It will cost $1 billion to replace the Kosciuszko Bridge:

The pricetag for a state plan to replace the crumbling Kosciuszko Bridge by 2017 has ballooned to more than a billion bucks to accommodate the eight-year inflation expected during the long-awaited and long-needed replacement.

For that price, we might get something truly stunning — a concrete cable-stayed straight out of a science fiction movie (or the downtowns of many other cities). In layman’s terms, the futuristic bridge resembles two space-turkey wishbones standing upright with diagonal connection cables.

Last month, the Kosciuszko Bridge Stakeholders Advisory Council — a Department of Transportation-appointed panel of local activists — chose three final designs for the new 1.1-mile span.

In addition to the front-runner [. . .] were a simple box girder design and a crescent arch similar to the Bayonne Bridge.

They would all cost a lot, but Adam Levine, spokesman of the state Department of Transportation, said the cost was expected.

“For a bridge that is a mile long in New York City, $1 billion is the going rate,” he said.

“Cracks Emerge in Ramps at New Yankee Stadium”:

The concrete pedestrian ramps at the brand-new $1.5 billion city-subsidized Yankee Stadium have been troubled by cracks, and the team is seeking to determine whether the problems were caused by the installation, the design, the concrete or other factors, according to several people briefed on the problems.

The ramps were built by a company accused of having links to the mob, and the concrete mix was designed and tested by a company under indictment on charges that it failed to perform some tests and falsified the results of others. But it is unclear whether work performed by either firm contributed to the deteriorating conditions of the ramps.

. . .

One person with knowledge of the matter said the cracks and deterioration were unusual.

Location Scout: New Yankee Stadium.

It’s like the customary several-minute delay for the curtain to rise at theaters, only more helpful:

Every commuter train that departs from New York City — about 900 a day — leaves a minute later than scheduled. If the timetable says 8:14, the train will actually leave at 8:15. The 12:48 is really the 12:49.

In other words, if you think you have only a minute to get that train — well, relax. You have two.

The phantom minute, in place for decades and published only in private timetables for employees, is meant as a grace period for stragglers who need the extra time to scramble off the platform and onto the train.

“If everyone knows they get an extra minute, they’re going to lollygag,” explained Marjorie Anders, a spokeswoman for the Metro-North Railroad. Told of this article, Ms. Anders laughed. “Don’t blow our cover!” she said.

Entirely hidden from the riding public, the secret minute is an odd departure from the railroad culture of down-to-the-second accuracy.

. . .

The minute was originally known as “gate time,” dating to the days when gates were used to block off the ramps that lead down to the platforms. (The gates are still occasionally used at Grand Central.)

At the publicly posted departure time, the gates would be closed; those who had already made it through would have a minute to climb onto the train.

The practice gradually extended to trains to Long Island and New Jersey that start in Pennsylvania Station and the Long Island Rail Road’s Brooklyn terminal.

In other news, the 6 train alone carries more riders than the entire Chicago train system:

More than 150 stations on the numbered subway lines, including the heavily trafficked Nos. 1, 4 and 6, will be providing the information by December 2010; in some stations the clocks will be running even earlier, according to a recently released Metropolitan Transportation Authority document.

In the timeless realm of the underground, where anguish can mount with each passing trainless second, this amounts to something of a revolution.

. . .

Although New Yorkers became familiar with the technology after its debut on the L line in 2007, that train, which snakes through Williamsburg out to Canarsie, carries only a fraction of the city’s overall ridership (though it does carry a high proportion of its well-heeled hipster set). The No. 6 train, on the other hand, handles 700,000 rides a day, more than the entire Chicago rail system.

It didn’t take long for the Brooklyn Paper to figure out a new nickname for the latest version of the basketball arena at Atlantic Yards:

From “The Hanger” to . . . “The Clamshell”?

Atlantic Yards developer Bruce Ratner unveiled stunning new designs for the proposed basketball arena at the corner of Atlantic and Flatbush avenues this morning, renderings that strive to silence the outrage created in May when Ratner dumped Frank Gehry in favor of a Midwest architecture firm whose first effort, a hanger-like design, fell flat.

. . .

