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 Greek term for “disciple,” mathētēs, means “student.” Like other rabbis and religious figures of the time, Jesus taught a group of such students (Matt. 9:14; 22:16; Mark 2:16; John 1:35; 4:1). The forms of address that Jesus’ disciples used for him reflect the nature of the relationship: “rabbi” (Mark 9:5), “teacher” (Mark 9:38), and “master” (Luke 5:5). In addition to receiving instruction from Jesus, his disciples took care of his physical needs (Matt. 21:1; John 4:8), ate with him (Matt. 9:10; 26:18), performed exorcisms and healings (Matt. 10:1; Luke 10:17), baptized (John 4:2), controlled access to Jesus (Matt. 19:13; John 12:21), and traveled with him (Luke 8:1; John 2:12). On one occasion Jesus visited the house of Peter and healed Peter’s mother-in-law (Matt. 8:14), which suggests that although the Gospels do not generally depict the private lives of Jesus or his disciples apart from their public ministry, the relationship among these men did not prevent the disciples from maintaining their own homes, families, and, probably, occupations.

In the Gospels Jesus is depicted with variously sized groups of disciples and followers. A prominent tradition in the Gospels indicates that there was an inner group of twelve (Matt. 10:1; 26:20; Mark 3:14; 4:10; 6:7; John 6:70), each of whom is known by name. This is the group most traditionally understood as “the disciples” of Jesus. As an authority, the group of twelve persisted beyond the ascension of Jesus (Acts 6:2). Following the death of Judas Iscariot, Matthias was chosen to take his place among the Twelve (Acts 1:26). Other passages specify a group of seventy or seventy-two (Luke 10:1, 16), and often the number of disciples is indeterminate. Several passages name disciples beyond the Twelve (Matt. 27:57; Luke 24:18; Acts 9:10; 9:36; 16:1; 21:16), and some later authors attempted to list the names of the seventy by drawing names from the book of Acts, the Epistles, and other early Christian traditions (e.g., the thirteenth-century Syriac compilation The Book of the Bee). The book of Acts often refers to any follower of Christ as “disciple,” including those in cities throughout the Roman Empire.

The Gospels tend to present Jesus as a charismatic teacher who could attract adherents with little overt persuasion. The calling of several disciples is narrated, including that of the brothers Simon Peter and Andrew, the brothers James and John the sons of Zebedee (Mark 1:16–20; John 1:40–41), Philip and Nathanael (John 1:44–45), and Matthew/Levi (Mark 2:13–17 pars.). The Gospel of John presents Andrew as a former disciple of John the Baptist.

The Twelve

Each of the Synoptic Gospels has a list of the Twelve (Matt. 10:1–4; Mark 3:13–19; Luke 6:12–16; cf. the list of eleven in Acts 1:13), and the Gospel of John mentions “the Twelve” several times without providing a list. With some slight harmonizations, it is possible to come up with a single list of twelve disciples based on the three Synoptic lists.

(1) All three Synoptic Gospels agree in placing Simon Peter first in the list. (2) His brother Andrew is second, though Mark has placed Andrew farther down the list and does not identify him as Peter’s brother. (3) James the son of Zebedee and (4) John the brother of James are next. Mark adds that the two were also named “Boanerges,” meaning “sons of thunder.” The placement of Peter, James, and John at the head of the list corresponds with the prominence of these three disciples in the story of Jesus’ arrest at Gethsemane, where these three were present (Matt. 26:37 // Mark 14:33). Perhaps the order of Mark’s list reflects the prestige of these three disciples, with Matthew and Luke bringing Andrew to the head of the list not because of any particular importance but so that he is listed with his brother Peter.

The lists continue with (5) Philip, (6) Bartholomew, and (7) Matthew, further identified in Matt. 10:3 as a “tax collector.” The calling of Matthew is narrated in Matt. 9:9–13 and also in Mark 2:13–17; Luke 5:27–32, where Matthew is called “Levi.” (8) Thomas is next (Matt. 10:3 lists Thomas before Matthew; in John 20:24 he is also called “Didymus”), followed by (9) James the son of Alphaeus (Mark 2:14 also calls Levi “son of Alphaeus”), so named to avoid confusion with James the son of Zebedee. (10) Simon the Cananaean (Matt. 10:4; Mark 3:18 NRSV) or Zealot (Luke 6:15; Acts 1:13) is so designated to avoid confusion with Simon Peter. The precise meaning of the term “Cananaean” is uncertain (see Cananaean). (11) Thaddaeus (who precedes Simon the Cananaean in Matthew and Mark) probably should be identified with the eleventh disciple in Luke’s list, Judas the son of James. The names of Thaddaeus and Judas son of James represent the greatest single discrepancy among the three lists, but it may be mitigated somewhat by the fact that some manuscripts identify “Thaddaeus” as a surname (though they give this disciple’s other name as “Lebbaeus,” not “Judas”). All three lists agree in listing (12) Judas Iscariot as the last disciple in the list, and all note that he betrayed Jesus or became a traitor. The fact that Judas Iscariot bears a second name (“Iscariot”) may suggest that there was another Judas among the Twelve from whom it was necessary to distinguish him, as in the case of the two Simons and the two Jameses. This observation lends some weight to the notion that Thaddaeus was also named “Judas.”

