BFI Waste Systems of Mississippi is a wholly-owned subsidiary of Scottsdale, Arizona based Allied Waste Industries, which acquired BFI in 1999.[1] Allied Waste is the second largest solid waste management company in the United States; servicing 10 million customers and operating a network of 300 collection companies, 164 transfer stations, 169 active landfills, and 53 recycling facilities in 37 states and Puerto Rico. With 24,000 employees and the 8th largest truck fleet in the U.S., Allied Waste earned revenues of $6.029 billion in 2006, mostly from residential and commercial collection services. Contact Info Facility Contact: Nicholas Fytros Phone: 718-497-5169 ext. 191 Website: www.alliedwaste.com NYSDEC Registration #: 24T25
BFI Scholes St./Scott Ave. is one of 21 waste transfer stations in New York City and New Jersey that have contracts with the city to receive DSNY-managed waste.[2] Currently, the facility is permitted to receive a maximum of 220 tons per day (tpd) of putrescible solid waste. However, if the city's 2004 Solid Waste Management Plan is realized BFI Scholes St./Scott Ave. will begin exporting waste by rail, and maximum putrescible solid waste capacity will be increased in two phases, initially rising to 1,368 tpd and ultimately to 3,000 tpd.[3] At 3,000 tpd BFI Scholes St./Scott Ave. would rank among the largest waste transfer stations in the city. BFI Scholes St./Scott Ave. now employs 80 full-time personnel, the slated expansion would require hiring another 40.
Truck-to-Rail[4] The truck-to-rail plan articulated in the city's 2004 Solid Waste Management Plan would equip the BFI Scholes St./Scott Ave. facility to export waste via the LIRR Bushwick Branch railroad tracks that run along the southern edge of the transfer station. At present, the New York & Atlantic Railway[5] operates freight trains on these tracks. In order to accommodate the larger waste volumes and rail traffic the following modifications to the existing facility are planned: (1) installation of two over-the-top loading stations accommodating both intermodal containers and/or tractor trailers; (2) installation of new inbound/outbound truck scales and drainage structures; (3) refurbishment of existing rail; (4) development of a rail container transfer system and enclosed delidding/lidding area; and (5) the upgrading of dust/odor control systems. Waste Capacity Offsets[6] Because Brooklyn Community District 1 is already home to more waste transfer stations than any other CD in the city, by law new capacity must be offset by reductions in the permitted capacity of other waste transfer stations located in CD 1. However, since many waste transfer stations have unused permitted capacity, the offsets do not necessarily preclude an increase in the total amount of waste exported from CD 1. A portion of the capacity offsets for the first phase expansion will likely be acquired by closing down the BFI putrescible solid waste facility at 105-115 Thames St., the BFI construction and demolition debris facility at 594 Scholes, and the BFI glass and tire facility at 575 Scholes. It is unclear where the offsets necessary for the second phase of expansion will be acquired.
Contamination and Historical Use[7] The presence of several underground petroleum storage tanks, electrical transformers containing PCBs, asbestos containing building materials, lead based paint, and soil and groundwater contamination from historical uses would require any demolition or construction taking place at the BFI Scholes St./Scott Ave. facility to be preceded by environmental testing and remediation. Historical Sanborn atlases and regulatory database records indicate that the site was previously occupied by steel tube manufacturing facilities (Steel & Tubes Inc. of New York, Brooklyn Steel & Tube Corp./Brooklyn Steel Company, Republic Steel Corporation, LTV Steel Co., Inc.) BFI of New York, and JLJ Recycling Contractors Corp. Traffic and Truck Routing Flushing Ave., Grand St., and Metropolitan Ave. are local truck routes that provide access from east and west of the BFI Scholes St./Scott Ave. facility; Varick Ave. is the local truck route that provides access from north and south. [Map of collection vehicle routes][8]
If the city's truck-to-rail plan comes to fruition and the BFI Scholes St./Scott Ave. facility expands its waste handling capacity to 1,368 tpd, it will bring in an estimated 125 collection vehicles per day for dumping. [Graph of estimated future truck trips per hour][9] Air Quality[10] Emissions from inbound and outbound collection vehicles, inbound and outbound long haul tractor trailers, and on-site waste handling vehicles and machinery all contribute to air pollution in and around the BFI Scholes St./Scott Ave. waste transfer station. Noise The city tested noise levels at the BFI Scholes St./Scott Ave. facility as part of an environmental review required by the 2004 Solid Waste Management Plan. In order to evaluate the impact of on-site noise on off-site locations, noise measurements generated from indoor and outdoor sources were combined to determine the location of the 55 dBA contour line, i.e. the points at which noise attenuates below 55 decibels as perceived by the human ear. The 55 dBA contour line was found to be approximately 610 feet from the property line. The nearest residential housing, located on Flushing Avenue between Metropolitan Ave. and Woodward Ave., sits inside this contour, approximately 535 feet from the waste transfer station. [Charts detailing hourly on-site noise levels and common indoor and outdoor noise levels][11] Smell[12] In order to comply with NYSDEC requirements for effective odor control, an increase in the putrescible solid waste capacity at the BFI Scholes St./Scott Ave. facility would require the installation of an odor control system. Transfer or Disposal Destination, 2006[13] In 2006 BFI Scholes St./Scott Ave. handled 52,337 tons of material; this sum represents 0.4% of all waste exported through transfer stations in New York City.
BFI (Scholes St. / Scott Ave.) "Facility Annual Report, 2006". Filed with NYSDEC. Numbers may not add up because of differences in the way tonnages are accounted for, e.g. scale weight vs. truck count, or because the records are incomplete.
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