THE RESULTS OF THE SUBSURFACE IMAGING PROJECT OF
FIGURE 1. AERIAL PHOTOGRAPH OF AN OBJECT, SHAPED LIKE A SHIP, IN THE ARARAT MOUNTAINS, EASTERN TURKEY, 1959, (PHOTOGRAPH: LIFE MAGAZINE SEPT 5, 1960).
The noahsarkscans.nz website was setup by John Larsen in 2017, to report on the results of the deep penetration resistivity scans of the remains of Noahs Ark. Recently a new website has appeared with a similar name, which has absolutely no connection at all with the resistivity imaging work of Noahs Ark and has no association with this work.
On September 11, 1959, while investigating 10000 aerial photos, Captain Ilhan Durupinar from the Turkish army, noticed an ark shape in one of the photographs, taken from above the Ararat Mountains in eastern Turkey, and which could not have been formed by nature (Fig. 1). After calculating the length and the width he concluded that the ark shape maybe was the remains of Noah’s ark. The area and the dimensions all matched those of the Ark.
As a result, an expedition was sent into the Ararat Mountains the following year, and the boat shaped object which had been identified in the aerial photograph, was located. The report of their findings was later published in Life magazine, on the 5th September 1960.
Having read the Life Magazine article in 1960, Ronald E. Wyatt, an anaesthetist from Tennessee, believed that the site required further investigation. During the 1980’s Ron Wyatt succeeded in scanning the structure with the use of ground penetrating radar, and other equipment.
Even although the depth penetration of radar is limited, the data from these scans, revealed what appeared to be vertical wall structures within the hull shape, with a symmetry and layout that Ron Wyatt believed was characteristic of a man-made object. (Fig. 2 and 3).
FIGURE 2. THE RESULTS OF THE RADAR SCANS (IMAGE COURTESY OF THE RON WYATT ESTATE)
FIGURE 3. A RADAR PRINT OUT FROM ONE OF THE ARK SCANS
(PHOTO COURTESY OF THE RON WYATT ESTATE)
On one occasion, the radar equipment picked up what appeared to be a square shaped object within the ships remains. The specimen was dug up by the Turkish military at that time, and later analyzed by Galbraith Laboratories in the United States. The laboratory testing confirmed that the specimen contained organic carbon, indicating that the material was not rock, but was once composed of living material, consistent with petrified wood. (Fig. 4).
FIGURE 4. THE SPECIMEN OF MATERIAL, CONTAINING ORGANIC CARBON, RETRIEVED FROM THE ARK SITE. (PHOTO COURTESY OF THE RON WYATT ESTATE).
Ron Wyatt also found a metallic object next to the Ark, which had the shape of a large rivet, and was surrounded by what appeared to be an equally large metal washer. (Fig. 5). Part of the metal was tested by Teledyne Allvac laboratories in the United States, where the results showed it to contain a complex alloy of metals, including Aluminium. Aluminium is never found in its pure form, in nature, it is entirely a man-made metal.
FIGURE 5. THE RIVET SPECIMEN (PHOTO COURTESY OF THE RON WYATT ESTATE).
Several metal detector surveys were carried out, on multiple trips to the Ark. By placing rocks at each location where metal was detected, and then joining these points up, using yellow tape, Ron found that the metal was distributed in a uniform grid like pattern. (Fig. 6). No metal was found in the ground, outside of the vessel.
FIGURE 6. TAPES SHOWING THE POSITIONS OF THE METAL READINGS. (PHOTO COURTESY OF THE RON WYATT ESTATE).
After studying the results of his work, Ron Wyatt concluded that the object was the remains of a ship, which exactly matched the Biblical description, and dimensions of Noah’s Ark. From the evidence which he had collected, Ron believed that this vessel had initially landed further up the hillside, and that at a later date, it had become engulfed in a mudslide, or a lava flow, which had carried the boat down the mountain, to where it is positioned now. Its progress down the mountain appeared to have been stopped by a large rock outcrop, which had impaled the right side of the boat, holding the vessel in position, where it then became buried by the mud, and was preserved.
In October 1990, Ron Wyatt accompanied by Richard Rives, attempted a mini excavation, using modified shovels, to gently scrape the outer surface of weathered material, away from the exposed ribs of the ship. (Fig 7). When that task was completed, the different colours of the newly exposed rib material, could be more clearly seen, contrasting against the darker soil matrix. (Fig 8.)
