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Buffalo Bills

The Buffalo Bills are a professional American football team based in the Buffalo–Niagara Falls metropolitan area. The Bills compete in the National Football League (NFL) as a member club of the league's American Football Conference (AFC) East division. The team plays its home games at Highmark Stadium in Orchard Park, New York. Although they play a considerably farther distance away from their stated geographic name than the Jets and Giants do, the Bills are still technically the only NFL team to play their home games within the state of New York.

Founded in 1959 as a charter member of the American Football League (AFL), they joined the NFL in 1970 following the AFL–NFL merger. The Bills' name is derived from an All-America Football Conference (AAFC) franchise from Buffalo that was in turn named after western frontiersman Buffalo Bill. Drawing much of its fanbase from Western New York and Southern Ontario, the Bills are the only NFL team that plays home games in the state of New York. The franchise is owned by Terry and Kim Pegula, who purchased the Bills after the death of the original owner Ralph Wilson in 2014.

The Bills won consecutive AFL Championships in 1964 and 1965, the only major professional sports championships from a team representing Buffalo. After joining the NFL, they struggled heavily during the 1970s before becoming perennial postseason contenders from the late 1980s to the early 1990s. Their greatest success occurred between 1990 and 1993 when they appeared in a record four consecutive Super Bowls, an accomplishment often overshadowed by their losing each game. From the early 2000s to the mid-2010s, the Bills endured the longest playoff drought of 17 years in the four major North American professional sports, making them the last franchise in the four leagues to qualify for the postseason in the 21st century. They returned to consistent postseason contention by the late 2010s, although the Bills have not returned to the Super Bowl. Alongside the Minnesota Vikings, their four Super Bowl appearances are the most among NFL franchises that have not won the Super Bowl.

Franchise history
The Bills began competitive play in 1960 as a charter member of the American Football League led by head coach Buster Ramsey and joined the NFL as part of the AFL–NFL merger in 1970. The Bills won two consecutive American Football League titles in 1964 and 1965 with quarterback Jack Kemp and coach Lou Saban, but the club has yet to win a league championship since. Once the AFL–NFL merger took effect, the Bills became the second NFL team to represent the city; they followed the Buffalo All-Americans, a charter member of the league. Buffalo had been left out of the league since the All-Americans (by that point renamed the Bisons) folded in 1929; the Bills were no less than the third professional non-NFL team to compete in the city before the merger, following the Indians/Tigers of the early 1940s and an earlier team named the Bills, originally the Bisons, in the late 1940s in the All-America Football Conference (AAFC).

Following the AFL–NFL merger, the Bills were generally mediocre in the 1970s but featured All-Pro running back O. J. Simpson. After being pushed to the brink of failure in the mid-1980s, the collapse of the United States Football League and a series of highly drafted players such as Jim Kelly (who initially played for the USFL instead of the Bills), Thurman Thomas, Bruce Smith and Darryl Talley allowed the Bills to rebuild into a perennial contender in the late 1980s through the mid-1990s, a period in which the team won four consecutive AFC Championships; the team nevertheless lost all four subsequent Super Bowls, records in both categories that still stand.

The rise of the division rival New England Patriots under Bill Belichick and Tom Brady, along with numerous failed attempts at rebuilding in the 2000s and 2010s, helped prevent the Bills from reaching the playoffs in seventeen consecutive seasons between 2000 and 2016, a 17-year drought that was the longest active playoff drought in all major professional sports at the time. On October 8, 2014, Buffalo Sabres owners Terry and Kim Pegula received unanimous approval to acquire the Bills during the NFL owners' meetings, becoming the second ownership group of the team after team founder Ralph Wilson. Under head coach Sean McDermott, the Bills broke the playoff drought, appearing in the playoffs for four of the next five seasons. The team earned its first division championship and playoff wins since 1995 during the 2020 season, aided by Brady's departure to Tampa Bay and out of the AFC East, as well as the Bills' own development of a core of talent including Josh Allen, Stefon Diggs, Matt Milano, and Tre'Davious White. The 2020 season saw the Bills reach the AFC Championship for the first time since the 1993 season. However, their run ended with a 38–24 loss to the Kansas City Chiefs. The Buffalo Bills have also announced the plans to build a new stadium to replace Highmark Stadium in 2026.

Logos and uniforms

For their first two seasons, the Bills wore uniforms based on those of the Detroit Lions at the time. Ralph Wilson had been a minority owner of the Lions before founding the Bills, and the Bills' predecessors in the AAFC had also worn blue and silver uniforms.

The team's original colors were Honolulu blue, silver, and white, and the helmets were silver with no striping. There was no logo on the helmet, which displayed the players' numbers on each side.

In 1962, the standing red bison was designated as the logo and took its place on a white helmet. In 1962, the team's colors also changed to red, white, and blue. The team switched to blue jerseys with red and white shoulder stripes, similar to the Buffalo Bisons AHL hockey team of the same era. The helmets were white with a red center stripe. The jerseys again saw a change in 1964 when the shoulder stripes were replaced by a distinctive stripe pattern on the sleeves consisting of four stripes, two thicker inner stripes and two thinner outer stripes all bordered by red piping. By 1965, red and blue center stripes were put on the helmets.

The Bills introduced blue pants worn with the white jerseys in 1973, the last year of the standing buffalo helmet. The blue pants remained through 1985. The face mask on the helmet was blue from 1974 through 1986 before changing to white.

The standing bison logo was replaced by a blue charging one with a red slanting stripe streaming from its horn. The newer emblem, still the primary one used by the franchise, was designed by aerospace designer Stevens Wright in 1974. In 1984, the helmet's shell color was changed from white to red, primarily to help Bills quarterback Joe Ferguson distinguish them more readily from three of their division rivals at that time, the Baltimore Colts, the Miami Dolphins, and the New England Patriots, who all also wore white helmets at that point. Ferguson said, "Everyone we played had white helmets at that time. Our new head coach Kay Stephenson just wanted to get more of a contrast on the field that may help spot a receiver down the field." (The Patriots have worn silver helmets since 1993, the Colts have since been realigned to the AFC South, and in 2019 the New York Jets have since switched back to green-colored helmets, after playing 20 years with white ones.)

In 2002, under the direction of general manager Tom Donahoe, the Bills' uniforms went through radical changes. A darker shade of blue was introduced as the primary jersey color, and nickel gray was introduced as an accent color. Both the blue and white jerseys featured red side panels. The white jerseys included a dark blue shoulder yoke and royal blue numbers. The helmet remained primarily red with one navy blue, two nickel, two royal blue, two white stripes, and a white face mask. A new logo, a stylized "B" consisting of two bullets and a more detailed buffalo head on top, was proposed and had been released (it can be seen on a few baseball caps that were released for sale), but fan backlash led to the team retaining the running bison logo. The helmet logo adopted in 1974—a charging royal blue bison with a red streak, white horn, and eyeball—remained unchanged.

In 2005, the Bills revived the standing bison helmet and uniform of the mid-1960s as a throwback uniform.

The Bills usually wore the all-blue combination at home and the all-white combination on the road when not wearing the throwback uniforms. They stopped wearing blue-on-white after 2006, while the white-on-blue was not worn after 2007.

For the 2011 season, the Bills unveiled a new uniform design, an updated rendition of the 1975–83 design. This change includes a return to the white helmets with "charging buffalo" logo, and a return to royal blue instead of navy. The set initially featured striped socks, but by 2021, the Bills gradually reduced its usage and began wearing either all-white or all-blue hosiery without stripes in most games.

Buffalo sporadically wore white at home in the 1980s, including all eight home games in 1984, but stopped doing so beginning in 1987. On November 6, 2011, against the New York Jets, the Bills wore white at home for the first time since 1986. Since 2011, the Bills have worn white for home games, either with their primary uniform or a throwback set.

The Bills' uniform received minor alterations as part of the league's new uniform contract with Nike. The new Nike uniform was unveiled on April 3, 2012.

On November 12, 2015, the Bills and the New York Jets became the first two teams to participate in the NFL's Color Rush uniform initiative, with Buffalo wearing an all-red combination for the first time in team history. Like the primary uniforms, the set initially had red socks with white and blue stripes, but in 2020, it was replaced with red socks without stripes.

A notable use of the Bills' uniforms outside of football was in the 2018 World Junior Ice Hockey Championships when the United States men's national junior ice hockey team wore Bills-inspired uniforms in their outdoor game against Team Canada on December 29, 2017. This game was also played at the Bills' home stadium, Highmark Stadium.

On April 1, 2021, the team announced they would wear white face masks during the upcoming season and beyond.

Rivalries
The Bills have rivalries with their three AFC East opponents (Miami Dolphins, New England Patriots, and New York Jets) and also have had historical rivalries with other teams such as the Baltimore/Indianapolis Colts (a former divisional rival), Kansas City Chiefs, Houston Oilers/Tennessee Titans, Jacksonville Jaguars, and Dallas Cowboys. They also play an annual preseason game against the Detroit Lions.

The Cleveland Browns once shared a rivalry with the Bills' predecessors in the All-America Football Conference. The current teams have a more friendly relationship and have played sporadically since the AFL–NFL merger.

