The analysis on this page comes from iVerify — North Star Group’s patent-pending site-screening and reporting engine, which turns corridor, parcel, flood, soil, elevation, traffic, and logistics data into one shareable site report. The full screen behind this page is the iVerify report for this node.
Current stage
North Star Group · iVerify · pre-validation screening
What this screen examines
This is a screening-stage opportunity, not a closed deal. The value case depends on proving rate, occupancy, site control, access, drainage cost, soils, permitted use, and operator demand.
Why this location matters
| I-10 traffic | 38,283 vehicles/day |
| SH-73 traffic | 14,505 vehicles/day |
| SH-124 traffic | 12,920 vehicles/day |
| Beaumont–Port Arthur freight anchor | ~23.8 mi from the AOI |
| Active carriers within ~30 mi | 1,552 |
| Power units / trailers | 5,437 / 3,409 (3,027 owned) |
| Public truck parking within ~100 mi | 76 spaces (FHWA / Jason’s Law) |
Source: iVerify Report 7. The corridor is active; the open question is whether a secured, paid yard at Winnie captures enough rate and overnight fill to clear the 12% basis screen.
The structure is a screen, not a forecast: a deal is underwritten toward a 12% stabilized yield on all-in cost, and one that lands close to it still clears on judgment. The stabilized yard then sells at a market cap. This is a tertiary node, so the defensible screening band is an 8.5–9.5% exit, with a tighter 7% treated only as post-stabilization upside; the gross gain — sale value less all-in cost — is set out in Deal Economics as a range, not a point.
Development thesis
An existing freight node
Winnie is not an abstract map opportunity. It sits at the I-10 × SH-73 / SH-124 wye — SH-73 is the route into the Port Arthur and Beaumont refinery and LNG corridor — with existing truck-service activity at the exit and available land near the interchange.
The thesis is a pricing gap. Industrial demand and pricing are established 25–40 miles east/southeast in the Beaumont–Port Arthur core, where the priced inventory clusters; land at the Winnie wye carries a lower cost by comparison. Winnie is the lower-cost staging, parking, and laydown point feeding that market — close enough to serve it, at a low enough cost to leave room for improvement margin. That is why the node itself still has to be confirmed, even with the corridor comps in hand.
Demand evidence
Corridor, comps, and existing stops
The case rests on three reads — corridor volume, established down-corridor pricing, and the truck-service activity already at the exit. The comps support the use type; they do not by themselves validate Winnie-specific demand, which is what makes the node a screen rather than a settled answer.
Corridor volume (TxDOT, 2024)
| Road | Average daily traffic |
|---|---|
| I-10 | 38,283 |
| SH-73 | 14,505 |
| SH-124 | 12,920 |
| FM-1663 | 8,245 |
I-10 volume is ample for a parking and services use. The count does not give the truck share or whether the frontage carries permitted access — the two figures that bear most on a parking use, and both validation items.
The product trades — 25–40 miles east/southeast
Industrial space leases actively across the Beaumont–Port Arthur market: roughly $0.55–$9 per square foot a year in Beaumont (about $5 on average) and $7–$10 in Port Arthur. The sharpest signal is on SH-73 itself, where a developer recently built two 7,500-square-foot warehouses and is marketing them to petrochemical-support vendors at $10/sqft, triple-net — top of the band, on the exact corridor this site feeds. Secured-yard product trades too: a Beaumont industrial-outdoor-storage property is listed at an 8.41% cap, and a Port Arthur outdoor-storage site carries a 15-year net lease.