FIGURE 7. THE MINI EXCAVATION (PHOTO COURTESY OF THE RON WYATT ESTATE).
FIGURE 8. THE RESULT OF THE MINI EXCAVATION, WITH THE LIGHTER COLOURED RIB MATERIAL, CONTRASTING AGAINST THE DARKER MUD MATRIX (PHOTO COURTESY OF THE RON WYATT ESTATE).
The mini excavation site uncovered ten ribs in total within the scraped area. (Fig. 9).
FIGURE 9. PLAN OF THE RIB POSITIONS EXPOSED IN THE MINI EXCAVATION (IMAGE COURTESY OF THE RON WYATT ESTATE).
Even today, these evenly spaced rib indentations along the sides of the ship, are still visible, especially towards the rear of the ship, where the picture below was taken. (Fig. 10). However the complete shape, and depth of the structure that lay beneath the ground, had until 2014, remained largely a mystery.
FIGURE 10. RIB INDENTATIONS (PHOTO JOHN LARSEN)
In late 2014, the Turkish government granted permission, to allow the site of this buried object, to be scanned using the latest deep penetration, resistivity ground imaging technique.
This is the first time that equipment with a deep enough penetration, (38 metres), and sufficient resolution, has been used on this site, to gain a true image of the complete three dimensional structure that remains beneath the ground.
Resistivity imaging is a technique that was developed during the 1920’s, for deep oil, and mineral exploration. More recently, new equipment has become available, with vastly improved resolution capabilities, to the extent where now it has become an effective tool in the field of archaeology.
The data obtained from a resistivity scan, contains hundreds of individual measurements of the resistance of the subsurface ground material, at different positions and depths, without the need for excavation. Because different materials have different electrical properties, any variations in the composition, or the structure of the ground, which appear within the scanned area, can be measured and seen on the images, which are compiled from all of the data that is collected.
The following images that are shown below, are the results of the resistivity data that was collected on the Noah’s Ark site in 2014. This first view is a side elevation of the entire length of the object, looking at the right side, and in this instance penetrating 34.8 metres, below the ground surface. (Fig. 11). The different colours in the image, display the variation in resistance throughout the ground, and show that the boat shaped outline of the hull that is seen above the ground, is three dimensional, and continues below the ground surface also.
FIGURE 11. THE RIGHT SIDE ELEVATION VIEW OF THE RESISTIVITY PROFILE (IMAGE: JOHN LARSEN).
To give a reference point to this image, the line that is drawn on this same image below, identifies the position of the present day ground level, which lies on each side of the ship. (Fig. 12).
FIGURE 12. THE GROUND ELEVATION RELATIVE TO THE SCANNED BOAT SHAPED OBJECT
(IMAGE: JOHN LARSEN).
Looking at the hull shape in three dimensions, the resistivity images show that the front section, which lies beneath the ground, resembles the form of a ship, which is symmetrical, and with the shape of a deep hull design. (Fig.13 and 14).
FIGURE 13. A THREE DIMENSIONAL VIEW OF THE HULL SHAPE, LOOKING UPWARDS AT THE FRONT LEFT SECTION OF THE BOW. (IMAGE: JOHN LARSEN).
FIGURE 14. ANOTHER VIEW OF THE 3D IMAGE LOOKING UP AT THE FRONT LEFT OF THE SHIP, AND PLOTTED AGAINST A BLACK BACKGROUND. (IMAGE: JOHN LARSEN).
The boundary which distinguishes the outline of the hull shape from the surrounding material, is not a simple transition from just one material to another. If we look more closely at this boundary, a thin layer of material can be seen, (dark green), which is more resistive than either the material above, or below it (light blue). (Fig. 15). Further testing is required here, to determine exactly what the material is that is causing this abrupt variation in resistance, but something is present there, that is different from the other materials around it.
FIGURE 15. A CLOSE UP VIEW OF THE BACK OF THE VESSEL, WHICH SHOWS THE GREEN BOUNDARY LAYER, SANDWICHED BETWEEN THE MORE CONDUCTIVE BLUE MATERIAL ON EACH SIDE. (IMAGE: JOHN LARSEN).
The material of this layer, also has a different electrical resistance compared to the rock that penetrates the middle of the ship. Also, the hull shape that this dark green layer forms, does not follow the irregular outline of the rock, or appear to be influenced, or formed by it.
The Bible tells us that God commanded Noah to build three decks within the Ark.
