ones in Jesus’ teachings are poor of spirit, peace driven, mournful, and hungry for righteousness, consumed with emulating godly character.

Some scholars believe that Jesus promoted an “interim ethic” for the kingdom, intended only for a short period prior to the end of time. However, he was explicit regarding the longevity of his teachings: “Heaven and earth will pass away, but my words will never pass away” (Matt. 24:35; Luke 16:17).

Messiah. The concept of an anointed one, a messiah, who would restore the glories of David’s kingdom and bring political stability was common in Jewish expectation. Both before and after the Babylonian captivity, many Jews longed for one who would bring peace and protection. Israel’s prophets had spoken of a coming deliverer, one who would restore David’s kingdom and reign in justice and righteousness (2 Sam. 7:11–16; Isa. 9:1–7; 11:1–16; Jer. 23:5–6; 33:15–16; Ezek. 37:25; Dan. 2:44; Mic. 5:2; Zech. 9:9). Isaiah’s description of the servant (Isa. 53) whose suffering healed the nation provided a slightly different angle of expectation in terms of a deliverer.

Jesus’ authority and popularity as a miracle worker called up messianic images in first-century Jewish minds. On several occasions hearers called him “Son of David,” hoping for the Messiah (Matt. 12:23; 21:9). Simon Peter was the first follower who confessed Jesus as the Christ, the “Messiah” (Matt. 16:16; Mark 8:29). In line with Isaiah’s model of the Suffering Servant, Jesus focused not on political ends but rather on spiritual regeneration through his own sacrificial death (Mark 10:45).

Eschatological prophet. Many scholars claim that Jesus is best understood as a Jewish apocalypticist, an eschatological prophet who expected God to intervene in history, destroy the wicked, and bring in the kingdom of God. Central in this understanding are Jesus’ prophecies concerning the destruction of the temple in Jerusalem (Matt. 24:1–2, 15–22; Mark 13:1; Luke 21:5–24; John 2:19; Acts 6:14). In addition, it is noted that Jesus had twelve disciples, representative of the twelve tribes of Israel (Matt. 19:2–28; Luke 22:23–30). Certain of Jesus’ parables, those with apocalyptic images of coming judgment, present Jesus as an eschatological prophet (Matt. 24:45–25:30; Luke 12:41–46; 19:11–27).

Suffering Son of God. Jesus’ first recorded teaching in a synagogue in Nazareth was paradigmatic (Luke 4:16–21). He attributed the reading, Isa. 61:1–2, to his personal calling to serve, and in doing so he revealed a trajectory of suffering. The Gospel of Mark likewise aptly portrays Jesus as the suffering Son of God. Jesus’ own teachings incorporated his upcoming suffering (Mark 8:31; 9:12–13, 31; 10:33–34). He summarized his mission by declaring, “The Son of Man did not come to be served, but to serve, and to give his life as a ransom for many” (Mark 10:45). His earthly career ended with a trial in Jerusalem consisting of both Roman and Jewish components (Matt. 26:57–68; 27:1–31; Mark 14:53–65; 15:1–20; Luke 22:54–23:25; John 18:19–24; 18:28–19:16). He was insulted, scourged, mocked, and crucified.

Jesus’ suffering culminated in his humiliating death by crucifixion (Matt. 27:33–50; Mark 15:22–37; Luke 23:33–46; John 19:16–30). Crucifixion was a death of unimaginable horror, bringing shame and humiliation to the victim and his family. Anyone hanging on a tree was considered cursed (Deut. 21:23; Gal. 3:13). Thus, especially in a Jewish society, anyone associated with a crucified person bore the shame of following one who was executed as a lowly slave and left as a cursed corpse. The apostle Paul referred to this shame of the cross when he stated, “I am not ashamed of the gospel” (Rom. 1:16).

Exalted Lord. Jesus had prophesied that he would rise again (Matt. 16:21; 17:9, 23; 20:19; 27:63; Mark 8:31; 9:9, 31; 10:34; Luke 9:22; 18:33; 24:7, 46). The testimony of the Synoptics is that the resurrection of Jesus Christ indeed occurred on the third day, Christ having died on Friday (Mark 15:42–45; Luke 23:52–54; John 19:30–33) and risen again on Sunday (Matt. 28:1–7; Mark 16:2–7; Luke 24:1–7; John 20:1–16). The resurrected Jesus was witnessed by the women (Matt. 28:8–9), the eleven disciples (Matt. 28:16–17; Luke 24:36–43), and travelers on the road to Emmaus (Luke 24:31–32). According to Paul, he appeared to as many as five hundred others (1 Cor. 15:6). He appeared in bodily form, spoke, showed his scars, and ate (Luke 24:39–43; John 20:27; Acts 1:4). After forty postresurrection days, Jesus ascended into the heavenly realm (Acts 1:9).