Miami Dolphins
This is often considered Buffalo's most famous rivalry. Though the Bills and Dolphins both originated in the American Football League, the Dolphins did not start playing until 1966 as an expansion team, while the Bills were one of the original eight teams. The rivalry first gained prominence when the Dolphins won every match-up against the Bills in the 1970s for an NFL-record 20 straight wins against a single opponent (the Bills defeated the Dolphins in their first matchup of the 1980s). Fortunes changed in the following decades with the rise of Jim Kelly as Buffalo's franchise quarterback. Though Kelly and Dolphins quarterback Dan Marino shared a competitive rivalry in the 1980s and 1990s, the Bills became dominant in the 1990s. Things have since cooled down after the retirements of Kelly and Marino and the rise of the New England Patriots, but Miami remains a fierce rival of the Bills, coming in second place in a recent poll of Buffalo's primary rival, and the two teams have typically been close to each other in win–loss records. Miami leads the overall series 62–58–1 as of 2023, but Buffalo has the advantage in the playoffs at 4–1, including a win in the 1992 AFC Championship Game.

New England Patriots
The rivalry with the New England Patriots began when both teams were original franchises in the American Football League (AFL) prior to the NFL–AFL merger, but did not gain notability until the emergence of New England's Tom Brady in 2001. The teams were very competitive prior to the 2000s. However, the arrival of Patriots quarterback Brady in the early 2000s led to New England dominating the AFC East, including the Bills, for two decades. As a result, the Patriots replaced the Dolphins as Buffalo's most hated rival. The Bills have taken a 7–2 edge since Brady's departure in 2020, which included consecutive AFC East titles from 2020 to 2022 and a series sweep of the Patriots in two of the three years. In 2021, the Bills dominated in a 47–17 victory against the Patriots in the rivalry's first playoff matchup in 59 years, which saw the Bills score a touchdown on every offensive drive throughout the entire game and, as such, is the only "perfect offensive game" in NFL history. Overall, the Patriots lead the series 78–50–1 as of 2023, but trail the Bills by a 47–46–1 margin without Brady on the field.

The rivalry is also noted for several players being a members of both teams during their careers, including Drew Bledsoe, Doug Flutie, Lawyer Milloy, Brandon Spikes, Scott Chandler, Chris Hogan, Mike Gillislee, and Stephon Gilmore.

New York Jets
The Bills and Jets were both original AFL teams, and both represent the state of New York, though the Jets (since 1984) actually play their games in East Rutherford, New Jersey. While the rivalry represents the differences between New York City and Western New York, it has historically not been as intense as the Bills' rivalries with the Dolphins and Patriots. The teams' fanbases either have grudging respect or low-key annoyance (stemming more from the broader upstate-downstate tensions than the teams or sport) for each other when the teams are not playing one another. The Bills-Jets rivalry has often become characterized by ugly games and shared mediocrity, but it has had a handful of competitive moments. The series heated up recently when former Jets head coach Rex Ryan became the Bills' head coach for two seasons and had become notable again as Bills quarterback Josh Allen and former Jets quarterback Sam Darnold, both drafted in the same year, maintained a friendly rivalry with one another. Buffalo leads the series 69–58 as of 2023, including a playoff win in 1981.

Kansas City Chiefs
The Kansas City Chiefs, another original franchise in the AFL, has also had a long history against the Bills despite the two teams never being in the same division. Buffalo currently leads the series 29–24–1, which has included five playoff meetings, three of which were AFL/AFC championship games; Kansas City won the 1966 AFL Championship game that determined the AFL's representative in the first Super Bowl, going on to face the Green Bay Packers, in addition to the 2020 AFC Championship game that saw the team advance to its second straight Super Bowl appearance, while Buffalo defeated Kansas City in the 1993 AFC championship game to advance to its fourth straight Super Bowl appearance. Each time the Super Bowl participant would end up losing the big game. Despite a lull in the series in the 2000s and 2010s, the rivalry gained attention as the Bills and Chiefs met in nine of ten years from 2008 to 2017. After a 2-year hiatus in the series, four high-profile matchups occurred between the Bills and Chiefs in 2020 and 2021, including the aforementioned 2020 championship game and the 2021 Divisional round game, which is now considered one of the greatest playoff games of all time but was also controversial due to the league's overtime rules. A rivalry between Josh Allen and Chiefs quarterback Patrick Mahomes has also developed, drawing comparisons to Jim Kelly's rivalry with Dan Marino as well as the rivalry between Tom Brady and Peyton Manning.

Jacksonville Jaguars
A new rivalry emerged between the Bills and the Jacksonville Jaguars after former Bills head coach Doug Marrone, who had quit the team after the 2014 season, was hired as a coaching assistant for Jacksonville and eventually rose to become the Jaguars' head coach. The first game between the Marrone-led Jaguars was a London game in week 7 of the 2015 season, which saw the Jaguars' win 34–31. The most important game of this series was an ugly, low-scoring Wild Card game in 2017 that saw the Jaguars win 10–3. This game is notable as it was the first Bills playoff appearance in 17 seasons. Prior to this, Jacksonville had handed Buffalo its first playoff loss in Bills Stadium in 1996. Following the 2017 wild card game the Bills and Jaguars have met two additional times. The first was a "rematch" game in week 12 of the 2018 season, which saw the Bills win 24–21. During this game, trash talk from former Jaguars players such as Jalen Ramsey resulted in a brawl between the teams. The second time was in week 9 of the 2021 season. By now, the "point" of the rivalry, Marrone's feud with the Bills organization, and the personal drama between Bills and Jaguars players no longer applied as Marrone had been fired and replaced by Urban Meyer and all the players from the 2017 Jaguars team have since moved on to other teams or retired. Regardless, this game was the seventh largest upset at the time in NFL history, which saw the 15.5-point favorite Bills lose 9–6. The Jaguars currently lead the series 10–9.

Houston Oilers/Tennessee Titans
The Tennessee Titans (formerly the Houston Oilers) share an extended history with the Bills, both teams being original AFL clubs in 1960 and rivals in that league's East Division before the AFL-NFL merger. Matchups were intense in the 1990s, with quarterback Warren Moon leading the Oilers against Jim Kelly's Bills. After both teams failed to meet the same success in the late 2000s to early 2010s, they have returned to consistent playoff contention since 2017, resulting in several high-profile games as of late. Memorable playoff moments between the teams include The Comeback, in which the Frank Reich-led Bills overcame a 35–3 deficit to stun the Oilers 41–38 in 1992, and the Music City Miracle, in which the now-Titans scored on a near-last-minute kickoff return with a controversial lateral pass ruling to beat the Bills 22–16 in 1999. The Music City Miracle was notable for being Buffalo's last playoff appearance until 2017. The Titans currently lead the series 30–20.

Retired numbers
The Buffalo Bills have retired three numbers in franchise history: No. 12 for Jim Kelly, No. 34 for Thurman Thomas, and No. 78 for Bruce Smith. Although the Bills have retired only three jersey numbers, other numbers are no longer issued or are in reduced circulation.

 * Reduced circulation:
 * 83 Andre Reed, WR, 1985–1999 (Lee Evans III wore No. 83 by special permission)

Since the team's earliest days, the number 31 was not supposed to be issued to any other player. The Bills had stationery and various other team merchandise showing a running player wearing that number, and it was not supposed to represent any specific person but the 'spirit of the team.' In the first three decades of the team's existence, the number 31 was only seen once. In 1969, when reserve running back Preston Ridlehuber damaged his number 36 jersey during a game, equipment manager Tony Marchitte gave him the number 31 jersey to wear while repairing the number 36. The number 31 was not reissued until 1990 when first-round draft choice James Williams wore it for his first two seasons; it has since been returned to general circulation.

Number 32 had been withdrawn from circulation but not retired after O. J. Simpson. Former owner Ralph Wilson insisted on not reissuing the number, even after Simpson's highly publicized murder case and later robbery conviction. The number was placed back into circulation in 2019 with Senorise Perry wearing the number that year; practice squad cornerback Kyler McMichael was the last player to wear the number.

Number 15 was historically only issued sparingly after the retirement of Jack Kemp. It was last worn by Jake Kumerow in 2021.

Number 1 has also rarely been used for reasons yet to be explained. While there is no proper explanation, Tommy Hughitt was a player-coach for the early Buffalo teams in the New York Pro Football League and NFL from 1918 to 1924 and was both a major on-field success and a fixture in Buffalo culture after his retirement as a politician and auto salesman. Hugitt was reported to wear number 1 during this time. Wide receiver Emmanuel Sanders is the most recent Bill to wear the number; prior to his arrival in 2021, it had been 19 years since it had been worn in the regular season when kicker Mike Hollis wore it in 2002.

Number 95 has not been reissued since the retirement of Kyle Williams in 2019.

Silver Anniversary Team
On April 27, 1984, Bills announced the Silver Anniversary team to commemorate its 25th anniversary.

Radio and television
The Buffalo Bills Radio Network is flagshipped at WGR AM 550 in Buffalo, with sister station WWKB AM 1520 simulcasting all home games. Chris Brown is the team's current play-by-play announcer, having taken over from John Murphy (the announcer from 2003 to 2022 and color commentator most years from 1984 to 2003) after Murphy suffered a stroke. Former Bills center Eric Wood is the color analyst.

In 2018, the team signed an agreement with Nexstar Media Group to carry Bills preseason games across its network of stations in the region. As of 2020, WIVB-TV serves as the flagship station of the network, which includes WJET-TV in Erie, WROC-TV in Rochester, WSYR-TV in Syracuse, WUTR in Utica, WETM-TV in Elmira and WIVT in Binghamton. Steve Tasker does color commentary on these games; the play-by-play position is rotated between Andrew Catalon and Rob Stone. WROC-TV reporter Thad Brown is the sideline reporter. Since 2008, preseason games have been broadcast in high definition.