Of course, not everyone cheered the latest incarnation of the basketball arena. Develop Don’t Destroy Brooklyn, the principal opposition group to the full Atlantic Yards mega-project, described the design as a “big eye ball at Atlantic and Flatbush.”

Location Scout: Atlantic Yards.

“Couple becomes first to get married at new Yankee Stadium in The Bronx.”

Four years after eliminating 9 train “skip-stop” service, there are still reminders, making people wistful for the way things once were:

Four years after the line was banished from existence, veteran straphangers and subway novices alike have been puzzled by the re-appearance of the No. 9 sign at the entrance to the 242nd Street Station. Two stops away, at West 231st Street, a small yellow sign hanging above the track — emblazoned with the numbers 1 and 9 — also lends credence to the possibility that two trains still make the 14.7 mile trek from South Ferry to Van Cortlandt Park.

. . .

“Did they bring back the nine?” Frank Petrocelli, 56, wondered aloud as he emerged from the station Sunday. “I always liked the 9. Got me here quicker.”

Alas, New York City Transit squashed any dreams of a resurrection.

“I hope they don’t think the nine is coming back,” Deirdre Parker, spokeswoman for the agency, said of local riders. The downed vinyl covering will be reported to station workers, and the No. 9 emblem covered once again, she said. The same goes for the smaller sign at the 231st Street Station.

When told that the re-emergence of the No. 9 sign was simply a fluke, Mr. Petrocelli grew contemplative.

“Everything gets covered over at one time or another around here,” the construction worker said. “It makes it easy to forget the past.”

In this tough economy, a young person is forced to explore internship opportunities as early as he possibly can:

A subway rider says he got the shock of his life when he peered into the cab and saw a kid behind the controls alongside the driver.

“I saw him driving. He couldn’t have been more than 8 or 9,” said Jules Cattie, 41. “That has to be the craziest thing I’ve ever seen.”

Cattie, a lawyer who lives on the East Side, said he spotted the child after he got into the front car of a Lexington Ave. express train Sunday.

“I was just in shock,” he said. “I thought, ‘This is really dangerous.’”

The Metropolitan Transportation Authority yesterday said it has launched “a vigorous and thorough investigation” into the charge.

And if the MTA has its way, there will be fewer outrageous subway stories to share with friends and family:

To dramatize the effects of budget cuts on subway cleanliness, the head of New York City Transit on Monday described a recent incident in which someone used an entrance to the Rector Street station in Lower Manhattan as a public bathroom.

“We are in a situation where, between 4:30 a.m. and noon, we are not staffed to deal” with that, the president of New York City Transit, Howard H. Roberts Jr., said at a meeting with the board of the Metropolitan Transportation Authority. (Mr. Roberts’s exact choice of words, which included a relatively graphic description of the events, elicited grimaces from many of the spectators.)

The Daily News confirms it was “human feces,” obviously the best kind of feces.

Maybe it was “inspired by Bogota” — Bogota being the place where all those exotic, sexy ideas come from — like Bus Rapid Transit! — but Mayor Lindsay also tried it out in 1970*, right when his political career was starting to implode. Hahahahahaha:

Traffic on Park Avenue may seem lighter in August than in much of the year, thanks to the summering habits of its well-to-do residents. But much of the boulevard will have no traffic at all on three Saturdays this summer, as the city shuts down 6.9 miles of Manhattan roadway in a reprise of last year’s Summer Streets program.

In its debut last August, the program attracted about 50,000 bicyclists and pedestrians on each of its three days to a path from the Brooklyn Bridge to East 72nd Street. This year’s events, announced on Monday by Mayor Michael R. Bloomberg, will take place on Aug. 8, 15 and 22, from 7 a.m. to 1 p.m.

Citing a positive response to the program — an idea inspired by a recreational experiment in Bogotá, Colombia, that began in the 1970s — the city has expanded it to smaller stretches of the other boroughs on weekends throughout the summer. The program will reach 13 neighborhoods, although none of the additional street closings will match the size of the main Manhattan route.

*Back then it involved closing Fifth Avenue between 42nd and 57th Streets, and the idea was referred to as a “pedestrian shopping mall” — which, if you think about it, is basically what it amounts to.