As much as Jesus’ death was the epitome of shame, his victory over death was his ultimate exaltation (Phil. 2:5–11). At Pentecost, Peter proclaimed that in the resurrection God fulfilled OT promises (Ps. 16:10) by raising his Son from the grave (Acts 2:30–31). Furthermore, Christ provided freedom from the law through his resurrection (Rom. 5:13–14), God’s approval of his life and work (Phil. 2:8–9), and God’s designation of him as Lord over all the earth, the living and the dead (Acts 17:30–31; Phil. 2:10; Heb. 1:3), and over all his enemies (Eph. 1:20–23).

Jesus’ exaltation commenced the beginning of forgiveness and justification (Luke 24:46–47; Acts 13:30–39; Rom. 4:25) and his intercession for the people of God (Rom. 8:34). His ascension signaled the coming of the Holy Spirit as comforter and teacher (John 14:26; Acts 2:33) and was accompanied by the promise of his return in glory (Luke 24:51), at which time he will render judgment (Matt. 19:28; 24:31; Rev. 20:11–15) and establish his eternal kingdom (1 Cor. 15:24; 2 Tim. 4:1; Rev. 11:15; 22:5).

Jesus’ Purpose and Community

In the Gospel of Matthew, Jesus is the long-awaited Messiah, who preaches the good news of the kingdom, urging people to repent (4:17–23). Repentance and belief allow one to enter the kingdom. The call into the kingdom is a call into a new covenant, one made in Jesus’ blood (26:28).

In the prologue to the Gospel of Mark, the narrator reveals the identity of Jesus (1:1). Jesus is presented as the one who brings good tidings of salvation (cf. Isa. 40:9; 52:7; 61:1). The centrality of the gospel, the good news (Mark 1:14–15), is evident.

Luke likewise presents the preaching of the good news as a main purpose of Jesus’ ministry (4:43). The content of this good news is the kingdom of God (4:43; 8:1; 16:16). When the disciples of John the Baptist asked Jesus if he was the one who was to come (7:20), Jesus answered, “Go back and report to John what you have seen and heard: The blind receive sight, the lame walk, those who have leprosy are cleansed, the deaf hear, the dead are raised, and the good news is proclaimed to the poor” (7:22). The kingdom of God, as presented in Luke, brings freedom for the prisoners, recovery of sight for the blind, and release for the oppressed (4:18). Jesus’ healings and exorcisms announce the coming kingdom of God already present in the ministry of Jesus (4:40–44; 6:18–20; 8:1–2; 9:2; 10:8–9).

In the Gospel of John, Jesus testifies to the good news by way of signs throughout his ministry. These signs point to Jesus’ glory, his identity, and the significance of his ministry. Jesus is the Messiah, the Son of God, who offers eternal and abundant life. This abundant life is lived out in community.

In the Gospel of John, the disciples of Jesus represent the community of God (17:21). The disciples did not belong to the world, but they continued to live in the world (17:14–16). Throughout his ministry, Jesus called his disciples to follow him. This was a call to loyalty (Matt. 10:32–40; 16:24–26; Mark 8:34–38; Luke 9:23–26), a call to the family of God (Matt. 12:48–50; Mark 3:33–35). Jesus’ declaration “On this rock I will build my church” (Matt. 16:18) was preceded by the call to community. Jesus’ presence as the head of the community was replaced by the promised Spirit (John 14:16–18).

Jesus’ ministry continued in the community of Jesus’ followers, God’s family—the church. Entrance into the community was obtained by adopting the values of the kingdom, belief, and through the initiation rite of baptism (Matt. 10:37–39; 16:24–26; Mark 8:34–38; Luke 9:23–26, 57–62; John 1:12; 3:16; 10:27–29; Acts 2:38; 16:31–33; 17:30; Rom. 10:9).

The Quests for the Historical Jesus

The quest for the historical Jesus, or seeking who Jesus was from a historical perspective, is a modern phenomenon deemed necessary by scholars who claim that the NT Gospels were written long after Jesus’ death and were heavily influenced by the post-Easter understanding of the church.

The beginning of this quest is often dated to 1770, when the lecture notes of Hermann Samuel Reimarus were published posthumously. Reimarus had launched an inquiry into the identity of Jesus that rejected as inauthentic all supernatural elements in the Gospels. He concluded that the disciples invented Jesus’ miracles, prophecies, ritualistic religion, and resurrection. Reimarus’s conclusions were not widely accepted, but they set off a flurry of rationalistic research into the historical Jesus that continued throughout the nineteenth century. This became known as the “first quest” for the historical Jesus.

In 1906 German theologian Albert Schweit-zer published The Quest of the Historical Jesus (German title: Von Reimarus zu Wrede: Eine Geschichte der Leben-Jesu-Forschung), a scathing indictment of the first quest. Schweitzer’s work showed that nineteenth-century researchers re-created Jesus in their own image, transforming the historical Jesus into a modern philanthropist preaching an inoffensive message of love and brotherhood. Schweitzer’s conclusions marked the beginning of the end for this first quest. Schweitzer himself concluded that the historical Jesus was an eschatological prophet whose purposes failed during his last days in Jerusalem.