Beginning in the 2016 season, as per a new rights deal that covers rights to the team as well as its sister NHL franchise, the Buffalo Sabres, most team-related programming, including studio programming and the coach's show, was re-located to MSG Western New York—a joint venture of MSG and the team ownership. Preseason games will continue to air in simulcast on broadcast television.

In the event that regular-season games are broadcast by ESPN, in accordance with the league's television policies, a local Buffalo station will broadcast the game. From 2014 to 2017, WKBW-TV held the broadcast rights to that contest, with the station winning back the rights to cable games after WBBZ-TV held the rights for 2012 and 2013.

Training camp sites

 * 1960–1962 Roycroft Inn, East Aurora, New York
 * 1963–1967 Camelot Hotel, Blasdell, New York
 * 1968–1980 Niagara University, Lewiston, New York
 * 1981–1999 State University of New York at Fredonia, Fredonia, New York
 * 2000–present, St. John Fisher University, Pittsford, New York

Mascots, cheerleaders, and marching band
The Bills' official mascot is Billy Buffalo, an eight-foot-tall, anthropomorphic blue American bison who wears the jersey "number" BB.

The Bills do not have cheerleaders. The Bills operated a cheerleading squad named the Buffalo Jills from 1967 to 1985; from 1986 to 2013, the Jills operated as an independent organization sponsored by various companies. The Jills suspended operations prior to the 2014 season due to legal actions. The Bills and Jills were previously involved in a legal battle, in which the Jills alleged they were employees, not independent contractors, and sought back pay. On March 3, 2022, a settlement was reached where the Bills agreed to pay the Jills $3.5 million, while Cumulus Media paid $4 million in stock options of the company while admitting no wrongdoing.

The Bills are one of six teams in the NFL to designate an official marching band or drumline (the others being the Baltimore Ravens, Washington Commanders, New York Jets, Carolina Panthers and Seattle Seahawks). Since the last game of the 2013 season, this position has been served by the Stampede Drumline, known outside of Buffalo as Downbeat Percussion.

The Bills have several theme songs associated with them. The most popular is a variation of the Isley Brothers hit "Shout," recorded by Scott Kemper, which served as the Bills' official promotional song from 1987 through 1990s. It can be heard at every Bills home game following a field goal or touchdown and at the game's end if the Bills win. The Bills' unofficial fight song, "Go Bills," was penned by Bills head coach Marv Levy in the mid-1990s on a friendly wager with his players that he will write the song if the team won a particular game.

Supporters
The "Bills Backers" are the official fan organization of the Buffalo Bills. It has over 200 chapters across North America, Europe, and Oceania. Also notable is the "Bills Mafia," organized via Twitter beginning in 2010 by Del Reid, Leslie Wille, and Breyon Harris; the phrase "Bills Mafia" had by 2017 grown to unofficially represent the broad community surrounding and encompassing the team as a whole, and players who join the Bills often speak of joining the Bills Mafia. Outsiders frequently treat the Bills' fan base in derogatory terms, especially since the 2010s, partly because of negative press coverage of select fans' wilder antics. In 2020, the Bills filed to trademark the "Bills Mafia" name.

Bills fans are particularly well known for their wearing of Zubaz zebra-printed sportswear; so much is the association between Bills fans and Zubaz that when a revival of the company opened its first brick-and-mortar storefront, it chose Western New York as its first location. The "wing hat," a hat shaped like a spicy chicken wing (much in the same style as the Green Bay Packers' Cheesehead hats), can also frequently be seen atop Bills fans' heads, having originated as promotional merchandise by the Anchor Bar, the purported inventors of the modern chicken wing as a delicacy. Another hat associated with the Bills fandom is the water buffalo hat, resembling the headgear of the fictional Loyal Order of Water Buffaloes seen in the TV series The Flintstones; this hat gained particular popularity with the Water Buffalo Club 716, a community of over 2,000 Bills supporters from around the world founded in 2021 by Therese Forton-Barnes. In 1982, a local grocery store introduced the Whammy Weenie as a promotional item, a maraca-like hot dog-shaped device, painted green (which was not a Bills color, but instead painted as such in reference to a military slang term), that Bills fans were supposed to shake at the team's opponents; Bills owner Ralph Wilson, after having seen a Whammy Weenie dangled in front of his suite in the midst of a disappointing season, ordered the Whammy Weenie to be discontinued due to the double entendre it posed.

Bills Mafia members are also well known for jumping off of elevated surfaces (often cars or RVs) into folding tables, in the style of professional wrestlers, during the pre-game tailgate.

Bills fans are noted for their frequent support for charitable causes. After the Bills received help in breaking their 17-year playoff drought on a last-minute Cincinnati Bengals victory, Bills fans crowdfunded the charities of Bengals players Andy Dalton and Tyler Boyd with hundreds of thousands of dollars as a gesture of thanks. Also in 2020, following a November 8 upset win over the Seattle Seahawks led by one of the best career performances by quarterback Josh Allen, news emerged that Allen had elected to take the field after having been given the option to sit out the contest as he had received news of his grandmother's death only the night before. Fans showed support for their team and community by donating nearly $700,000 to the Oishei Children's Hospital, an organization supported by Allen throughout his time in Buffalo. Following the Bills' defeat of the Baltimore Ravens in the 2020–21 NFL playoffs and an injury to Ravens quarterback Lamar Jackson late in that game, Bills fans crowdfunded his favorite charity, Blessings in a Backpack.

The Bills are one of the favorite teams of ESPN announcer Chris Berman, who picked the Bills to reach the Super Bowl nearly every year in the 1990s. Berman often uses the catchphrase, "No one circles the wagons like the Buffalo Bills!" Berman gave the induction speech for Bills owner Ralph Wilson when Wilson was inducted into the Pro Football Hall of Fame in 2009.

The Bills were also the favorite team of late NBC political commentator Tim Russert, a South Buffalo native, who often referred to the Bills on his Sunday morning talk show, Meet the Press. (His son, Luke, is also a notable fan of the team.) CNN's Wolf Blitzer, also a Buffalo native, has proclaimed he is also a fan, as has CBS Evening News lead anchor and Tonawanda native Jeff Glor and DNC Chairman Tom Perez.

ESPN anchor Kevin Connors is also a noted Bills fan, dating to his time attending Ithaca College. Actor Nick Bakay, a Buffalo native, is also a well-known Bills fan; he has discussed the team in segments of NFL Top 10. Character actor William Fichtner, raised in Cheektowaga, is a fan, and did a commercial for the team in 2014. In 2015, Fichtner also narrated the ESPN 30 for 30 documentary on the Bills' four Super Bowl appearances, "Four Falls of Buffalo". Former Olympic swimmer Summer Sanders (an in-law to former Bills kicker Todd Schlopy) has professed her fandom of the team. Actor Christopher McDonald, who was raised in Romulus, New York, is a fan of the team.

Persons notable almost entirely for their Bills fandom include Ken "Pinto Ron" Johnson, whose antics while appearing at every Bills home and away game since 1994 earned enough scrutiny that his tailgate parties were banned from stadium property on order of the league; John Lang, an Elvis impersonator who carries a large guitar that he uses as a billboard; Marc Miller, whose professional wrestling promo-style interview with WGRZ prior to Super Bowl XXVII (distinguished by the line "Dallas is going down, Gary!" and picked up at the time by The George Michael Sports Machine) was rediscovered in 2019; and Ezra Castro, also known as "Pancho Billa", a native of El Paso, Texas who wore a large sombrero and lucha mask in Bills colors. Castro was diagnosed with a spinal tumor that had metastasized in 2017; he was invited on stage during the 2018 NFL Draft to read one of the Bills' selections. Castro died on May 14, 2019.

In popular culture
Several former Buffalo Bills players earned a name in politics in the late 20th century after their playing careers had ended, nearly always as members of the Republican Party. The most famous of these was quarterback Jack Kemp, who was elected to the U.S. House of Representatives from Western New York in 1971—two years after his playing career ended and remained there for nearly two decades, serving as the Republican Party nominee for Vice President of the United States under Bob Dole in 1996. Kemp's backup, Ed Rutkowski, served as county executive of Erie County from 1979 to 1987. Former tight end Jay Riemersma, defensive tackle Fred Smerlas and defensive end Phil Hansen have all run for Congress, though all three either lost or withdrew from their respective races.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Buffalo Bills


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Big Dig

The Big Dig was a megaproject in Boston that rerouted the then elevated Central Artery of Interstate 93 that cut across Boston into the O'Neill Tunnel and built the Ted Williams Tunnel to extend Interstate 90 to Logan International Airport. Those two projects were the origin of the official name, the Central Artery/Tunnel Project (CA/T Project). Additionally, the project constructed the Zakim Bunker Hill Bridge over the Charles River, created the Rose Kennedy Greenway in the space vacated by the previous I-93 elevated roadway, and funded more than a dozen projects to improve the region's public transportation system. Planning for the project began in 1982; the construction work was carried out between 1991 and 2006; and the project concluded on December 31, 2007. The project's general contractor was Bechtel and Parsons Brinckerhoff was the engineer, who worked as a consortium, both overseen by the Massachusetts Highway Department.

