24-427A Reference Documents.pdf

Reference Documents

Oil Dock 14 Deepening Upgrades - Phase I

The following information is being provided for reference use only.

The Contractor is responsible for verification of all information referenced in these documents.

Transmittal

TWE

Project No.25.23.113

Transmittal No. 169044

Project: Port of Corpus Christi Authority Oil Dock 14 Test Pile

TWE Project No.: 25.23.113

TWE Report No.: 169269

Date: October 15, 2025

Attn: Javier Solis Russell Marine, LLC javier.solis@russellmarinellc.com

From: - TWE joburke@tweinc.com

Sub: High-Strain Dynamic Pile Load Test Initial Drive, Restrike Drive Results

Dear Mr. Solis, Transmitted herewith are the high-strain dynamic pile load test results obtained during initial driving and restrike testing of the test pile associated with the Oil Dock 14 project at the Port of Corpus Christi (POCC) located in Corpus Christi, Texas. The selected test pile is a 99-ft x 54-in Ø x 7/8-in W.T. open-ended steel pipe pile. Testing was performed in general accordance with the Standard Method for High-Strain Dynamic Testing of Deep Foundations (ASTM D4945) during initial installation and restrike testing. The pile was installed with a PILECO D100 diesel hammer on October 2, 2025 and October 3, 2025 and restruck on October 9, 2025.

Measured driving stresses remained below the estimated allowable driving stress limits of 45.0-ksi (compression and tension) during pile installation and restrike testing. Maximum compressive stress (CSX) was measured at 22.7-ksi and 29.2-ksi, and maximum tension stress (TSX) was measured at 3.99-ksi and 8.07-ksi, respectively.

CAPWAP ultimate compression capacticies measured during the initial drive and restrike events for the tested pile were measured at 1,820-kips and 2,695-kips. Further test details and results including pile capacity for each dynamic test event are provided in Attachment 1. Please contact us if you have any questions or comments about the information provided in this transmittal.

Tolunay-Wong Engineers, Inc. (TWE) 2455 W Cardinal Drive, Suite A Beaumont, Texas 77705

(409) 840-4214 / www.tweinc.com

Project No. 25.23.113

Transmittal No. 169044

Sincerely, TOLUNAY-WONG ENGINEERS, INC.

TBPELS Firm Registration No. F-124

Engineering Manager

JO/gmd

Attachments: 1) Dynamic Test Results

Project No.25.23.113

Transmittal No. 169044

ATTACHMENT 1

DYNAMIC TEST RESULTS

HDR Engineering, Inc. 555 N. Carancahua, Suite 1600, Corpus Christi, TX 78401-0849

(361) 696-3300

TBPELS Firm Registration No. F-754

Basis of Design for Oil Dock 14 Deepening Upgrades Port of Corpus Christi Authority (PCCA)

PCCA Project No. 24-427A

HDR Project No. 10409065

Corpus Christi, Texas

July 21, 2025

Basis of Design PCCA Oil Dock 14 Deepening Upgrades

Page i

REVISION HISTORY

Rev. Issued Date Description Reviewed Approved

0 12/20/2024 60% Basis of Design - DRAFT Frank Proctor Chris Dixon

1 4/11/2025 90% Basis of Design - DRAFT Frank Proctor Chris Dixon

2 7/21/2025 Basis of Design – FINAL (no change after Rev. 1 submittal, except OPCC)

Scott McCoy Chris Dixon

Page ii

Contents

1 Introduction

1.1 Background

1.2 Description

1.3 Location of Site

2 Site and Environmental Conditions

2.1 Surveys

2.2 Geotechnical Data and Subsurface Conditions

2.3 Tidal Data

2.4 Seismicity

2.5 Wind, Current, Wave and Ice Data

3 Operational and Functional Considerations

3.1 Dock Operations

3.2 Project Layout

3.3 Vessel Data

3.4 Vehicle and Equipment Data

3.5 Special Equipment

3.6 Dredging

4 Constraints

4.1 Easements and Property Constraints

5 Design Loads

5.1 Dead Load

5.2 Uniform Live Loads

5.3 Berthing Loads

6 Design Methodology

6.1 Dock Toe Wall

6.2 Breasting Structures & Fender System Spacers

6.3 Catwalks & Walkways

6.4 Berthing and Mooring Hardware

6.5 Corrosion Protection

6.6 Construction Material Requirements

7 Construction Sequence, Duration, and Cost 8 Design Codes and References

8.1 Marine Structures

Page iii

Tables

Table 2-1 Design Tidal Data Table 2-2 Site-Specific Seismic Parameters Table 3-1 Design Vessel Data Table 5-1 Material Unit Weights

Figures

Figure 1-1 Site Location Map Figure 3-1 Aerial Image of Oil Dock 14

Appendices

Appendix A Survey Data & Hazard Map Appendix B Geotechnical Analysis Memorandum Appendix C Meteorological Data Appendix D ASCE Seismic Data Appendix E 2016 Bulkhead Repairs & 2020 ICE Inspection Report Appendix F Operating Envelope of the MLAs & Dock Crane Appendix G Bulkhead Wall Design Segments Appendix H Basis of Estimate and OPCC

Page iv

Acronyms, Abbreviations, and Nomenclature

ANSI/AISC American National Standards Institute / American Institute of Steel Construction ASCE American Society of Civil Engineers ASTM American Society for Testing and Materials C Channel Section (Structural steel section) CCSC Corpus Christi Ship Channel El. Elevation EM Engineering Manual ft Feet ICE International Consulting Engineers MHHW Mean Higher High Water MHW Mean High Water MLA Marine Loading Arm MLLW Mean Lower Low Water MSL Mean Sea Level MTL Mean Tide Level NAVD ‘88 North American Vertical Datum of 1988 OD14 Oil Dock 14 OPCC Opinion of Probable Construction Cost PCCA Port of Corpus Christi pcf Pounds per cubic feet USACE U.S. Army Corps of Engineers

Basis of Design – 90% Design

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1 Introduction

1.1 Background

The Port of Corpus Christi (PCCA) and tenant customer Pin Oak are interested in deepening the berth at Oil Dock 14 (OD14) in the Inner Harbor Ship Channel at Corpus Christi, Texas, for deeper draft loading of Suezmax Class vessels. Based on the previous analyses performed by HDR of the existing marine structures for berth depths of -58’ MLLW and -60’ MLLW, a toe wall is required to supplement the existing bulkhead wall. The addition of the toe wall waterside of the existing wall will require the breasting line to move out towards the ship channel. The breasting structures require modifications as a result of the new breasting line position. The operating envelope of the gangway, dock cranes and Marine Loading Arms (MLA) will also be checked as a result of the new breasting line position.

1.2 Description

This Design Basis document describes the standards and criteria that will be used to develop the design submittal documents.

Primary items addressed in this Design Basis include the construction of:

• Toe wall waterside of the existing bulkhead wall sections

• Modifications to the breasting structures

1.3 Location of Site

The site is located along the north bank of the Corpus Christi Ship Channel (CCSC).

