Several weeks ago, local television and radio stations and some newspapers reported that the cost of the Port Authority's light-rail extension to the North Shore had increased by $70 million.

"Breaking news," they declared. "Omigosh!" they ballyhooed. "We told you so."

They wrote that project costs had jumped to $435 million, yet "the work has just begun."

My Post-Gazette article at the time featured the fact that the Port Authority is cutting more corners to try to contain escalating costs on the project, starting by closing the Gateway Center T Station for two years to make it easier and cheaper for a contractor to build a new subway station next to it.

The PG didn't report that the overall cost had gone up by $70 million because it hadn't and, therefore, it wasn't "news." Here's why:

On June 28, 2006, I wrote this opening paragraph of a featured article: "The estimated cost to bore twin tunnels under the Allegheny River, extend the light-rail transit system to the North Shore and build three stations is now $435 million -- a 10 percent increase in little more than a year."

And almost 20 months later, the cost hasn't changed.

Not to say it won't, but for now the Port Authority has about $18 million of $22 million set aside for contingencies in the North Shore Connector's $435 million budget. The reserve is for unexpected problems and contract changes, like extra money being spent to stabilize ground at two 55-foot-deep pits excavated to accommodate a giant tunnel-boring machine.

Until (and unless) the contingency money is gone, the cost remains $435 million, the figure on which the authority's funding agreement with the Federal Transit Administration is based.

Admittedly, that's still about 50 percent higher than preliminary estimates made in the late 1990s for a project that has been down-sized to a 1.2-mile extension to the North Shore because of inflation and a political unwillingness to spend more money.

To compensate for soaring energy, cement and steel prices that continue to drive up construction contracts to this day, the Port Authority dropped the planned purchase of 10 light-rail vehicles, a savings of about $30 million.

Shortly thereafter, as the cost impacts for the overall project became clearer, the authority dropped a planned subway spur from Steel Plaza Station to a new station that was to be built near the David L. Lawrence Convention Center, a savings of about $60 million.

Even if the final price goes up to $500 million, the North Shore Connector with three stations will still be a bargain when compared with other major new transportation construction projects across the country.

The federal and state governments are providing the lion's share of funds, which are restricted by law and can't be used in other ways, say lowering bus fares or repairing bridges. The Port Authority was lucky to get any federal money, considering the competition posed by other transit systems with bigger projects and far more political clout.

Allegheny County Chief Executive Dan Onorato has capped the "local share" of costs at $12 million for a project that will expand transportation and boost economic viability for a century.

Nevertheless, some malcontents seized the recent misleading "news" as another opportunity to express outrage against the Port Authority.

Fortunately, a few days later, the Steelers signed quarterback Ben Roethlisberger to a $102 million contract for the next eight years. That made 'em happy.

"Getting Around" is betting that Pennsylvania Turnpike Chief Joe Brimmeier will no longer pursue an outlandish idea to build an elevated toll road over part of the Parkway East as a way of eliminating congestion around the Squirrel Hill Tunnel. He didn't raise the subject at last week's Pennsylvania Turnpike Commission meeting after indicating a few days earlier that he might seek authorization for a feasibility study.

There was plenty of talk behind closed doors. None very supportive.

If Mr. Brimmeier wants to be helpful, J. Marburger, of McCandless, has a good suggestion: Paint the traffic lines on the turnpike.

While traveling from Breezewood to Pittsburgh during a heavy rain recently, he had trouble seeing the road. Lane markings were worn and obliterated. Reflectors were spaced so far apart that they provided little help.

"Most of the time, I drove with white knuckles at 41 miles per hour," Mr. Marburger wrote. "My children come to Pittsburgh via the turnpike from Cleveland, Arkansas, Maryland and Florida, and all of us would like to see where we are going on rainy nights! My daughter has driven with her hazard lights on due to the poor condition of the lines."

As a result of his bad experiences on a road that boasts of excellence, Mr. Marburger supports privatizing the historic toll road.

"The sooner the better!" he said. "I bristle when I read of the perks that the Turnpike Commission enjoys at the expense of the people of Pennsylvania."