The Disciples as Apostles

At various points in his ministry Jesus sent out his disciples to preach and perform miracles, hence they are also referred to as “apostles” (i.e., emissaries). The connection between these two terms is made clear in Luke 6:13: “When morning came, he called his disciples to him and chose twelve of them, whom he also designated apostles.” In the NT Epistles the title “apostle” is applied to several individuals who were not among Jesus’ twelve disciples, most notably Paul. In sum, both “disciple” and “apostle” have narrow and broad meanings in the NT, though there is substantial continuity between “the Twelve” disciples or apostles of Jesus and the narrow definition of “apostle” in the early chapters of Acts.

The Later Careers of the Disciples

After his resurrection, Jesus told his disciples (“the apostles he had chosen” [Acts 1:2]) that they would be his witnesses “in Jerusalem, and in all Judea and Samaria, and to the ends of the earth” (Acts 1:8). Stories about the subsequent careers of the Twelve exist in both the NT and other early Christian sources. The first half of Acts largely focuses on the career of Simon Peter, before attention shifts to the career of Paul in the eastern Roman Empire. Extracanonical books and local legends trace the later careers of Jesus’ twelve disciples, placing them in Rome (Peter), Scythia (Andrew), Spain (James), Ephesus (John), Phrygia (Philip), Armenia (Bartholomew and Thaddaeus), India (Thomas), Ethiopia (Matthew), and North Africa (Simon the Cananaean). Pious local traditions attribute martyrdom to a number of the Twelve, though in the NT we know only of the deaths of Judas Iscariot (Matt. 27:3–10; Acts 1:16–20) and James the son of Zebedee (Acts 12:1–2).

Fish comprise a part of God’s created order (Gen. 1:26), given for humankind to rule (Gen. 1:28) and to eat, though some were considered unclean (those with no fins or scales [Lev. 11:9–12]). Fish comprised a meaningful part of the ancient Israelites’ diet for much of their history. They ate fish during their time in Egypt and longed for it in the wilderness (Num. 11:5). Once in Canaan, they could obtain fish from the Sea of Galilee, the Jordan River, and the Mediterranean Sea. Jerusalem even had a gate called the “Fish Gate” (Neh. 3:3; Zeph. 1:10), perhaps named for a fish market located near it inside the city. Nehemiah notes that men from the coastal city of Tyre imported fish to sell in Jerusalem (Neh. 13:16). Fish brought from such a distance probably had been preserved, perhaps by salting, smoking, or drying. The Gospels contain many references to fishing, since Jesus ministered near the Sea of Galilee and had fishermen among his followers.

Given the importance of fish and fishing, it is perhaps surprising that the Bible nowhere names specific types of fish. One simply reads that a “huge fish” swallowed Jonah (Jon. 1:17), or that Jesus multiplied “small fish” to feed a multitude (Mark 8:7–9). These small fish likely were sardines, caught in large quantities in the Sea of Galilee and preserved by salting. Other common native fish included a pan fish, the tilapia (today’s “St. Peter’s fish” from the story in Matt. 17:24–27); a type of carp, the barbel; and the largest native fish, the catfish, forbidden to observant Jews because of its lack of scales.

By contrast, in both Testaments one can find clear indications of how fish were caught. Large sea creatures might be speared or harpooned (Job 41:7), but usually fishermen used hook and line or one of several different types of nets (Isa. 19:8; Hab. 1:15). Jesus sent Peter out to fish with hook and line (Matt. 17:27). Peter and his brother Andrew also used a casting net (Matt. 4:18–20), a circular net up to twenty-five feet in diameter cast from shore or a boat. The net spread like a parachute and sank rapidly, trapping fish underneath. A system of cords drew the net together as it was pulled back in. Jesus’ disciples caught 153 fish with such a net (John 21:6–11). Professional fishermen also used a dragnet, the most common type of net used in antiquity (see Dragnet). Finally, they also used a trammel net, a standing net often spread between two boats. The trammel net was made of up to five sections, each about one hundred feet long. This net had three layers, two finer-meshed layers on either side of a larger-meshed, central layer. When fish swam into the net, they pushed one of the finer layers into the heavier layer and became entangled when they turned and tried to escape. The fishermen then pulled in the nets, disentangled the fish, and repeated the process, typically ten to fifteen times during a night’s work. The story in Luke 5:1–11 reflects the use of trammel nets, with fishermen in two boats working hard through the night. Ancient commercial fishermen usually had to work at night because the fish could see the threads of their nets during the day.

Fish comprise a part of God’s created order (Gen. 1:26), given for humankind to rule (Gen. 1:28) and to eat, though some were considered unclean (those with no fins or scales [Lev. 11:9–12]). Fish comprised a meaningful part of the ancient Israelites’ diet for much of their history. They ate fish during their time in Egypt and longed for it in the wilderness (Num. 11:5). Once in Canaan, they could obtain fish from the Sea of Galilee, the Jordan River, and the Mediterranean Sea. Jerusalem even had a gate called the “Fish Gate” (Neh. 3:3; Zeph. 1:10), perhaps named for a fish market located near it inside the city. Nehemiah notes that men from the coastal city of Tyre imported fish to sell in Jerusalem (Neh. 13:16). Fish brought from such a distance probably had been preserved, perhaps by salting, smoking, or drying. The Gospels contain many references to fishing, since Jesus ministered near the Sea of Galilee and had fishermen among his followers.