“WITH LOWER, SECOND, AND THIRD STORIES SHALT THOU MAKE IT.” (GEN 6:16)
Resistivity imaging has the advantage that individual levels of resistance can be isolated, and viewed independently. When the resistance of the material that has the appearance of the inner decks of the ship is viewed separately, three distinct flat surfaces of material can be seen to exist within the hull shape, which extend across the width of the inside of the hull shape (Fig. 16).
FIGURE 16. A CROSS SECTION ALONG THE CENTRELINE OF THE SHIP, SHOWING THE MIDDLE AND UPPER FLAT DECK SURFACES WITHIN THE REAR SECTION OF THE HULL (IMAGE: JOHN LARSEN).
The uppermost surface is seen as a layer of material with a thickness, of approximately 3.2 metres, which equals 6 cubits, in the ancient measurement system. The middle layer measures 4.7 metres in thickness, whilst the third and lowest flat surface, can be seen positioned at the bottom of the inside surface of the hull shape. (Fig. 17).
FIGURE 17. THE SAME IMAGE OF THE UPPER AND MIDDLE DECK FLOORS, WITH THE DECKS HIGHLIGHTED. (IMAGE: JOHN LARSEN).
Each of these three surfaces, are parallel to each other. They are also orientated in straight lines, and aligned with the same angle (approx. 12 degrees), which the hull shape now rests on.
These three flat surfaces, are consistent with what would be expected to be seen, if three decks existed within the hull of a ship, and the floor of each deck was composed of the same material as the inner framework inside the ship’s hull.
The material occupying the space between each of these deck floors, displays a different resistivity. Also the change in resistivity between the infilling material, and the material of the deck, is abrupt, and can be seen by the tightly packed contour lines of resistivity, which follow the boundaries between each of the deck layers, which are seen in these images.
At the end of the middle deck space, towards the rear of the vessel, can be seen what appears to be a vertical wall, which is orientated at exactly ninety degrees to the floor of the deck. The resistivity of the material composing these wall structures, is the same as that of the deck floors. (Fig. 18).
FIGURE 18. THE END WALL TOWARDS THE REAR OF THE VESSEL ON THE MIDDLE DECK, IS POSITIONED AT EXACTLY 90 DEGREES TO THE FLOOR.
When the resistivity image of the ship is viewed in three dimensions, the floors of the three flat deck layers can be seen to cover the full width of the vessel, and do not extend beyond of the edge of the hull outline.
No similar flat planar layers of material, have been found outside of the boat shape, even although the cross sectional scans, covered an area projecting 116 metres in width, and included the ground on each side of the vessel. These flat deck layers are unique, and are only found within this ship.
The Bible records the exact dimensions of the Ark, which God had commanded Noah to build:
“AND THIS IS THE FASHION WHICH THOU SHALT MAKE IT OF: THE LENGTH OF THE ARK SHALL BE THREE HUNDRED CUBITS, THE BREADTH OF IT FIFTY CUBITS, AND THE HEIGHT OF IT THIRTY CUBITS.” (GEN 6.15)
The Biblical description of the size of the Ark, does not say whether these measurements are to be understood as either the internal, or external dimensions. However the internal cargo capacity was the most essential measurement, from a construction perspective, which Noah required.
The ancient cubit measurement, which Noah used in constructing the Ark, would almost certainly have been the same as that which was used by the civilizations which arose from the descendants of the survivors of the flood.
The ancient cubit has been identified as measuring 0.5235 metres (20.6 inches), and has been found to be the unit measure which was used in the construction of the pyramids in Egypt, and in Solomon’s palace in Israel. By converting the length of this ancient cubit, into metres, the dimensions of the Ark, would be as follows:
LENGTH: 300 CUBITS = 157 METRES (515.9 FEET)
BREADTH: 50 CUBITS = 26.2 METRES (85.7 FEET)
HEIGHT: 30 CUBITS = 15.7 METRES (51.6 FEET)
THE LENGTH = 300 CUBITS
From the survey data on the ground surface, the visible edge of the hull shape, from the stern, to the bow, measured 157 metres, (515.9 feet) (300 cubits). (Fig. 19).
FIGURE 19. THE LENGTH OF THE SHIP. (IMAGE: JOHN LARSEN).
