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It does seem to be Creek Week, doesn’t it?

– photo by Mitch Waxman

In yesterday’s post, I told you about Deadman’s Curve in Maspeth, and we explored 57th avenue – the former “Creek Street.” The shot above looks eastwards towards Deadman’s Curve from the former Penny Bridge LIRR stop at Review Avenue. The water facing property is currently owned by John Quadrozzi Jr., who is a major land holder in the Red Hook and Gowanus areas. The property seems to be mainly used for storage and maintenance of heavy construction equipment these days.

As the name of the LIRR stop would imply, this is also the former location of Penny Bridge, which connected Brooklyn’s Meeker Avenue to Queens’s Review Avenue. Additionally, the Roman Catholic Church used to run a ferry service from Manhattan to Calvary Cemetery which docked nearby.

– photo by Mitch Waxman

Review Avenue, the stretch of it that runs along Calvary Cemetery, is where the first large scale petroleum refinery in the United States was founded – Abraham Gesner’s North American Kerosene Gas Light Company, which would become first the New York Kerosene Gas Light Company and then be acquired by Charles Pratt and Standard Oil and rechristened it as the Queens County Oil Company. Queens County Oil’s bulkheads are the ones that the Blissville Seep oozes petroleum into Newtown Creek from.

If you follow Review to the west, you’ll find the Greenpoint Avenue Bridge and a pair of roads which descend downhill on either side of it. They take you to, and from, Railroad Avenue.

– photo by Mitch Waxman

The eastern side of railroad avenue was formerly the home of the Van Iderstine company, who had their own rail spur down here which was populated with Van Iderstine’s distinctive black tank cars. As the name of the street – Railroad Avenue – would imply, it’s all about the tracks down here and on the western side of the Greenpoint Avenue Bridge you’ll find the LIRR’s Bliss Tower and Blissville Yard.

Welcome to DUGABO – Down Under the Greenpoint Avenue Bridge Onramp.

– photo by Mitch Waxman

Van Iderstine was a nightmare of a company, incidentally, or at least their occupation was. They were renderers, which means that pack animals, butcher scrap, rotten eggs, barrels of abattoir blood – even dead circus elephants – would be brought here to be broken down into components. What exited the factory was tallow.

Believe it or not, they weren’t the most ghastly operation along this stretch of the Lower Montauk tracks, just the smelliest. I can tell you stories about the yeast distilleries…

– photo by Mitch Waxman

Speaking of smelly, the modern occupation of the Blissville Yard is garbage. That’s the Waste Managemnt garbage train you see above, which is shipped around and about by the New York and Atlantic freight line. NY&A services two Waste Managemnt facilities on the Creek – one here in Blissville and the other in Brooklyn’s East Williamsburg along Newtown Creek’s English Kills tributary.

Something like 30-40% of all of NYC’s putrescent (black bag) waste comes to Newtown Creek to be processed and shipped off in green boxes such as the ones above.

– photo by Mitch Waxman

Railroad Avenue is one of those cul-de-sac streets along the Creek where there’s only one entrance or exit and which – if you get in trouble or hurt, it’s going to be damned difficult to explain to the 911 operator where you are. At the west end of the street is Sims Metal Management’s Newtown Creek dock, on the east you’ll find Waste Management’s Green Asphalt works, the same company’s putrescent waste transfer station, and the Marlyn industrial park which hosts such luminaries as LeNoble Lumber and A&L Cesspool. Personally, I’d call Sims for help, as they’re closer than any hospital and I know a couple of guys who work there.

This is, incidentally, some of what you’ll find located between Review Avenue, the Lower Montauk tracks, Railroad Avenue, and Newtown Creek.

– photo by Mitch Waxman

The Blissville Yard connects to the DB Cabin railroad bridge, which connects Blissville Yard to the Wheelspur and Hunters Point Yards in Hunters Point, and which crosses the Dutch Kills tributary of Newtown Creek. There’s also a connection to the M Cabin bridge which leads to the abandoned Montauk Cutoff tracks and Sunnyside Yards.