The Big Dig was the most expensive highway project in the United States, and was plagued by cost overruns, delays, leaks, design flaws, accusations of poor execution and use of substandard materials, criminal charges and arrests, and the death of one motorist. The project was originally scheduled to be completed in 1998 at an estimated cost of $2.8 billion (US$7.4 billion adjusted for inflation ). However, the project was completed in December 2007 at a cost of over $8.08 billion (in 1982 dollars, $21.5 billion adjusted for inflation), a cost overrun of about 190%. As a result of a death, leaks, and other design flaws, the Parsons Brinckerhoff and Bechtel consortium agreed to pay $407 million in restitution and several smaller companies agreed to pay a combined sum of approximately $51 million.

Origin
This project was developed in response to traffic congestion on Boston's historically tangled streets which were laid out centuries before the advent of the automobile. As early as 1930, the city's Planning Board recommended a raised express highway running north–south through the downtown district in order to draw through traffic off the city streets. Commissioner of Public Works William Callahan promoted plans for the Central Artery, an elevated expressway which eventually was constructed between the downtown area and the waterfront. Governor John Volpe interceded in the 1950s to change the design of the last section of the Central Artery, putting it underground through the Dewey Square Tunnel. While traffic moved somewhat better, the other problems remained. There was chronic congestion on the Central Artery (I-93), the elevated six-lane highway through the center of downtown Boston, which was, in the words of Pete Sigmund, "like a funnel full of slowly-moving, or stopped, cars (and swearing motorists)." In 1959, the 1.5-mile-long (2.4 km) road section carried approximately 75,000 vehicles a day, but by the 1990s, this had grown to 190,000 vehicles a day. Traffic jams of 16 hours were predicted for 2010.

The expressway had tight turns, an excessive number of entrances and exits, entrance ramps without merge lanes, and as the decades passed and other planned expressways were cancelled, continually escalating vehicular traffic that was well beyond its design capacity. Local businesses again wanted relief, city leaders sought a reuniting of the waterfront with the city, and nearby residents desired removal of the matte green-painted elevated road which mayor Thomas Menino called Boston's "other Green Monster" (as an unfavorable comparison to Fenway Park's famed left-field wall). MIT engineers Bill Reynolds and (eventual state Secretary of Transportation) Frederick P. Salvucci envisioned moving the whole expressway underground.

Cancellation of the Inner Belt project
Another important motivation for the final form of the Big Dig was the abandonment of the Massachusetts Department of Public Works' intended expressway system through and around Boston. The Central Artery, as part of Mass. DPW's Master Plan of 1948, was originally planned to be the downtown Boston stretch of Interstate 95, and was signed as such; a bypass road called the Inner Belt, was subsequently renamed Interstate 695. (The law establishing the Interstate highway system was enacted in 1956.) The Inner Belt District was to pass to the west of the downtown core, through the neighborhood of Roxbury and the cities of Brookline, Cambridge, and Somerville. Earlier controversies over impact of the Boston extension of the Massachusetts Turnpike, particularly on the heavily populated neighborhood of Brighton, and the additional large amount of housing that would have had to be destroyed led to massive community opposition to both the Inner Belt and the Boston section of I-95.

By 1970, building demolition and land clearances had been completed along the I-95 right of way through the neighborhoods of Roxbury, Jamaica Plain, the South End and Roslindale, which led to secession threats by Hyde Park, Boston's youngest and southernmost neighborhood (which I-95 was also slated to go through). By 1972, with relatively little work done on the Southwest Corridor portion of I-95 and none on the potentially massively disruptive Inner Belt, Governor Francis Sargent put a moratorium on highway construction within the Route 128 corridor, except for the final short stretch of Interstate 93. In 1974, the remainder of the Master Plan was canceled.

With ever-increasing traffic volumes funneled onto I-93 alone, the Central Artery became chronically gridlocked. The Sargent moratorium led to the rerouting of I-95 away from Boston around the Route 128 beltway and the conversion of the cleared land in the southern part of the city into the Southwest Corridor linear park, as well as a new right-of-way for the Orange Line subway and Amtrak. Parts of the planned I-695 right-of-way remain unused and under consideration for future mass-transit projects.

The original 1948 Master Plan included a Third Harbor Tunnel plan that was hugely controversial in its own right, because it would have disrupted the Maverick Square area of East Boston. It was never built.

Mixing of traffic
A major reason for the all-day congestion was that the Central Artery carried not only north–south traffic, but it also carried east–west traffic. Boston's Logan Airport lies across Boston Harbor in East Boston; and before the Big Dig, the only access to the airport from downtown was through the paired Callahan and Sumner tunnels. Traffic on the major highways from west of Boston—the Massachusetts Turnpike and Storrow Drive—mostly traveled on portions of the Central Artery to reach these tunnels. Getting between the Central Artery and the tunnels involved short diversions onto city streets, increasing local congestion.

Mass transit
A number of public transportation projects were included as part of an environmental mitigation for the Big Dig. The most expensive was the building of the Phase II Silver Line tunnel under Fort Point Channel, done in coordination with Big Dig construction. Silver Line buses now use this tunnel and the Ted Williams Tunnel to link South Station and Logan Airport.

Construction of the MBTA Green Line extension beyond Lechmere to Medford/Tufts station opened on December 12, 2022. , promised projects to connect the Red and Blue subway lines, and to restore the Green Line streetcar service to the Arborway in Jamaica Plain have not been completed. The Red and Blue subway line connection underwent initial design, but no funding has been designated for the project. The Arborway Line restoration has been abandoned, following a final court decision in 2011.

The original Big Dig plan also included the North-South Rail Link, which would have connected North and South Stations (the major passenger train stations in Boston), but this aspect of the project was ultimately dropped by the state transportation administration early in the Dukakis administration. Negotiations with the federal government had led to an agreement to widen some of the lanes in the new harbor tunnel, and accommodating these would require the tunnel to be deeper and mechanically vented; this left no room for the rail lines, and having diesel trains (then in use) passing through the tunnel would have substantially increased the cost of the ventilation system.

Early planning
The project was conceived in the 1970s by the Boston Transportation Planning Review to replace the rusting elevated six-lane Central Artery. The expressway separated downtown from the waterfront, and was increasingly choked with bumper-to-bumper traffic. Business leaders were more concerned about access to Logan Airport, and pushed instead for a third harbor tunnel. In their second terms, Michael Dukakis (governor) and Fred Salvucci (secretary of transportation) came up with the strategy of tying the two projects together—thereby combining the project that the business community supported with the project that they and the City of Boston supported.

Planning for the Big Dig as a project officially began in 1982, with environmental impact studies starting in 1983. After years of extensive lobbying for federal dollars, a 1987 public works bill appropriating funding for the Big Dig was passed by the US Congress, but it was vetoed by President Ronald Reagan for being too expensive. When Congress overrode the veto, the project had its green light and ground was first broken in 1991.

In 1997, the state legislature created the Metropolitan Highway System and transferred responsibility for the Central Artery and Tunnel "CA/T" Project from the Massachusetts Highway Department and the Massachusetts Governor's Office to the Massachusetts Turnpike Authority (MTA). The MTA, which had little experience in managing an undertaking of the scope and magnitude of the CA/T Project, hired a joint venture to provide preliminary designs, manage design consultants and construction contractors, track the project's cost and schedule, advise MTA on project decisions, and (in some instances) act as the MTA's representative. Eventually, MTA combined some of its employees with joint venture employees in an integrated project organization. This was intended to make management more efficient, but it hindered MTA's ability to independently oversee project activities because MTA and the joint venture had effectively become partners in the project.

Obstacles
In addition to political and financial difficulties, the project received resistance from residents of Boston's historic North End, who in the 1950s had seen 20% of the neighborhood's businesses displaced by development of the Central Artery. In 1993, the North End Waterfront Central Artery Committee (NEWCAC) created, co-founded by Nancy Caruso, representing residents, businesses, and institutions in the North End and Waterfront neighborhoods of Boston. The NEWCAC Committee's goal included lessening the impact of the Central Artery/Tunnel Project on the community, representing the neighborhoods to government agencies, keeping the community informed, developing a list of priorities of immediate neighborhood concerns, and promoting responsible and appropriate development of the post-construction artery corridor in the North End and Waterfront neighborhoods.

The political, financial and residential obstacles were magnified when several environmental and engineering obstacles occurred. The downtown area through which the tunnels were to be dug was largely land fill, and included existing Red Line and Blue Line subway tunnels as well as innumerable pipes and utility lines that would have to be replaced or moved. Tunnel workers encountered many unexpected geological and archaeological barriers, ranging from glacial debris to foundations of buried houses and a number of sunken ships lying within the reclaimed land.

The project received approval from state environmental agencies in 1991, after satisfying concerns including release of toxins by the excavation and the possibility of disrupting the homes of millions of rats, causing them to roam the streets of Boston in search of new housing. By the time the federal environmental clearances were delivered in 1994, the process had taken some seven years, during which time inflation greatly increased the project's original cost estimates.

Reworking such a busy corridor without seriously restricting traffic flow required a number of state-of-the-art construction techniques. Because the old elevated highway (which remained in operation throughout the construction process) rested on pylons located throughout the designated dig area, engineers first utilized slurry wall techniques to create 120 ft concrete walls upon which the highway could rest. These concrete walls also stabilized the sides of the site, preventing cave-ins during the continued excavation process.