Figure 1-1 Site Location Map

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2 Site and Environmental Conditions

2.1 Surveys

2.1.1 Topographic Survey

An above-ground survey was performed by Frontier Surveying Company, retained by PCCA, to identify the elevation, location, and alignment of the existing bulkhead pile cap and to locate the dock platform features like marine loading arms and dock cranes. A copy of the survey dated 2-27-2025 is provided in Appendix A.

2.1.2 Hydrographic Survey

Existing hydrographic survey provided by PCCA is utilized for this project. The survey was performed by T. Baker Smith on May 21, 2024. A copy of the survey is provided in Appendix A.

2.1.3 Magnetometer/Pipeline Survey

Magnetometer or pipeline location survey was not performed for this project. OD14 Hazard map provided by PCCA is utilized to identify any potential for interference with the proposed toe wall. A copy of the hazard map is provided in Appendix A. Based on the information provided, HDR does not anticipate any potential for interference with the proposed upgrades to the dock. Prior to commencing work, the contractor should perform a pre-construction hazard survey to identify and document any buried obstructions or uncharted elements.

2.2 Geotechnical Data and Subsurface Conditions

HDR reviewed the geotechnical data from original OD14 design and developed soil strength parameters for designing the toe wall and for use in global stability and shoring analysis. The design soil strength parameters are summarized in a Geotechnical Analysis Memorandum provided in Appendix B.

2.3 Tidal Data

Tidal data for the project was obtained from the National Oceanic and Atmospheric Administration, Station: USS Lexington/ 8775296. The water elevations from the utilized tidal gauge are summarized in the table below and the datum information is provided in Appendix C. Water surface elevations and wave heights at the site will be affected by rainfall, wind direction, velocity and duration, channel traffic, and daily tidal fluctuations. Tropical weather events, such as tropical storms and hurricanes, can greatly affect both water surface elevations and wave heights.

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Table 2-1 Design Tidal Data

Water Level Datum (ft)

NAVD ‘88 MLLW

Mean Higher High Water (MHHW) +1.02 +0.60

Mean High Water (MHW) +1.01 +0.59

Mean Sea Level (MSL) +0.76 +0.34

Mean Tide Level (MTL) +0.72 +0.30

Mean Low Water (MLW) +0.43 +0.01

Mean Lower Low Water (MLLW) +0.42 0

2.4 Seismicity

Using online ASCE Hazard Tool, spectral response acceleration parameters for 2% probability of exceedance in 50 years were obtained for the project site, in accordance with ASCE 7-22.

The parameters are presented in the table below and the report is included under Appendix D. The project site is not in a seismically active area and anticipated peak ground accelerations are small, thus seismicity is not considered for design.

Table 2-2 Site-Specific Seismic Parameters

Spectral Response Acceleration Parameters

Spectral Response Acceleration at Short Periods (Ss)

0.057g

Spectral Response Acceleration at a Period of 1 second (S1)

0.015g

Peak Ground Acceleration (PGA)

0.030g

Source: ASCE 7-22

2.5 Wind, Current, Wave and Ice Data

The toe wall design is not affected by the wind, current, wave or ice loads. These loads are not considered.

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3 Operational and Functional Considerations

3.1 Dock Operations

The toe wall and structure modifications are designed to deepen the berth to -60’ MLLW.

Dock operations will remain the same as the original design including loading various ships using MLAs and inland barges using hoses. The space occupied by the toe wall will require the breasting line to be moved toward the ship channel by 7.0 ft. The MLAs, dock cranes, and gangway were checked and can continue to be used without modifications.

3.2 Project Layout

As shown in Figure 3-1, Oil Dock 14 berthing facility includes a waterside bulkhead wall, five landside mooring structures, one waterside mooring structure, and four waterside breasting structures connected to the dock by means of catwalks. The original dock facility was designed and constructed in 2015-2016, during which the berth was dredged to El. -48’ NAVD88 (or - 48.5’ MLLW). The waterside mooring structure and approximately 60’ long east wall extension was constructed in 2020, as a part of upgrades to the facility.

The structures affected by the proposed berth deepening include the approximately 1,440’ of anchored bulkhead wall system that forms the waterside edge of the dock facility and four breasting structures.

Figure 3-1 Aerial Image of Oil Dock 14

3.2.1 Construction Deficiencies and Historical Repairs

During construction of OD14 in 2015-2016, HDR understands that the sheet pile was not aligned properly, and sheet pile interlock separation occurred. We understand localized settlements behind the wall (landside) were observed at the time of the construction and it could be attributed to potential soil migration where the sheet piles separated.

BREASTING

STRUCTURE (TYP)

BULKHEAD WALL (TYP)

LANDSIDE MOORING

STRUCTURE (TYP)

WATERSIDE MOORING

STRUCTURE

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InDepth diving services was hired by Russell Marine in 2016 to perform a post-dredge underwater dive inspection of the bulkhead walls. The report indicated sheet pile interlock separation at 9 locations along the waterside edge (front wall) of the dock. The typical width of separation measured was 4 to 5 inches, starting 5 ft above the mudline at the time of survey.

The west corner had an 8-inch-wide separation, starting 10 ft above the mudline at the time of survey. The as-builts provided to HDR, indicate repairs were performed by Russell Marine, LLC to address sheet pile interlock splitting/separation at these locations. The repairs included welding channel section (C12) to sheet piles/king piles from El. -25’ MLT to El. -45’ MLT. A bigger sized channel (C15) overlaps C12 and is shown to be driven to -58’ MLT (tip), with its top at El. -43’ MLT. The above mudline repairs were assessed during the 2020 dive inspection by International Consulting Engineers (ICE). ICE was able to confirm that repairs were made to each of the 9 locations, except the C12 channels were found to have top elevation varying between El. -32’ and El. -42’ and the bottom channels were found to be MC18s or 24” to 30” wide bent plates with top elevation varying between El. -41’ and El. -44’. The extent (depth), configuration and condition of the repairs below mudline is unknown. Appendix E includes the as-builts of the wall repairs provided by Russell Marine LLC and the 2020 ICE Inspection report.

The construction deficiencies identified above adversely affect the original design of the bulkhead wall system and its ability to retain the soil. The structural integrity of the existing combination wall, i.e. I-shaped king piles with AZ sheet piles in between the king piles, is greatly reduced by the interlock separation at multiple locations, potentially affecting the transfer of soil pressure from the sheet piling to the king piles. The discontinuity of the wall system at the interlocks reduces the moment of inertia and section modulus of the wall system.

Furthermore, the movements associated with the interlock separation likely induced strain in the retained soils that will reduce mobilized soil strengths. Future deepening will expose the structural problem and increase the potential for soil migration through the gaps in the interlock. In addition, the condition of interlock separations below the existing mudline is unknown and it is difficult to judge how the wall will behave at these split locations upon dredging. It is likely that the splits widen at deeper elevations, further worsening the potential soil migration problem. Furthermore, without the support of the king piles the sheet piles may deflect independently of the king piles further widening the splits.