Freight traffic on Newtown Creek heads east into Maspeth and to the Fresh Pond Yard, eventually meeting the switch to the New York Connecting Railroad through Woodside and Astoria, which leads to the Hell Gate Bridge.

– photo by Mitch Waxman

Down towards the end of Railroad Avenue, one encountered this immolated automobile.

As mentioned multitudinous times, I cannot resist this sort of thing.

– photo by Mitch Waxman

This car wasn’t just burned up, it was thoroughly incinerated.

– photo by Mitch Waxman

That’s the sort of stuff you’ll see on Railroad Avenue, here in DUGABO, in the Blissville section of Queens, along the lugubrious Newtown Creek.

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Big doings on my beloved Newtown Creek, in today’s post.

– photo by Mitch Waxman

Word reached me that a barge had sunk on Newtown Creek last week, at the Allocco Recycling plant in Greenpoint, and despite suffering from a debilitating shoulder injury (Don’t worry, I seem to be on the mend) a humble narrator painfully packed up his kit and headed over to the tripartite intersection of North Henry Street and Kingsland Avenue at Newtown Creek.

– photo by Mitch Waxman

Allocco Recycling are in the metals and aggregates (or Fill Materials) industries. Metals are the usual thing – copper, aluminum, iron recycling and collection. Aggregates involves the seining and separation of rock, stone, sand, and gravel from construction and excavation materials. Allocco are good guys, in my book, as they ship their processed materials out of Greenpoint using barges rather than trucks. A single barge is the equivalent of 38 heavy trucks.

– photo by Mitch Waxman

Allocco has a large property that borders on one of Newtown Creek’s minor tributaries – the so called “Unnamed Canal.” Across the street is the Newtown Creek Wastewater Treatment Plant’s employee entrance, and down the block is a biofuel company called Metro Fuel. I’m prejudiced towards both entities, it should be pointed out. The DEP lies to me on a regular basis, so I don’t like them. Metro – whom I do like – on the other hand, was founded by my pal Paul Pullo. Paul is a friend and supporter of Newtown Creek Alliance whom I work with on a number of the NC committees like NCMC and the Newtown Creek CAG. NCA is also working with Allocco on our Living Dock project which is playing out on Unnamed Canal, as well as the “North Henry Street Project” which will be discussed in some detail at an NCA meeting next week.

All of my conflicts of interest are laid out in the paragraph above, except for one, which I’ll mention later.

– photo by Mitch Waxman

Showrunner Mike Allocco, it’s a family owned business after all, told me what happened (and allowed me on the property). It seemed that they were filling a barge with stone on a Friday night and closed shop. The half filled barge was about one third of the way submerged when they returned to work the next morning. His crew did everything they could to hoist and pump out the barge, but it continued to sink and by Saturday afternoon the barge was in the state you see in the shot above.

Allocco then contacted DonJon towing to salvage the thing, and DonJon brought in its heavy equipment. The large maritime crane – which is actually the second largest unit of its type in NY Harbor – is the Chesapeake 1000, and the smaller unit with the crawler crane attached is the Delaware Bay. There were a couple of tugs keeping them in position, but I was unable to identify which boats they were.

– photo by Mitch Waxman

The plan, which has already played out and been accomplished, closed Newtown Creek to maritime traffic for an interval. The DonJon crews fed a pair of cables under the sunken barge, lifted it out of the water, pumped out the water, and then moved it into a shallower section of the Allocco bulkhead for repairs. When these shots were gathered, the presumption was that the barge had a damaged hull.

That other conflict of interest mentioned above? As I was shooting these photos, I got a call from a reporter friend who was working for DNAinfo that wanted to buy a shot from me. That shot, and my buddy’s reportage, can be observed in this post at DNAinfo. As the article discusses, the barge had settled down over the Buckeye Pipeline, and luckily for all of us – the fuel delivery infrastructure wasn’t damaged. This was due to the barge settling down onto the so called “Black Mayonnaise” sediments which sit 15-20 thick on Newtown Creek. The quote from DEC’s Randy Austin presented in the DNA piece is ““That’s probably the first time in the history of the Newtown Creek when that sludge bank served as an environmental benefit.”