Given the importance of fish and fishing, it is perhaps surprising that the Bible nowhere names specific types of fish. One simply reads that a “huge fish” swallowed Jonah (Jon. 1:17), or that Jesus multiplied “small fish” to feed a multitude (Mark 8:7–9). These small fish likely were sardines, caught in large quantities in the Sea of Galilee and preserved by salting. Other common native fish included a pan fish, the tilapia (today’s “St. Peter’s fish” from the story in Matt. 17:24–27); a type of carp, the barbel; and the largest native fish, the catfish, forbidden to observant Jews because of its lack of scales.

By contrast, in both Testaments one can find clear indications of how fish were caught. Large sea creatures might be speared or harpooned (Job 41:7), but usually fishermen used hook and line or one of several different types of nets (Isa. 19:8; Hab. 1:15). Jesus sent Peter out to fish with hook and line (Matt. 17:27). Peter and his brother Andrew also used a casting net (Matt. 4:18–20), a circular net up to twenty-five feet in diameter cast from shore or a boat. The net spread like a parachute and sank rapidly, trapping fish underneath. A system of cords drew the net together as it was pulled back in. Jesus’ disciples caught 153 fish with such a net (John 21:6–11). Professional fishermen also used a dragnet, the most common type of net used in antiquity (see Dragnet). Finally, they also used a trammel net, a standing net often spread between two boats. The trammel net was made of up to five sections, each about one hundred feet long. This net had three layers, two finer-meshed layers on either side of a larger-meshed, central layer. When fish swam into the net, they pushed one of the finer layers into the heavier layer and became entangled when they turned and tried to escape. The fishermen then pulled in the nets, disentangled the fish, and repeated the process, typically ten to fifteen times during a night’s work. The story in Luke 5:1–11 reflects the use of trammel nets, with fishermen in two boats working hard through the night. Ancient commercial fishermen usually had to work at night because the fish could see the threads of their nets during the day.

On the northwestern shore of the Sea of Galilee, Gennesaret (Matt. 14:34) gives its name to the surrounding fertile plain and to the lake (Luke 5:1).

The English word “master” translates several Hebrew and Greek words. A few prominent examples follow. In the OT, ’adon, when it does not refer to God, is translated as “master” (e.g., Gen. 24:14). It often refers to one who is over servants. Ba’al is both the personal name of a Canaanite deity and a generic term for “master.” It is used in reference to the master of servants or the husband in a home (e.g., Exod. 21:3 NASB). The Hebrew words rab and sar are often combined with other words to mean “great” or “chief,” as in “chief [rab] of the magicians” (Dan. 4:9). In the NT, “rabbi” (“my rab”), borrowed from Aramaic, is used of Jesus and denotes his role as teacher and master (John 4:31). The Greek word kyrios is roughly equivalent to the OT word ba’al and refers to one who has complete authority (Matt. 6:24). Jesus’ disciples use epistatēs when they address him as their leader and teacher (Luke 5:5; 8:24). Didaskalos refers to a teacher, but it also carries the weightier connotation of “master” that was ascribed to teachers in the ancient world (Matt. 9:11; 10:25).

Nets, probably manufactured from thread fiber made from the bark of trees and knotted together, are used in the OT mostly for warfare or hunting/trapping people (literally and figuratively) (Job 18:8; 19:6; Ps. 10:9; Prov. 29:5; Lam. 1:13; Ezek. 12:13; 17:20; 19:8; 32:3; Hos. 5:1; 7:12; Mic. 7:2) and for trapping wildlife and birds (Prov. 1:17; Isa. 51:20; Ezek. 13:20). The methods of entrapping prey, including humans, involved digging and covering a pit with a net into which prey would fall and be trapped (Pss. 9:15; 35:7; 57:6; 140:5; 141:10); thus, in Ps. 9:15, “The nations have fallen into the pit they have dug; their feet are caught in the net they have hidden.”

There is also reference to use of nets for fishing in the OT, though these are more limited (Eccles. 9:12; Isa. 19:8; Ezek. 47:10; Hab. 1:15–17). In Hab. 1:15–17 nets (kherem) and dragnets (mikmeret) become symbolic objects of idolatry as they supply the needs of the users who in turn offer sacrifices to them in gratitude.

In the NT, nets are mentioned only in connection with fishing (Matt. 4:18–21; 13:47; Mark 1:16–19; Luke 5:2, 4–9; John 21:6, 8, 11).

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 name of two places, possibly from the Hebrew word for “harp” due to the shape of the lake bearing its name or the shape of the hill on which the city sat. (1) A large lake in northern Israel. It was the eastern border of Canaan and part of the western boundary of the tribal territory of Gad. Kinnereth (Deut. 3:17; Josh. 11:2; cf. NIV mg. for Num. 34:11; Josh. 12:3; 13:27) was also known as the Sea of Gennesaret (Mark 6:53; Luke 5:1), the Sea of Tiberius (John 6:1; 21:1), and the Sea of Galilee (Matt. 15:29; Mark 1:16). (2) A fortified city, and the region around it, allotted to the tribe of Naphtali (Josh. 19:35). Ben-Hadad of Syria conquered the region after King Asa of Judah paid him a large amount of silver and gold to break his treaty with King Baasha of Israel (1 Kings 15:20).