Parking at and near the node
The supply at the wye is free and first-come; the paid, secured, reservable product modeled here shows up in the corridor only at the metro ends.
| Stop / lot | On the corridor | Read |
|---|---|---|
| JP Truck Stop — Winnie | at the wye | ~10 truck spaces, free |
| Bingo Travel Plaza — Winnie | at the wye | ~20–25 spaces, free |
| Cowboy Travel Plaza — Hamshire | ~6 mi E | large lot, 24/7, free |
| TxDOT Rest Area 814 — Hankamer | ~10 mi W | public truck parking, free |
| Love’s #696 — Cheek | ~15 mi NE | 115 spaces, free first-come |
| Petro #304 — Beaumont | ~20 mi NE | 275 spaces, Reserve-It reserved (paid) |
| Paid lots — Houston metro | ~50 mi W | $10–$20/24-hr and a gated monthly secured yard |
Willingness-to-pay for secured parking is established at both metro ends — reserved spaces at the Beaumont Petro, $10–$20/24-hr and a gated monthly yard in the Houston metro — but no paid, reservable product sits at the wye itself. Whether overnight peak demand is already spilling past the free supply, which is what a bookable yard would capture, is the load-bearing validation item — alongside the truck share of the I-10 count and the achievable rate. The corridor establishes the rate band; the rate at this node is still to be confirmed.
Carrier demand near the node
The iVerify screen finds about 1,552 active carriers within ~30 miles — roughly 5,437 power units and 3,409 trailers. The owned trailers are the direct read: trailers that have to sit somewhere are parking demand, and they cluster in the Baytown–Beaumont–Port Arthur band this node sits between. It is a representative sample, not a full demand verification.
Comparable pricing
| Where / what | Signal |
|---|---|
| Beaumont industrial lease | ~$0.55–$9 /sf/yr, about $5 average |
| Port Arthur industrial lease | $7–$10 /sf/yr |
| SH-73 new build (two 7,500 sf warehouses) | $10 /sf NNN, marketed to petrochem-support vendors — top of band, on this corridor |
| Beaumont industrial outdoor storage | Listed at an 8.41% cap |
| Port Arthur outdoor storage | 15-year net lease |
The priced inventory clusters 25–40 miles east/southeast in the Beaumont–Port Arthur core — the pricing gap the thesis rests on. Comps support the use type, not Winnie-specific demand. iVerify Report 7.
Down-corridor occupancy
Occupancy down-corridor is observable, and it is strong. The two largest stops down-corridor toward Beaumont both read Usually Full on Trucker Path: Love’s Travel Stop #696 (I-10 Exit 843 / Smith Rd, Beaumont — 115 truck spaces, ~15 miles NE) and Petro Beaumont #304 (I-10 Exit 848 / Walden Rd — 275 spaces, ~20 miles NE). Love’s #696 logs Lot is full across weekday evenings (consecutive 8:25–9:43 PM checks) and again overnight (3:25–3:55 AM), easing to Many spots midday. That is real, observable demand — the corridor’s established stops fill. What it does not settle is the wye itself: whether a new secured, paid yard at the node captures enough of that demand to fill at the modeled rate is the validation item — but the down-corridor read is favorable, not speculative.
Existing stops at the wye
| Stop | What is listed |
|---|---|
| Bingo Travel Plaza (Exit 829) | ~20–25 truck spaces |
| JP Truck Stop | Fuel, scale, showers |
| Love’s — Cheek (~15 mi NE) | Nearest Love’s, toward Beaumont (Love’s locator; ~15.3 mi by map) |
| Winnie hotels | Advertise truck parking |
| TruxSpot | Markets secured parking near Winnie |
74 truck stops within 100 miles in the iVerify database. Listing-level (Allstays, TruckMap, TruxSpot, Love’s locator), not field-verified: whether they allow long-term trailer storage, their exact counts, and how full they run are open. iVerify Report 7.
An existing freight node
The value here is the industrial corridor SH-73 feeds, not the traffic count alone. Within ~25–40 miles southeast sit Motiva’s Port Arthur refinery (~720,000 bbl/day), ExxonMobil’s Beaumont refinery (~2,700 ac, ~2,000 staff plus ~3,000 contractors), and two LNG megaprojects under construction — Port Arthur LNG (~6,000 construction jobs at peak; Phase 2 added 2025; work into 2030–31) and Golden Pass LNG (6,000+ at peak; Train 1 shipped first cargo April 2026, Trains 2–3 ramping into 2027). That buildout drives sustained heavy-truck movement, contractor fleets, and laydown/staging demand where the corridor meets I-10.