The multi-lane Interstate highway also had to pass under South Station's seven railroad tracks, which carried over 40,000 commuters and 400 trains per day. To avoid multiple relocations of train lines while the tunneling advanced, as had been initially planned, a specially designed jack was constructed to support the ground and tracks to allow the excavation to take place below. Construction crews also used ground freezing (an artificial induction of permafrost) to help stabilize surrounding ground as they excavated the tunnel. This was the largest tunneling project undertaken beneath railroad lines anywhere in the world. The ground freezing enabled safer, more efficient excavation, and also assisted in environmental issues, as less contaminated fill needed to be exported than if a traditional cut-and-cover method had been applied.

Other challenges included existing subway tunnels crossing the path of the underground highway. To build slurry walls past these tunnels, it was necessary to dig beneath the tunnels and to build an underground concrete bridge to support the tunnels' weight, without interrupting rail service.

Construction phase

The project was managed by the Massachusetts Turnpike Authority, with the Big Dig and the Turnpike's Boston Extension from the 1960s being financially and legally joined by the legislature as the Metropolitan Highway System. Design and construction was supervised by a joint venture of Bechtel Corporation and Parsons Brinckerhoff. Because of the enormous size of the project—too large for any company to undertake alone—the design and construction of the Big Dig was broken up into dozens of smaller subprojects with well-defined interfaces between contractors. Major heavy-construction contractors on the project included Jay Cashman, Modern Continental, Obayashi Corporation, Perini Corporation, Peter Kiewit Sons' Incorporated, J. F. White, and the Slattery division of Skanska USA. (Of those, Modern Continental was awarded the greatest gross value of contracts, joint ventures included.)

The nature of the Charles River crossing had been a source of major controversy throughout the design phase of the project. Many environmental advocates preferred a river crossing entirely in tunnels, but this, along with 27 other plans, was rejected as too costly. Finally, with a deadline looming to begin construction on a separate project that would connect the Tobin Bridge to the Charles River crossing, Salvucci overrode the objections and chose a variant of the plan known as "Scheme Z". This plan was considered to be reasonably cost-effective, but had the drawback of requiring highway ramps stacked up as high as 100 ft immediately adjacent to the Charles River.

The city of Cambridge objected to the visual impact of the chosen Charles River crossing design. The city sued to revoke the project's environmental certificate and forced the project planners to redesign the river crossing again.

Swiss engineer Christian Menn took over the design of the bridge. He suggested a cradle cable-stayed bridge that would carry ten lanes of traffic. The plan was accepted and construction began on the Leonard P. Zakim Bunker Hill Memorial Bridge. The bridge employed an asymmetrical design and a hybrid of steel and concrete was used to construct it. The distinctive bridge is supported by two forked towers connected to the span by cables and girders. It was the first bridge in the country to employ this method and it was, at the time, the widest cable-stayed bridge in the world, having since been surpassed by the Eastern span replacement of the San Francisco–Oakland Bay Bridge.

Meanwhile, construction continued on the Tobin Bridge approach. By the time all parties agreed on the I-93 design, construction of the Tobin connector (today known as the "City Square Tunnel" for a Charlestown area it bypasses) was far along, significantly adding to the cost of constructing the US Route 1 interchange and retrofitting the tunnel.

Boston blue clay and other soils extracted from the path of the tunnel were used to cap many local landfills, fill in the Granite Rail Quarry in Quincy, and restore the surface of Spectacle Island in the Boston Harbor Islands National Recreation Area.

The Storrow Drive Connector, a companion bridge to the Zakim, began carrying traffic from I-93 to Storrow Drive in 1999. The project had been under consideration for years, but was opposed by the wealthy residents of the Beacon Hill neighborhood. However, it finally was accepted because it would funnel traffic bound for Storrow Drive and downtown Boston away from the mainline roadway. The Connector ultimately used a pair of ramps that had been constructed for Interstate 695, enabling the mainline I-93 to carry more traffic that would have used I-695 under the original Master Plan.

When construction began, the project cost, including the Charles River crossing, was estimated at $5.8 billion. Eventual cost overruns were so high that the chairman of the Massachusetts Turnpike Authority, James Kerasiotes, was fired in 2000. His replacement had to commit to an $8.55 billion cap on federal contributions. The total expenses eventually passed $15 billion. Interest brought this cost to $21.93 billion.

Engineering methods and details
Several unusual engineering challenges arose during the project, requiring unusual solutions and methods to address them. At the beginning of the project, engineers had to figure out the safest way to build the tunnel without endangering the existing elevated highway above. Eventually, they created horizontal braces as wide as the tunnel, then cut away the elevated highway's struts, and lowered it onto the new braces. Three alternative construction methods were studied with their corresponding structural design to address existing conditions, safety measures, and constructability. In addition to codified loads, construction loads were computed to support final design and field execution.

Final phases

On January 18, 2003, the opening ceremony was held for the I-90 Connector Tunnel, extending the Massachusetts Turnpike (Interstate 90) east into the Ted Williams Tunnel, and onwards to Boston Logan International Airport. The Ted Williams tunnel had been completed and was in limited use for commercial traffic and high-occupancy vehicles since late 1995. The westbound lanes opened on the afternoon of January 18 and the eastbound lanes on January 19.

The next phase, moving the elevated Interstate 93 underground, was completed in two stages: northbound lanes opened on March 29, 2003, and southbound lanes (in a temporary configuration) on December 20, 2003. A tunnel underneath Leverett Circle connecting eastbound Storrow Drive to I-93 North and the Tobin Bridge opened December 19, 2004, easing congestion at the circle. All southbound lanes of I-93 opened to traffic on March 5, 2005, including the left lane of the Zakim Bridge, and all of the refurbished Dewey Square Tunnel.

By the end of December 2004, 95% of the Big Dig was completed. Major construction remained on the surface, including construction of final ramp configurations in the North End and in the South Bay interchange, and reconstruction of the surface streets.

The final ramp downtown—exit 16A (formerly 20B) from I-93 south to Albany Street—opened January 13, 2006.

In 2006, the two Interstate 93 tunnels were dedicated as the Thomas P. O'Neill Jr. Tunnel, after the former Democratic speaker of the House of Representatives from Massachusetts who pushed to have the Big Dig funded by the federal government.

Coordinated projects
The Commonwealth of Massachusetts was required under the Federal Clean Air Act to mitigate air pollution generated by the highway improvements. Secretary of Transportation Fred Salvucci signed an agreement with the Conservation Law Foundation in 1990 enumerating 14 specific projects the state agreed to build. This list was affirmed in a 1992 lawsuit settlement.

Projects which have been completed include:
 * Restoration of three Old Colony Commuter Rail lines
 * Expansion of Framingham Line to serve Worcester full-time
 * Restoration of the Newburyport/Rockport Line
 * Six-car trains on the MBTA Blue Line, requiring platform lengthening, station modernization, and all new train cars
 * MBTA Silver Line, a bus rapid transit route to the South Boston waterfront and East Boston, including the airport
 * 1,000 new commuter parking spaces
 * Fairmount Line improvements
 * Green Line Extension

However, some projects were removed:
 * Design of the Red-Blue Connector
 * Restoration of Green Line E branch service

Surface treatments
Some surface treatments that were part of the original project plan were dropped due to the massive cost overruns on the highway portion of the project.

$99.1 million was allocated for mitigating improvements to the Charles River Basin, including the construction of North Point Park in Cambridge and Paul Revere Park in Charlestown. The North Bank Bridge, providing pedestrian and bicycle connectivity between the parks, was not funded until the American Recovery and Reinvestment Act of 2009. Nashua Street Park on the Boston side was completed in 2003, by McCourt Construction with $7.9 million in funding from MassDOT. As of 2017, $30.5 million had been transferred to the Massachusetts Department of Conservation and Recreation to complete five projects. Another incomplete but required project is the South Bank Bridge over the MBTA Commuter Rail tracks at North Station (connecting Nashua Street Park to the proposed South Bank Park, which is currently a parking lot under the Zakim Bridge at the Charles River locks).

Improvements in the lower Charles River Basin include the new walkway at Lovejoy Wharf (constructed by the developer of 160 North Washington Street, the new headquarters of Converse), the Lynch Family Skate Park (constructed in 2015 by the Charles River Conservancy), rehabilitation of historic operations buildings for the Charles River Dam and lock, a maintenance facility, and a planned pedestrian walkway across the Charles River next to the MBTA Commuter Rail drawbridge at North Station (connecting Nashua Street Park and North Point Park). MassDOT is funding the South Bank Park, and replacement of the North Washington Street Bridge (construction Aug 2018–23). EF Education is funding public greenspace improvements as part of its three-phase expansion at North Point. Remaining funding may be used to construct the North Point Inlet pedestrian bridge, and a pedestrian walkway over Leverett Circle. Before being replaced with surface access during the reconstruction of the Science Park MBTA Green Line station, Leverett Circle had pedestrian bridges with stairs that provided elevated access between the station, the Charles River Parks, and the sidewalk to the Boston Museum of Science. The replacement ramps would comply with Americans with Disabilities Act requirements and allow easy travel by wheelchair or bicycle over the busy intersection.