The name of two places, possibly from the Hebrew word for “harp” due to the shape of the lake bearing its name or the shape of the hill on which the city sat. (1) A large lake in northern Israel. It was the eastern border of Canaan and part of the western boundary of the tribal territory of Gad. Kinnereth (Deut. 3:17; Josh. 11:2; cf. NIV mg. for Num. 34:11; Josh. 12:3; 13:27) was also known as the Sea of Gennesaret (Mark 6:53; Luke 5:1), the Sea of Tiberius (John 6:1; 21:1), and the Sea of Galilee (Matt. 15:29; Mark 1:16). (2) A fortified city, and the region around it, allotted to the tribe of Naphtali (Josh. 19:35). Ben-Hadad of Syria conquered the region after King Asa of Judah paid him a large amount of silver and gold to break his treaty with King Baasha of Israel (1 Kings 15:20).

In its more prominent use, “conviction” refers to the experience of becoming aware of one’s guilt before God. Isaiah’s vision of the throne of God provides a dramatic illustration of conviction. He describes the feeling of dread and self-revulsion that he experienced in the presence of God, who is holy: “ ‘Woe to me!’ I cried. ‘I am ruined! For I am a man of unclean lips, . . . and my eyes have seen the King, the Lord Almighty’ ” (Isa. 6:5). After a miraculous catch of fish, when Peter recognized that Jesus was the Christ, his initial response was similar: “Go away from me, Lord; I am a sinful man!” (Luke 5:8).

Jesus said that after his departure he would send the Spirit, who would convict the world of guilt in regard to sin and righteousness and judgment (John 16:8). Sin has the effect of dulling one’s conscience to its pervasiveness. God is light, and his presence exposes our darkness. To be convicted is to become aware of one’s need for forgiveness and cleansing from sin. Confession, or inward agreement, is the only appropriate response. The initial fulfillment of this promise occurred at Pentecost, when in response to the miracle that drew crowds, Peter preached the resurrection of Christ to the multitudes, who only recently had handed Christ over to be crucified. Upon hearing Peter’s sermon, they were “cut to the heart” and asked, “What shall we do?” Peter then commanded them to repent so that they might receive forgiveness for their sins (Acts 2:37–38). This illustrates that the Spirit works through the proclaimed word of God, which is able to expose the thoughts and intents of the heart (Heb. 4:12). It is, however, possible to resist conviction, which eventually leads to the hardening of one’s heart (Acts 7:51).

The book of Hebrews uses “conviction,” in its secondary meaning, to refer to the internal persuasion that characterizes faith (11:1 ESV, NRSV, NASB).

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.

John, along with his brother James, was a son of Zebedee and a fisherman, and a disciple of Jesus. He was first called to be a disciple when Jesus passed along the shore of Galilee (Matt. 4:21; Mark 1:19–20; Luke 5:10). The fishing boat belonging to John’s family contained hired men, indicating that he left behind a profitable fishing trade (Mark 1:20). Jesus surnamed John and his brother James “Boanerges,” meaning “sons of thunder” (Mark 3:17), likely a reflection of their boisterous temperament.

John’s passionate temperament may be reflected in the Gospels in his attempt to confront potential opposition (Mark 9:38–41; Luke 9:49–50) and his desire to bring heavenly fire down upon those who rejected Jesus (Luke 9:54). James and John requested seats of honor in Jesus’ kingdom (Mark 10:37–40). Matthew clarified this event by naming James and John’s mother as the one voicing the request, something befitting the cultural setting (Matt. 20:20–22). As part of Jesus’ inner group of disciples, along with James and Peter, John was allowed to witness Jesus’ actions on certain critical occasions: raising a child from the dead (Mark 5:37–43), his transfiguration (Matt. 17:1–2; Mark 9:2; Luke 9:28–30), and his agony in the garden of Gethsemane (Matt. 26:36–38; Mark 14:32–34; Luke 22:39–40).

In its account of Jesus’ passion, the Gospel of John highlights the actions of an unnamed disciple “whom Jesus loved.” John is the likeliest candidate. This disciple leaned on Jesus at the final supper (John 13:23), was given care of Jesus’ mother (19:26), arrived first at the empty tomb (20:2–4), first recognized the resurrected Jesus (21:7), was prophesied to live a long life (21:23), and was an eyewitness of events in the Gospel (21:24).

John was among the disciples who stayed in Jerusalem in the upper room prior to Pentecost (Acts 1:13–14). John next was seen after Pentecost with Peter in accounts of the healing of a crippled beggar (3:1–11) and the two of them being arrested for proclaiming the gospel (4:1–23).

John is said to have authored the Fourth Gospel (John 21:20–24). The Gospel of John was written with a purpose stated explicitly by its author: “That you may believe that Jesus is the Messiah, the Son of God, and that by believing you may have life in his name” (20:31). This “believing” encapsulates several key convictions that the author sought to convey. First, Jesus is one with God as preexistent and operative in creation (1:1–4, 10, 18). Second, Jesus is the messianic Savior to God’s chosen people (1:41; 11:27) and all humankind (4:42). In the Johannine Gospel, salvation is conceived in God’s love (3:16), formalized by the sacrifice of his Son (1:29; 3:16), and received by those holding orthodox belief in Jesus’ divine identity (8:24) and origin (12:44; 17:21). Finally, believing includes the conviction that Jesus is one with God, expressed through sonship (1:19–2:11). In the Johannine Gospel, sonship is conveyed literarily and buttresses the certainty that Jesus is sufficient to provide eternal life. Messianic realities mingled with sonship distinguish Jesus as the ultimate revelation of God, thus complementing, while subordinating, previous Jewish religious convictions. In addition to the Gospel of John, tradition attributes the Johannine Letters and, in some cases, the Revelation of John to the apostle John.

