A station arises at Fulton St. (Photo by Peter from Ink Lake)

Now that the MTA has a plan, a timeline and money for the Fulton St. Transit Center, the news from Lower Manhattan has slowed to a trickle. We no longer hear monthly promises of impending plans or status updates featuring more cost overruns or a delayed timeline. As Capital Construction projects go, this one is moving along smoothly right now.

As work crews continue to build atop some of Manhattan’s oldest areas and amidst landmarked buildings, the stories coming out of the Fulton St. area have taken on a different, more in-depth tone. Take, for instance, the latest from Downtown Express’ Julie Shapiro. She highlights the work at the Corbin Building, an 1889 building that abuts the new transit center.

For years, the city has neglected this beautiful building. Just twenty feet wide, it extends 160 feet down John St. and at eight stories, was one of the tallest buildings in Lower Manhattan when it opened 111 years ago. Its ties to transit extend back to its origins as it was named for Austin Corbin, the man responsible for uniting all of the Long Island-based rail lines under the LIRR umbrella.

Before Sept. 11, the building had fallen into a state of disrepair. Time had taken a toll on Francis Kimble’s intricate designs, and after Sept. 11, the building had to undergo extensive repairs. When the MTA announced initial plans for the Fulton St. Transit Center, the Corbin Building was to be demolished. After a public outcry over that plan in 2003, the MTA decided to rethink the future of the Corbin Building and asked architects to incorporate it into updated plans for the hub.

Shapiro picks up the story:

While the M.T.A. was initially against saving the building, the project team now could not be more enthusiastic about the historical details they are uncovering. “This is once in a lifetime for us,” said Uday Durg, program executive for the M.T.A., as he and [Capital Construction president Michael] Horodniceanu gave Downtown Express a tour this week. “This is not the kind of building you see every day. For an engineer, this is the highlight for us — for our whole career.”

…The belowground levels of the building are a hive of activity, as the M.T.A. builds a new foundation of steel and concrete to ensure that the building remains safe. “The foundation left quite a lot to be desired,” Horodniceanu said. “It was great for the time it was built, but not for today.”

The building’s brick supports originally went down only 20 feet below street level, and the building started sinking as the M.T.A. worked on the adjacent Fulton Transit Center. M.T.A. crews are digging down another 35 feet to underpin the building, a painstaking process that should be complete in August.

Then the preservation work will begin: The ornate reddish-brown facade will be cleaned; the intricately decorated grand staircase will be restored; and hidden historical gems, like the original boiler, will be displayed. The building will also get a new roof, new windows and a storefront restored to look just like it did in 1917.

Eventually, these historical elements of the Corbin Building will be incorporated into straphangers’ every-day rides. An escalator will take riders from the depths up Fulton St. past original arches and building boilers. Eventually commercial retailers and maybe even a museum will return to the Corbin Building.

For too many years, New York City has been willing to pile modernism on top of history. A walk around Lower Manhattan reveals little of the 400-year legacy of the Dutch colony and early New York. In the Bronx, even the original Yankee Stadium is being deconstructed. By at the corner of John St. and Broadway, the Corbin Building will remain, incorporated into a 21st Century transit center and serving as a nod to the city’s sometimes-forgotten past.

©2010 Second Ave. Sagas. All Rights Reserved.

Scenes from above the construction at the Fulton St. Transit Center. (Photos by Peter Kaufman/Ink Lake Blog)

Charitably, the MTA is three years away from wrapping up construction at the Fulton St. Transit Center complex, and as the agency moves ahead with the work at a fairly brisk pace, weekend travel into and out of Brooklyn gets snarled at the new hub. This week, as a lead-in to our service advisories, we have some good stuff out of the construction site.

First, we have some pictures of the Hub. Peter Kaufman of the Ink Lake Blog works above the construction site and has been snapping some pictures as work crews raise a building there. The three thumbnails open larger versions in new windows, and the building is slowly coming together. I look forward to watching the progress via Peter’s camera, and I thank him for the photos.