– photo by Mitch Waxman

For a maritime industrial geek like your humble narrator, seeing the Chesapeake 1000 was a real treat. DonJon Towing hosts a page listing all of the technical specifications that this 1972 vintage 2,484 Gross Tonnage crane entails. The “1000” part of its name comes from its lifting capacity, but it used to be known as the Sun 800 before DonJon got it. The Sun 800 was damaged in a storm, and during the repair process it was upgraded and outfitted with the 1,000 ton boom it currently sports. The hard hat guys I chatted with on the shoreline at Allocco related the cranes history to me as we watched the operation.

Now, this is where the interesting bit comes in.

– photo by Mitch Waxman

It seems that the Sun 800/Chesapeake 1000 was originally built by the Howard Hughes corporation to facilitate the Glomar Explorer project. Glomar Explorer was a giant ship built in the early 70’s which the Hughes people told the world was going to be used for the harvesting of ocean floor minerals and specifically manganese nodules.

That was a cover story, however, for the true mission of the thing, which was to recover a Soviet submarine which had sunk some three miles down on the floor of the Pacific Ocean for the CIA. The project was called “Project Azorian.” The Chesapeake 1000 is officially an artifact of the height of the Cold War, like the Saturn V rocket.

It continually amazes me, the sort of things that Newtown Creek leads to.

– photo by Mitch Waxman

The other DonJon rig on the job was Delaware Bay, which is a clam shell dredge vessel. It’s got 1,250 square feet of deck space and was built in 2006. It’s 225 feet long and 54 feet wide, and 1,205 gross tonnage.

– photo by Mitch Waxman

The barge itself is unremarkable, other than the fact that it’s submerged. It’s a dry bulk type, and is essentially a giant floating bucket.

– photo by Mitch Waxman

As mentioned above, the crews from DonJon were executing a plan in which a couple of heavy cables would be run under the sunken barge, at which point the Chesapeake 1000 would lift the thing up and out of the Creek and then pump out the water. To this end, there was a dive team operating.

– photo by Mitch Waxman

One cannot imagine the horrors of diving into the turbid waters of Newtown Creek, nor the safety precautions that a professional diver would need to undertake in pursuance of the act. I’ve had the pleasure of chatting with members of this profession who operate in NY Harbor, and they tell me that it’s actually a blind business.

– photo by Mitch Waxman

Visibility in the waters of NYC is a couple of feet under best case circumstance, but in the East River and its tributaries, you often can’t see your hand six inches from your face mask. They do a lot of their job by feeling around, and relying on their training.

One fellow kept on bobbing up around the cables which were being fed under the sunken barge.

– photo by Mitch Waxman

So, that’s the story about the time in February of 2016 that a barge sunk at a recycling company called Allocco in Greenpoint, along the lugubrious Newtown Creek.

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I cannot understand why others do not find these things quite as thrilling as I do.

– photo by Mitch Waxman

On one of my constitutionals, a humble narrator found himself at the veritable edge of Queens, heading in a  southerly direction through Blissville on my way to “the Pernt.” Hoary Greenpoint can be accessed from Queens via just a few easily defensible littoral spots, one of them being an eponymous path called “Greenpoint Avenue” and the bridge which is named for it.

It’s a double bascule draw bridge which spans my beloved Newtown Creek, and I refer to the area surrounding it in both Brooklyn and Queens as “DUGABO” which is short for “Down Under the Greenpoint Avenue Bridge Onramp.”

– photo by Mitch Waxman

Off in the distance to the east, another one of these Thermopylae like passages is visible, the Kosciuszko Bridge.