With the demise of the first quest, some NT scholars, such as Rudolf Bultmann, rejected any claim to being able to discover the historical Jesus. This trend continued until 1953, when some of Bultmann’s former students launched what has come to be known as the “new quest” for the historical Jesus (1953–c. 1970). This quest created new interest in the historical Jesus but was still dominated by the view that the portrait of Jesus in the Gospels is largely a creation of the church in a post-Easter setting.

As the rebuilding years of the post–World War II era waned and scholars started to reap academic fruit from major archaeological finds such as the DSS, research on the historical Jesus moved on to what has been called the “third quest.” This quest seeks especially to research and understand Jesus in his social and cultural setting.

Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

Old Testament

Phoenicians and Philistines. As a people whose ancestral territory lay in the landlocked and timber-poor highlands of Ephraim and Judah, the Israelites of biblical times never achieved prominence in seafaring or shipbuilding. Instead, they relied for their maritime enterprises on alliances with their coastal neighbors, particularly the Phoenician states to the north of Israel, who excelled in seafaring and had access to the abundant timber forests of Lebanon. The Phoenicians (the Punics of classical antiquity) were famous in antiquity for their seafaring. In biblical times, they traded heavily between Syria-Palestine and Egypt and also sailed throughout the Mediterranean, establishing colonies as far away as Tunisia (Carthage) and Spain (Cadiz).

Another seagoing people prominent in the OT were the Philistines, whose base of power was to the west of Judah, along the Mediterranean coast. The Bible associates the Philistines with the five cities of Ashdod, Ashkelon, Ekron, Gath, and Gaza. The Philistines were among the Sea Peoples, who came to the Levant from the Aegean beginning in the twelfth century BC (Amos 9:7; Jer. 47:4).

The perennial enmity between the Philistines and the Israelites precluded joint maritime ventures of the sort shared by Israel and the Phoenicians, and the Bible does not describe Philistine maritime activities in any depth. Nevertheless, the seagoing nature of the Philistines is reflected by the fact that their settlements remained confined to the coastal region. They never made a systematic attempt to take over the traditionally Israelite and Judahite highlands. When they did venture into the Judean mountains, it was to assert a military and political presence among the agrarian Israelites and Judahites rather than to establish permanent settlements and Philistine population centers. Twelfth-century BC reliefs at Medinet Habu (in the mortuary temple of Ramesses III) depict a naval battle between the Sea Peoples and the Egyptians. The reliefs include pictures of Philistine ships and sailors.

Israelite seafaring. One of the rare references to Israelite seafaring describes the Danites and the Asherites in connection with ships and harbors (Judg. 5:17; see also Ezek. 27:19). Traditional Danite territory overlapped with the area of Philistine settlement. Asherite territory overlapped substantially with Phoenician territory. It is possible that Judg. 5:17 refers to the fact that the Danites and the Asherites worked in the port cities serving Philistine and Phoenician shipping. In another passage, Zebulun is associated with ports (Gen. 49:13). It is noteworthy that the Israelite coast between Jaffa and Dor (roughly between Philistia and Phoenicia) does not have an abundance of natural harbors. Later, Herod the Great would build the artificial harbor at Caesarea in the first century BC. The great expense of such a project—including the construction of over 2,500 feet of breakwaters made of underwater concrete, mostly imported from Italy—suggests the extent of the need for secure harbors in this region.

Solomon’s fleet. The zenith of Israelite seafaring occurred during the reign of Solomon. Solomon built a fleet of ships at “Ezion Geber, which is near Elath in Edom, on the shore of the Red Sea” (1 Kings 9:26). The purpose of these ships was to bring back gold from Ophir (1 Kings 9:28), possibly a location in the Arabian Peninsula, to which a port on the Red Sea would have offered ready access. The story confirms the aforementioned dependence on the Phoenicians in the area of seafaring: although the ships belonged to Solomon, “Hiram [the Phoenician king of Tyre] sent his men—sailors who knew the sea—to serve in the fleet with Solomon’s men” (1 Kings 9:27). The timber for the ships would also have been imported by Israel from Phoenicia (see 1 Kings 9:11). Even at the height of its power, Israel lacked the human resources to embark on sea voyages independently of the Phoenicians.