John the apostle is understood in his older days to have been a member of a community with disciples of his own, commonly known as the Johannine Community. Within this community the teachings of John about Jesus were preserved and written down. In addition, his correspondence was preserved—1 John, 2 John, and 3 John.

The name of two places, possibly from the Hebrew word for “harp” due to the shape of the lake bearing its name or the shape of the hill on which the city sat. (1) A large lake in northern Israel. It was the eastern border of Canaan and part of the western boundary of the tribal territory of Gad. Kinnereth (Deut. 3:17; Josh. 11:2; cf. NIV mg. for Num. 34:11; Josh. 12:3; 13:27) was also known as the Sea of Gennesaret (Mark 6:53; Luke 5:1), the Sea of Tiberius (John 6:1; 21:1), and the Sea of Galilee (Matt. 15:29; Mark 1:16). (2) A fortified city, and the region around it, allotted to the tribe of Naphtali (Josh. 19:35). Ben-Hadad of Syria conquered the region after King Asa of Judah paid him a large amount of silver and gold to break his treaty with King Baasha of Israel (1 Kings 15:20).

The land of Israel is strategically located on a land bridge between significant geopolitical powers. About the size of New Jersey, it is geographically diverse, ranging from fertile mountains in northern Galilee to the arid Negev steppe. It was indeed the “testing ground of faith” in which God planted his people.

The “Land Between”

The Mediterranean Sea to the west and the great Arabian Desert to the east confined the flow of military and commercial traffic to this land bridge. Throughout most of Israel’s history, Egypt and the succession of political entities in Mesopotamia were intent on expanding their empires; Israel was in between. To a lesser extent, this also involved invaders coming from or through Anatolia (modern Turkey).

The sea and the desert also affect the weather patterns as Israel is dependent on rainfall in the winter months and dew in the summer for its continued agricultural fertility. The promises regarding the “early and latter rains” (autumn and spring) indicate blessing (Deut. 11:14; Jer. 5:24; Joel 2:23). The prospects of drought and famine hover over the land. These vulnerabilities to enemy attack and potential lack of rainfall figure prominently in God’s challenge to faithful obedience (Deut. 11:10–17; 28:25).

Geographical Regions

There are four north-south longitudinal zones that help to define the geography of Israel. From west to east, they are the coastal plain, the hill country, the Jordan Rift Valley, and Trans-jordan. South of these zones lies the Negev, a marginal region between Israel proper and Sinai.

Coastal plain. The coastal plain extends almost the entire length of Israel, with the exception of Mount Carmel’s promontory, jutting out into the Mediterranean Sea. Because of the straight coastline, there are no natural good harbors as there are farther north in Lebanon. This region characteristically was controlled by more cosmopolitan and generally hostile non-Israelites, the most notable being the Philistines in the south. As a result of these factors, the Israelites generally were not a seafaring people, and in fact they seemed to view the sea as a place of chaos and danger (e.g., Pss. 42:7; 74:13–14; Jon. 2:2–7).

Much of the coastal plain was swampy in antiquity due to calcified sandstone ridges along the coastline that prevented runoff from the hills from flowing unimpeded into the sea. In addition, sand dunes along the coast were obstacles to travel. Because this region was relatively flat and easily traversed along the eastern edge, the International Coastal Highway skirted the swamps and dunes and carried the major traffic through the land. Erosion from the hill country to the east brought excellent soil to the plain. Once the swamps were drained in the twentieth century, the plains became fertile farming areas.

The coastal plain has significant subdivisions. To the north of Mount Carmel, the Plain of Akko includes a crescent-shaped area around the city of Akko and extends to Rosh HaNikra, a promontory at the boundary with Lebanon. Immediately south of Mount Carmel is the small Plain of Dor, generally under the control of foreigners and not significant in the biblical text. The Crocodile River separates the Plain of Dor from the Sharon Plain. In the early first century AD, Herod the Great built Caesarea Maritima on the site of Strato’s Tower along the coast of the Sharon Plain and constructed an immense artificial harbor (Josephus, Ant. 15.331–41). It was Herod’s intent for Caesarea to serve as the entry point for Roman culture into what he considered to be the backwaters of Palestine. In God’s plan, however, the process was reversed: Caesarea became a major Christian center, and the gospel went out through the entire Roman Empire.

The Yarqon River, with its source at Aphek, separates the Sharon and the Philistine plains. Because this created a bottleneck for the International Coastal Highway, whoever controlled Aphek had a military and commercial advantage. It is significant that the Philistines were at Aphek when the Israelites took the ark of the covenant to battle (1 Sam. 4). The Philistine Plain extends fifty miles south to Besor Wadi (dry riverbed) in the western Negev (see below). Its width ranges from about ten miles in the north to twenty-five miles in the south. The five significant Philistine cities were Gaza, Ashkelon, Ashdod, Gath, and Ekron.