Should hostilities between Brooklyn and Queens ever break out, it is certain that their respective militaries will make every effort to take and control these passes. Ultimately, you’d want absolute command and control over Pulaski, Kosciuszko, and Greenpoint Avenue Bridges, although sentries and artillery units would no doubt be deployed all along the Newtown Creek to guard against an amphibious invasion. The crumbling bulkheads and industrial fence lines would no doubt make for a daunting landing, and the Queens faction would have a de facto advantage in the conflict due to their ability to deploy artillery on LIRR flatbed cars.

– photo by Mitch Waxman

The Brooklyn side would be devastated by the first wave of a rail based artillery attack, given the massive presence of oil storage tanks on the southern shoreline. The sewer plant would be an easily targeted site, but vast reserves of Kings County loyalist troops can be found to the South and could easily be brought to the front by the G line. I’m sure there would be a fierce battle in the G tunnel underneath the Vernon/Manhattan avenue area, fought by locally raised units. Lentol’s Leathernecks, and Nolan’s Raiders, would fortify on either side of the tube, with setups reminiscent of WW1 trenches. It wouldn’t be long before both sides resorted to the usage of wonder weapons like poison gas, supplies of which are easily attainable on either side of the fabled Newtown Creek.

Queens would likely attempt the use of the 7 line to ferry in reinforcement troops like Van Bramer’s Sunnyside Battalion and Dromm’s Sikh and Gurkha Jackson Heights Commandos and the terrifying forces of the Meng Men from Flushing and Elmhurst, while Brooklyn would likely use the L line to bring in Reynoso’s Roughnecks, Levin’s Loppers, and Reyna’s Reapers from points east and south. Further to the east – where the borders of Brooklyn and Queens are not aqueous but rather terrestrial in nature – Dilan’s Death Dealers, Liz Crowley’s Maquis Freedmen, and Joe Crowley’s Fenians (backed up on their flank by Grodenchik’s Garroters, Vallone’s Vanquishers, and Katz’s Killers) would all be engaged in a Stalingrad like guerrilla struggle over Maspeth, Ridgewood, and Fresh Pond.

Media attention on the conflict would be of course be focused on LIC and Greenpoint, since you could see that from Manhattan’s east side.

Irregular sappers, freelancers like the Gambinos and Latin Kings, would no doubt be utilized by both sides in this Blood War of the Boroughs.

– photo by Mitch Waxman

Whilst musing about the idea of internecine and interborough warfare, I suddenly realized that traffic had stopped flowing on the Greenpoint Avenue Bridge. Worrying that the dark day had arrived at last when the border of Brooklyn and Queens would be marked by fire and death, it suddenly became apparent that the DOT was preparing to open the bridge to allow a maritime transit.

Whooopppeeee!!!

– photo by Mitch Waxman

To all of those stopped in traffic, it must have appeared odd, seeing some despoiled creature In a filthy black raincoat jumping up and down while squealing with joy and waving a camera around.

A minor inconvenience experienced by others is often a moment of joy for me. 

I got busy with the camera, and ran out onto the non movable part of the roadway, which is normally quite a chancey thing to do on the highly travelled span over Newtown Creek, as you’d get squished by a truck.

– photo by Mitch Waxman

God help me, but I just love watching a draw bridge at work. Also, check out those bike lanes. I encouraged a bicyclist to make a try for it, telling him he could easily jump the gap if he got enough headway speed. He ignored me and played with his phone instead.

Some people, I tell you, have no sense of adventure.

– photo by Mitch Waxman

The apogee of the bridge roadway’s open posture was attained shortly, and it rose in monolithic fashion. This is likely the position that the Bridge would be fixed into should hostilities between Brooklyn and Queens break out, which is offered as a strategic and or tactical note to the future combatants.

– photo by Mitch Waxman

In my incessant research of all things Newtown Creek, an eventuality in which the Creek would have become militarized was actually set down by the War Department of the United States, during the World Wars period of the early 20th century.