The success of Solomon’s project, of course, depended not only on warm relations with the Phoenicians but also on territorial control of the historically Edomite lands between Judah and the Red Sea. This favorable combination of conditions would come and go throughout the biblical period, and with it, Israel’s modest presence on the seas. From the Phoenician point of view, cooperation with Israel was an essential component of gaining access to a Red Sea port, and with it to the products of Arabia, the Horn of Africa, and India. The Phoenicians, as expansive as their travel was in the Mediterranean, could never independently control the long overland route from Phoenicia to the Red Sea, since it ran through the territory of Israel and Edom. Their best hope was a friendly and powerful Israelite ally. This explains the cordial relationship and why Hiram sent not only his sailors to serve Solomon but also craftsmen and supplies for the construction of the temple (1 Kings 5:10–12). Solomon and Hiram jointly operated “a fleet of trading ships” that would return to port every three years bringing “gold, silver, and ivory, and apes and baboons” (1 Kings 10:22).

Jehoshaphat. In the mid-ninth century BC, King Jehoshaphat of Judah attempted to repeat Solomon’s feat of launching a fleet from Ezion Geber (1 Kings 22:48–49; 2 Chron. 20:35–37). According to both accounts, the ships were wrecked before they could set sail. On several other points, however, the two versions of the story disagree in ways that bear on questions of the political and economic conditions of Israelite seafaring.

By this time, Israel and Judah had split into separate kingdoms, with the northern kingdom of Israel being geographically and politically closer to the Phoenicians. The powerful King Ahab of Israel, Jehoshaphat’s contemporary through much of his reign, married Jezebel, the daughter of the Sidonian (Phoenician) king Ethbaal (1 Kings 16:31). According to 1 Kings, King Ahaziah of Israel (Ahab’s son) proposed to cooperate with Jehoshaphat by sending his own men on the voyage, much as Hiram had assisted Solomon in the previous century. Jehoshaphat rejected the suggestion, possibly indicating a bid for Judean autonomy in an era of northern dominance. According to 2 Chronicles, however, Jehoshaphat did cooperate willingly with Ahaziah, and this was the reason that the ships foundered in port: God punished the righteous Jehoshaphat for too close a relationship with his wicked northern counterpart. In 1 Kings 22:47 it is mentioned that at the time of Jehoshaphat’s venture there was no king in Edom. As noted, control of the overland route between Judah and the Red Sea was necessary for the success of any voyage originating from Ezion Geber.

However the contradiction between 1 Kings and 2 Chronicles regarding the involvement of Ahaziah is resolved, both versions of the story highlight the fact that the port at Ezion Geber commanded the interest of the Judeans, the Israelites, and the Phoenicians, and its successful operation probably depended on the cooperation of all three.

Ships of Tarshish. Several biblical texts, including the stories of Solomon and Jehoshaphat, mention “ships of Tarshish” (1 Kings 10:22 NIV mg.). In a number of contexts, such ships are associated with the transportation of metals and metal ores, including iron, lead, tin, gold, and silver (1 Kings 10:22; Ezek. 27:12; Jer. 10:9). The exact derivation of the term “ships of Tarshish” is uncertain, though it is clear from the descriptions of their cargoes that such ships could travel over long distances. As Ezekiel observes, “The ships of Tarshish serve as carriers for your wares. You are filled with heavy cargo as you sail the sea. Your oarsmen take you out to the high seas” (Ezek. 27:25–26).

In the Table of Nations, Tarshish is listed as a descendant of Javan (Gen. 10:4), along with a number of other seafaring peoples of the eastern Mediterranean (“Javan” indicates the peoples of the Aegean and is linguistically equivalent to “Ionia” [see also Ezek. 27:12–22]). Some have suggested, then, that the ships of Tarshish should be associated with Tarsus in southeastern Turkey, an area containing silver mines (also the birthplace of Paul [Acts 9:11]). Others have suggested the Phoenician colony of Tartessus in Spain, another metal-producing area. This location figures in the interpretation of the identification of the destination of Jonah as Tarshish (Jon. 1:3): presumably, if he were avoiding Nineveh and departing from Joppa, he would head toward Spain, in the exact opposite direction, rather than toward Tarsus in Cilicia.

In addition to these two geographical options, some have attempted to explain the expression “ships of Tarshish” as deriving from the Akkadian term for smelting or refining: perhaps the many references to cargoes of metals indicate that the ships were used to transport metal ore to refining centers. Finally, one scholar has proposed that the term is related to the Greek word tarsos, meaning “oar.”

Descriptions of ships and seafaring. Ezekiel, in his lament concerning the Phoenician city of Tyre (Ezek. 27), relates a number of details related to Phoenician seafaring. The picture largely confirms the descriptions of how Solomon built and manned his fleet with the assistance of his Tyrian ally. Timber for the construction of the ship came from Lebanon and Cyprus, among other places (vv. 5–6). Sails were made from Egyptian linen (v. 7), and as noted above, the oarsmen and sailors were from the Phoenician city-states (vv. 8–9). Ezekiel goes on to list a large number of ports of call as well as a dazzling variety of cargoes (vv. 12–24). Notably, Ezekiel has the Judahites and the Israelites offering the products of their agrarian economy—“wheat from Minnith and confections, honey, olive oil and balm” (v. 17)—thus filling out the picture of what the Israelites gave in exchange for the precious metals and luxury items imported by their country from elsewhere.

