The trouble with the King James Bible

It's hardly sufficient that every copy will come with a brief introduction penned by Michael Gove.

So, as reported, every school is to be sent a copy of the King James Bible. Quite right too, many believers will say: the Bible is, after all, the inspired Word of God.

But does that statement of faith possibly stand up to what we now know about the Bible's origins?

By the time the King James Bible was put together four hundred years ago, arguments were raging over which versions of many of the scriptures were the genuine ones. Since then, several discoveries such as the Dead Sea Scrolls have aroused further doubts about those which made it into the KJV (King James Version).

This is hardly surprising. Take interpolations. This word is used to describe third parties inserting various passages into the books of the New Testament many years after they were originally composed.

I will mention just two examples because they go to the core of Christianity.

If you turn to the end of Mark in the King James Bible you will find an account of Jesus' resurrection along with stories of a few appearances which he made after the crucifixion. Yet the early manuscript copies of the gospel finish midway through a sentence -- crucially, before the resurrection has been mentioned.

What follows was added probably more than a hundred years later and so scholars cannot agree whether the original manuscript included the resurrection at all.

Or how about this? The central Christian dogma of the Trinity occurs primarily in two short verses in a letter in the New Testament, said to have been written by St John. When the letter was first written in Greek, the crucial verses were nowhere to be found.

Biblical scholar Bart Ehrman explains in his new book Forged that it was only some time after the letter was translated into Latin, that the passage was inserted and the doctrine of the Trinity became a crucial piece of Christian dogma: so much so that the passage was retranslated back and inserted into the Greek text to appear authentic. And that is the version which now appears in several Bibles including the King James Version.

Besides, thousands of Bible manuscripts survive from before the printing presses started to roll. Crucially, no two are alike. This is hardly surprising. Scholars have studied the way in which these texts developed over the centuries. They have discovered that scribes were copying from sources which were many times removed from the original manuscripts. Each new copy piled fresh errors or deliberate changes onto whatever corruptions were contained in the prior version.

Take the Gospel of Mark. The earliest manuscripts now available date from about 220CE and the earliest full version was transcribed around 350CE. We cannot possibly know how even these earliest surviving texts differ from the original gospel, written in about 70CE. After all, research has shown that the further back in time we go, the more errors were made in the copying process.

Quite frankly, when you read the King James Bible, you have no way of knowing whether any particular line would have been in the original manuscripts. This poses an interesting question for those who believe that all scripture is God-breathed: if God was not going to preserve the original manuscripts, why would he have bothered to inspire them?

But many believers disregard these difficulties. For them, the Bible offers the moral code of a just and merciful God. What is more, the King James Version expresses God's love in beautiful poetic language which would grace any classroom. Perhaps, they're right in part: sit back and admire the poetry with which God's words are expressed in just these 3 passages:

Samaria shall become desolate; for she hath rebelled against her God: they shall fall by the sword: their infants shall be dashed in pieces, and their women with child shall be ripped up.

Now therefore kill every male among the little ones, and kill every woman that hath known man by lying with him. But all the women children, that have not known a man by lying with him, keep alive for yourselves.

Now go and smite Amalek, and utterly destroy all that they have, and spare them not; but slay both man and woman, infant and suckling

Yes, I suppose it is poetic. The vibrant and vivid language enables your mind's eye to see God exacting his revenge on pregnant women and infants. You can even picture the Hebrew soldiers killing all the non-virgin women and raping the others.

But what on earth will today's schoolchildren make of the God of the Bible? Perhaps, like most believers, they won't look at these troublesome passages.

Either way, it's hardly sufficient that every copy of the Bible being sent to the classrooms will apparently come with a brief introduction penned by Michael Gove.

Rather it should come with a slap in the face to those who think that it could possibly be the inspired and accurately-recorded Word of a loving God.

Andrew Zak Williams has written for The Guardian, The Independent, Skeptic and The Humanist.

 

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

***

Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.