Underground, things are about to get very, very messy. The MTA is on the verge of replacing a ramp and two staircases that connect the lower-level Broadway/Nassau St. stop with the rest of the complex. Per the press release:

In this current phase of construction, the AC mezzanine, a ramp and two staircases will be removed and replaced over the course of two weekends: January 9-11 and January 16-18. In addition, other subway work taking place on those weekends will affect travel in Lower Manhattan and Brooklyn. Effective Monday, January 18, a new temporary stair will replace the ramp that connects AC trains to the uptown 45 trains.

Also, the remaining platform stairs will each lead to a specific transfer or street exit. Riders are encouraged to consult way-finding signs and brochures that are available at station booths in midtown and lower Manhattan and downtown Brooklyn. Transit personnel will be on hand both weekends and on Monday, January 18 and Tuesday, January 19, to help direct customers.

One of the aforementioned brochures — detailing the various weekend work and its impact on those traveling through Fulton St. — is available here as a PDF.

To get users through the mess of service advisories, Transit has produced what they call a Life Sized Map of the change. These maps — three feet by four feet — are hanging up stations along the IRT lines that are affected by the Fulton St. work, and they help visualize the various reroutings plaguing popular subway lines. Riders, says Transit, are more apt to notice these maps than they are the oft-ignored service advisory signs that decorate subway stations every weekend. The LSM is embedded below, and you can click on it for a larger image. After the map — and the jump — this weekend’s service changes.

Weekend Service Advisories

As always, these weekend changes come to me via the MTA. They are subject to change without notice. Remember to listen to on-board announcements and check the signs at your local subway station. Also, be on the lookout for a bunch of pantsless train riders on Sunday afternoon because it’s once again time for the No Pants Subway Ride. The Subway Weekender map is available here.

From 11 p.m. Friday, January 8 to 5 a.m. Monday, January 11, 2 trains run local between 34th Street-Penn Station and South Ferry due to a track dig out at 50th Street, a cable pull at Nevins Street and track maintenance near Chambers Street and Park Place. Note: Late night, 2 trains run local between 96th Street and South Ferry.

From 12:01 a.m. to 6:30 a.m. Saturday, January 9 and Sunday, January 10 and from 12:01 a.m. to 5 a.m. Monday, January 11, shuttle trains run between Atlantic and Flatbush Avenues due to a cable pull at Nevins street and track maintenance near Chambers Street and Park Place. Note: Atlantic Avenue-bound shuttle trains skip Eastern Parkway, Grand Army Plaza and Bergen Street.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, 2 trains operate between 241st Street and Chambers Street, then are rerouted to the 1 line to South Ferry due to a cable pull at Nevins Street and track maintenance near Chambers Street and Park Place. For service between Manhattan and Brooklyn, customers should take the 2 to the South Ferry 1 station, use the free out-of-system transfer to the 4 or 5 at Bowling Green. Note: Days, 5 trains make all stops to Flatbush Avenue. Late night, shuttle trains operate between Atlantic and Flatbush Avenues.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, there are no 3 trains between 14th Street and New Lots Avenue due to a cable pull at Nevins Street and track maintenance near Chambers Street and Park Place. For service between Manhattan and Brooklyn, customers should transfer between the 3 and the 2 at 14th Street, take the 2 to the South Ferry 1 station, use the free out-of-system transfer to the 4 at Bowling Green. The 4 will make all stops to New Lots Avenue.