This is also seen in the side elevation of the complete length of the ship, which is seen from the resistivity scan data. The scale shown on the horizontal axis on this image (x axis), also confirms that the length of this shape is a little less than 160 metres. When the inclined angle which the hull is resting on (approx. 12 degrees), is taken into account, the length of the hull shape comes to 157 metres, (Fig. 20).
FIGURE 20. THE LENGTH OF THE SHIP AS SEEN IN THE RESISTIVITY IMAGES. (IMAGE: JOHN LARSEN).
THE WIDTH = 50 CUBITS
An inspection of the sides of the hull, show that the rib indentations, which can be seen along the sides of the ship, lie on the outside of the rim of the hull shape. (Fig. 21 and 22).
This means that the total external size of the ship was much larger, and that the 157 metre (300 cubits) measurement of the hull length, is actually its internal dimension.
FIGURE 21. THE REAR VIEW OF THE SHIP. (IMAGE: JOHN LARSEN).
FIGURE 22. THE RIBS CAN BE SEEN HERE POSITIONED ON THE OUTSIDE OF THE RIM OF THE HULL SHAPE. (IMAGE: JOHN LARSEN).
The damage caused to the right side of the ship, by its impact with the rock outcrop, has distorted the right side, and caused the hull to bulge outwards. This makes the present shape of the ship, appear to be wider than it really is. (Fig. 23).
FIGURE 23. LOOKING AT THE REAR OF THE SHIP, SHOWS THE BULGE IN ITS RIGHT SIDE. (IMAGE: JOHN LARSEN).
The subsurface resistivity images of this area, revealed that the top part of the hull, on the right side, has broken away and separated from the main section of the ship, and also tipped outwards. Figure 24, shows a cross sectional image across the widest part of the hull shape. The intact section of the hull, which includes the left side, and centre of the vessel, can be seen here to be considerably more resistive, than the separated section of the right side. This would be expected, because in a timber ship, the amount of damage which the right side has sustained, would almost certainly have cracked the hulls structure in that area, making it more permeable to water, and increasing its conductivity.
FIGURE 24. THE BROKEN AWAY SECTION OF THE RIGHT SIDE OF THE HULL IS SEPARATED FROM THE CENTRE AND LEFT SECTION. (IMAGE: JOHN LARSEN).
In Figure 25, the right side of the hull shape is shown repositioned, and moved back into its original place, where it again joins onto the main hull section, and is symmetrical to the left side.
Measuring across the width of the hulls internal cross section, between the inside surfaces of the hull in this reconstructed image, the measurement of the internal width of the hull shape, can be seen to be in the order of 26.2 metres (50 cubits).
FIGURE 25. THIS RECONSTRUCTED VIEW OF THE HULL, HAS MOVED THE BROKEN SECTION OF THE RIGHT SIDE, BACK INTO CONTACT WITH THE MAIN SECTION OF THE HULL. THIS GIVES AN INTERNAL WIDTH OF 26.2 METRES (50 CUBITS). (IMAGE: JOHN LARSEN).
THE HEIGHT = 30 CUBITS
If the length (300 cubits), and width (50 cubits), are the internal dimensions of the Ark, then we should find that the measurement of its height, should also equal the vertical internal measurement, of the heights of each of the three decks combined.
Much of the roof of the upper deck of this vessel appears to have either collapsed, or been removed. However, portions of the central section still appear to be intact, especially towards the back of the ship.
In the resistivity image which shows the lengthwise cross section, close to the centreline of the ship, and the three deck levels, within the hull, the height of the lowest deck from the floor to the ceiling, measures 7.8 metres, which is exactly 15 ancient cubits. (Fig. 26).
The middle deck height does not extend as high as the lowest deck, and its floor to ceiling height is 4.7 metres. This is exactly 9 ancient cubits.
The uppermost deck has the lowest height, and measures 3.2 metres. This height is 6 ancient cubits.
The fact that the heights of each of the decks, matches a whole number of cubits is interesting, and provides another piece of evidence that this structure is manmade, and built at a time when this cubit measurement was used.
When the total combination of these three deck heights are added together, (3.2+4.7+7.8 metres), the total vertical internal deck space comes to exactly 15.7 metres, (30 cubits).
These measurements of the length, width and height of this hull shape, directly match the description given in Genesis 6.15, of the Ark. There has never been a timber vessel constructed on the earth, of these proportions, except the Ark which Noah constructed.