On supply, TxDOT’s 2024 Southeast Texas Truck Parking Action Plan covers this district, where only ~80 of roughly 7,200 regional truck spaces are public, and the department is deploying an I-10 truck-parking availability system. That is a documented corridor constraint, not a measured shortage at Winnie itself — the backdrop is real and large, and points the use toward secured staging more than a generic fuel stop.
Refinery figures: Motiva, ExxonMobil disclosures. LNG schedules: Sempra Port Arthur LNG, Golden Pass LNG. Parking supply: TxDOT 2024 SE Texas Truck Parking Action Plan, FHWA Jason’s Law survey. iVerify Report 7.
Deal economics at a glance
Exits
The yard is built owner-direct and stabilized as a secured truck-and-trailer operation. Once it cash-flows, there are three ways to exit, and the market picks the best one at the time:
| Exit | What you sell | Why it works |
|---|---|---|
| 1 — Sell the whole asset | The entire stabilized parking-and-staging yard as a single income property | A fully-leased IOS asset is what an institutional or 1031 buyer wants; cleanest story, and as one asset it can price a little stronger |
| 2 — Carve the entrance pads | The ~5 acres at the lot’s entrance to a fuel/retail/service operator, parking sold separately | The full lot has captured the customers; an operator pays a pad premium for access to that captive traffic, on top of the yard’s income value |
| 3 — Sell to a plaza operator (conditional) | A parcel at this node that clears the development screen (~25 acres), to a travel-center operator who prices it on the operating business — fuel, food, service | The higher exit; it turns on the site’s development fundamentals and is priced on volume, not a cap rate, so it sits outside the gain figure below |
Illustrative planning figures from the validation model, not a projection of return. Values rest on achieving the rate and occupancy below; the exit cap is the market’s call. A point estimate would be false precision — the output is a range.
The whole thing turns on the nightly rate, which is the variable you can actually validate. At a $12–$15/night band and ~70% occupancy — the corridor band, to be validated at this node — the yard clears a 12% return floor on its own, across the entire band, not just at the top:
| Rate | Stabilized NOI | Yield on cost | 12% floor | Yard gain @ 9% cap |
|---|---|---|---|---|
| $12 / night (floor) | ~$386K | 14.8% | clears | ~$1.5M |
| $14 / night (mid) | ~$451K | 17.3% | clears | ~$2.2M |
| $15 / night (top) | ~$483K | 18.6% | clears | ~$2.6M |
Revenue math (base $14/night): 180 spaces × $14/night × 365 nights × 70% occupancy = ~$644K gross; less 30% operating expense = ~$451K NOI. Sale values are net of a 4% cost of sale.
The demand bar is lower than it looks. At the $14 mid-case the yard clears the 12% floor at ~48% occupancy and breaks even on a 9% sale at ~38%; even at the $12 floor of the band those thresholds are ~57% and ~44%. So the 70% assumption carries meaningful cushion across the band, subject to validating actual demand, surface cost, access, and operating expense. And while the entrance pads wait for an operator, they run as trailer/IOS parking: the held land earns, it does not just carry.