In 1999 archaeologists explored two eighth-century BC Phoenician ships that had sunk thirty miles west of Ashkelon. The ships, each measuring about fifty feet in length, contained large cargoes of wine and were headed either for Egypt or for the Phoenician colonies in the western Mediterranean.

Ships and sailing figure prominently in the story of Jonah, who boarded a ship bound for Tarshish (see discussion above) at Joppa on the Mediterranean coast. In the story we see a number of features of ancient sea travel. Jonah paid a fare for his voyage (Jon. 1:3). Not only the biblical author (see 1:4), but also the presumably non-Israelite sailors, believed that the great storm was the doing of a god, and that it could be calmed by appealing to that god (1:6)—although cargo was thrown overboard for good measure. When Paul was caught in a storm in the first century AD, the same strategies were still in use (Acts 27:38). The religious habits of ancient sailors, particularly their reverence for the gods who controlled the stormy seas and thus held their lives in the balance, are illuminated by the discovery of stone anchors in several temples (presumably left by sailors as offerings), including at the port cities of Ugarit, Kition, and Byblos.

Psalm 107:23–32 speaks of God’s care of sailors from an Israelite perspective. In the psalm, those who “went out on the sea in ships,” the “merchants on the mighty waters” (i.e., the deep, open sea), witness firsthand the works of the God of Israel, which include both the raising and the quieting of the storm. This passage vividly expresses the terror of being caught in a storm and the great relief and gratitude felt by sailors who reached safe haven.

Noah’s Ark

According to the biblical account, Noah’s ark was 450 feet long, 75 feet wide, and 45 feet high (300 cubits by 50 cubits by 30 cubits [Gen. 6:15]). It had three decks, a roof, and a window. By comparison, the ship of Uta-napishti in the Epic of Gilgamesh is described as having six decks (and thus seven stories), edges of 180 feet (ten dozen cubits) in each dimension, and occupying the space of an acre (a rough approximation of the dimensions given). Both ships are described as providing space for the builder’s family and every living creature. In the Atrahasis Epic, the boat is roofed, but its dimensions are not given.

Because of the character of Gen. 6–8, it is inappropriate to draw conclusions from the story regarding shipbuilding in historical antiquity. According to the specifications given in the biblical text, Noah’s ark would have been the largest wooden ship in history, equaled only by the United States schooner Wyoming, completed in 1909. While the overall length of the Wyoming was also 450 feet, nearly 100 feet of length was accounted for in the fore and aft booms, so that the hull length was only 350 feet. Even with early twentieth-century shipbuilding technology, its extravagant length rendered the Wyoming unseaworthy, and the ship foundered in 1924. The largest documented wooden ships of antiquity include the Greek Syracusia (third century BC; 180 feet), described by Athenaeus; the Roman Isis (second century AD; 180 feet), described by Lucian; Caligula’s “Giant Ship” (first century AD; 341 feet), recovered in modern times and possibly corresponding to a ship described by Pliny the Elder; and Ptolemy IV’s Tessarakonteres (third century BC), reported by Plutarch to have been about 425 feet long. This last ship was not designed for cruising in open water.

New Testament

Fishing in the Sea of Galilee. Several of Jesus’ disciples worked as fishermen on the Sea of Galilee, and the Gospels document their use of small boats for fishing and traveling across the sea. Fishing was done with nets thrown both from boats and from the shore (Mark 1:16, 19). The boats used by fishermen on the Sea of Galilee may have been small enough to pull up onto the beach (Luke 5:2), or to be nearly capsized by a large catch of fish (Luke 5:7) or by a violent storm (Mark 4:37). They were large enough to transport several men and even to sleep in (Mark 4:38). Such boats could be rowed or sailed; in Mark 6:48 the disciples had to resort to rowing because of an unfavorable headwind. On one occasion, Jesus stood in a boat to preach to a crowd gathered on the shore (Mark 4:1). The Sea of Galilee is about eight miles wide and thirteen miles long. On several occasions, Jesus traveled by boat across the sea to avoid having to walk long distances around its circumference (e.g., Matt. 9:1; 14:22; 15:39).

In 1986 archaeologists recovered a fishing boat dating to the mid-first century AD on the shore of the Sea of Galilee. The boat had been scuttled near the shore and was preserved under mud. The “Jesus Boat,” as it was dubbed, measures twenty-seven feet in length and has a beam seven and a half feet long. Numerous species of wood were used in its construction and repairs throughout its useful life. While there is no evidence to link the boat to Jesus or his disciples, radiometric dating places it in the correct period, and it provides a likely model of the type of boat portrayed in the Gospels.