Naval Destroyers (sometimes the presence of a battleship is discussed as well) were set to be stationed along the Newtown Creek (as well as the East and Hudson rivers) and its tributaries to defend the Petroleum and Industrial bases along its shorelines from air or naval attack. The anticipated pathway which a German invasion fleet would have followed involved a passage through Jamaica Bay and the Narrows in pursuance of invading Manhattan at the Battery and Brooklyn via Bay Ridge. The naval guns on Newtown Creek would have been trained on the Narrows, shooting artillery in a parabola over all of Brooklyn and bombarding enemy vessels on the waterway. The defensive plan was to create a “death zone” between and supported by Forts Totten (Staten Island) and Hamilton (Bay Ridge). Governors Island was also meant to play a role in the deployment of long range defenses and weaponry.

I know, sounds silly to we children of the atom, but this was an actual military plan. It’s part of the reason why the Kosciuszko and Long Island Expressway over Dutch Kills were built as high as they are, to allow the smoke stacks of ocean going Naval Ships purchase. The East River Bridge heights were also built with the Brooklyn Navy Yard and the presence of Capital Ships in NY Harbor during times of war in mind. It’s one of those “alt history” scenarios which leads to a fascinating thought experiment – a Kriegsmarine and Wehrmacht invasion of New York Harbor (their ACTUAL plans, btw, would have included the setup of a German base of operations at Sandy Hook). Just to reiterate – the Germans were ACTUALLY and ACTIVELY planning for this.

– photo by Mitch Waxman

Of course, an invasion of the United States would have been contingent on the Germans not being involved in two major European land conflicts simultaneously, and Germany being at peace with the UK and the Royal Navy. The invasion of NY Harbor would have represented about a third of the German assault, with other units landing at Cape Cod in Massachussets and in Virginia. A simultaneous landing of troops from the Japanese Empire would have occurred in Seattle and in San Diego.

Lost in my alt history thoughts, I suddenly realized that I didn’t know which vessel the bridge had opened for, and a quick dog trot to the fences of the eastern side of the bridge was enacted.

– photo by Mitch Waxman

The Mary H tug was towing a fuel barge, no doubt headed some three and change miles back from the East River to the Bayside Fuel depot found nearby another one of the flash points in a Borough on Borough war – the Metropolitan Avenue Bridge. Both Grand Street and Metropolitan Avenue Bridges span narrow passes on the Creek, where small arms fire and snipers would be easily able to command and control access between the two warring sides.

What would be the cause of a war between the two boroughs? Good question, lords and ladies.

– photo by Mitch Waxman

My bet is that it would be a trade dispute, with Brooklyn enacting a restrictive tariff on all things artisinal and organic.

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Blissville, in today’s post.

– photo by Mitch Waxman

Blissville, for those of you not in the know, is the section of Long Island City which the Greenpoint Avenue Bridge connects to. One refers to this area as DUGABO – Down Under the Greenpoint Avenue Bridge Onramp – as I like to stay ahead of the Real Estate Guys on this sort of thing. DUGABO is an M1 zone, meaning that it is zoned for heavy industry. A couple of blocks to the north, it becomes a “mixed use” zone, and there’s a scattered series of homes and commercial storefronts in the area – a lot of the building stock actually dates back to the 19th century.

The LIRR trackways run along the coast of Newtown Creek, and you’ll find several bits of railroad infrastructure along the shoreline. In focus today, the Blissville Yard, which has found new occupation.

– photo by Mitch Waxman

The Blissville Yard is a series of trackways designed for storage of rolling stock. It connects to the Hunters Point tracks via a rail bridge that crosses Dutch Kills, and there used to be a connection to the Sunnyside Yards and the Degnon terminal railway spurs via the Montauk Cutoff which is no longer an active track. The modern use of the Blissville Yard is governed by the New York and Atlantic company, which is a private corporation that handles freight services for the Long Island Railroad. If you see a black and emerald colored engine operating along the LIRR tracks, that’s them.

– photo by Mitch Waxman

Not too long ago, the Waste Management company, which enjoys a profitable relationship with NYC’s Department of Sanitation, opened a new facility on the Queens side of the Newtown Creek. Waste Management handles the exit from our municipality of the putrescent or “black bag” garbage collected by the municipal DSNY. The company has been operating for several years out of an enormous facility on Varick Street in what should be called Bushwick, but is referred to in modernity as East Williamsburg.