| Metric | Figure | Read |
|---|---|---|
| Direct total development cost (yard incl. land) | ~$2.6M | Owner-direct — preferred path; high case ~$3.0M carries clay-soil risk |
| GC retail cost | ~$4.5M | Stress / reference case; weakens economics |
| Stabilized NOI ($12–$15/night, 70% occ) | ~$386–483K | Controlled yard only |
| Yield on cost | ~15–19% | Clears the 12% floor without any land credit |
| Yard income value @ 9% cap | ~$4.1–5.2M | Exit 1 — NOI ÷ 9% (~$4.3–5.4M) less 4% cost of sale |
| Yard sale gain | ~$1.5–2.6M | Value less ~$2.6M cost |
| Entrance pad (5 ac) | ~$0.5M gain | Exit 2 — ~$0.6M value less ~$0.14M basis (~$27–30K/ac) |
| Gross gain after stabilization | ~$2.0–3.0M | Yard + entrance pad, before carry |
Exits 1 and 2 are income-based — they are what the gain figure above rests on. The third is a development play, and it pencils the way any site does, on the whole screen: location, access, visibility, economics, demographics, competition, and site conditions. The node already carries much of it: a primary I-10 corridor location at the SH-73 wye, and an established Love’s on the corridor — the node already works, with room read for a second operator. Several thousand trucks/day pass the interchange as the demand base (to be confirmed against current TxDOT counts), and the nightly-parked trucks are a captive fueling base in their own right. Where a parcel here also clears the acreage and the rest of that screen, it becomes a candidate for a full travel plaza — the format a Flying J or Triple T runs. An operator buys it and prices the operating business — fuel gallons, inside sales, showers, food — not a cap rate. That is a structurally higher ceiling, set by the volume case and not quantified here, so it sits as upside rather than in the gross-gain range above. Operators want about 25 acres for the full format and will take about 20, so the broker target is a ~25-acre site or assemblage, which also enlarges the yard economics beyond the ~20-acre example modeled here.
Known validation items
These are diligence items, not unknowns being glossed — each is a normal validation step behind site control, before material spend:
| Item | Why it matters |
|---|---|
| Demand (rate × occupancy) | The highest-leverage item: confirm the nightly rate and fill that produce the modeled NOI at this node |
| Access / driveway approval | Yard viability depends on a permitted, safe ingress/egress; TxDOT may deny a curb cut near the interchange |
| Soils / surface section | Wet, shrink-swell clay drives detention, a heavier pavement section, and foundation work — the cost line the soils move |
| Parcel control & basis | The floor back-solves the most you can pay for land; the deal turns on acquiring at or below it |
| Zoning / permitted use | Yard, IOS, fuel, and repair uses can be treated differently; no zoning at the example parcel is a starting point, not a clearance |
| Operator interest | The plaza-exit case strengthens materially with real operator calls or LOI targets |
Order of work
Market first, then control
The first commercial question is not construction and not full diligence spending. It is whether the Winnie wye supports a paid truck-parking, staging, and laydown use at all — and whether a parcel here has a permitted, safe truck route in and out. If that screen survives, the next step is selecting the parcel and ownership path and sizing the site-control and diligence budget around it. The worked example is one illustration, with the broader 80-tract screen giving assembly paths behind it. Control becomes worth funding only once the node, the parcel, and the terms line up.
Site layout
Conceptual yard on a candidate tract
On a ~5–20 acre candidate tract, the base case is a phased secured truck-and-trailer yard: a stabilized gravel or paved surface, a securable perimeter, safe truck ingress and egress with room to turn, and on-site detention sized for the slow-draining clay — the soils, not the grading, drive cost (see Soils / Grading). Acreage and layout vary by the parcel chosen; this is a screening concept, not an engineered plan.
What separates a paid, bookable yard from the free first-come supply nearby is the product: reservable spaces, perimeter fencing, lighting, cameras and a gated entry, a restroom, and room for a vendor or repair pad — the features a carrier will pay to reserve rather than circle for. Which of these the first phase carries is a validation-stage decision sized to the demand that confirms.
Cost & fees
Cost, land basis, and structure
At the Winnie wye the site runs two ways. The first is the secured truck-and-trailer yard — the simplest use to validate, modeled to cash-flow on its own, and the base case. The second is a higher-intensity frontage use — the conditional upside set out in Deal Economics, reasonable only where frontage, visibility, and fuel-brand economics line up. Which use is highest-and-best is a validation question, not a claim this page makes.