A second source of information regarding ships and sailing in the NT is the account in Acts of Paul’s many sea voyages. As in the case of Jehoshaphat, the Tyrians, Jonah, and Jesus’ disciples, Paul learned firsthand the perils of seafaring in small wooden boats: among his many traumas, along with beatings and stonings, he recalled, “Three times I was shipwrecked, I spent a night and a day in the open sea” (2 Cor. 11:25).

Paul’s journeys. A survey of Paul’s sea travels on his four journeys gives some idea of the routes that could be taken by a paying traveler in the eastern Mediterranean and Aegean.

1. Paul’s first missionary journey included voyages from Seleucia in Syria to the port of Salamis in Cyprus (Acts 13:4) and from Cyprus (Paphos) to Perga on the southern coast of Asia Minor (13:13). After journeying through the interior, Paul returned to Attalia, where he embarked for the return trip to Syria, presumably passing again through the port at Salamis (14:26).

2. The second missionary journey began not with a sea voyage but rather with a trek through the interior of Syria and Cilicia, illustrating that although sea travel was by far a more rapid means of travel, the overland routes were by no means impossible (Acts 15:39). Paul would repeat this land route during his third journey (19:1). Sea travel was fast, but when one had plenty of friends along the alternative land route, a sea journey was considerably less enjoyable. It is during the second journey that we have the first recorded accounts of Paul sailing in the Aegean. From Troas in Asia Minor, he sailed the short distance to Macedonia (16:11), putting in midway at the island of Samothrace. Apparently, Paul traveled by sea down the coast from Berea to Athens (17:14). At the conclusion of his second journey, Paul sailed from Corinth to Caesarea, with a stop at Ephesus (18:18–22). Not counting any intervening ports of call not mentioned in the text, this would be the longest single leg of sea travel so far mentioned.

3. The third missionary journey once more began with a long overland trip from Syria through Asia Minor; by this time, Paul had many associates along the way to visit. Again, he sailed in the Aegean, from Ephesus to Macedonia (Acts 20:1) and back (20:6). At one point, Paul opted to travel overland, from Troas to Assos, while his companions sailed down the coast (20:13). Meeting up with them, he sailed on, hugging the coast of Asia Minor, then sailing south of Cyprus along an open-water route to Tyre. From Tyre, the ship again hugged the Palestinian coast, stopping in several ports before Paul disembarked at Caesarea (21:7). Paul’s journeys illustrate the variety of itineraries taken by ships. They were capable of sailing in deep water, but they would also hug the coast when there were reasons to make frequent stops.

4. Paul’s fourth journey, which he made in custody on his way to a trial before the emperor at Rome, was to be the most dangerous. From the account in Acts we can glean a number of details of life at sea in the first century AD. The ship bound for Italy was large, and it carried 276 passengers and crew (Acts 27:6, 37), including soldiers and prisoners, at least one companion of a prisoner (Paul’s friend Aristarchus [27:2]), a ship’s pilot, and the ship’s owner (27:11). Sailors used celestial navigation (27:20) and took soundings in shallow water (27:28). We see also that the ship’s course could be determined by the direction of the prevailing winds: twice during the journey Paul’s ship was forced to sail to the lee of large islands (Cyprus and Crete)—a longer journey, but the only option for a ship that was not rigged to sail close-hauled.

When extended periods of unfavorable weather were forecast, one option was simply to put in at a port until conditions improved, preferably in a harbor that was in the lee of an island (Acts 27:12). We learn something of the measures that were taken in heavy weather, many of which are still used in modern times: ropes were tied around the hull of the ship to prevent it from breaking up in rough seas (27:17), the lifeboat was brought onto the deck and made fast (27:17), sea anchors were deployed to keep the bow of the ship oriented into the oncoming waves (27:7), the rudder was lashed amidships (27:40), valuable cargo and gear were jettisoned (27:19, 38), and, as in the days of Jonah, sailors and passengers prayed for divine deliverance (27:29; see also the protective emblems in 28:11).

When all other means had been exhausted, a ship could be run aground on a sandy beach (Acts 27:39), a measure that would have risked damage to the boat but saved lives. In the case of Paul’s ship, the decision to run aground ultimately resulted in the destruction of the ship (27:41).

Metaphors and illustrations. Several NT authors draw illustrations from the nautical world. James likens the harmful power of evil speech to the rudder of a ship: although it is a small device, by it the pilot can control a great ship (James 3:4–5). Elsewhere, he compares the doubting of the unwise person to being lost at sea in a storm (James 1:6; cf. Eph. 4:14). In 1 Tim. 1:19 the loss of faith and good conscience is likened to a shipwreck. Hebrews 6:19 describes the assurance of God’s faithfulness as an anchor for the soul.

In NT studies, “Synoptic” refers to the Gospels of Matthew, Mark, and Luke, which, due to their similarities, can be compared side by side (synoptic = seeing together). Although coined earlier, the term “Synoptic” did not become the commonly used reference to the first three Gospels until the nineteenth century.