Public art
While not a legally mandated requirement, public art was part of the urban design planning process (and later design development work) through the Artery Arts Program. The intent of the program was to integrate public art into highway infrastructure (retaining walls, fences, and lighting) and the essential elements of the pedestrian environment (walkways, park landscape elements, and bridges). As overall project costs increased, the Artery Arts Program was seen as a potential liability, even though there was support and interest from the public and professional arts organizations in the area.

At the beginning of the highway design process, a temporary arts program was initiated, and over 50 proposals were selected. However, development began on only a few projects before funding for the program was cut. Permanent public art that was funded includes: super graphic text and facades of former West End houses cast into the concrete elevated highway abutment support walls near North Station by artist Sheila Levrant de Bretteville; Harbor Fog, a sensor-activated mist, light and sound sculptural environment by artist Ross Miller in parcel 17; a historical sculpture celebrating the 18th and 19th century shipbuilding industry and a bust of shipbuilder Donald McKay in East Boston; blue interior lighting of the Zakim Bridge; and the Miller's River Littoral Way walkway and lighting under the loop ramps north of the Charles River.

Extensive landscape planting, as well as a maintenance program to support the plantings, was requested by many community members during public meetings.

Impact on traffic
The Big Dig separated the co-mingled traffic from the Massachusetts Turnpike and the Sumner and Callahan tunnels. While only one net lane in each direction was added to the north–south I-93, several new east–west lanes became available. East–west traffic on the Massachusetts Turnpike/I-90 now proceeds directly through the Ted Williams Tunnel to Logan Airport and Route 1A beyond. Traffic between Storrow Drive and the Callahan and Sumner Tunnels still uses a short portion of I-93, but additional lanes and direct connections are provided for this traffic.

The result was a 62% reduction in vehicle hours of travel on I-93, the airport tunnels, and the connection from Storrow Drive, from an average 38,200 hours per day before construction (1994–1995) to 14,800 hours per day in 2004–2005, after the project was largely complete. The savings for travelers was estimated at $166 million annually in the same 2004–2005 time frame. Travel times on the Central Artery northbound during the afternoon peak hour were reduced 85.6%.

A 2008 Boston Globe report asserted that waiting time for the majority of trips actually increased as a result of demand induced by the increased road capacity. Because more drivers were opting to use the new roads, traffic bottlenecks were only pushed outward from the city, not reduced or eliminated (although some trips are now faster). The report states, "Ultimately, many motorists going to and from the suburbs at peak rush hours are spending more time stuck in traffic, not less." The Globe also asserted that their analysis provides a fuller picture of the traffic situation than a state-commissioned study done two years earlier, in which the Big Dig was credited with helping to save at least $167 million a year by increasing economic productivity and decreasing motor vehicle operating costs. That study did not look at highways outside the Big Dig construction area and did not take into account new congestion elsewhere.

Impact on property values
Towards the end of the Big Dig in 2003, it was estimated that the demolition of the Central Artery highway would cause a $732 million increase in property value in Boston's financial district, with the replacement parks providing an additional $252 million in value. Additionally, as a result of the Big Dig, a large amount of waterfront space was opened up, which is now a high-rent residential and commercial area called the Seaport District. The development of Seaport alone was estimated to create $7 billion in private investment and 43,000 jobs.

Operations Control Center (OCC)
As part of the project, an elaborate Operations Control Center (OCC) control room was constructed in South Boston. Staffed on a "24/7/365" basis, this center monitors and reports on traffic congestion, and responds to emergencies. Continuous video surveillance is provided by hundreds of cameras, and thousands of sensors monitor traffic speed and density, air quality, water levels, temperatures, equipment status, and other conditions inside the tunnel. The OCC can activate emergency ventilation fans, change electronic display signs, and dispatch service crews when necessary.

Leaks
As far back as 2001, Turnpike Authority officials and contractors knew of thousands of leaks in ceiling and wall fissures, extensive water damage to steel supports and fireproofing systems, and overloaded drainage systems. Many of the leaks were a result of Modern Continental and other subcontractors failing to remove gravel and other debris before pouring concrete. This information was not made public until engineers at MIT (volunteer students and professors) performed several experiments and found serious problems with the tunnel.

On September 15, 2004, a major leak in the Interstate 93 north tunnel forced the closure of the tunnel while repairs were conducted. This also forced the Turnpike Authority to release information regarding its non-disclosure of prior leaks. A follow-up reported on "extensive" leaks that were more severe than state authorities had previously acknowledged. The report went on to state that the tunnel system had more than 400 leaks. A Boston Globe report, however, countered that by stating there were nearly 700 leaks in a single 1000 ft section of tunnel beneath South Station. Turnpike officials also stated that the number of leaks being investigated was down from 1,000 to 500.

The problem of leaks is further aggravated by the fact that many of them involve corrosive salt water. This is caused by the proximity of Boston Harbor and the Atlantic Ocean, causing a mix of salt and fresh water leaks in the tunnel. The situation is made worse by road salt spread in the tunnel to melt ice during freezing weather, or brought in by vehicles passing through. Salt water and salt spray are well-known issues that must be dealt with in any marine environment. It has been reported that "hundreds of thousands of gallons of salt water are pumped out monthly" in the Big Dig, and a map has been prepared showing "hot spots" where water leakage is especially serious. Salt-accelerated corrosion has caused ceiling light fixtures to fail (see below), but can also cause rapid deterioration of embedded rebar and other structural steel reinforcements holding the tunnel walls and ceiling in place.

Substandard materials
Massachusetts State Police searched the offices of Aggregate Industries, the largest concrete supplier for the underground portions of the project, in June 2005. They seized evidence that Aggregate delivered concrete that did not meet contract specifications. In March 2006 Massachusetts Attorney General Tom Reilly announced plans to sue project contractors and others because of poor work on the project. Over 200 complaints were filed by the state of Massachusetts as a result of leaks, cost overruns, quality concerns, and safety violations. In total, the state has sought approximately $100 million from the contractors ($1 for every $141 spent).

In May 2006, six employees of the company were arrested and charged with conspiracy to defraud the United States. The employees were accused of reusing old concrete and double-billing loads. In July 2007, Aggregate Industries settled the case with an agreement to pay $50 million. $42 million of the settlement went to civil cases and $8 million was paid in criminal fines. The company will provide $75 million in insurance for maintenance as well as pay $500,000 toward routine checks on areas suspected to contain substandard concrete. In July 2009, two of the accused, Gerard McNally and Keith Thomas, both managers, pled guilty to charges of conspiracy, mail fraud, and filing false reports. The following month, the remaining four, Robert Prosperi, Mark Blais, Gregory Stevenson, and John Farrar, were found guilty on conspiracy and fraud charges. The four were sentenced to probation and home confinement and Blais and Farrar were additionally sentenced to community service.

Fatal ceiling collapse
A fatal accident raised safety questions and closed part of the project for most of the summer of 2006. On July 10, 2006, concrete ceiling panels and debris weighing 26 ST and measuring 20 by fell on a car traveling on the two-lane ramp connecting northbound I-93 to eastbound I-90 in South Boston, killing Milena Del Valle, who was a passenger, and injuring her husband, Angel Del Valle, who was driving. Immediately following the fatal ceiling collapse, Governor Mitt Romney ordered a "stem-to-stern" safety audit conducted by the engineering firm of Wiss, Janney, Elstner Associates, Inc. to look for additional areas of risk. Said Romney: "We simply cannot live in a setting where a project of this scale has the potential of threatening human life, as has already been seen". The collapse and closure of the tunnel greatly snarled traffic in the city. The resulting traffic jams are cited as contributing to the death of another person, a heart attack victim who died en route to Boston Medical Center when his ambulance was caught in one such traffic jam two weeks after the collapse. On September 1, 2006, one eastbound lane of the connector tunnel was re-opened to traffic.

Following extensive inspections and repairs, Interstate 90 east- and westbound lanes reopened in early January 2007. The final piece of the road network, a high occupancy vehicle lane connecting Interstate 93 north to the Ted Williams Tunnel, reopened on June 1, 2007.

On July 10, 2007, after a lengthy investigation, the National Transportation Safety Board found that epoxy glue used to hold the roof in place during construction was not appropriate for long-term bonding. This was determined to be the cause of the roof collapse. The Power-Fast Epoxy Adhesive used in the installation was designed for short-term loading, such as wind or earthquake loads, not long-term loading, such as the weight of a panel.

Powers Fasteners, the makers of the adhesive, revised their product specifications on May 15, 2007, to increase the safety factor from 4 to 10 for all of their epoxy products intended for use in overhead applications. The safety factor on Power-Fast Epoxy was increased from 4 to 16. On December 24, 2007, the Del Valle family announced they had reached a settlement with Powers Fasteners that would pay the family $6 million. In December 2008, Powers Fasteners agreed to pay $16 million to the state to settle manslaughter charges.

"Ginsu guardrails"
Public safety workers have called the walkway safety handrails in the Big Dig tunnels "ginsu guardrails", because the squared-off edges of the support posts have caused mutilations and deaths of passengers ejected from crashed vehicles. After an eighth reported death involving the safety handrails, MassDOT officials announced plans to cover or remove the allegedly dangerous fixtures, but only near curves or exit ramps. This partial removal of hazards has been criticized by a safety specialist, who suggests that the handrails are just as dangerous in straight sections of the tunnel.