From 11 p.m. Friday, January 8 to 7 a.m. Saturday, January 9 and from 11 p.m. Saturday, January 9 to 8 a.m. Sunday, January 10 and from 11 p.m. Sunday, January 10 to 5 a.m. Monday, January 11, 3 trains run local between 96th Street and Times Square-42nd Street due to a track dig out at 50th Street.
Note: 3 trains are extended to/from 14th Street all weekend.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, 4 trains are extended to/from New Lots Avenue to replace the 3 in Brooklyn due to a cable pull at Nevins Street and track maintenance near Chambers Street and Park Place.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, Manhattan-bound 4 trains skip Eastern Parkway, Grand Army Plaza and Bergen Street due to a cable pull at Nevins Street and track maintenance near Chambers Street and Park Place.

From 9 a.m. to 3:30 p.m. Sunday, January 10, Bronx-bound 4 trains skip Mosholu Parkway due to replacement of damaged rails.

From 6:30 a.m. to midnight, Saturday, January 9 and Sunday, January 10, Manhattan-bound 5 trains skip Eastern Parkway, Grand Army Plaza and Bergen Street due to a cable pull at Nevins Street and track maintenance near Chambers Street and Park Place.

From 6:30 a.m. to midnight, Saturday, January 9 and Sunday, January 10, 5 trains are extended to/from Flatbush Avenue to replace the 2 in Brooklyn due to a cable pull at Nevins Street and track maintenance near Chambers Street and Park Place.

From 4:00 a.m. Saturday, January 9 to 10:00 p.m. Sunday, January 10, Manhattan-bound 7 trains skip 111th, 103rd, 90th, and 82nd Streets due to track panel installation.

From 11:30 p.m. Friday, January 8 to 5 a.m. Monday, January 11, free shuttle buses replace A trains between Jay Street and Utica Avenue due to Jay Street station rehabilitation and construction of an underground connector. Note: A trains run local between 168th Street and Euclid Avenue.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, there are no C trains running due to Jay Street station rehabilitation and construction of an underground connector. Customers should take the A instead. Note: A trains run local between 168th Street and Euclid Avenue. Free Shuttle buses replace the A trains between Jay Street and Utica Avenue.

From 12:01 a.m. to 5:00 a.m. Saturday, January 9, Sunday, January 10 and Monday, January 11, uptown D trains run local from 59th Street-Columbus Circle to 125th Street due to a track chip out at 110th Street.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, downtown D trains run local from 34th Street to West 4th Street due to substation rehabilitation.

From 12:01 a.m. to 5 a.m. Saturday, January 9, Manhattan-bound F trains run local from Forest Hills-71st Avenue to Roosevelt Avenue due to track cleaning.

From 12:01 a.m. to 5 a.m. Sunday, January 10, Manhattan-bound F trains run local from Roosevelt Avenue to 21st Street-Queensbridge due to track cleaning.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, Jamaica-bound F trains skip 169th Street due to cable replacement.

From 8:30 p.m. Friday, January 8 to 5 a.m. Monday, January 11, there are no G trains between Forest Hills-71st Avenue and Court Square due to fan plant rehabilitation. Customers should take the E or R instead.

From 8 a.m. to 5 p.m., Saturday, January 9 and Sunday, January 10, Queens-bound J trains skip Hewes Street, Lorimer Street and Flushing Avenue due to track repairs.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, Coney Island-bound N trains run on the R from Canal Street to 59th Street (Brooklyn) due to track repairs.

From 11 p.m. Friday, January 8 to 7 a.m. Saturday, January 9 and from 11 p.m. Saturday, January 9 to 8 a.m. Sunday, January 10 and from 11 p.m. Sunday, January 10 to 5 a.m. Monday, January 11, uptown Q trains run local from Canal Street to 34th Street-Herald Square due to a track chip out at Union Square.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, Brooklyn-bound Q trains run on the R from Canal Street to DeKalb Avenue due to track repairs.

From 12:01 a.m. Saturday, January 9 to 5 a.m. Monday, January 11, there are no Q trains between 57th Street-7th Avenue and Times Square-42nd Street due to fan plant rehabilitation. Customers should take the N train instead.