At Varick Street, Waste Management and New York and Atlantic operate the so called “garbage train” along the Bushwick Branch of the LIRR. Now, in Queens, they are operating another garbage train out of the Blissville Yard and the newish Review Avenue Waste Transfer Station – which is across the street from Calvary Cemetery. Those green box cars in the shot above?

That’s the Garbage Train.

– photo by Mitch Waxman

DUGABO proper, the street where you’ll find the at grade crossings for the garbage train is appropriately called Railroad Avenue. To the west, you’ll find the Blissville Yard and the SimsMetal company. SimsMetal handles the recyclable materials collected by DSNY and others. To the east, you’ll find other new arrivals (new as in the last decade, which isn’t even yesterday to “historian me”) like Waste Managements “Green Asphalt” facility.

This little roadway alongside the Greenpoint Avenue Bridge has become a locus point for heavy trucks, literally thousands of heavy trucks loaded down with garbage, on a daily basis.

– photo by Mitch Waxman

The putrescent waste is processed at Waste Management, and loaded into these green boxes, which are then positioned onto rail cars. The garbage train(s) proceed eastward to the Fresh Pond yard. From Fresh Pond, they begin a long and circuitous journey which sees them leave Long Island via the Hell Gate Bridge and head north through the the Bronx via the Owls Head yard. Leaving NYC, they head most of the way to Albany, where another rail bridge allows them to cross the Hudson and enter the continent. Where they go after that seems to be a state secret, although I’ve been told that there are a series of tapped out coal mines in Pennsylvania and West Virginia which are gradually being filled back up.

Future archaeologists are going to love us, I tell you.

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My beloved Creek, in today’s post.

– photo by Mitch Waxman

Pictured above, Newtown Creek.

This is a section I refer to as DUGABO, or Down Under the Greenpoint Avenue Bridge Onramp. On the left side of the shot is the Allocco family’s aggregates recycling yard in Greenpoint, on the right is the SimsMetal recycling facility in Long Island City’s Blissville section. Today’s post will be taking us eastwards from DUGABO into oil country.

Technically speaking – all of the Brooklyn side of the Newtown Creek, from the Pulaski Bridge east to Meeker Avenue was once oil country, home to a series of Standard Oil (SOCONY) refineries and distribution facilities. The industry’s footprint in the area began to shrink as early as the 1950’s, and refining on the Creek literally stopped in the middle 1960’s.

– photo by Mitch Waxman

Literally “DUGABO,” the Greenpoint side on the left shows the tanks of Metro Fuel, a bio fuel company which actually performs some refinery operations in the modern day. On the Queens side, you’ll notice the Tidewater building. Tidewater was a pipeline company that challenged Standard Oil’s monopoly on shipping petroleum using the railroads. Tidewater was destroyed and taken over by Standard. The Standard Oil company then bankrupted the railroads by switching its nationwide distribution system over to pipelines rather than rail cars – despite having spent a couple of decades trying to convince Congress and everyone else that pipelines were inherently unsafe and uneconomical to operate.

You’ve really got to love John D. Rockefeller.

– photo by Mitch Waxman

A bit further east, you’ll notice the tanks of the BP Amoco yard nearby Apollo Street in Greenpoint, which sit on part of the footprint of the Locust Hill refinery.

This is roughly the dead bang center of the Greenpoint Oil Spill, the second largest such event in American History. The BP Amoco yard is a distribution hub, with its product brought in from refineries in New Jersey and beyond by articulated Tug and fuel barge combinations like the Crystal Cutler, which is pictured above. The digester eggs of the Newtown Creek Wastewater Treatment Plant are visible in the shot above as well, as is Manhattan’s iconic Empire State Building.