Since the construction of the wall in 2015-16, PCCA has performed periodic monitoring of the repairs to the interlock splits. Any future dredging must not happen until a toe wall is installed in front of the existing wall, which would mitigate the construction deficiencies cited above.

HDR recommend the repairs be continuously monitored every 2 to 3 years to ensure the interlock splits are not exposed. The repairs should be documented by the contractor before the construction of the toe wall and monitored throughout the construction period.

3.2.2 Deepening Upgrades

The toe wall will follow the same alignment as the original wall and be placed as close to the original wall as possible considering construction methods.

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Since the breasting line will be moved away from the existing breasting structures, a spacer is designed to move the existing fenders to the new breasting line. The spacer will move the ship forces further from the structure. The structure was checked for the additional loads caused by moving the ships forces further from the structure.

The remainder of the berth layout will remain the same as the original design.

3.3 Vessel Data

The design vessels are listed in Table 3-1 below. Design barges are based on Kirby Corporation Inland Barges. The vessel data is obtained from the original design criteria for

OD14.

Table 3-1 Design Vessel Data

Vessel Class

Suezmax

Aframax

Panamax

Mid- Range Tanker

Barges

Length Overall (ft) 965 820 748 600 300

Length Between Perpendiculars (ft)

885 784 719 570 n/a

Beam (ft) 180 144 106 106 55

Moulded Depth (ft) 75 70 68 62 13

Deadweight Tonnage (tonne)

160,000 115,000 73,000 56,000 3,300

3.3.1 Passing Vessel Data

Based on the small change in breasting line location, the change to the effect of a passing vessel on a moored vessel will be negligible and thus passing vessel study was not performed.

3.4 Vehicle and Equipment Data

3.4.1 Trucks and Mobile Crane

No changes will be made to the dock that affect the vehicle access to it or equipment operations on it.

3.5 Special Equipment

3.5.1 Marine Loading Arms (MLAs)

Owner provided data for the MLAs was used to check the working envelope to verify the MLA will reach and service the manifold of the design vessels.

3.5.2 Dock Crane

Owner provided data for the dock cranes was used to check the working envelope to verify the cranes will be able to position the gangway to service the ship and the hoses to service the manifold of the design vessels.

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3.5.3 Hoses

No modifications to the hose operation are expected.

3.5.4 Ship Gangway

PCCA in coordination with Pin Oak indicated that the new ship gangway for the dock is long enough to accommodate the additional reach requirements due to the shift of the breasting line. Thus, HDR did not investigate the operating envelope of ship gangway.

3.5.5 Mooring Fittings

Based on the small change in breasting line location, the changes to the geometry of the mooring lines will be negligible and therefore no changes to the mooring fittings and hardware will be required.

3.6 Dredging

The construction of the toe wall will be required prior to dredging the berth. The dredging design and bid package development is not in this scope of work.

3.6.1 Berth Dredge Depths

The toe wall is designed and the modifications to the existing marine structures are designed to accommodate the construction of a berth/slip having a dredged depth of a minimum -60’ MLLW (-54’ MLLW plus 4 ft of advanced maintenance and 2 ft of allowable over depth).

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4 Constraints

4.1 Easements and Property Constraints

There are no know property or easement constraints.

The pipe rack and dock equipment constrain the contractor from accessing the placement of the toe wall from the landside. The landside area on the west side of the dock could be potentially used for the construction of the toe wall. The access route and area behind existing bulkhead will have to be delineated by PCCA in coordination with the property user. Also, designated crane pad locations will have to identified and designed since the existing bulkhead is not designed for crane loads.

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5 Design Loads

5.1 Dead Load

Dead loads evaluated include the self-weight of the structures and permanent equipment or fixtures located at the facility. Table 5-1 provides material unit weights that will be used in determining design dead loads:

Table 5-1 Material Unit Weights

Material Unit Weight Steel or Cast Steel 490 pcf

Concrete (Normal Weight) 150 pcf Rubber 90 pcf

Salt Water 64 pcf

5.2 Uniform Live Loads

Design uniform vertical live load for the ground landside of the wall shall be 300 psf. The dock platform is pile supported for supporting the uniform live load. Thus, the bulkhead is relieved of this load. For bulkhead without relieving platform (pile supported platform) the wall design does not consider the uniform surcharge as a long-term loading.

5.3 Berthing Loads

Berthing loads are applied in the form of maximum fender reaction caused by vessel berthing against the fender system. For the design check of the breasting structures and the design of fender spacers the following loads, as obtained from the fender system submittal from original construction of the dock, were applied:

• Fender system: (3) MV 1600H x x1500L, Rubber Compound A

• Maximum fender reaction = 901 kips

• Ship to fender panels (UHMW PE pads) sliding friction load = 181 kips

• Chain loads corresponding to the weak links in each chain system

5.3.1 Ship roll

Based on site conditions, the ship roll impact due to waves is negligible and was not included in the design. The toe wall will not be affected by the vessel roll due to berthing. The vessel roll due to berthing is bounded by the maximum berthing angle and maximum berthing velocity at full fender compression. During this event, the vessel strike will generally be at the outer breasting dolphin. The toe wall is not close enough to be impacted during this event. The typical berthing event is a lower velocity and parallel to the breasting line in which case the fenders compress very little. The vessel roll is minimized due to lower velocity and the uncompressed fender depth provides enough space that the vessel roll will not impact the toe wall.

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6 Design Methodology

6.1 Dock Toe Wall

6.1.1 Layout

The toe wall will follow the same alignment as the original wall and be placed as close to the original wall as possible, considering the construction methods.

Since the breasting line will be moved away from the existing breasting structures to accommodate the new toe wall, a spacer will be installed between the pile cap of the breasting structure and the fender to move the existing fenders to the new breasting line. The remainder of the berth layout will remain the same as the original design.

6.1.2 Geometry Study for Dock Equipment

6.1.2.1 Marine Loading Arms (MLAs)

Drawing number 0-429, the operating envelope of the Emco Wheaton MLAs was provided by Pin Oak Terminals at Corpus Christi (POTAC). A copy of the drawing is included in Appendix F. Based on a geometric study utilizing the new breasting line and the MLA operating envelope provided, the working envelope of the MLAs appears to have adequate reach. The reach was checked against a combination of manifold height of 65’-8” above the waterline and a simultaneous MHHW water surface condition and was found to be within the MLA operating envelope. The new breasting line will limit the operational extent of the MLAs with respect to the allowance for ship’s linear transverse motion (movement away from the dock), called the sway. The original sway allowance of 13 ft will be reduced to approximately 8 ft. Based on the passing vessel analysis and it being a sheltered berth the anticipated sway movement should not be an issue. POTAC should verify if the operational aspects of the MLAs remain unaffected by the shift of the breasting line.

6.1.2.2 Dock Crane

A geometric study of the operating envelope of the dock cranes provided by POTAC and information obtained at the site from the crane was performed with the new breasting line and the vessel in ballast draft condition, with the manifold approximately 61 ft above the water (El.