Anecdotes from the New York City Transit Learning Center’s Track Safety class, mandatory for anyone working on New York City Transit proerty, including actors:

Kevin Bress, the senior director of Track Infrastructure and Maintenance Support Training for N.Y.C.T., said, the other day, at the agency’s headquarters, at 2 Broadway. The class, he explained, takes eight hours and is mandatory for anyone working on N.Y.C.T. property. Of the curriculum, he said, “The main theme of the class is teaching people how not to get hit by a train.”

René Corcino, a course instructor, added, “We also identify areas that the homeless may tend to get comfortable in before the police chase them out.” Other topics: the third rail, tripping hazards, how to scoot up the platform ladder from the tracks. “You have to kind of put your foot sideways,” another instructor, Joseph Lupo, said.

. . .

Lupo continued, “[Nicolas] Cage was especially interested in the third rail. He had this big thing about the mystical power of electricity.”

If you can’t figure out the impasse in Albany, tackle something truly baffling — like why the F train continues to suck:

The “performance and infrastructure” review, which goes beyond the agency’s normal oversight of the Coney Island to Queens line, came after state Sen. Daniel Squadron cornered the MTA’s Albany-based lobbyist and demanded action.

“I have been getting increasing complaints about the F line from my constituents and, no less important, my fiancee,” Squadron told The Brooklyn Paper. “So I asked the MTA to do a full review, and they agreed.

“There was definitely a sense in March and April, judging from the e-mails to our office, that something was wrong — the delays were longer, the trains more overcrowded,” Squadron added. “When I brought it up to the MTA, they did a quick search that suggested, at first glance, that something was wrong.

“That’s why they agreed to a full review,” he added. “I’m happy that they’re being responsive.”

(That said, Senator, you might want to carefully consider how campaigns like this craft your public image especially while things are so topsy-turvy.)

Robert Scarano, Brooklyn’s “bad boy” architect should really get a Spitzer-like position with one of the local papers (Brooklyn Paper — where this interview was published — or the Observer or whatever) . . . with no new commissions, he’s chastened, and is now calling it like he sees it:

Gehry’s designs, as magnificent as they are, are not for the faint of heart. They’re only for those with an unlimited budget. When they’re wildly overpriced to begin with, the real drama comes later when there are 80 percent cost escalations. [Forest City Ratner] brought him in to be the main star guy and he had a shelf life, as did Daniel Liebeskind at the World Trade Center. When that shelf life was up, they let him go.

Wow people with Frank Gehry designs, thus building support — either explicit or tacit (i.e., “looks nice . . . maybe that eminent domain battle is worth it”) — then pull out the rug from under everyone only after you start tearing stuff down, thus making Nicolai Ouroussoff cry:

The recent news that the developer Forest City Ratner had scrapped Frank Gehry’s design for a Nets arena in central Brooklyn is not just a blow to the art of architecture. It is a shameful betrayal of the public trust, one that should enrage all those who care about this city.

Location Scout: Atlantic Yards.

But we’ll always have Miss Brooklyn:

Citing financial concerns, the developer of the long-delayed Atlantic Yards project in Brooklyn has scrapped plans for a Frank Gehry-designed $1 billion glass-walled basketball arena for the Nets in favor of a less expensive arena. The new design, which will cost about $200 million less, comes from Ellerbe Becket, an architectural firm based in Kansas City, Mo., that specializes in convention centers, stadiums and arenas and designed Conseco Fieldhouse in Indianapolis, where the Indiana Pacers play. Officials who have seen the design say that while it resembles Conseco Fieldhouse it also bears a likeness to an “airplane hangar.”

The new design, which will cost about $200 million less, comes from Ellerbe Becket, an architectural firm based in Kansas City, Mo., that specializes in convention centers, stadiums and arenas and designed Conseco Fieldhouse in Indianapolis, where the Indiana Pacers play. Officials who have seen the design say that while it resembles Conseco Fieldhouse it also bears a likeness to an “airplane hangar.”

. . .