FIGURE 26. THE THREE INTERNAL HEIGHTS OF EACH DECK SPACE, WHEN ADDED TOGETHER EQUAL 15.7 METRES (30 CUBITS). (IMAGE: JOHN LARSEN).
Early in Ron Wyatt’s investigation of this site, he had found what he believed to be the keel of the ship, embedded in the ground further up the mountain, where the ship had initially come to rest. He believed that when the ship had been caught in the mud, or lava flow, the bottom section of the vessel had remained firmly stuck in the ground, and the rest of the hull had been torn from it, and carried down the mountain, to where it is positioned today.
The central resistivity images that penetrated to the bottom of the hull, also show this bottom section of the hull shape is missing.
Towards the centre of the ship, a large area of high resistance also exists. When Ron Wyatt conducted his radar scans across this area, he concluded that a central corridor, with a length of 128 feet existed here, which appeared to be free from any wall structure. The same result can be seen here on the resistivity survey, which shows a large central area (purple colour), with a resistance high enough to possibly be an open cavity. The length of this area, measures approximately 40 metres on the resistivity scans. (Fig. 27).
The bottom edge of this cavity, is inclined on a 35 degree angle, relative to the decks of the ship, and slopes downwards, like a central stairway, where it connects the upper, middle and bottom decks.
Halfway down this stairway shaped area, at the same level as the floor of the middle deck, the angle of this stairway area flattens out, to the same angle as the middle deck floor, forming what appears to be a horizontal landing. The angle of the stairway shaped area’s floor then resumes, and descends down towards the floor of the bottom deck.
There are no other structures, or walls within the open cavity area, and its orientation is aligned perfectly, with the lengthwise direction of the ship.
FIGURE 27. THE INTERNAL AREA OF HIGH RESISTANCE (PURPLE COLOUR) (IMAGE: JOHN LARSEN).
FIGURE 28. THE SLOPE OF THE BOTTOM EDGE OF THS AREA WHICH HAS THE APPEARANCE OF A CENTRAL STAIRWAY. (IMAGE: JOHN LARSEN).
On the inner side of the ship, equally spaced protrusions can be seen, which Ron Wyatt believed were a part of the ships structure that had collapsed, leaving the stumps of the timbers exposed. (Fig 29, 30 and 31).
FIGURE 29. RON WYATT STANDING IN FRONT OF THE INNER SIDE OF THE ARK, WITH TWO OF THE PROTRUSIONS ABOVE HIM (PHOTO COURTESY OF THE RON WYATT ESTATE).
FIGURE 30. A CLOSER LOOK AT THE PROTRUSIONS (PHOTO JOHN LARSEN)
FIGURE 31. RON WYATTS CONSTRUCTION OF HOW THE RIB AND JOISTS WERE ARRANGED. (IMAGE COURTESY OF THE RON WYATT ESTATE).
One of the cross-section resistivity scans that was achieved in 2014, was positioned directly over one of the ships ribs. The image from this scan, showed that an object of similar resistance to the rib material, (blue colour) was connected horizontally to the rib, and positioned exactly where the protrusion is seen inside the hull. (Fig. 32).
FIGURE 32. 2014 CROSS SECTION RESISTIVITY SCAN OVER ONE OF THESE PROTRUSIONS. (IMAGE: JOHN LARSEN).
The three dimensional resistivity images which were produced by the scans, show the shape and the profile of some of the ribs beneath the ground. (Fig 33).
FIGURE 33. A 3D RESISTIVITY IMAGE CUTTING THROUGH THE REAR OF THE SHIP, AND SHOWING THE SYMMETRICAL CURVATURE OF THE RIBS ON BOTH THE LEFT AND RIGHT SIDES. (IMAGE: JOHN LARSEN).
The lower section of each rib, can be seen to have a semi-circular profile, to both its lower outer and inner surfaces. They are also tapered, with the thickness of the rib increasing in size towards the centreline of the ship, (Fig 34).
FIGURE 34. A VIEW OF ONE OF THE RIBS ON THE LEFT SIDE AT THE REAR OF THE HULL. (IMAGE: JOHN LARSEN).
In Figure 35, two circles (yellow), are superimposed over the contour lines which follow the rib profile, in order to highlight the semi-circular shape of the lower section of the Arks hull.
FIGURE 35. THE INNER AND OUTER SURFACE PROFILE OF THE RIB, IS SEMI-CIRCULAR. (IMAGE: JOHN LARSEN).