61’ NAVD88). The dock cranes are adequate to connect the vapor hoses to the vapor lines on the vessel. If the vessel is at light ship condition, approximately 69 ft above the water line (El.

69’ NAVD88), the dock cranes may be operating at its limit but the reach within the ship may be just enough to connect the vapor hoses to the vapor lines on the vessel. It is recommended the ships arrive at the dock in ballast condition or lower. A copy of drawings showing the crane reach for the two cases is included in Appendix F. POTAC should verify if the operational aspects of the dock cranes remain unaffected by the shift of the breasting line.

6.1.3 Design Approach

The design of the toe wall consists of a steel pipe-Z combination wall and a steel Z sheet pile wall, based on the bending moment demand and deflection limit required to provide the lateral support to the existing wall system. The piles are proposed to be driven within about 9 inches

Page | 11 of the existing concrete cap at the deck level of the existing wall. Since the deck is a pile-supported relieving platform, the deck and equipment load supported by the deck will not generate lateral load on the existing wall or the toe wall. The top of the piles are proposed to be driven to the approximate elevation of the existing mudline.

HDR designed a toe wall for each of the existing bulkhead sections shown on the sketch in Appendix G using the DeepEx program. The same four load cases were used as were used in the original bulkhead design, i.e., usual undrained, usual drained, unusual undrained, and extreme undrained load cases. The toe wall is designed for a future dredge depth of -60’ MLLW plus 2 ft for scour allowance.

6.1.3.1 Structural Design

The design of the toe wall is based on the passive pressure loads from the toe of the existing wall. The passive pressures are applied to the toe wall as lateral load and the toe wall is designed as a cantilever sheet pile wall based on USACE EM 1110-2-2504 - Design of Sheet Pile Walls. The toe wall is designed to provide the lateral support required by the existing wall system when the berth is deepened in the future.

6.1.3.2 Geotechnical Analysis & Design Check

To support the design of the toe wall, HDR has performed the following geotechnical analyses to supplement HDR’s structural analysis:

1. Toe Wall Design Check using Shoring Suite:

In coordination with the structural team, HDR’s geotechnical engineers performed a toe wall design check using Shoring Suite software Version 22c. The toe wall analysis in Shoring Suite was intended to supplement and check the structural design at critical cross-sections and generally focused on the long-term design, which typically controlled embedment and structural requirements. However, for one section (BH-4), both short-term (undrained) and long-term (drained) conditions were evaluated since analyses in the 60% design indicated short-term analysis could control. For analysis purposes, the “two wall” option, which accounts for two walls constructed adjacent to each other, was used in Shoring Suite. With this option, the existing wall was first evaluated to understand the passive resistance developing in front of the wall for stability. In general, the passive resistance that develops at the toe of the existing wall (to stabilize the wall) represents the additional load on the proposed toe wall that needs to be considered.

The Shoring Suite analysis was performed in accordance with USACE EM 1110-2- 2504 Sheet pile Design Manual for both structural/deflection and embedment requirements. The deflection check uses a factor of safety of 1.0 for both active and passive pressures to evaluate design requirements. The embedment check uses a factor of safety of 1.5 for passive pressure to evaluate embedment requirements.

2. Global Stability Analysis:

HDR performed a global stability analysis in Geostudio Slope/w 2022.1 Version

11.4.2.250. For analysis purposes, HDR modeled the existing anchored bulkhead wall

Page | 12 and proposed toe wall as one impenetrable pile reinforcement since the Shoring Suite analysis considered failures through the walls and global stability is intended mainly to evaluate failures below the wall. The global stability analysis considered long-term, short-term, and drawdown conditions. Spencer’s method was used, which is a two-dimensional limit equilibrium analysis, to determine the factor of safety for the slope for each load condition. Global stability analysis was performed in accordance with USACE EM 1110-2-1913 and a minimum factor of safety of 1.3, 1.4, and 1.1 were adopted for short-term, long-term, and drawdown conditions, respectively.

3. Preliminary Driveability Analysis:

To evaluate the feasibility of driving the pipe piles and sheet piles required for the toe walls to their required tip elevation, HDR performed preliminary wave equation analyses using the computer program GRLWEAP. Shaft and toe quake, and shaft and toe damping parameters used for the analysis were based on the default values in the GRLWEAP technical manual. The geotechnical resistance distributions along the length of the pile were based on the output from an axial capacity analysis, and considered both partially plugged, fully plugged, and unplugged scenarios for the pipe piles. HDR adjusted the hammer size by limiting the maximum blow count to 120 blows per foot (bpf) to avoid overstressing the piles. The allowable stress in the piles was restricted to 0.9 times the yield stress of the piles. HDR will include provisions for predrilling, cleaning out the interior of the pile, use of pile shoes, or other means to advance piling in the project specifications to accommodate the potential for refusal during construction. It should be noted that the purpose of our preliminary analyses was to evaluate the feasibility of driving the proposed pipe piles and sheet piles required for the toe walls to the required tip elevation. Final pile drivability analyses should be performed by the Contractor as part of their proposed pile installation plan.

The memorandum report of the geotechnical analyses is included in Appendix B.

6.1.4 Design Programs

• DeepEX2014 – program by Deep Excavation LLC

• Shoring Suite software Version 22c – program by Civil Tech

• Geostudio Slope/w 2022.1 Version 11.4.2.250 – program by Bentley Subsurface

Company

• GRLWEAP – program by Pile Dynamics, Inc

6.2 Breasting Structures & Fender System Spacers

6.2.1 Design Approach

The existing breasting structures will be fitted with a steel framed spacer between the concrete and the fender rubber element. These structures were checked for the additional loads created by extending the breasting line further from the structure. The structures were checked as multi-pile structures with a concrete cap. The loads from the fenders were applied to the structures in a GROUP model. The pile lengths were verified using the axial pile capacities derived from the dynamic pile load testing performed during original dock

Page | 13 construction in 2015-16. The piles and the pile cap were verified for the pile top reactions obtained from the GROUP analysis. It was determined that the 7.0 ft offset of the fender system does not affect the structural adequacy of the breasting structures.

The steel framed fender system spacers were designed in accordance with AISC 360-22 specifications, using RISA 3D programs. The connection to the breasting structures were designed using post-installed adhesive anchors by HILTI, using their structural connection design software called PROFIS Engineering Suite. RISAConnection program was used to check the base plate.

6.2.2 Design Programs

• GROUP v2019 - program by ENSOFT, Inc.

• PROFIS Engineering Suite – a structural connection design software by HILTI

• RISA 3D – a structural analysis and design software by RISA Tech, Inc. (version: 22.0.1)

• RISAConnection – a structural connection design software by RISA Tech, Inc. (version:

15.0.2)

6.3 Catwalks & Walkways

The catwalks and walkways are unchanged.

6.4 Berthing and Mooring Hardware

6.4.1 Mooring Hooks

The fenders and mooring hardware are unchanged.

6.5 Corrosion Protection

6.5.1 General Concept

The toe wall is completely submerged after placement for the remainder of the structure life.

Corrosion is not expected to be an issue. Thus, all steel sheet piles, pipe piles, and connectors shall be uncoated.