Hill country. A mountainous spine runs from the north to the south, with several aberrations due to seismic activity in the distant geologic past. The hill countries of Judah, Benjamin, Ephraim, and Manasseh are in the southern two-thirds of the country. Because the terrain is rugged, with steep V-shaped valleys, these regions are somewhat more isolated and protected, especially in Judah and Ephraim. Travel in the interior is along the north-south ridge, often called the “way of the patriarchs” because Abraham, Isaac, and Jacob journeyed this route, stopping at Shechem, Bethel, Salem (Jerusalem), Hebron, and finally Beersheba at the southern end of the mountain range. Agriculture in the hill country is excellent when there is sufficient rainfall. The hard limestone bedrock means that springs are bountiful and the eroded terra rossa soil is productive. The triad of crops that appears in the Bible includes grain (“bread”), new wine, and oil (Deut. 11:14; Joel 1:10), noted in the order in which they are harvested.

West of the Judean hill country are lower, rolling foothills known as the Shephelah. Cut through by five significant east-west valleys, this region was a buffer zone between the people living in the hill country and the Philistines or other foreign forces passing through on the International Coastal Highway. When Israel was particularly vulnerable, these valleys served as invasion routes into the heartland of Judah. The most famous of these, the Elah Valley, was the site of the face-off between David and the Philistine warrior Goliath (1 Sam. 17).

On the eastern side of the hill country, especially in the tribal areas of Judah and Benjamin, lies the wilderness. Because most of the precipitation falls on the western slopes of the mountain range, rainfall for the regions right around the Dead Sea (in the “rain shadow”) is less than four inches per year. Sparsely inhabited, the wilderness was occasionally a place of refuge, as when David was fleeing from Saul (1 Sam. 23–26). Generally, it was viewed as a place to pass through. When the Israelites conquered the land, they traversed the wilderness to get to the central Benjamin Plateau (Josh. 10:9–10). David fled through the wilderness when Absalom took over the kingdom (2 Sam. 15–16). When Jesus traveled from Jericho (below sea level) to Jerusalem, he climbed through the wilderness to an elevation of about twenty-five hundred feet above sea level. Shepherds grazed their flocks in this area during the winter wet months and then migrated farther north and west as the dry season advanced. Some chose to withdraw into the wilderness, most notably the Qumran community along the northwestern shore of the Dead Sea and the later monastic communities.

The major city in the rugged hill country of Ephraim was Shiloh, a well-protected location for the tabernacle and the ark of the covenant early in Israel’s history (Judg. 18:31; 1 Sam. 1–4). In fact, the decision to take the ark out to battle against the Philistines at Aphek was catastrophic. The tribal territory of Manasseh, north of Ephraim, was more open to foreign influence. The major cities were Shechem, lying between Mount Gerizim and Mount Ebal, locations for the renewal of the covenant (Josh. 8:30–35; 24:1), and Samaria, eventually the capital of the northern kingdom. When Omri moved the capital west to Samaria (1 Kings 16:24), it was a bid for more connection with cosmopolitan coastal communities and particularly with the nation of Phoenicia to the northwest. Omri’s son Ahab married the Phoenician princess Jezebel, cementing the alliance and bringing Baal worship to Israel with even greater force.

Mount Carmel, to the northwest of Samaria, served as the effective boundary between Israel and the expanding power of the Phoenicians. It was the perfect stage for the confrontation between Elijah and the prophets of Baal and Asherah (1 Kings 18). Due to its elevation (over seventeen hundred feet at its highest point), it normally receives about thirty-two inches of rain per year. At Elijah’s word, however, the rain had ceased for more than three years (1 Kings 17:1; James 5:17), and the glory of Carmel had withered (cf. Isa. 33:9; Amos 1:2; Nah. 1:4). This was a direct challenge to the supposed powers of Baal, the god of storm and rain. The contest apparently took place near the heights of the promontory overlooking the Mediterranean Sea (1 Kings 18:42–43). There are, however, three sections in the entire twenty-four-mile range, each separated from the next by a chalk pass, providing access through the mountain range. At the southeastern end of Mount Carmel lies the Dothan Valley, location of one of the routes connecting the International Coastal Highway with the major Transjordanian highway (see Gen. 37; 2 Kings 6:8–23).

The Dothan Valley rests between Mount Carmel and Mount Gilboa to the east. These two mountains, along with the Jezreel and Harod Valleys on their northern flanks, create a natural barrier between the central hill country and Galilee. Because of the strategic importance of this region, the Israelites fought early defensive battles against the forces of Jabin king of Hazor (Judg. 4) and against the Midianites camped in the Jezreel Valley (Judg. 7). Later, the Philistines swept through this valley, dividing the southern tribes from those in the north. Saul and his sons lost their lives on Mount Gilboa in this confrontation (1 Sam. 31). The night before the battle, Saul was so troubled by God’s silence that he ventured behind enemy lines on Mount Moreh (directly north of Mount Gilboa) to the town of Endor and requested a medium to summon the prophet Samuel (1 Sam. 28). The city of Megiddo, situated on the edge of the Jezreel Valley at the base of Mount Carmel, guarded the most important pass through the mountain and was the site of numerous battles. It may be the basis for the name “Armageddon,” “Har Megiddo” in Hebrew (Rev. 16).

North of the Jezreel and Harod Valleys, Galilee can be divided into lower and upper Galilee. The latter is called “upper” because it is both farther north and significantly higher in elevation. Upper Galilee is rugged and relatively isolated. As a result, few biblical events unfolded there. In fact, Galilee is seldom mentioned in the OT, with the exception of Isa. 9:1, the passage that Matthew quotes in speaking of the inauguration of Jesus’ ministry in Galilee (Matt. 4:13–16).