“The current economic climate is not right for this design,” Mr. Ratner said of the Gehry design in a statement released Thursday afternoon, “and with Frank’s understanding, the arena is undergoing a redesign that will make it more limited in scope.”

Mr. Ratner has said he is eager to get started with what he says will be a world-class project.

Mr. Gehry, the award-winning architect behind the Walt Disney Concert Hall in Los Angeles and the Guggenheim Museum in Bilbao, Spain, added that while he regretted the demise of his arena design, he remained “extremely proud of our work on the Atlantic Yards master plan and on the original arena.”

Location Scout: Atlantic Yards.

You know, the one you keep getting phone calls about? It’s even got a 450-foot-long pedestrian bridge:

“For decades, residents of the South Bronx have sought rail service to increase their transportation options and limit the number of people who drive to Yankee’s games,” said Bloomberg. “Today, it has finally arrived. The new Yankee-E. 153rd Street MTA Metro-North Railroad station is the first railroad station open anywhere in the Bronx in decades.”

The new addition to the Hudson Line, a $ 91 million dollar project, began service to the public on Saturday, May 23, and will remain in operation 365 days a year.

A 450-foot-long, 25-foot-wide bridge will connect Bronxites and visitors to the new Yankee Stadium and parks currently under construction along the waterfront, being built as part of the City’s Five Borough Economic Opportunity Plan.

New Yankee Stadium is the best of the old and the new:

With a concrete wall turning much of right field into a mystery, Picone and McNevin were far from thrilled with their seats [in Section 239, one of two blocks of seats, along with Section 201, that flank the Mohegan Sun Sports Bar in center field, leaving a heavily obstructed view of the outfield with regular season ticket prices of $5]. “But for that price,” Picone said, “it was definitely worth it to be here.”

They were helped out by three televisions bolted to the wall of the sports bar that showed a live feed of the game, though many fans said a few extra screens would have been appreciated, particularly in the glare of the sun. Still, they could make out enough of Jorge Posada’s long drive to know it was a home run once it disappeared from their own view of the game.

For the fans in the bleachers who did not have ticket plans, the afternoon was more expensive. Earlier this week, tickets for Sections 239 and 201 were selling for over $200 on StubHub, without the sellers’ necessarily mentioning that the view was obstructed. Though the Yankees had previously recognized that these seats were not ideal and lowered the price for them, independent marketplaces like StubHub and eBay leave it up to the sellers to disclose whether or not a view is obstructed.

That is how a visibly upset Adrian Rea, a Yankee fan from Binghamton, N.Y., wound up spending $1,200 for four tickets in Section 201. Rea had no idea that he would not be able to see right field.

“If I’d known, I wouldn’t have bought them,” he said. “I would have even paid more if I could have had seats that weren’t obstructed.”

Sitting in the row in front of Rea, Scott Placona, 26, jumped in. He had bought his ticket for $250 from a scalper 10 minutes before the game and insisted that it was worth every penny — just to be able to tell his grandchildren he was at the first regular-season game at the new Yankee Stadium. What did it matter that he couldn’t see left field?

Location Scout: New Yankee Stadium.

The NYPD is reminding its officers that it’s perfectly legal to take beautiful pictures of New York City’s iconic infrastructure*:

Faced with complaints from photographers and tourists alike, the NYPD has issued a department order reminding cops that the right to take pictures in the Big Apple is as American as apple pie.

“Photography and the videotaping of public places, buildings and structures are common activities within New York City . . . and is rarely unlawful,” the NYPD operations order begins.

It acknowledges that the city is a terrorist target, but since it’s a prominent “tourist destination, practically all such photography will have no connection to terrorism or unlawful conduct.”

. . .

But cops are not without successes in confronting what might appear to be innocent videotaping.

In Manhattan, cops spotted a man — who turned out to have ties to a terror group in Pakistan — videotaping the underbellies of the Brooklyn and Manhattan bridges.

They did? When exactly was that?

*Finally exonerating Woody Allen thirty years after the fact.

It makes sense that the Mets and Yankees (especially the Yankees!) would have a bigger carbon footprint in their new stadia; no one would expect any less from two teams that are known for sucking up all available resources:

Yankee Stadium and Citi Field combined use enough electricity to power 20,000 homes, twice as much as the old ballparks, Con Ed says.