6.6 Construction Material Requirements

6.6.1 Structural Steel

A. Steel is in accordance with ANSI/AISC 360-22, “Specification for Structural Steel

Buildings”, American Institute of Steel Construction, Steel construction Manual.

B. Welding conforms to the requirements of ANSI/AWS D1.1.

C. Anchor bolts conform to the requirements of ASTM F1554, unless otherwise noted.

D. Post-installed adhesive anchor system is in accordance with UFGS specifications, Section 05 05 20, Post-Installed Concrete and Masonry Anchors.

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7 Construction Sequence, Duration, and Cost

7.1.1 Construction Sequence

The spacers for the breasting structures should be completed first. This will allow the wall placement to commence allowing short breaks in construction for servicing of vessels during the construction schedule. The wall closest to the breasting line may pause while the vessel is being served, but placement of the toe wall at the other walls further from the breasting line may be advanced even with the presence of the vessel. The toe wall is placed first along the face of the existing wall, followed by the placement of the concrete between the new and existing walls. After the walls are completed, dredging may commence.

7.1.2 Construction Duration

As presented in the Basis of Estimate, under Appendix H, the construction duration for the project is anticipated to be 2 years. Depending upon Pin Oak’s dock usage schedule, the construction duration may extend or could be shortened. The duration does not include the time required to procure the steel pile material, which is anticipated to be around 4 months based on information provided by a steel supplier.

7.1.3 Construction Cost

As presented in the Basis of Estimate under Appendix H, HDR’s opinion of probable cost of construction is $25,655,000. This includes a contingency of 15%. The estimated range per AACE (Association for the Advancement of Cost Engineering) for a Class 2 estimate is -15% / +20%. The construction cost includes an estimate of stand-by time of 500 days to account for ship calls at the berth. It adds $10,000,000 to the total cost of the project that was not included in the 60% design for the project. The construction cost also includes the potential of cutting piles in front of the dock if a ship must berth at the dock and the pile/s in question has/have not reached the specified tip elevation. These piles will have to be spliced in the field and tested for weldment before being driven to the specified tip elevation. Additionally, the OPCC includes cost to install pre-construction test pile.

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8 Design Codes and References

8.1 Marine Structures

New marine structures were designed in accordance with codes and references listed in this section as applicable. Refer to other sections in this document for modifications and/or limitations of these codes and references as they apply to different components of the project.

8.1.1 Design Codes and Manuals

The following codes, references, and standards are utilized in the project design as applicable unless modified by individual sections in the Design Basis:

• American Concrete Institute, Building Code Requirements for Structural Concrete (ACI 318-19), 2019

• American Institute of Steel Construction, Steel Construction Manual, 15th Edition.

• American Institute of Steel Construction, Specification for Structural Steel Buildings

(ANSI/AISC 360-16)

• ANSI/AWS D1.1, Structural Welding Code - Steel, Latest Edition

• USACE EM 1110-2-2504_1994 - Design of Sheet Pile Walls

Appendix A

Survey Data & Hazard Map

Oil Dock 14 Joe Fulton Corridor, Corpus Christi, Texas as-built survey

N

GRID

NORTH

NOTES

1. Coordinates are based on NAD83 (2011), Texas South Zone. All distances are U.S. Survey Feet (ground).

2. This survey was performed without the benefit of a Title Commitment and may not show all easements and matters that may affect the subject property.

3. The subject property _DOES_ appear to lie within the limits of a 100-Year Flood Hazard Zone according to the Map published by the Federal Emergency Management Agency, and has a Zone "AE" Rating (shaded/unshaded) as shown by Map No. 48355C0305 G, dated 10/13/2022.

0 20010050

SCALE: 1" = 100'

VICINITY MAP

(1" = 1 MILE)

N

S

W E

JOE FULTON RD.

SUBJECT

PROPERTY

CORPUS CHRISTI, TX.

MARVIN L. BERRY RD.

IH 37

OVERALL 1 OF 9

Job Number:

Field Tech(s):

Scale:

Field Date: Checked by:

Office Tech(s):

Drawing Date: Revision:

710 BUFFALO ST., SUITE 700

CORPUS CHRISTI, TEXAS 78401

WWW.FRONTIERSURVEYING.COM

PHONE: (361) 881 - 8044

TBPLS FIRM NO. 10082900

INFO@FRONTIERSURVEYING.COM PLACE SEAL HERE

G:\Projects\2024\2411006 - Port of CC - Survey Deepening Oil Dock 14 - Nueces\DWG\12-10-2024 Kayne (Overall).dwg

2411006 1" = 40'

1/24/2025

NH, RM, GR

KH

CH

2/21/2025

2-27-2025

The Boundary & Improvements on this Survey were Performed under my Direction and are True & Correct to the Best of my Knowledge.

Jarrel L. Moore RPLS #4854 Date:

N

GRID

NORTH

NOTES

1. Coordinates are based on NAD83 (2011), Texas South Zone. All distances are U.S. Survey Feet (ground).

2. This survey was performed without the benefit of a Title Commitment and may not show all easements and matters that may affect the subject property.

3. The subject property _DOES_ appear to lie within the limits of a 100-Year Flood Hazard Zone according to the Map published by the Federal Emergency Management Agency, and has a Zone "AE" Rating (shaded/unshaded) as shown by Map No. 48355C0305 G, dated 10/13/2022.

4. All elevations shown refer to North American Vertical Datum of 1988 (NAVD88).

VICINITY MAP

(1" = 1 MILE)

N

S

W E

JOE FULTON RD.

SUBJECT

PROPERTY

CORPUS CHRISTI, TX.

MARVIN L. BERRY RD.

IH 37

17,192,310.40'1

NORTHING

POINT TABLE AREA A

EASTING ELEV.#

1,308,881.64' 8.49'

17,192,308.04' 1,308,879.78' 9.60' 17,192,304.27' 1,308,889.93' 8.56' 17,192,301.96' 1,308,887.91' 9.57' 17,192,298.29' 1,308,897.97' 8.50' 17,192,295.86' 1,308,896.01' 9.55' 17,192,292.21' 1,308,905.99' 8.47' 17,192,289.84' 1,308,904.02' 9.55' 17,192,289.83' 1,308,909.28' 8.50' 17,192,285.53' 1,308,909.85' 9.53' 17,192,297.92' 1,308,915.26' 8.54' 17,192,295.95' 1,308,917.63' 9.50' 17,192,306.02' 1,308,921.24' 8.53' 17,192,304.21' 1,308,923.76' 9.48' 17,192,313.85' 1,308,927.18' 8.46' 17,192,312.04' 1,308,929.59' 9.56' 17,192,321.75' 1,308,932.96' 8.48' 17,192,319.97' 1,308,935.51' 9.51'

19 17,192,327.90' 1,308,937.60' 8.50'