From 12:01 to 5 a.m. Sunday, January 10, downtown Q trains run local from 34th Street-Herald Square to Canal Street due to track cleaning.

From 6:30 a.m. to midnight, Saturday, January 9 and Sunday, January 10, R trains are rerouted on the F between 36th Street (Queens) and 57th Street-7th Avenue (Manhattan) due to fan plant rehabilitation. For service to Queens Plaza, Lexington Avenu/59th Street and 5th Avenue/59th Street, customers should take the N instead.

©2010 Second Ave. Sagas. All Rights Reserved.

The street-level entrance on the newly-reopened northbound platform at the BMT Broadway’s Cortlandt St. station. (Photo by Benjamin Kabak)

When the Twin Towers fell on Sept. 11, two subways around Lower Manhattan were badly damaged, but the MTA sprung into gear. Although both Cortlandt St. stops were destroyed, the station along the R/W and the 1 line south of Chambers St. — but not its Cortlandt St. station — reopened for service on Sept. 15, 2002. In 2005, though, the R/W station was again shuttered, this time to make way for various projects around Ground Zero.

On Wednesday, one platform at Cortlandt St. on the BMT Broadway line — the R/W station right near Century 21 — reopened. Although the southbound platform will remain closed until Sept. 11, 2011 to allow for Port Authority construction of their PATH train hub, the northbound platform — sans the Fulton St. Transit Center’s Dey St. connection — is in service for the first time in four years.

“Today we celebrate a significant step forward in the rebuilding of Lower Manhattan,” MTA CEO and Chairman Jay Walder said at Wednesday’s ribbon-cutting ceremony. “The MTA has played a key role in the revival of Downtown and we’re excited to provide customers with an improved station just in time for the holidays. The opening re-establishes a key travel link for Lower Manhattan residents, commuters, shoppers and tourists.”

The new station isn’t a radical departure from the past as the new South Ferry is. Rather, Cortlandt St. features some basic improvements. The station, which used to service approximately 15,000 passengers a day, has wider staircases and platforms. The walls have been retiled, and the station is sporting a fresh coat of paint.

“The opening of the northbound platform signifies an important milestone towards the completion of the Fulton Street Transit Center Project,” Michael Horodniceanu, president of MTA Capital Construction, said. “This is an important day for the community and we will continue this great momentum so that customers enjoy additional benefits as each element of the project is completed.”

As MTA officials and New York politicians gathered yesterday to celebrate the reopening, the station though remains dominated by blue construction walls. The southbound side is now fully encased behind blue construction walls, and what will eventually be the Dey St. Connector to the rest of the Fulton St. complex will not open until 2012. Still, politicians praised the gradual debut of pieces of the new Fulton St. Transit Center.

“Today’s reopening of the uptown platform of the Cortlandt Street subway station is another step toward repairing the damage inflicted by the September 11th terrorist attacks,” Manhattan Borough President Scott Stringer. “Projects like the Dey Street passageway, which the Cortlandt Street subway station was closed to make way for, are making Lower Manhattan an even more attractive place to live and work, and will draw families and businesses in the process.”

With renderings of the Dey St. passageway and eventual Fulton St. hub decorating the station, the Cortland St. platform is a welcome readdition to the Lower Manhattan transit picture. Slowly, slowly, progress builds apace.

Click through for a slideshow from the new station.

©2010 Second Ave. Sagas. All Rights Reserved.

©2010 Second Ave. Sagas. All Rights Reserved.

Wet Paint signs portend an impending opening. (Photo by Matthew Denker)

Last night, on my way back to Brooklyn via an N local train, we slowly rolled past Cortlandt St., and I noted how the station no longer resembled a construction site. At least on the northbound platform, everything is nearly in place. The turnstiles and fences have been installed; the MetroCard Vending Machines are in place; the token booth is back.