The western part of lower Galilee has ridges that run east to west, providing natural conduits for the winds from the Mediterranean Sea as they sweep eastward. This contributes to sudden and strong storms on the Sea of Galilee. The town of Nazareth is nestled near the top of the southernmost ridge, overlooking the Jezreel Valley from the north. This would have afforded Jesus a panoramic view of a historical stage as he was growing up. Nearby was Gath Hepher, hometown of the prophet Jonah (2 Kings 14:25). As Jesus looked east, he would have seen Mount Tabor (Judg. 4–5) and Mount Moreh (Judg. 7; 1 Sam. 31). The “brow of the hill” at Nazareth (Luke 4:29) is a sharp precipice overlooking the Jezreel Valley. Although not mentioned in the Gospels, the Roman city of Sepphoris was only about three miles northwest of Nazareth, and it might have been the place where Joseph was employed as a builder. Eastern lower Galilee is characterized by beautiful rolling hills and valleys that slope down toward the Jordan Valley. Just west of the Sea of Galilee are the cliffs of Arbel, past which the International Coastal Highway made its way as it ran from the Jezreel Valley around Mount Tabor and down into the Jordan Rift Valley.

Jordan Rift Valley. The Jordan Rift Valley, ranging in width from about four to fourteen miles, is a remarkable geological cleft in the earth that extends well beyond the immediate area of Israel. The Arabah, the Dead Sea, the Sea of Galilee, and the Huleh Valley north of the Sea of Galilee lie in the Jordan Rift Valley. In modern times, the Arava (Arabah) refers to the wasteland between the Dead Sea and the Gulf of Eilat (Aqaba), but in the OT the term also included the barren desert north of and around the Dead Sea (Josh. 8:14; 11:2; 1 Sam. 23:24; 2 Sam. 2:29; 4:7). The Dead Sea was called the “Sea of the Arabah” in texts that indicate its role as a boundary marker (Deut. 3:17; 4:49; Josh. 12:3; 2 Kings 14:25).

In the Hebrew Bible, the Dead Sea is called the “Sea of Salt.” The mineral content exceeds 30 percent, compared to normal sea salinity of 3–5 percent. These minerals include calcium, potassium, magnesium, and sodium chlorides. Nevertheless, some algae and bacteria do survive in the sea. Bitumen (asphalt) also seeps from the sea floor, especially when there is more seismic activity in the region. The salinity varies, depending on the level of the Dead Sea, which does fluctuate with variations in rainfall. The level is currently receding rapidly, at a rate of almost three feet per year. One reason for this is the increasing demand for water from the headwaters of the Jordan River. The north end of the sea, at about thirteen hundred feet below sea level, is the lowest place on earth, and the depth of the water at that point is more than one thousand feet.

The Jordan River Valley north of the Dead Sea is approximately sixty-five miles long, and the Jordan River winds for over 120 miles. The name “Jordan” comes from the Hebrew word yarad, which means “to descend.” The Sea of Galilee is 690 feet below sea level, so there is a significant drop between that point and the north end of the Dead Sea.

Key cities in the Jordan Valley include Jericho, just north of the Dead Sea, and Beth Shan, at the junction of the Harod and Jordan valleys. The first city to be conquered (Josh. 6), Jericho represented the vulnerable “underbelly” of Canaan and paved the way for the campaigns that swept first through the south and then the north (Josh. 9–11). Beth Shan was under Philistine control in the early Israelite period. Later, it became the one Decapolis city west of the Jordan River and was known as Scythopolis.

The Jordan Valley has three sections. The entire expanse is called the “Ghor,” an Arabic name. The river valley itself is called the “Zhor,” and it includes the “pride” or thickets of the Jordan, a dense tangle of lush underbrush in which lions could be found in the biblical period (Jer. 12:5; 49:19; 50:44; Zech. 11:3). In between the Ghor and the Zhor is the Qatarra, lifeless marl terraces. In antiquity, during flood stage the Jordan River could be a mile wide. The Israelites crossed the Jordan in the springtime, near Passover, when the river was at flood stage (Josh. 3:15; 5:10).

The Jordan River has its headwaters north of the Sea of Galilee at the base of Mount Hermon. It provides a constant source of freshwater coming into the seven-by-thirteen-mile body of water. In addition, there are salt springs in the northwestern corner. These contribute to the good fishing in that part of the sea. The Hebrew name is “Yam [Sea of] Kinnereth” (Num. 34:11; Josh. 12:3; 13:27). It was also known as the Sea of Tiberias (John 6:1; 21:1) and the Lake of Gennesaret (Luke 5:1). This last name comes from the fertile plain around the northwestern corner of the lake and the city of Gennesaret on that plain.

The ministry of Jesus unfolded around the Sea of Galilee after he moved his base of operations from Nazareth to Capernaum (Matt. 4:13), at the northern end of the sea. Nearby were the cities of Bethsaida and Chorazin, which, along with Capernaum, Jesus condemned for not believing even though he worked miracles in their midst (Matt. 11:20–24). The city of Capernaum profited from the industries of fishing and oil pressing. It was also a likely place for a tax collector, as it was close to the border between Herod Antipas’s Galilee and Herod Philip’s territories to the east. Across the lake, in non-Jewish territory, was the town of Gergesa, perhaps the site where Jesus sent the legion of demons into a herd of pigs (Mark 5:1–20 pars.).