Figure 36 shows one of these ribs, towards the back of the ship. The thickness of the upright portion of this rib, measures 5.6 metres horizontally. Towards the centreline of the ship, where the size of each rib is at their greatest, the rib thickness increases to approximately 14 metres.
FIGURE 36. THE DIMENSIONS OF ONE OF THE RIBS TOWARDS THE BACK IF THE SHIP. (IMAGE: JOHN LARSEN).
The massive size of these timbers, must be kept in perspective with the overall size of the ship, which required just such a structure, to maintain the strength of the hull.
This semi-circular profile, has the unique feature in the fact that a circle is the shape that encloses the greatest area, with the smallest circumference. This means that the semi-circular hull design can produce the greatest displacement of water, (i.e. the greatest potential buoyancy), with the smallest surface area, and is known to achieve the smallest wetted surface area, of any shaped hull.
In modern ships, this type of lower profile is often combined with slightly steeper upper sides, as are seen in these images of the ribs. When this shape of hull is also accompanied with a fin type of keel, the result is a hull shape which possesses a very low centre of gravity, combined with a high angle of heel, which is the angle to which the hull can be tipped over to, before taking on water.
In the areas of the ship, where the hull has not been damaged, the same curvature of the ribs, is seen on both the left, and the right sides of the ship. (Fig 37, 38 and 39).
The material composing each rib is slightly more conductive on its outer surface, compared to further inside. This is exactly what would be expected to be found, when a material such as timber, is buried in mud, and begins to petrify.
The outer surface of the material, which is in direct contact with the mud, naturally begins to remineralize first. However the innermost section of the timber, being the most protected, is able to resist the advance of the petrification the longest. This variation in the level of petrification, will produce a difference in electrical conductivity throughout the timber, just as it is seen here.
FIGURE 37. THE RIBS ARE SYMMETRICAL ON THE LEFT AND RIGHT SIDES OF THE SHIP. (IMAGE: JOHN LARSEN).
FIGURE 38. A 3D VIEW OF THE RESISTIVITY IMAGE LOOKING INTO THE INSIDE OF THE HULL, ON ITS LEFT SIDE, THE CURVATURE OF THE RIB CAN BE SEEN ON THE LEFT SIDE OF THE IMAGE. (IMAGE: JOHN LARSEN).
FIGURE 39. ON THE RIGHT SIDE OF THE HULL, THIS 3D RESISTIVITY IMAGE LOOKS INTO THE INSIDE OF THE HULL. THE CURVATURE OF THE RIB, CAN BE SEEN IN THE CENTRE TO RIGHT SIDE OF THIS IMAGE. (IMAGE: JOHN LARSEN).
The results of this investigation, has found that this object in the Ararat Mountains, which has the shape of an immense ship, is composed of a material which has a completely different resistance, compared to the surrounding mud, or rock. Within this object, three flat layers which have the appearance of decks were observed, and the internal dimensions of the length, width and height of this ship, were found to be identical to the dimensions found in the Bible, which describe Noah’s Ark.
The three dimensional shape of this object, and the presence of petrified timber, and metal rivets within the hull, are not features which can be explained by natural rock erosion. Each of these pieces of evidence, point to this object as being man-made, and of ancient origin. In the history of the earth, the only ship of this size, which has ever been built from timber, and matches every feature which has been found on this site, is the Ark which God commanded Noah to build.
THE PRESENCE OF THE ARK PROVES THE YOUNG AGE OF THE EARTH.
The remains of the Ark, now sit at an elevation of approximately 2000 metres above sea level. Fossils of coral, and shellfish, as well as the marine sediments which cover not only the Ararat Mountains, but also the entire earth, testify to their burial by water. Conventional geological maps of Eastern Turkey, and geological reports, state that the sedimentary rocks and fossils found in the Ararat Mountains, date from the Eocene age. These same geological reports, also state that following the deposition of the sedimentary rocks and fossils, the sea level is believed to have continued to diminish in this area, until the early Miocene age, by which time any last trace of water had finally vanished. Since that time this area has never been submerged by water again.
But evolutionists claim that the earth is billions of years old, and that the early Miocene period when the last trace of the water which had covered the Ararat Mountains had finally vanished, was supposedly in the order of 20-24 million years ago. How can this age be true?
It would be a physical impossibility, for a ship the size of the Ark, to drift into the Ararat Mountains, and run aground, 2000 metres above the present elevation of sea level, without water being present. Yet the Ark is not millions of years old. The fossils and sediment on top of which the Ark came to rest, had to have been deposited by the same water, which carried the Ark into that area.