2 3

20 17,192,324.12' 1,308,938.57' 9.44' 21 17,192,324.12' 1,308,938.57' 9.44' 22 17,192,324.12' 1,308,938.57' 9.44' 23 17,192,324.12' 1,308,938.57' 9.44' 24 17,192,324.12' 1,308,938.57' 9.44' 25 17,192,324.12' 1,308,938.57' 9.44'

17,192,314.490'

NORTHING EASTING ELEV.#

1,308,964.88' 9.53'

17,192,313.69' 1,308,975.25' 17,192,310.89' 1,308,974.10' 17,192,310.37' 1,308,984.59' 17,192,307.41' 1,308,983.65' 17,192,306.96' 1,308,993.88' 17,192,303.94' 1,308,992.94' 17,192,303.42' 1,309,003.49' 17,192,300.58' 1,309,002.28' 17,192,300.02' 1,309,012.90' 17,192,297.11' 1,309,011.78' 17,192,296.57' 1,309,022.21' 17,192,293.58' 1,309,022.16' 17,192,293.14' 1,309,031.60' 17,192,290.10' 1,309,030.53' 17,192,289.53' 1,309,041.03' 17,192,286.71' 1,309,040.11' 17,192,286.23' 1,309,050.57'

44 17,192,283.17' 1,309,049.47' 45 17,192,282.78' 1,309,060.12' 46 17,192,324.12' 1,309,059.05' 47 17,192,279.29' 1,309,069.65' 48 17,192,276.36' 1,309,068.48' 49 17,192,275.91' 1,309,079.16' 50 17,192,272.99' 1,309,078.12'

8.55' 9.49' 8.60' 9.57' 8.60' 8.24' 8.62' 8.14' 8.58' 8.20' 8.59' 9.50' 8.54' 9.54' 8.61' 9.54' 8.54' 9.51' 8.63' 9.56' 8.53' 9.53' 8.61' 8.31'

17,192,272.18'

NORTHING EASTING ELEV.#

1,309,088.68' 8.62'

17,192,269.29' 1,309,087.51' 17,192,268.72' 1,309,098.27' 17,192,265.78' 1,309,097.25' 17,192,265.20' 1,309,107.86' 17,192,262.32' 1,309,106.58' 17,192,261.71' 1,309,117.39' 17,192,258.74' 1,309,116.27' 17,192,258.31' 1,309,126.53' 17,192,255.29' 1,309,125.47' 17,192,254.76' 1,309,136.03' 17,192,251.82' 1,309,134.92' 17,192,251.30' 1,309,145.51' 17,192,248.36' 1,309,144.36' 17,192,247.76' 1,309,155.04' 17,192,244.91' 1,309,154.09' 17,192,244.29' 1,309,164.50' 17,192,241.37' 1,309,163.46'

69 17,192,240.75' 1,309,173.81' 70 17,192,237.99' 1,309,172.79' 71 17,192,237.43' 1,309,183.34' 72 17,192,234.35' 1,309,182.35' 73 17,192,233.96' 1,309,192.76' 74 17,192,230.92' 1,309,191.71' 75 17,192,230.40' 1,309,202.32'

8.27' 8.67' 8.28' 8.66' 9.58' 8.65' 9.51' 8.62' 9.56' 8.58' 9.52' 8.60' 9.50' 8.60' 9.49' 8.56' 9.54' 8.59' 9.48' 8.58' 9.52' 8.56' 9.58' 9.58'

A

A

B

B

AREA A 2 OF 9

0 804020

SCALE: 1" = 40'

Job Number:

Field Tech(s):

Scale:

Field Date: Checked by:

Office Tech(s):

Drawing Date: Revision:

710 BUFFALO ST., SUITE 700

CORPUS CHRISTI, TEXAS 78401

WWW.FRONTIERSURVEYING.COM

PHONE: (361) 881 - 8044

TBPLS FIRM NO. 10082900

INFO@FRONTIERSURVEYING.COM PLACE SEAL HERE

G:\Projects\2024\2411006 - Port of CC - Survey Deepening Oil Dock 14 - Nueces\DWG\12-10-2024 NEW.dwg

2411006 1" = 40'

1/24/2025

NH, RM, GR

JM

CH, KH

2/21/2025

34 36

62 64

76 78

92 94

17,192,227.37'

NORTHING EASTING ELEV.#

1,309,201.08' 9.54'

17,192,226.97' 1,309,211.50' 17,192,223.94' 1,309,210.50' 17,192,223.47' 1,309,221.06' 17,192,220.38' 1,309,220.08' 17,192,219.98' 1,309,230.69' 17,192,216.92' 1,309,229.76' 17,192,216.55' 1,309,239.96' 17,192,213.52' 1,309,238.95' 17,192,213.09' 1,309,249.39' 17,192,210.09' 1,309,248.39' 17,192,209.62' 1,309,258.77' 17,192,206.70' 1,309,257.77' 17,192,206.19' 1,309,268.12' 17,192,203.24' 1,309,267.14' 17,192,202.80' 1,309,277.35' 17,192,199.87' 1,309,276.28' 17,192,199.35' 1,309,286.78'

94 17,192,196.41' 1,309,285.60' 95 17,192,195.80' 1,309,296.18' 96 17,192,192.91' 1,309,295.19' 97 17,192,192.32' 1,309,305.65' 98 17,192,189.38' 1,309,304.56' 99 17,192,188.77' 1,309,315.21'

100 17,192,185.71' 1,309,314.19'

8.57' 9.60' 8.59' 9.61' 8.62' 9.60' 8.62' 9.61' 8.63' 9.60' 8.62' 9.57' 8.64' 9.58' 8.71' 9.63' 8.65' 9.60' 8.70' 9.63' 8.60' 9.54' 8.57' 9.55'

POINT TABLE AREA A POINT TABLE AREA A POINT TABLE AREA A

A

F

G

D

J

K

C

B

N

O

17,192,189.39'

J

NORTHING EASTING ELEV.#

1,309,151.26' 12.66'

17,192,179.41' 1,309,178.51' 17,192,165.52' 1,309,216.51' 17,192,155.37' 1,309,244.31' 17,192,143.04' 1,309,277.64' 17,192,132.14' 1,309,307.18' 17,192,128.69' 1,309,305.91' 17,192,139.43' 1,309,276.81' 17,192,151.92' 1,309,243.03' 17,192,139.15' 1,309,238.07'

I H G F E D C B A

13.03' 12.66' 13.02' 12.87' 12.93' 12.98' 12.94' 13.02' 12.62'

PLATFORM & CATWALK TABLE

E

H

M

L

I

K 17,192,149.12' 1,309,211.02' 12.67' L 17,192,162.09' 1,309,215.27' 13.04' M 17,192,175.97' 1,309,177.29' 13.05' N 17,192,163.27' 1,309,172.34' 12.61' O 17,192,173.41' 1,309,145.27' 12.63'

LEGEND

CATWALK

POINTS

as-built survey

AREA A BULKHEAD & CATWALK

2-27-2025

The Boundary & Improvements on this Survey were Performed under my Direction and are True & Correct to

GRID

NORTH

VICINITY MAP

(1" = 1 MILE)

N

S

W E

JOE FULTON RD.