Synoptical comparisons reveal texts that are similar in wording (e.g., Matt. 19:13–18 // Mark 10:13–16 // Luke 18:15–17), order (e.g., Matt. 12:46–13:58 // Mark 3:31–6:6a // Luke 8:19–56), and parenthetical material (e.g., Matt. 9:6 // Mark 2:10 // Luke 5:20). Most interestingly, the Synoptics agree in their quotation of the OT even when they differ from the Hebrew OT text itself (compare Matt. 3:3 // Mark 1:3 // Luke 3:4 to Isa. 40:3). Beyond such similarities, significant differences prevail that raise difficult questions. How, for example, could Mark escape any reference to the Sermon on the Mount (including the Lord’s Prayer), which holds such a prominent position in Matthew?

Relationships among the three Gospels. Due to these and other factors, multiple theories on the Synoptic Gospels’ relationship to one another have arisen. Yet none have found universal acceptance. Historically, based primarily on Augustine’s claim, the church affirmed Matthew as the first Gospel, with Mark as his abridgment and Luke as employing both. The German text critic J. J. Griesbach developed this thesis of Matthean priority in his 1774 Synopsis, arguing that Luke was the first to use Matthew, and Mark was drawing from both. The Griesbach Hypothesis continues to have advocates.

Matthew covers the substance of 97.2 percent of Mark’s 661 verses, while 88.4 percent reappear in Luke. Although such statistics could be explained as Mark’s combination and abbreviation of Matthew and Luke, in fact Matthew generally shortens Mark where they cover the same material. In search of explanations that better validate the evidence, NT scholars proposed the Two Source Hypothesis, arguing that Mark wrote first, and that Matthew and Luke drew from Mark and from another, unknown source (which scholars call “Q,” from German Quelle, meaning “source”). H. J. Holzmann gave significant credence to this theory in 1863, and after B. H. Streeter’s persuasive publication in 1924 it became the leading theory. Rather than the reverse, it seems easier to understand Matthew and Luke as expansions of Mark’s narrative, just as evidence suggests that they “cleaned up” Mark’s poorer Greek and more difficult readings. Furthermore, although Matthew and Luke often disagree with each other both verbally and in their order of events, they rarely agree with one another against Mark. This suggests that in the triple tradition (passages in all three Synoptic Gospels), Matthew and Luke are not borrowing from each other but are independently using Mark.

The suggestion of the unknown source Q (which could be either written or oral) proved necessary to make sense of the significant agreements between Matthew and Luke in material not covered by Mark. Streeter suggested further that the material that was unique to Matthew and Luke respectively came from sources designated as “M” and “L.”

Although the Two Source Hypothesis remains the working theory preferred by most scholars, others claim that the issue is far from unresolved. To reconstruct the precise development of the Synoptic Gospels has proven extremely difficult. Each Gospel may have been influenced by a variety of sources. Rather than being well defined, the process likely was fluid, bringing together commonly known and accepted memorizations of specific Jesus sayings, repeated retellings of specific sequences of events (shorter and longer) that had turned into strings of established tradition among early churches, written records made by disciples such as Matthew, oral preaching of apostles such as Peter, accounts possibly from Mary the mother of Jesus (cf. Luke 2:19), and other things.

Mark’s Gospel has historically been considered a written condensation of Peter’s preaching, but as C. H. Dodd showed in his 1936 Apostolic Preaching and Its Developments, Mark shaped his Gospel according to a common apostolic pattern observable in the speeches in Acts. Except for a few parables and the action-filled apocalypse in chapter 13, Mark’s Gospel consists almost exclusively of descriptive narrative that delineates the power and purpose of Jesus, the Son of God. Mark is kerygma, preaching about Jesus. Q, or the material common to Matthew and Luke absent in Mark, consists almost exclusively of teaching material, Jesus sayings. It is didachē, teaching from Jesus.

Distinctives of each Gospel. Griesbach’s “synoptic” approach of placing these three Gospels side by side for comparison has prompted new scholarly approaches such as redaction criticism and has provided beginning students with a helpful way to recognize specific emphases of each Gospel. As noted above, Mark is a fast-paced narrative (“immediately” occurs nine times in chap. 1 alone) with vivid picturesque detail (e.g., 14:51–52). Matthew writes for a Jewish audience. He weaves his narrative around five major teaching discourses (chaps. 5–7; 10; 13; 18; 24–25) while highlighting Jesus’ relationship to Abraham (chap. 1), his mission to “the lost sheep of Israel” (chaps. 10; 15), and his birth and death as the “King of the Jews” (chaps. 2; 27) and using the Jewish expression “kingdom of heaven.” Luke, while portraying the comprehensive scope of Jesus’ mission by relating Jesus directly to Adam and God (3:38) and placing the events in secular history (chap. 2), reveals a special interest in the downtrodden (women, poor, children, Samaritans), prayer (nine prayers), the Holy Spirit, and joyfulness.