The only conclusion that can be made then, is that the Biblical account of the creation of the earth by God, and its inundation be a massive global sized flood, as it is described in the Bible, is correct. This would place the true age of the earth at around 6000 years, as the Bible teaches, and matches the evidence which is seen.
The Bible tells us that the flood came as a result of man’s corruption, and rebellion against God. The violence and evil that resulted on the earth at that time, finally reached a stage where God could wait no longer. By warning Noah to prepare the Ark, God provided a means for those who would turn away from their sin, to escape the coming deluge.
The Bible tells us these events will be repeated, as we near the time of Jesus Christ’s return.
“BUT AS THE DAYS OF NOE WERE, SO SHALL ALSO THE COMING OF THE SON OF MAN BE. FOR AS IN THE DAYS THAT WERE BEFORE THE FLOOD THEY WERE EATING AND DRINKING, MARRYING AND GIVING IN MARRIAGE, UNTIL THE DAY THAT NOE ENTERED INTO THE ARK, AND KNEW NOT UNTIL THE FLOOD CAME, AND TOOK THEM ALL AWAY; SO SHALL ALSO THE COMING OF THE SON OF MAN BE.” (MATT 24:37-39).
At the time of the flood, the Bible tells us that:
“GOD SAW THAT THE WICKEDNESS OF MAN WAS GREAT IN THE EARTH, AND THAT EVERY IMAGINATION OF THE THOUGHTS OF HIS HEART WAS ONLY EVIL CONTINUALLY.” (GEN 6:5)
Has the corruption of this earth then, yet reached to the same level as it was before the flood? Apart from the rise in wars, violence and crime within the earth, today the world is filled with religions which deny that Jesus Christ is the Son of God, and reject His sacrifice for their sins. Within the “Christian” churches, the chief foundational doctrines of Baal worship, which existed during the Old Testament times, have infiltrated the churches, and replaced the Bible.
The pagan Baal religion centred on the worship of a Trinity “god”, which was both good and evil. During the Old Testament times, the nation of Israel stood out as the only nation which worshipped a singular God, and His Son (ref Proverbs 30:4) who were good only. Not one Old Testament prophet ever believed in the Trinity. God does not change, and The Bible tells us that:
“THERE IS ONE GOD, AND ONE MEDIATOR BETWEEN GOD AND MEN, THE MAN CHRIST JESUS; WHO GAVE HIMSELF A RANSOM FOR ALL, TO BE TESTIFIED IN DUE TIME.” (1TIM 2:5-6).
The prophecies of the Bible tell us that there would be a “falling away”, before Jesus Christ returns. Over the centuries, the pagan doctrine of the Trinity, was given “christian” titles, and accepted by the fallen churches. At this time in the earth’s history nearly every so called “Christian” church has turned away from the God who created all things, and now openly declare that the “god” which they serve is the Trinity.
God commanded his people to rest upon the seventh day of each week, and to keep that day as a Sabbath, in order to commemorate God’s creation of the earth in six literal days, and His rest upon the seventh day. The Sabbath rest on the seventh day of the week, is the fourth commandment of the Ten Commandments, and was especially sanctified by God, to be kept holy.
In this time however, the level of iniquity within the churches has become so advanced, that now every church on this planet desecrates the seventh day, by their worship of the Trinity, or ignore the Sabbath completely, and sanctify the first day of the week (Sunday) instead, which was the day of worship for the Baal religion.
Truly the wickedness that existed before the flood during the days of Noah, is being repeated before our eyes today.
The discovery of Noah’s Ark, stands as a testimony to the accuracy of the Bible, which declares the patience and mercy of God, who will wait for as long as is possible, for people to turn from their sins and seek forgiveness. However, the flood of Noah’s time also points to the final judgment, when God will remove every last trace of sin and defilement from His creation forever. The Bible counsels each one of us to turn away from the sin that is in this world, before it is too late, and seek salvation through God’s own Son, Jesus Christ who has promised that:
“ALL THAT THE FATHER GIVETH ME SHALL COME TO ME; AND HIM THAT COMETH TO ME I WILL IN NO WISE CAST OUT.” (JOHN 6:37)
Please take the time to consider what Jesus Christ has done for each of us. Seek God’s mercy and kindness and turn away from all evil.