Citi Field, the smaller of the two, has the higher peak capacity — 11 megawatts, enough to power 11,000 homes. That’s 120 percent more than Shea’s maximum 5-megawatt draw.

The new Yankee Stadium has access to 9 megawatts, enough for 9,000 homes. That’s about twice the power draw of the old Stadium.

Blame the stadiums’ big potential power use on what makes them great — hi-def TV screens, huge scoreboards and extra elevators, escalators and lighting, said Con Ed spokesman Bob McGee.

The Yankees’ new main scoreboard, at nearly 6,000 square feet, is seven times bigger than the lower-tech scoreboard in the old Stadium.

And both new stadiums have plenty more elevators. Citi Field has 11; at Shea there were just four. The new Yankee Stadium has 16 elevators, compared to three in the old park.

. . .

The standard for green ballparks has been set by the Washington Nationals’ stadium, which opened last year and won a silver rating from the US Green Building Council — the first major pro stadium to earn such certification.

Nationals Park uses about 15 percent less power than the old RFK Stadium did, thanks in part to energy-saving lighting that reduced peak power usage from 1,293 kilowatts to just 1,011 — a savings worth about $440,000 over 25 years.

Location Scout: New Yankee Stadium, Citi Field, Nationals Park.

. . . they’re generally too small for 40-foot-tall Charlie Brown balloons:

From Felix the Cat in 1927 to Bolt the dog in 2008, the Macy’s Thanksgiving Day Parade has adapted, over the years, to changing times and cartoon fashions.

But one thing has always been constant: the final stretch of the parade route, down Broadway from Columbus Circle to Herald Square, through crowds lining the Great White Way.

That tradition appears to be doomed. The main culprit is the plan, unveiled last month by Mayor Michael R. Bloomberg, to turn Broadway into a pedestrian-only zone around Times Square and Herald Square this spring. If you can’t drive a car down Broadway, you can’t drive a float down it either

And so the city has begun the process of figuring out where the cat might hang his hat in November. Crain’s New York Business, in its most recent issue, reported that the city was considering shifting the parade to Avenue of the Americas.

Scott Gastel, a spokesman for the Department of Transportation, confirmed on Sunday that “a working group has been assembled on this matter, and recommendations will be made.”

Earlier: “Traffic Calming . . .By Drowning Traffic In The Bathtub Or Shanking Traffic With A Rusty Shiv”.

See Also: Macy’s Thanksgiving Day Parade.

Because who knows what they might do if worse comes to worst:

Staten Islanders will have to swallow a $13 cash toll on the Verrazano-Narrows Bridge, while drivers in the rest of the city will keep their free ride on the East and Harlem River crossings, if legislative inertia continues to propel the MTA to enact its “Doomsday” budget.

The MTA board approved a 25 to 30 percent fare and toll hike this week, with the Verrazano and other MTA bridges set to go up in July, unless the state Legislature can devise alternate revenue streams to plug a $1.2 billion budget gap. Talks involving a bailout that would entail a payroll tax and tolling the currently free bridges have stalled in the state Senate.

. . .

Meanwhile, toll booths at all four Staten Island bridges already collect more than 6 percent of the nation’s tolls, according to Dr. Jonathan Peters, a finance professor and transportation expert at the College of Staten Island, who has done extensive research on the subject. Toll collection from passenger cars alone coming from only Staten Island ZIP codes accounts for about $65 million in revenue per year at the Verrazano, Peters said.

And without movement from Albany to balance that inequity, Islanders will continue to bear a growing toll burden, despite extremely limited transit options to travel off the Island without a car.

(Then again, Shelly says not to worry . . .)

You know things are bad with our bailed-out economy when the proposed new financial center of the world no longer feels “free”:

The Port Authority is taking the “Freedom” out of the Freedom Tower.

Although the 1,776-foot tower hasn’t been fully built, funded or leased — and won’t be occupied until 2014 — the agency decreed Thursday it will no longer be called the Freedom Tower. It will simply be known as 1 World Trade Center.