Lighting fixtures
In March 2011, it became known that senior MassDOT officials had failed to disclose an issue with the lighting fixtures in the O'Neill tunnel. In early February 2011, a maintenance crew found a fixture lying in the middle travel lane in the northbound tunnel. Assuming it to be simple road debris, the maintenance team picked it up and brought it back to its home facility. The next day, a supervisor passing through the yard realized that the 120 lb fixture was not road debris but was in fact one of the fixtures used to light the tunnel itself. Further investigation revealed that the fixture's mounting apparatus had failed, due to galvanic corrosion of incompatible metals, caused by having aluminum in direct contact with stainless steel, in the presence of salt water. The electrochemical potential difference between stainless steel and aluminum is in the range of 0.5 to 1.0V, depending on the exact alloys involved, and can cause considerable corrosion within months under unfavorable conditions.

After the discovery of the reason why the fixture had failed, a comprehensive inspection of the other fixtures in the tunnel revealed that numerous other fixtures were also in the same state of deterioration. Some of the worst fixtures were temporarily shored up with plastic ties. Moving forward with temporary repairs, members of the MassDOT administration team decided not to let the news of the systemic failure and repair of the fixtures be released to the public or to Governor Deval Patrick's administration.

, it appeared that all of the 25,000 light fixtures would have to be replaced, at an estimated cost of $54 million. The replacement work was mostly done at night, and required lane closures or occasional closing of the entire tunnel for safety, and was estimated to take up to two years to complete.

title: Big Dig


text:
Books of Chronicles

The Book of Chronicles (דִּבְרֵי־הַיָּמִים Dīvrē-hayYāmīm, "words of the days") is a book in the Hebrew Bible, found as two books (1–2 Chronicles) in the Christian Old Testament. Chronicles is the final book of the Hebrew Bible, concluding the third section of the Jewish Tanakh, the Ketuvim ("Writings"). It contains a genealogy starting with Adam and a history of ancient Judah and Israel up to the Edict of Cyrus in 539 BC.

The book was written in Greek in two books in the Septuagint in the mid-3rd century BC. In Christian contexts Chronicles is referred to in the plural as the Books of Chronicles, after the Latin name chronicon given to the text by Jerome, but is also referred to by its Greek name as the Books of Paralipomenon. In Christian Bibles, they usually follow the two Books of Kings and precede Ezra–Nehemiah, the last history-oriented book of the Protestant Old Testament.

Summary
The Chronicles narrative begins with Adam, Seth and Enosh, and the story is then carried forward, almost entirely through genealogical lists, down to the founding of the United Kingdom of Israel in the "introductory chapters", 1 Chronicles 1–9. The bulk of the remainder of 1 Chronicles, after a brief account of Saul in chapter 10, is concerned with the reign of David. The next long section concerns David's son Solomon, and the final part is concerned with the Kingdom of Judah, with occasional references to the northern Kingdom of Israel (2 Chronicles 10–36). The final chapter covers briefly the reigns of the last four kings, until Judah is destroyed and the people taken into exile in Babylon. In the two final verses, identical to the opening verses of the Book of Ezra, the Persian king Cyrus the Great conquers the Neo-Babylonian Empire, and authorises the restoration of the Temple in Jerusalem and the return of the exiles.

Structure
Originally a single work, Chronicles was divided into two in the Septuagint, a Greek translation produced in the 3rd and 2nd centuries BC. It has three broad divisions:
 * 1) the genealogies in chapters 1–9 of 1 Chronicles
 * 2) the reigns of David and Solomon (constituting the remainder of 1 Chronicles, and chapters 1–9 of 2 Chronicles); and
 * 3) the narrative of the divided kingdom, focusing on the Kingdom of Judah, in the remainder of 2 Chronicles.

Within this broad structure there are signs that the author has used various other devices to structure his work, notably through drawing parallels between David and Solomon (the first becomes king, establishes the worship of Israel's God in Jerusalem, and fights the wars that will enable the Temple to be built, then Solomon becomes king, builds and dedicates the Temple, and reaps the benefits of prosperity and peace).

1 Chronicles is divided into 29 chapters and 2 Chronicles into 36 chapters. Biblical commentator C. J. Ball suggests that the division into two books introduced by the translators of the Septuagint "occurs in the most suitable place", namely with the conclusion of David's reign as king and the initiation of Solomon's reign.

The Talmud considered Chronicles one book.

Origins
The last events recorded in Chronicles take place in the reign of Cyrus the Great, the Persian king who conquered Babylon in 539 BC; this sets the earliest possible date for this passage of the book.

Chronicles appears to be largely the work of a single individual. The writer was probably male, probably a Levite (temple priest), and probably from Jerusalem. He was well-read, a skilled editor, and a sophisticated theologian. He aimed to use the narratives in the Torah and former prophets to convey religious messages to his peers, the literary and political elite of Jerusalem in the time of the Achaemenid Empire.

Jewish and Christian tradition identified this author as the 5th-century BC figure Ezra, who gives his name to the Book of Ezra; Ezra is also believed by the Talmudic sages to have written both his own book (i. e., Ezra–Nehemiah) and Chronicles up to his own time, the latter having been finished by Nehemiah. Later critics, skeptical of the long-maintained tradition, preferred to call the author "the Chronicler". However, many scholars maintain support for Ezra's authorship, not only based on centuries of work by Jewish historians, but also due to the consistency of language and speech patterns between Chronicles and Ezra–Nehemiah. Professor Emeritus Menahem Haran of the Hebrew University of Jerusalem explains, "the overall unity of the Chronistic Work is … demonstrated by a common ideology, the uniformity of legal, cultic and historical conceptions and specific style, all of which reflect one opus."

One of the most striking, although inconclusive, features of Chronicles is that its closing sentence is repeated as the opening of Ezra–Nehemiah. In antiquity, such repeated verses, like the "catch-lines" used by modern printers, often appeared at the end of a scroll to facilitate the reader's passing on to the correct second book-scroll after completing the first. This scribal device was employed in works that exceeded the scope of a single scroll and had to be continued on another scroll.

The latter half of the 20th century, amid growing skepticism in academia regarding history in the Biblical tradition, saw a reappraisal of the authorship question. Though there is a general lack of corroborating evidence, many now regard it as improbable that the author of Chronicles was also the author of the narrative portions of Ezra–Nehemiah. These critics suggest that Chronicles was probably composed between 400 and 250 BC, with the period 350–300 BC the most likely. This timeframe is achieved by estimates made based on genealogies appearing in the Greek Septuagint. This theory bases its premise on the latest person mentioned in Chronicles, Anani. Anani is an eighth-generation descendant of King Jehoiachin according to the Masoretic Text. This has persuaded many supporters of the Septuagint's reading to place Anani's likely date of birth a century later than what had been largely accepted for two millennia.

Genre
The translators who created the Greek version of the Jewish Bible (the Septuagint) called this book Paralipomenon, "Things Left Out", indicating that they thought of it as a supplement to another work, probably Genesis–Kings, but the idea seems inappropriate, since much of Genesis–Kings has been copied almost without change. Some modern scholars proposed that Chronicles is a midrash, or traditional Jewish commentary, on Genesis–Kings, but again this is not entirely accurate since the author or authors do not comment on the older books so much as use them to create a new work. Recent suggestions have been that it was intended as a clarification of the history in Genesis–Kings, or a replacement or alternative for it.

Themes
Presbyterian theologian Paul K. Hooker argues that the generally accepted message the author wished to give to his audience was a theological reflection, not a "history of Israel":
 * 1) God is active in history, and especially the history of Israel. The faithfulness or sins of individual kings are immediately rewarded or punished by God. (This is in contrast to the theology of the Books of Kings, where the faithlessness of kings was punished on later generations through the Babylonian exile).
 * 2) God calls Israel to a special relationship. The call begins with the genealogies, gradually narrowing the focus from all mankind to a single family, the Israelites, the descendants of Jacob. "True" Israel is those who continue to worship Yahweh at the Temple in Jerusalem (in the southern Kingdom of Judah), with the result that the history of the historical Kingdom of Israel is almost completely ignored.
 * 3) God chose David and his dynasty as the agents of his will. According to the author of Chronicles, the three great events of David's reign were his bringing the Ark of the Covenant to Jerusalem, his founding of an eternal royal dynasty, and his preparations for the construction of the Temple.
 * 4) God chose a site in Jerusalem as the location for the Temple, the place where God should be worshiped. More time and space are spent on the construction of the Temple and its rituals of worship than on any other subject. By stressing the central role of the Temple in pre-exilic Judah, the author also stresses the importance of the newly rebuilt Persian-era Second Temple to his own readers.
 * 5) God remains active in Israel. The past is used to legitimize the author's present: this is seen most clearly in the detailed attention he gives to the Temple built by Solomon, but also in the genealogy and lineages, which connect his own generation to the distant past and thus make the claim that the present is a continuation of that past.

title: Books of Chronicles


text:
Binary search tree

In computer science, a binary search tree (BST), also called an ordered or sorted binary tree, is a rooted binary tree data structure with the key of each internal node being greater than all the keys in the respective node's left subtree and less than the ones in its right subtree. The time complexity of operations on the binary search tree is linear with respect to the height of the tree.

Binary search trees allow binary search for fast lookup, addition, and removal of data items. Since the nodes in a BST are laid out so that each comparison skips about half of the remaining tree, the lookup performance is proportional to that of binary logarithm. BSTs were devised in the 1960s for the problem of efficient storage of labeled data and are attributed to Conway Berners-Lee and David Wheeler.