Just north of the Sea of Galilee is an elevated sill, formed by a basalt flow across the Golan Heights and over this section of the Jordan Rift Valley. Hazor, a major site of some two hundred acres, sat astride the sill and dominated the northern region in the Late Bronze and Israelite periods. Hazor is mentioned in texts from both Mari in Mesopotamia and El Amarna in Egypt.

The Huleh Valley, north of the sill, is twenty miles in length and receives about twenty-four inches of rain per year, making it a marshland swamp in antiquity that was called “Lake Semechonitis.” The International Coastal Highway made its way along the western edge of the valley, turned eastward past Mount Hermon, and continued to Damascus.

Transjordan. On the eastern side of the Jordan Rift Valley, at the very northern extent of Israel, Mount Hermon rises to nine thousand feet. Abundant precipitation percolating through the limestone results in prolific springs at its base. These are the headwaters of the Jordan River, the two most important of which are at Dan and Caesarea Philippi. With the abundance of water and lush surroundings, it is not surprising that Dan was a tempting location for the tribe of Dan to resettle, given their precarious position between the tribe of Judah and the Philistines to the west. The idols set up at that point (Judg. 18:30–31) established a precedent for Jeroboam’s choice to position one of the golden calves there as an alternative to worship in distant Jerusalem (1 Kings 12:29–30). Another name for Caesarea Philippi is “Panias” (modern Arabic, “Banias”), in celebration of the god Pan. The rock face from which the spring poured forth is covered with niches for pagan gods; Herod the Great also built a temple to Augustus. In this context, Peter declared that Jesus was the Christ, the Son of the “living” God (Matt. 16:16).

The region south of Mount Hermon was Bashan in the OT period. In the NT era it consisted of a number of small provinces. One of those was Gaulanitis, which is recognizable in the modern name “Golan.” With significant annual rainfall (about forty inches per year), the natural vegetation includes trees and rich pasture that supports large herds (cf. the “bulls of Bashan” in Ps. 22:12; Ezek. 39:18).

Separating the region of Bashan from Lower Gilead is the Yarmuk River Gorge, a significant natural boundary. There was an ongoing contest between the northern kingdom of Israel and Syria to the northeast to control the key site of Ramoth Gilead (1 Kings 22; 2 Kings 9). Cutting through the elevated Dome of Gilead is the Jabbok River, the site of Jacob’s wrestling match with God (Gen. 32).

The area to the east and south of the Dead Sea includes the plains of Moab (Mishor), extending north of the Arnon River Gorge; geopolitical Moab, between the Arnon and the Zered rivers; and Edom, reaching from the Zered down to the northern end of the Gulf of Eilat (Aqaba). To the east of the Mishor lay the kingdom of Ammon. According to Gen. 19, Moab and Ammon were descendants of Lot by his daughters. When they fled eastward from Sodom and Gomorrah, this was the general area they settled.

Transjordan was significant in the OT as the Israelites skirted Edom, conquered the cities of the Amorites and the king of Bashan, and encountered Moab en route to the promised land (Num. 20–25). The tribes of Reuben and Gad and the half-tribe of Manasseh requested the right to settle in Transjordan after the conquest of the land was completed (Num. 32). In the ensuing centuries these tribes suffered the ravages of war on the eastern front (Judg. 10:8; 1 Sam. 11:1; 2 Kings 15:29; 1 Chron. 5:23–26). In the intertestamental period most of northern and central Transjordan came under Hellenistic control. Decapolis cities were located in Bashan, Gilead, and as far south as Philadelphia, at the site of modern Amman.

Negev. To the south of the Judean hill country lies the Negev, whose name means both “dry” and “south.” The biblical Negev is a smaller region shaped somewhat like a bowtie, with Beersheba at the center, Arad in the eastern basin, and Gerar controlling the western basin. The south end of the Philistine plain merges with the western Negev. In the patriarchal period there were tensions over water rights between the herdsmen of Abraham and Isaac and those of the Philistine king Abimelek (Gen. 21:22–34; 26:12–33). Although the region only receives eight to twelve inches of rainfall per year, this was sufficient to sustain small populations, especially if they conserved water. The soil of the Negev is loess, a windblown powder from which the water simply runs off unless catch basins are constructed.

The biblical Negev is bounded by the greater Negev to the south, where rugged limestone ridges predominate. An artificial line drawn from Gaza to Eilat, at the northern end of the Gulf of Eilat, defines the southwestern boundary of the greater Negev; the Jordan Rift Valley is the eastern boundary. The Negev was historically a corridor for spice trade coming from southwestern Arabia and India on the “ship of the desert” (the camel) to reach the Mediterranean markets. The Nabateans, Arab commercial nomads who knew the secrets of the desert, flourished in the spice trade from the fourth to the first centuries BC. Once the Romans co-opted the spice trade, the Nabateans built cities, developed water conservation techniques, and grew extensive vineyards.

The Testing Ground of Faith

Because the land is marginal in terms of both sufficient rainfall and national security, God’s covenant people faced the constant challenge of obedience. The temptations to worship the Canaanite gods for agricultural fertility and to form alliances with more-powerful neighbors instead of putting their trust in God were powerful. Often they succumbed and then experienced God’s chastisement that they might return to him (Lev. 26). Even the land itself would experience pollution due to the sins of its inhabitants (Lev. 18:25). In sum, the land was much more than living space; it was an integral part of the Israelites’ identity as God’s covenant people. When it was flowing with “milk and honey,” the people experienced the shalom of God.

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 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.