SUBJECT

PROPERTY

CORPUS CHRISTI, TX.

MARVIN L. BERRY RD.

IH 37

A

A

B

B

B

B

C

C

AREA B 3 OF 9

0 804020

SCALE: 1" = 40'

Job Number:

Field Tech(s):

Scale:

Field Date: Checked by:

Office Tech(s):

Drawing Date: Revision:

710 BUFFALO ST., SUITE 700

CORPUS CHRISTI, TEXAS 78401

WWW.FRONTIERSURVEYING.COM

PHONE: (361) 881 - 8044

TBPLS FIRM NO. 10082900

INFO@FRONTIERSURVEYING.COM PLACE SEAL HERE

G:\Projects\2024\2411006 - Port of CC - Survey Deepening Oil Dock 14 - Nueces\DWG\12-10-2024 NEW.dwg

2411006 1" = 40'

1/24/2025

NH, RM, GR

JM

CH, KH

2/21/2025

29 31 33

37 39 41

30 32 34

40 42

17,192,185.16'1

NORTHING

POINT TABLE AREA B

EASTING ELEV.#

1,309,324.71' 8.69'

17,192,182.11' 1,309,323.70' 8.64' 17,192,174.06' 1,309,325.92' 8.59' 17,192,175.79' 1,309,321.34' 8.65' 17,192,164.83' 1,309,322.51' 8.67' 17,192,166.30' 1,309,317.73' 8.60' 17,192,155.18' 1,309,319.01' 8.64' 17,192,157.21' 1,309,314.50' 8.64' 17,192,145.74' 1,309,315.52' 8.63' 17,192,147.58' 1,309,310.83' 8.69' 17,192,136.21' 1,309,311.97' 8.67' 17,192,137.79' 1,309,307.26' 8.59' 17,192,126.82' 1,309,308.62' 8.67' 17,192,128.22' 1,309,303.66' 8.72' 17,192,117.53' 1,309,305.09' 8.65'

17,192,119.27' 1,309,300.39' 8.57'

17,192,112.65' 1,309,313.62' 8.71' 17,192,108.20' 1,309,312.75' 8.59'

19 17,192,109.14' 1,309,323.08' 8.72' 20 17,192,104.83' 1,309,321.87' 8.64' 21 17,192,105.65' 1,309,332.67' 8.59' 22 17,192,101.18' 1,309,331.84' 8.59' 23 17,192,103.76' 1,309,337.59' 8.86'

24 17,192,099.40' 1,309,336.65' 8.68' 25 17,192,100.55' 1,309,346.30' 8.79'

17,192,096.21'

NORTHING EASTING ELEV.#

1,309,345.62' 8.79'

17,192,097.29' 1,309,354.74' 17,192,093.05' 1,309,353.78' 17,192,094.01' 1,309,364.13' 17,192,089.69' 1,309,363.35' 17,192,087.16' 1,309,370.26' 17,192,091.19' 1,309,371.98' 17,192,088.50' 1,309,379.17' 17,192,084.34' 1,309,377.83' 17,192,085.22' 1,309,388.08' 17,192,080.94' 1,309,387.27' 17,192,081.84' 1,309,397.30' 17,192,077.70' 1,309,395.81' 17,192,078.91' 1,309,405.15' 17,192,074.54' 1,309,404.42' 17,192,075.93' 1,309,413.44' 17,192,071.53' 1,309,412.93' 17,192,072.60' 1,309,422.53'

44 17,192,068.18' 1,309,421.90' 45 17,192,069.21' 1,309,431.74' 46 17,192,064.74' 1,309,431.22' 47 17,192,065.79' 1,309,441.03' 48 17,192,061.35' 1,309,440.53'

49 17,192,062.38' 1,309,450.25' 50 17,192,058.03' 1,309,449.55'

8.94' 8.87' 8.78' 8.74' 8.65' 8.71' 8.72' 8.68' 8.80' 8.73' 8.76' 8.71' 8.73' 8.65' 8.85' 8.74' 8.82' 8.77' 8.80' 8.76' 8.76' 8.75'

8.73' 8.73'

17,192,058.70'

NORTHING EASTING ELEV.#

1,309,460.12' 8.70'

17,192,054.25' 1,309,459.52' 17,192,055.19' 1,309,469.99' 17,192,050.97' 1,309,468.34' 17,192,047.40' 1,309,478.02'

17,192,052.53' 1,309,485.54' 17,192,051.59' 1,309,490.34' 17,192,062.02' 1,309,489.04' 17,192,058.65' 1,309,492.96' 17,192,071.38' 1,309,492.52' 17,192,069.46' 1,309,496.93' 17,192,080.91' 1,309,495.99' 17,192,078.25' 1,309,500.17' 17,192,090.43' 1,309,499.24' 17,192,088.77' 1,309,503.96' 17,192,100.02' 1,309,502.76' 17,192,093.67' 1,309,505.91'

69 17,192,096.18' 1,309,513.03' 70 17,192,091.66' 1,309,511.31' 71 17,192,092.76' 1,309,522.38'

72 17,192,088.29' 1,309,520.46' 73 17,192,089.34' 1,309,531.94' 74 17,192,084.56' 1,309,530.35' 75 17,192,085.77' 1,309,541.61'

8.77' 8.64' 8.75' 8.70'

8.61' 8.64' 8.59' 8.62' 8.62' 8.61' 8.63' 8.64' 8.37' 8.62' 8.48' 9.47' 8.60' 9.50' 8.49'

9.35' 8.52' 9.55' 8.61'

17,192,081.15'

NORTHING EASTING ELEV.#

1,309,539.85' 9.57'

17,192,082.46' 1,309,550.80' 17,192,077.77' 1,309,549.07' 17,192,079.00' 1,309,560.25' 17,192,074.24' 1,309,558.74' 17,192,075.50' 1,309,569.72' 17,192,070.73' 1,309,568.11' 17,192,071.93' 1,309,579.37' 17,192,067.26' 1,309,577.78' 17,192,068.46' 1,309,588.66' 17,192,063.89' 1,309,586.94' 17,192,064.91' 1,309,598.22' 17,192,060.36' 1,309,596.53' 17,192,061.56' 1,309,607.49' 17,192,056.86' 1,309,606.10' 17,192,057.98' 1,309,616.99' 17,192,053.36' 1,309,615.44' 17,192,054.57' 1,309,626.37'

94 17,192,049.99' 1,309,624.63' 95 17,192,050.96' 1,309,635.97' 96 17,192,046.39' 1,309,634.35' 97 17,192,047.36' 1,309,645.85' 98 17,192,042.63' 1,309,644.39' 99 17,192,043.82' 1,309,655.31'

100 17,192,039.23' 1,309,653.77'

8.48' 9.37' 8.48' 9.40' 8.53' 9.41' 8.44' 9.41' 8.52' 9.47' 8.44' 9.41' 8.41' 9.36' 8.44' 9.44' 8.53' 9.43' 8.45' 9.37' 8.42' 9.42' 8.47' 9.43'