The performance of a binary search tree is dependent on the order of insertion of the nodes into the tree since arbitrary insertions may lead to degeneracy; several variations of the binary search tree can be built with guaranteed worst-case performance. The basic operations include: search, traversal, insert and delete. BSTs with guaranteed worst-case complexities perform better than an unsorted array, which would require linear search time.

The complexity analysis of BST shows that, on average, the insert, delete and search takes $$O(\log n)$$ for $$n$$ nodes. In the worst case, they degrade to that of a singly linked list: $$O(n)$$. To address the boundless increase of the tree height with arbitrary insertions and deletions, self-balancing variants of BSTs are introduced to bound the worst lookup complexity to that of the binary logarithm. AVL trees were the first self-balancing binary search trees, invented in 1962 by Georgy Adelson-Velsky and Evgenii Landis.

Binary search trees can be used to implement abstract data types such as dynamic sets, lookup tables and priority queues, and used in sorting algorithms such as tree sort.

History
The binary search tree algorithm was discovered independently by several researchers, including P.F. Windley, Andrew Donald Booth, Andrew Colin, Thomas N. Hibbard. The algorithm is attributed to Conway Berners-Lee and David Wheeler, who used it for storing labeled data in magnetic tapes in 1960. One of the earliest and popular binary search tree algorithm is that of Hibbard.

The time complexities of a binary search tree increases boundlessly with the tree height if the nodes are inserted in an arbitrary order, therefore self-balancing binary search trees were introduced to bound the height of the tree to $$O(\log n)$$. Various height-balanced binary search trees were introduced to confine the tree height, such as AVL trees, Treaps, and red–black trees.

The AVL tree was invented by Georgy Adelson-Velsky and Evgenii Landis in 1962 for the efficient organization of information. It was the first self-balancing binary search tree to be invented.

Overview
A binary search tree is a rooted binary tree in which nodes are arranged in strict total order in which the nodes with keys greater than any particular node A is stored on the right sub-trees to that node A and the nodes with keys equal to or less than A are stored on the left sub-trees to A, satisfying the binary search property.

Binary search trees are also efficacious in sortings and search algorithms. However, the search complexity of a BST depends upon the order in which the nodes are inserted and deleted; since in worst case, successive operations in the binary search tree may lead to degeneracy and form a singly linked list (or "unbalanced tree") like structure, thus has the same worst-case complexity as a linked list.

Binary search trees are also a fundamental data structure used in construction of abstract data structures such as sets, multisets, and associative arrays.

Searching
Searching in a binary search tree for a specific key can be programmed recursively or iteratively.

Searching begins by examining the root node. If the tree is $O(n)$, the key being searched for does not exist in the tree. Otherwise, if the key equals that of the root, the search is successful and the node is returned. If the key is less than that of the root, the search proceeds by examining the left subtree. Similarly, if the key is greater than that of the root, the search proceeds by examining the right subtree. This process is repeated until the key is found or the remaining subtree is $$\text{nil}$$. If the searched key is not found after a $$\text{nil}$$ subtree is reached, then the key is not present in the tree.

Recursive search
The following pseudocode implements the BST search procedure through recursion. The recursive procedure continues until a $$\text{nil}$$ or the $$\text{key}$$ being searched for are encountered.

Iterative search
The recursive version of the search can be "unrolled" into a while loop. On most machines, the iterative version is found to be more efficient. Since the search may proceed till some leaf node, the running time complexity of BST search is $$O(h)$$ where $$h$$ is the height of the tree. However, the worst case for BST search is $$O(n)$$ where $$n$$ is the total number of nodes in the BST, because an unbalanced BST may degenerate to a linked list. However, if the BST is height-balanced the height is $$O(\log n)$$.

Successor and predecessor
For certain operations, given a node $$\text{x}$$, finding the successor or predecessor of $$\text{x}$$ is crucial. Assuming all the keys of a BST are distinct, the successor of a node $$\text{x}$$ in a BST is the node with the smallest key greater than $$\text{x}$$'s key. On the other hand, the predecessor of a node $$\text{x}$$ in a BST is the node with the largest key smaller than $$\text{x}$$'s key. The following pseudocode finds the successor and predecessor of a node $$\text{x}$$ in a BST. Operations such as finding a node in a BST whose key is the maximum or minimum are critical in certain operations, such as determining the successor and predecessor of nodes. Following is the pseudocode for the operations.

Insertion
Operations such as insertion and deletion cause the BST representation to change dynamically. The data structure must be modified in such a way that the properties of BST continue to hold. New nodes are inserted as leaf nodes in the BST. Following is an iterative implementation of the insertion operation. The procedure maintains a "trailing pointer" $$\text{y}$$ as a parent of $$\text{x}$$. After initialization on line 2, the while loop along lines 4-11 causes the pointers to be updated. If $$\text{y}$$ is $$\text{nil}$$, the BST is empty, thus $$\text{z}$$ is inserted as the root node of the binary search tree $$\text{T}$$, if it is not $$\text{nil}$$, insertion proceeds by comparing the keys to that of $$\text{y}$$ on the lines 15-19 and the node is inserted accordingly.

Deletion
The deletion of a node, say $$\text{Z}$$, from the binary search tree $$\text{BST}$$ has three cases:
 * 1) If $$\text{Z}$$ is a leaf node, the parent node of $$\text{Z}$$ gets replaced by $$\text{NIL}$$ and consequently $$\text{Z}$$ is removed from the $$\text{BST}$$, as shown in (a).
 * 2) If $$\text{Z}$$ has only one child, the child node of $$\text{Z}$$ gets elevated by modifying the parent node of $$\text{Z}$$ to point to the child node, consequently taking $$\text{Z}$$'s position in the tree, as shown in (b) and (c).
 * 3) If $$\text{Z}$$ has both left and right children, the successor of $$\text{Z}$$, say $$\text{Y}$$, displaces $$\text{Z}$$ by following the two cases:
 * 4) If $$\text{Y}$$ is $$\text{Z}$$'s right child, as shown in (d), $$\text{Y}$$ displaces $$\text{Z}$$ and $$\text{Y}$$'s right child remain unchanged.
 * 5) If $$\text{Y}$$ lies within $$\text{Z}$$'s right subtree but is not $$\text{Z}$$'s right child, as shown in (e), $$\text{Y}$$ first gets replaced by its own right child, and then it displaces $$\text{Z}$$'s position in the tree.

The following pseudocode implements the deletion operation in a binary search tree. The $$\text{BST-Delete}$$ procedure deals with the 3 special cases mentioned above. Lines 2-3 deal with case 1; lines 4-5 deal with case 2 and lines 6-16 for case 3. The helper function $$\text{Shift-Nodes}$$ is used within the deletion algorithm for the purpose of replacing the node $$\text{u}$$ with $$\text{v}$$ in the binary search tree $$\text{BST}$$. This procedure handles the deletion (and substitution) of $$\text{u}$$ from $$\text{BST}$$.

Traversal
A BST can be traversed through three basic algorithms: inorder, preorder, and postorder tree walks.
 * Inorder tree walk: Nodes from the left subtree get visited first, followed by the root node and right subtree. Such a traversal visits all the nodes in the order of non-decreasing key sequence.
 * Preorder tree walk: The root node gets visited first, followed by left and right subtrees.
 * Postorder tree walk: Nodes from the left subtree get visited first, followed by the right subtree, and finally, the root.

Following is a recursive implementation of the tree walks.

Balanced binary search trees
Without rebalancing, insertions or deletions in a binary search tree may lead to degeneration, resulting in a height $$n$$ of the tree (where $$n$$ is number of items in a tree), so that the lookup performance is deteriorated to that of a linear search. Keeping the search tree balanced and height bounded by $$O(\log n)$$ is a key to the usefulness of the binary search tree. This can be achieved by "self-balancing" mechanisms during the updation operations to the tree designed to maintain the tree height to the binary logarithmic complexity.

Height-balanced trees
A tree is height-balanced if the heights of the left sub-tree and right sub-tree are guaranteed to be related by a constant factor. This property was introduced by the AVL tree and continued by the red–black tree. The heights of all the nodes on the path from the root to the modified leaf node have to be observed and possibly corrected on every insert and delete operation to the tree.

Weight-balanced trees
In a weight-balanced tree, the criterion of a balanced tree is the number of leaves of the subtrees. The weights of the left and right subtrees differ at most by $$1$$. However, the difference is bound by a ratio $$\alpha$$ of the weights, since a strong balance condition of $$1$$ cannot be maintained with $$O(\log n)$$ rebalancing work during insert and delete operations. The $$\alpha$$-weight-balanced trees gives an entire family of balance conditions, where each left and right subtrees have each at least a fraction of $$\alpha$$ of the total weight of the subtree.

Types
There are several self-balanced binary search trees, including T-tree, treap, red-black tree, B-tree, 2–3 tree, and Splay tree.

Sort
Binary search trees are used in sorting algorithms such as tree sort, where all the elements are inserted at once and the tree is traversed at an in-order fashion. BSTs are also used in quicksort.

Priority queue operations
Binary search trees are used in implementing priority queues, using the node's key as priorities. Adding new elements to the queue follows the regular BST insertion operation but the removal operation depends on the type of priority queue:
 * If it is an ascending order priority queue, removal of an element with the lowest priority is done through leftward traversal of the BST.
 * If it is a descending order priority queue, removal of an element with the highest priority is done through rightward traversal of the BST.

title: Binary search tree