Because Scripture sees all things as providentially arranged and sustained by God’s sovereign power at all times (Heb. 1:3), miracles are not aberrations in an otherwise closed and mechanical universe. Nor are miracles raw demonstrations of divinity designed to overcome prejudice or unbelief and to convince people of the existence of God (Mark 8:11–12). Still less are they clever conjuring tricks involving some kind of deception that can be otherwise explained on a purely scientific basis. Rather, God in his infinite wisdom sometimes does unusual and extraordinary things to call attention to himself and his activity. Miracles are divinely ordained acts of God that dramatically alert us to the presence of his glory and power and advance his saving purposes in redemptive history.

Terminology

The biblical writers describe miracles with various terms, such as “signs,” “wonders,” and “miracles” (or “powers”), which can carry various connotations. As the word “sign” suggests, divine miracles are significant and should cause us to think more deeply about God in a way that goes beyond mere amazement or curiosity (Exod. 4:30–31; John 2:11). Not all of God’s signs are miraculous. Some are given as part of his ordering of the natural world (Gen. 1:14) or as an encouragement to faith that God will do as he has said (e.g., the rainbow in Gen. 9:8–17; the blood of the Passover lamb in Exod. 12:13). (See also Sign.)

Often coupled with signs are “wonders” (Jer. 32:21; John 4:48; 2 Cor. 12:12). If the depiction of miracles as “signs” indicates an appeal to the intellect, that of “wonders” points to the emotions. Miracles evoke astonishment and awe at the one who did them.

The NT word “miracle” carries the meaning of power and therefore points to the supernatural source of these events (Luke 10:13; Acts 8:13).

Miracles in the Bible

Old Testament. In the OT, miracles are not evenly distributed but rather are found in greater number during times of great redemptive significance, such as the exodus and the conquest of Canaan. Miracles were performed also during periods of apostasy, such as in the days of the ninth-century prophets Elijah and Elisha. Common to both of these eras is the powerful demonstration of the superiority of God over pagan deities (Exod. 7–12; 1 Kings 18:20–40).

New Testament. In the NT, miracles often are acts of compassion, but more significantly they attest the exalted status of Jesus of Nazareth (Acts 2:22) and the saving power of his word (Heb. 2:3–4). In the Synoptic Gospels, they reveal the coming of God’s kingdom and the conquest of Satan’s dominion (Matt. 8:16–17; 12:22–30; Mark 3:27). They point to the person of Jesus as the promised Messiah of OT Scripture (Matt. 4:23; 11:4–6). John shows a preference for the word “signs,” and his Gospel is structured around them (John 20:30–31). According to John, the signs that Jesus performed were such that only the one who stood in a unique relationship to the Father as the Son of God could do them.

Miracles and faith. Just as entrenched skepticism is injurious to faith, so too is naive credulity, for although signs and wonders witness to God, false prophets also perform them “to deceive, if possible, even the elect” (Matt. 24:24). Christians are to exercise discernment and not be led astray by such impostors (Matt. 7:15–20).

The relationship between miracles and faith is not as straightforward as sometimes supposed. Miracles do not necessarily produce faith, nor does faith necessarily produce miracles. Miracles were intended to bring about the faith that leads to eternal life (John 20:31), but not all who witnessed them believed (John 10:32). Additionally, Jesus regarded a faith that rested only on the miracle itself as precarious (Mark 8:11–13; John 2:23–25; 4:48), though better than no faith at all (John 10:38). Faith that saves must ultimately find its grounding in the person of Jesus as the Son of God.

It is also clear that although Jesus always encouraged faith in those who came to him for help (Mark 9:23), and that he deliberately limited his miraculous powers in the presence of unbelief (Mark 6:5), many of his miracles were performed on those who did not or could not exercise faith (Matt. 12:22; Mark 1:23–28; 5:1–20; Luke 14:1–4).

The fact that Jesus performed miracles was never an issue; rather, his opponents disputed the source of his power (Mark 3:22). Arguments about his identity were to be settled by appeal not to miracles but to the word of God (Matt. 22:41–46).

The function of miracles. Miracle accounts function in a symbolic and prophetic manner. Hence, the cursing of the fig tree was prophetic of the coming judgment (Mark 11:12–21). The unusual two-stage healing of the blind man of Bethsaida symbolized Peter’s incomplete understanding of Jesus’ messiahship (Mark 8:22–33).

The miraculous element of Jesus’ ministry carries an eschatological significance, pointing to the order of things in the age to come. For example, the nature miracles (Mark 4:35–41) look forward to the redemption of creation itself, which is presently subject to frustration and decay (Rom. 8:20–21); the healing miracles point to a day when disease and deformity will be abolished (Rev. 21:4); and miracles in which the dead are raised to life anticipate a time when death itself will be no more (Rev. 20:14; 21:4). From this perspective, the miracles are a gracious foretaste of a far more glorious future.