According to MTA documents, the northbound platform itself will reopen in December, but the Dey St. connector won’t open until 2012. This morning, Matthew Denker sent me the above photo, and although wooden fencing still blocks the new staircase, the construction sheds no longer cover the station entrance. Transit is clearly gearing up for a reopening.

Shuttered since 2005 and a short walk from both the Rector St. and City Hall stops along the BMT Broadway line, the four-year absence of this station hasn’t been as bad for the area as it could have been. Lower Manhattan workers and residents and Century 21 shoppers, though, will be happy to see it reopen. I wonder, ifthe Dey St. passageway and the out-of-system connection to the Fulton St. subways will be featured on the sign in two or three years. Slowly, slowly, the pieces of the Fulton St. Hub are opening up.

©2010 Second Ave. Sagas. All Rights Reserved.

Over the last three years, I’ve rarely had the opportunity to post good news about the Fulton St. Transit Center. Originally set to be completed two years ago but now planned for 2014, the massive Lower Manhattan project is now seven years and 100 percent over budget. Yet, earlier this year, when MTA Capital Construction President Michael Horodniceanu promised an on-time completion date, I believed him.

Those comments from Horodniceanu came four months ago. Although there is still plenty of time for the project to yet again fall behind schedule, the latest dispatches from the MTA present us with a glimmer of hope. The MTA earlier this week told Community Board 1 that the Transit Center is still on time, and with stimulus funds supporting the project, it is in fact humming along quite nicely.

“We’re doing very well in terms of progress on the construction,” Uday Durg, the MTA’s project manager, said this week. “We have the funding for those projects and we’d like to use the current market conditions to get them built as quick as we can.”

Matt Dunning from The Tribeca Trib had more:

Often touted as the “Grand Central Station of Lower Manhattan,” the new Fulton Street Station will be partially funded by $424 million in federal stimulus money, a little less than 40 percent of the $1.1 billion grant that the agency was first promised from the federal government. A year prior, it was revealed that the original price tag of $755 million had almost doubled. Without the federal money, the station’s unique oculus design would have been scrapped.

Since the money was delivered in August, Durg said the agency was able to finalize several contracts earlier than expected, including deals for construction of a new mezzanine and elevators for the A/C and J/M/Z platforms, as well as new entrances to the station on Williams and Dey Streets. Those projects are expected to be complete between May 2011 and March 2013.

Crews will finish later this year pouring the foundation for the new station’s vaunted main concourse, which will encompass a balcony of retail stores and restaurants and topped with an angled, cone-shaped dome to allow natural light to reach even the lowest levels of the complex. The next part of the station to be returned to everyday service, Durg said, would be the northbound platform of the Cortlandt Street R/W station, closed in 2005 due to work on the adjacent World Trade Center site.

While the cost of this project is questionable considering its final utility — after all, does Lower Manhattan really need Grand Central without an airport connection? — this development is definitely good news for a delay-plagued project. Barring any unforeseen troubles, the MTA should be able to wrap up the Fulton St. Transit Center by 2014.

At some point, Jay Walder should tell us what exactly went wrong here. This hub should have been finished two years ago, and now we’re celebrating the news that it’s still on pace to open in four years. For now, though, we’ll just recognize that Horodniceanu is sticking to his word. If he can keep this up for a few more years, perhaps the MTA really can turn over a new capital construction leaf.

©2010 Second Ave. Sagas. All Rights Reserved.

©2010 Second Ave. Sagas. All Rights Reserved.

The tortured history of the Fulton St. Hub is one we know quite well. Nearly seven years behind schedule and 100 percent over budget, this project aimed at revitalizing Lower Manhattan has become a symbol of the MTA’s construction problems. Recently, the MTA faced another economic setback as a New York State Supreme Court judge ruled that the agency owes displaced real estate owners another $40 million.