– photo by Mitch Waxman

A bit further back, that’s Meeker Avenue’s street end on the left or Brooklyn side, and Blissville’s Calvary Cemetery is just out of frame on the right. The former site of Penny Bridge, which looms large in the memory of long time residents of both boroughs, would have been right about the center of the Newtown Creek. Penny Bridge, of course, was replaced in 1939 by Robert Moses. Moses had to work around some pretty big land owners when building it.

On the right hand – or Queens side of the photo – that brick building is part of the former Queens County Oil Works of Standard Oil. The Petroleum facility in Blissville is actually a bit older than Standard, believe it or not. That’s where Abraham Gesner erected the first large scale petroleum refinery in the United States, the North American Kerosene Gas Light company, which imparted to “coal oil” the brand name Kerosene.

When Standard Oil bought Gesner’s operation, the company made the brand name “Kerosene” so ubiquitous that it became an American colloquialism, and it defined the product in the same way that Xerox or Kleenex define photocopies or facial tissue.

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Over in DUGABO…

– photo by Mitch Waxman

Last Saturday, whilst wandering about in between snow storms, this outfall was spotted pouring into Newtown Creek. This is the terminus of Greenpoint Avenue alongside the Bridge, a lane which was coincidentally the path of an earlier Greenpoint Avenue Bridge – one that allowed rail to cross over from the LIRR tracks in Queens – which is today a fairly abandoned spot. The water is snow melt, incidentally.

– photo by Mitch Waxman

There’s street drains all over the place which bear the screed “drains directly into waterways” and this is what it looks like when they do. The drain in question is actually visible, as is the melting snow pack which is feeding it. Along with the melt water, it’s carrying road salt and as well as all the litter and junk which line the curbs. The frustrating part of this scene is that the brand spanking new Newtown Creek Waste Water Treatment plant is just a block away and that this drain isn’t connected to it.

– photo by Mitch Waxman

Amongst the many interesting people I’ve met along the Newtown Creek, some of them work for the so called “potentially responsible parties” named as being responsible for the cleanup in the Superfund agreement. Over and over, these folks have pointed out that the ongoing “point source” situation that these outfalls maintained by the City DEP present makes their court mandated mission a fools errand. You can remove the Black Mayonnaise, which is the colloquial term for the historic pollution that forms the sediment bed of the Creek, but without addressing the antiquated sewer system it won’t be twenty years before the Newtown Creek is again lined with toxic junk.

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Written by Mitch Waxman

March 3, 2015 at 11:00 am

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More photos from an ice choked Newtown Creek.

– photo by Mitch Waxman

The scene, as witnessed in DUGABO – Down Under the Greenpoint Avenue Bridge Onramp, along Newtown Creek’s so called Marion Reach. Vast sheets of ice, carried by the languid tidal action of the Creek, headed towards the East River. These shots were captured during the brief warmup on Sunday last, and let me tell something that photos cannot convey – the smell was… even by Newtown Creek standards… incredible.

– photo by Mitch Waxman

There’s a combined sewer outfall on the Queens side, right where those ripples you see in the shot above are emanating from. With melt water feeding the system, it was releasing a month’s worth of frozen stink. The smell of raw sewage is unique, and has no odiferous analogue. Like the smell of death, you instantly recoil from it, and the best way to describe it is to compare it to the taste sensation enjoyed when licking a 9 volt battery’s contact leads.

– photo by Mitch Waxman

These piles are on the Brooklyn side, nearby the Metro bio fuel plant on Kingsland Avenue. Speaking of oil, I heard back from the NYS DEC about the flowing oil I reported and described in yesterday’s post nearby the Pulaski Bridge. They believe the material observed was actually creosote oil being released from the wooden “Dolphins” which protect the bridge from allision with maritime traffic.

– photo by Mitch Waxman

Tugboat Ireland seems to have taken up a somewhat permanent residence on Newtown Creek, and was tied up at the Tidewater building. My understanding is that the former petroleum facility is now owned by the Broadway Stages company, and is being used for theatrical productions as an industrial set. Perhaps the Broadway Stages people bought Ireland as well? If so, that’s some expensive window dressing.

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