POINT TABLE AREA B POINT TABLE AREA B POINT TABLE AREA B

LEGEND

CATWALK

POINTS

17,192,063.69'

J

NORTHING EASTING ELEV.#

1,309,492.81' 12.93'

17,192,053.74' 1,309,519.96' 17,192,040.59' 1,309,555.81' 17,192,030.44' 1,309,583.51' 17,192,016.40' 1,309,621.45' 17,192,006.33' 1,309,648.89' 17,191,990.11' 1,309,642.99' 17,192,000.00' 1,309,615.87' 17,192,012.97' 1,309,620.20' 17,192,027.00' 1,309,582.26'

I H G F E D C B A

12.81' 12.93' 12.96' 13.00' 12.70' 12.68' 12.70' 12.98' 12.97'

PLATFORM & CATWALK TABLE

K 17,192,014.26' 1,309,577.31' 12.59' L 17,192,024.10' 1,309,550.25' 12.57' M 17,192,037.16' 1,309,554.52' 12.92' N 17,192,050.27' 1,309,518.81' 12.91' O 17,192,060.26' 1,309,491.59' 12.92'

A

B

C

D

E

F

G

H

I

J

K

L

M

N

ODETAIL A

ON 8 0F 9

NOTES

1. Coordinates are based on NAD83 (2011), Texas South Zone. All distances are U.S. Survey Feet (ground).

2. This survey was performed without the benefit of a Title Commitment and may not show all easements and matters that may affect the subject property.

3. The subject property _DOES_ appear to lie within the limits of a 100-Year Flood Hazard Zone according to the Map published by the Federal Emergency Management Agency, and has a Zone "AE" Rating (shaded/unshaded) as shown by Map No. 48355C0305 G, dated 10/13/2022.

4. All elevations shown refer to North American Vertical Datum of 1988 (NAVD88).

15a 16a

55a 56a

17,192,051.69' 1,309,479.28'56 8.70' 17,192,043.51' 1,309,487.42'56a 8.04'

17,192,049.88' 1,309,484.49'55a 8.61'

16a 17,192,113.19' 1,309,298.36' 7.95'

15a 17,192,116.21' 1,309,304.71' 8.62' as-built survey

AREA B BULKHEAD & CATWALK

CRANE PAD

2-27-2025

The Boundary & Improvements on this Survey were Performed under my Direction and are True & Correct to

GRID

NORTH

VICINITY MAP

(1" = 1 MILE)

N

S

W E

JOE FULTON RD.

SUBJECT

PROPERTY

CORPUS CHRISTI, TX.

MARVIN L. BERRY RD.

IH 37

B

B

C

C

AREA C 4 OF 9

0 804020

SCALE: 1" = 40'

Job Number:

Field Tech(s):

Scale:

Field Date: Checked by:

Office Tech(s):

Drawing Date: Revision:

710 BUFFALO ST., SUITE 700

CORPUS CHRISTI, TEXAS 78401

WWW.FRONTIERSURVEYING.COM

PHONE: (361) 881 - 8044

TBPLS FIRM NO. 10082900

INFO@FRONTIERSURVEYING.COM PLACE SEAL HERE

G:\Projects\2024\2411006 - Port of CC - Survey Deepening Oil Dock 14 - Nueces\DWG\12-10-2024 NEW.dwg

2411006 1" = 40'

1/24/2025

NH, RM, GR

JM

CH, KH

2/21/2025

17,192,040.35'1

NORTHING

POINT TABLE AREA C

EASTING ELEV.#

1,309,664.97' 8.51'

17,192,035.73' 1,309,663.17' 9.36' 17,192,036.77' 1,309,674.39' 8.49' 17,192,032.16' 1,309,672.67' 9.37' 17,192,033.26' 1,309,683.83' 8.51' 17,192,028.57' 1,309,682.26' 8.12' 17,192,029.76' 1,309,693.27' 8.56' 17,192,025.10' 1,309,691.57' 8.10' 17,192,026.34' 1,309,702.71' 8.41' 17,192,021.57' 1,309,701.20' 8.18' 17,192,022.80' 1,309,712.09' 8.42' 17,192,018.08' 1,309,710.60' 9.26' 17,192,019.28' 1,309,721.76' 8.39' 17,192,014.74' 1,309,719.90' 9.33' 17,192,015.87' 1,309,731.15' 8.45' 17,192,011.28' 1,309,729.39' 9.30' 17,192,012.31' 1,309,740.65' 8.55' 17,192,007.54' 1,309,739.06' 9.31'

19 17,192,008.68' 1,309,750.25' 8.51' 20 17,192,003.94' 1,309,748.72' 9.49' 21 17,192,005.04' 1,309,759.93' 8.49' 22 17,192,000.38' 1,309,758.10' 9.46' 23 17,192,001.38' 1,309,769.62' 8.59' 24 17,191,996.63' 1,309,768.27' 9.54' 25 17,191,997.29' 1,309,780.80' 8.64'

17,191,992.08'

NORTHING EASTING ELEV.#

1,309,780.61' 9.54'

17,191,998.32' 1,309,789.10' 17,191,993.46' 1,309,789.86' 17,191,999.93' 1,309,799.19' 17,191,994.95' 1,309,799.70' 17,192,001.19' 1,309,809.35' 17,191,996.4' 1,309,810.33' 17,192,002.61' 1,309,818.88' 17,191,997.76' 1,309,819.55' 17,192,004.02' 1,309,828.93' 17,191,999.15' 1,309,829.79' 17,192,005.49' 1,309,838.96' 17,192,000.70' 1,309,839.74' 17,192,007.21' 1,309,852.04' 17,192,002.53' 1,309,852.47' 17,192,008.77' 1,309,862.38' 17,192,004.02' 1,309,863.18' 17,192,010.23' 1,309,872.32'

44 17,192,005.38' 1,309,873.03' 45 17,192,011.74' 1,309,882.63' 46 17,192,006.82' 1,309,883.35' 47 17,192,013.14' 1,309,892.50' 48 17,192,008.27' 1,309,893.21' 49 17,192,014.64' 1,309,902.65' 50 17,192,009.66' 1,309,903.29'

8.71' 9.55' 8.52' 9.44' 8.56' 9.54' 8.59' 9.54' 8.66' 9.54' 8.54' 8.18' 8.59' 8.25' 8.59' 8.26' 8.60' 9.55' 8.62' 9.55' 8.60' 9.56' 8.55' 9.54'

17,192,015.85'

NORTHING EASTING ELEV.#

1,309,912.68' 8.71'

17,192,011.24' 1,309,913.54' 17,192,016.79' 1,309,917.73' 17,192,011.89' 1,309,918.31' 17,192,017.57' 1,309,923.61' 17,192,012.60' 1,309,924.33' 17,192,018.90' 1,309,933.32' 17,192,014.00' 1,309,933.48' 17,192,018.49' 1,309,942.35' 17,192,015.22' 1,309,941.55' 17,192,010.60' 1,309,952.89' 17,192,008.29' 1,309,950.95' 17,192,004.46' 1,309,961.02'…