While I first saw this write-up in the Post, GlobeSt.com has a more thorough story. In a ruling issued late last month, State Justice Walter Tolub told the MTA that it will have to up its valuation of three Lower Manhattan parcels seized as part of the Fulton St. Transit Center project. The MTA had priced them as individual parcels, but the judge is considering them to be an assemblage with a higher price tag. Paul Bubny has more:

“The highest, best and most profitable use of the properties would have resulted in the construction of residential rental and condominium development, with ground and second floor retail development,” Tolub wrote in his August 28 ruling. Given that, “there is simply no question” that the three northernmost parcels along lower Broadway between Fulton and John streets “would have constituted an assemblage, and that the parties would have entered into a zoning lot merger, transferring the development rights. These lots were, for all intents and purposes, under common ownership and control.”

That common ownership of the four properties on these parcels came from the Reformed Protestant Church of the City of New York, the fee owners of 192, 198 and 204-210 Broadway; and from Brookfield Properties, which entered into a joint venture with the church on ownership of 200 Broadway. Brookfield and the church had discussed an assemblage of these parcels well before the MTA’s eminent domain seizure of the properties in March 2006, Tolub wrote. All have since been demolished.

According to Tolub’s ruling, the church had also been in active negotiations with the Riese Organization, which owned 194 Broadway, for developmental rights prior to the MTA’s taking the property. Based on comparable sales that took place in early 2006, Tolub ordered the MTA to pay the Rieses $35.2 million for 194 Broadway, and to pay the church and Brookfield a total of $106.5 million for the four other properties.

In a statement to me about the ruling, the MTA expressed its plans to file an appeal. “The MTA disagrees with the court’s valuation of property required by the MTA to complete the Fulton Street Transit Center and intends to appeal the decision,” the statement said.

Despite this legal setback and the potential for a higher price tag, the Fulton St. plans are not in fiscal jeopardy. “The project’s budget and the proposed 2010-2014 capital program include reserves for contingencies, which, if necessary, would cover these increased valuation costs,” the MTA said.

Attorneys for the victorious plaintiffs said they would seek fees and other expenses from the MTA as the case heads to an appeal. I certainly hope this transit center is worth it in the end.

©2010 Second Ave. Sagas. All Rights Reserved.

Last months, after the Doomsday winds died down the MTA could look toward a steadier short-term future, Capital Construction President Micheal Horodniceanu issued an aggressively bold schedule for the oft-delayed Fulton St. Hub. He guaranteed a 2014 completion date for the project now nearly 100 percent over budget. “What I present today, I stand by. I expect you to hold me accountable to it,” he said nearly three weeks ago.

Earlier this week, at the Community Board 1 meeting, Horodniceanu repeated his claims. While the project should have been wrapped up two years ago, it will open on schedule in 2014. “We’re back on track,” he said. “By the time we’re done, you’re going to have one of the most elegant stations in the system.”

Matt Dunning of The Tribeca Trib, a Lower Manhattan community paper, had more from the meeting:

Speaking before Community Board 1’s World Trade Center Redevelopment Committee on June 8, Horodniceanu said most of the planned improvements to the station would be finished by the end of 2012. “This is by no means one project,” he said. “What you’re going to see is a progressive roll-out of customer benefits as we go along. The important part is that we’ve reached a consensus on cost and schedule.”

Two pieces of the massive station reconstruction are already finished. The agency unveiled an improved 2/3 platform in 2006, and a new entrance to the 4/5 Train on the east side of Broadway at Maiden Lane in 2007. Horodniceanu said he expected the northbound platform of the Cortlandt Street R/W station—closed in 2005 due to construction on the World Trade Center site—to reopen in December 2009.

More improvements to the station, including a new William Street entrance and easier connection between the A/C and 4/5 Trains, would be complete in 2011, Horodniceanu said. The new Dey Street entrance and concourse that will eventually connect the station to the World Trade Center Transportation Hub, as well as a rehabilitated 4/5 platform would be done 2012…

The new transit center is designed to, piece by piece, replace the labyrinth of ramps and stairways that make up the current Fulton Street station. A balcony of retail stores will encircle the main concourse of the new station, one level below the street at Broadway and Fulton, with direct access to the 4/5 Train platforms. The A/C platforms and the Dey Street concourse will be on the level below. The main concourse will be housed in a four-story, glass-and-steel “head house” topped with an angled, cone-shaped dome to allow natural light to reach even the lowest levels of the complex.