“As we market the building, we will ensure that it is presented in the best possible way — and 1 World Trade Center is the address that we’re using,” said PA Chairman Anthony Coscia.

“It’s the one that is easiest for people to identify with — and frankly, we’ve gotten a very interested and warm reception to it.”

The name change for the 102-story, $3.1 billion skyscraper, unveiled after a PA board meeting, drew a sharp rebuke from former Gov. George Pataki, whose April 24, 2003, speech gave the building its brand.

“The Freedom Tower is not simply another piece of real estate and not just a name for marketing purposes,” Pataki said.

“In design and name, it is symbolic of our commitment to rise above the attacks of Sept. 11. Where 1 and 2 World Trade Center once stood, there will be a memorial with two voids to honor the heroes we lost — and, in my view, those addresses should never be used again.”

. . . is that it’s the most uninspiring form of subway transportation. So of course it only deserves a “C”:

Commuters on the three-stop Franklin Ave. Shuttle gave it a C grade for the second year in a row, according to the Transit Authority’s second annual Rider Report Card survey.

Riders’ biggest gripes: long delays and unreasonable waiting times.

“At night, the wait time is about 20 minutes at like 2 o’clock in the morning,” said Sara Shae, 22, of Prospect Heights, who relies on the shuttle to travel from the Park Place station to Manhattan.

“I don’t mind waiting, but I do mind feeling unsafe waiting by myself,” Shae said.

“After 20 minutes, I’ll get on, and [the train will] just sit there for another 10 minutes, waiting to fill up.”

See Also: “A Gentleman’s C”.

Location Scout: Franklin Avenue Shuttle.

Amid the fan-friendly touches, new and improved sightlines and new excellent concessions, sad truths remain:

Sitting in their seats, few fans will see the chop shops in Willets Point, the cars roaring past on the Van Wyck Expressway, the subway yards to the south or the U-Haul sign. They will still get a crystal-clear view of the planes on their final approach to La Guardia Airport. Some things never change.

Location Scout: Citi Field.

Things you enjoy reading on a morning when it is revealed that the MTA budget is in even worse shape than once thought include the debut of the Robo L Train and the transit authority’s novel new system for making sure train conductors are actually at work:

Robo train finally shed its training wheels and took to the rails.

. . .

Communications Based Train Control will enable NYC Transit to run trains closer together, more frequently, and safer than the current antiquated signal system allows, said Associate Project Manager Anthony Candarini.

“It is more efficient. It makes the trains faster and safer because the computer sensors can see things that the motormen can’t,” said Candarini.

. . .

The train began its historic run at the Eight Avenue and 14th Street station at 12:22. The train picked up speed and navigated the turns without losing speed.

“The future has arrived and it feels weird,” said Natasha Fletcher, 22, a student from Canarsie as she enjoyed the smooth ride.

. . .

The MTA had wanted to remove conductors from trains in automatic mode but had to back off because the move violated the transit workers’ contract.

The motormen working the Brooklyn-Manhattan line remained on board, pushing down on a button every fifteen seconds to ensure that they are alert in the event that any problems arise.

You know you need to get off the island when the subways start talking to you:

Just when the train is starting, as if the cars were screeching, “There’s a place.”

. . .

Once heard, it is unmistakable: an echo of “Somewhere” that rises from the ceaseless tide of shrieks and moans in the subways.

A revival of “West Side Story” begins previews next week, but this little piece of it has been playing nonstop beneath Broadway since 2000, when new cars began rolling with an innovative propulsion system. Most of them are on the 2, 4 and 5 lines, and fresh audiences arrive daily.

. . .

The sound is a fluke. Newer trains run on alternating current, but the third rail delivers direct current; inverters chop it into frequencies that can be used by the alternating current motors, said Jeff Hakner, a professor of electrical engineering at Cooper Union. The frequencies excite the steel, he said, which — in the case of the R142 subway cars — responds by singing “Somewhere.” Inverters on other trains run at different frequencies and thus are not gifted with such a recognizable song.

The playwright Tony Kushner told New York magazine last year that it was his favorite New York noise. Riders often ask transit officials about it, and readers still write to the City section of The Times to report their discovery.

Maybe you were wondering how the City will pay for the $2.1 billion 7 train extension to an undeveloped part of Manhattan. So are they:

Now that there are a handful of giant holes under Chelsea for the line, and soon to be two drills that are making tunnels, the likelihood that the project will actually come to fruition is increasing substantially (though no one has agreed to pay for cost overruns yet). But with the economy in shambles, the question becomes how quickly — or slowly — development will sprout up on the far West Side.

This is more than just an academic question. To fund the $2.1 billion budgeted for the extension, the city sold bonds that are to be repaid with the extra taxes expected from all the new development on the West Side. If development takes years to begin — or never happens — the city would need to use money out of its budget to pay the $100 million or so annually in debt service, adding to an already high debt burden.

At the announcement today, the mayor delivered what sounded like a slight plea to developers to get building again.

“If anybody’s a developer out there, and if you want to know a good time to start, I can’t think of a better time,” he said. “People are ready to take the jobs, you can buy concrete and steel a lot cheaper than you could have before, and you’ll have these buildings ready when our economy comes roaring back and people are going to need space.”

You can save teachers’ jobs, you can fix roofs in housing projects and you can weatherize homes. Oh, and you can also build a better live music venue next time Okkervil River comes to town:

A section of the House version of the bill provides $1.7 billion to address “critical deferred maintenance needs” within the nation’s park system.

The bill doesn’t specifically mention the big-bucks rehab, but Castle Clinton is on a list of “top priority” projects the feds want to fund, according to a House Appropriations Committee aide who reviewed an agency list.

The aide put the price tag at $5.6 million to begin the renovation of the fort as an outdoor music venue, based on information the administration provided.

Location Scout: The Battery.

Richard Meier’s new glass-facade building next to Brooklyn’s Prospect Park is killing birds midflight:

“An all-glass building adjacent to the park is a deathtrap for birds,” said Glenn Phillips, executive director of NYC Audubon.

“The design is a set-up. It’s putting huge, uninterrupted, solid panes of glass adjacent to a landscape, and that’s a recipe for disaster.”

For $500 million President Obama better get a nice looking plaque:

The Metropolitan Transportation Authority expects to spend $497 million in federal economic stimulus money to complete the stalled and over-budget Fulton Street Transit Center in Lower Manhattan, the agency’s executive director said on Thursday.

The money would bring the project’s cost to as much as $1.4 billion, nearly double what was estimated when it was conceived in the wake of the terror attack of Sept. 11, 2001.

The additional financing would allow the authority to move ahead with plans to erect an architecturally dramatic glass building atop the transit hub, said Elliot G. Sander, the authority’s executive director. However, it was not clear if the final design would include the project’s signature feature, a conelike skylight, known as an oculus, that would channel daylight into the lower areas of the station. Mr. Sander said the oculus could add about $40 million to the cost.

“The pavilion has to be many things to many people,” Mr. Sander said, referring to the glass structure. “It has to be a building of vibrant design with as much new retail activity as possible.” He called it “a highly visible portal to a modern transportation complex.”

Mr. Sander, who spoke at a State Assembly hearing in Lower Manhattan, said that he estimated the authority would receive $1.5 billion to $2 billion from the economic stimulus bill that is working its way through Congress. He said he planned to spend $497 million of that to complete the downtown transit hub. He did not say how the remainder would be spent.

The Fulton Street project, which is a block from the World Trade Center site, was originally financed by the federal government with $750 million that was earmarked for the rebuilding of Lower Manhattan. The project was meant to simplify a tangle of subway stations, topping them off with an eye-catching building that would rival the iconic structures planned for the rebuilt trade center.

But costs kept rising, and last January the authority said that while work would continue on the underground portions of the project, it could no longer afford to move ahead with the above-ground structure. The announcement was met with dismay downtown, where residents and businesses feared they would be stuck with an unsightly hole, a site where several buildings had been torn down to make way for the transit work.

Earlier: Yet Another Reason Not To Extend The 7 Train To A Convention Center That Doesn’t Even Need It . . ., Between Simpler Transfer Or Fancy Roof, I Want The Roof!