For now, we are left with construction updates. MTA officials warn that the agency won’t begin award retail licenses for another three years despite interested tenants, and considering the pace of the project so far, this schedule remains ambitious.

With much of the money, however, coming from the federal government, I believe this project has reached a tipping point. The funds are there, and the political pressure will be on the MTA to get it built. For now, I have to remain cautiously optimistic, but when word of a delay or budget problems come down, I won’t be surprised.

©2010 Second Ave. Sagas. All Rights Reserved.

Will this be the final look for the Fulton St. Transit Center? Stay tuned.

The Fulton St. complex is a mess right now. The Cortlandt St. station on the BMT Broadway (N/R/W) line has been closed for nearly three years as work has progressed at a snail’s pace, and the Transit Center hub, originally scheduled for completion two years ago, has been delayed seemingly forever.

Yesterday, though, during the MTA Board’s Real Estate, Planning and Capital Construction Committee meeting, Capital Construction president Michael Horodniceanu proclaimed a firm deadline and a budget for Fulton St. According to Horodniceanu, construction on the complex will wrap up in 2014. The total cost will come in at $1.4 billion or twice its original projected cost. And the Transit Center’s dome — subject to much will it or won’t it debate — will be, well, something distinctive.

In a bold move, Horodniceanu guaranteed an on-time — at least for 2014 — delivery of the project. He first proclaimed the original 2007 deadline, set ten years ago when the MTA first broke ground at Fulton St., “totally unrealistic” and then said, “What I present today, I stand by. I expect you to hold me accountable to it.”

According to the plans presented yesterday, the Transit Center will still sit under a three-story building with 25,000-square feet for retail. The MTA has, however, scraped plans for a glass dome. For now, officials are simply promising something that will let in natural light to fill the glass-enclosed building. As expected, the dome was shelved because of costs.

Originally projected to run $750 million, the Hub will come in at $1.4 billion. The MTA has the money though for the project. Of the total, the original federal grant will cover $847 million, the MTA will kick in $129 million of its own money and stimulus dollars will cover the final $424 million.

Despite these above-ground concerns, though, work has continued underground, and the MTA set a series of deadlines for the complex. Looking ahead, riders on the A and C lines at Broadway/Nassau St. can expect 40 months of construction with service delays on nights and weekend.

Downtown Express, linked above, runs through a series of future deadlines: The Cortlandt St. station’s northbound platform will open in December with the southbound side closed until 2011. A new entrance on William St will open in 2011 as well. In 2012, the Dey St. entrance will open and the 4/5 station will get an overhaul. The work on the A/C mezzanine won’t wrap up until the spring of 2013.

I’m almost tempted to say, “So that’s that for the Fulton St. Hub,” but it’s not nearly that simple. The MTA has yet to choose a design for the top of its glass station house, and while that part of the project will be the proverbial icing on the cake in terms of projected completion dates, architectural decisions are never easy.

So the clock is ticking. Who knows how long Horodniceanu has as the head of Capital Construction? He’s been far more willing than prior heads to take public responsibility for missed deadlines and delayed projects and should, when the MTA rescue package dust settles, retain his position. He has five years to deliver a project that should be opening this year. He has $1.4 billion with which to work. The race is on.

To grasp the true scope of the bureaucratic mess surrounding the project, read back through the topic’s archives. For images of what the Hub and Transit Center will look like sans oculus, mosey on over to the Lee Harris Pomeroy page with some architectural renderings.

©2010 Second Ave. Sagas. All Rights Reserved.