The all-in cost stacks land (L) + yard improvement (H) + soft/diligence (S) + North Star fees. Because the wet, shrink-swell clay drives on-site detention, a heavier pavement section, and added foundation work, H is the line the soils move — not the grading.
| Cost line | Read |
|---|---|
| Land (L) | Back-solved, not assumed — see below. For the ~15-acre illustrative example the basis lands near $26,900/ac; the screen carries lower-cost candidates. |
| Yard improvement (H) | Gravel/paved yard, securable perimeter, truck access and turning, detention. ~$1.15M on a 5-acre worked example — soils-loaded. |
| Soft / diligence (S) | Survey, geotech borings, wetland delineation, permitting. ~$60K on the 5-acre example. |
| North Star fees | 2% origination/intelligence (inside cost) + 3% developer on yard hard costs. No disposition fee on the first deal. |
Land & tracts
The parcels behind the node
The screen found 80 tracts at 10+ acres totaling about 2,001 acres at the wye — 27 over 20 acres, 7 over 50. The base case wants ~5–20 acres with a clean truck route; the larger tracts are plaza- or laydown-scale, or far upside behind access and flood gating.
Candidate private tracts (~5–20 ac base case)
| Owner / tract | Acres | 2025 CAD value | Note |
|---|---|---|---|
| Brown — 44139 I-10 | ~40 (two parcels) | $271,370 + $90,000 | Cleanest private assembly |
| Thurmon — 44235 I-10 | ~39 (two parcels) | $419,740 + $93,650 | Private |
| Shujat Holding — 44160 I-10 | 14.7 | $115,750 | Private, single parcel |
| R E E — I-10 | 10.7 | $350,000 | Private |
| Global Acquisitions — I-10 | 15.7 | $1,107,330 | Corporate seller |
Same-owner holdings that cut the counterparty count on an assembly
| Owner | Acres | 2025 CAD value |
|---|---|---|
| Phelan Investments (2 parcels) | ~159 | $655,680 |
| Franzen (2 parcels, Broadway) | ~132 | $199,110 |
| AMK Real Property (3 parcels) | ~113 | $444,360 |
| Sonnier Leon James ET (3 parcels) | ~104 | $647,390 |
| Tarina Properties (HWY 73) | 188 | $282,634 |
2025 county appraisal-district values — a screening reference only, not list prices, market value, or acquisition guidance; verify against the appraisal district. The energy-owned I-10 tracts (Yak Mat 47 ac, Papco 25 ac, Ensol 19 ac) sit on frontage but are the harder path; the Brown pair is the clean private alternative.
For illustration
Example parcel
The example is a single, illustrative ~15-acre parcel on Interstate-10 near Winnie, TX 77665, carried at a planning land basis of roughly $26,900/acre — the basis the thesis needs to pencil, not a listed or selected property. There is no real 15-acre site behind it; the round figures are deliberate, used only to illustrate the method and drive a layout. It is not a parcel NSG controls or has selected, not the only candidate, and not acquisition guidance. The broader screen carries lower-cost tracts; the right parcel is the one whose truck route, perimeter, and per-parcel flood line survive diligence.
Candidate tracts (iVerify parcel screen)
Private (non-energy) tracts near the interchange, base-case scale ~5–20 ac:
| Owner / location | Acreage | 2025 CAD value |
|---|---|---|
| Brown — 44139 I-10 (2 parcels) | ~40 ac | $271,370 + $90,000 — cleanest private assembly |
| Thurmon — 44235 I-10 (2 parcels) | ~39 ac | $419,740 + $93,650 |
| Shujat Holding — 44160 I-10 | 14.7 ac | $115,750 |
| R E E — I-10 | 10.7 ac | $350,000 |
| Global Acquisitions — I-10 | 15.7 ac | $1,107,330 (corporate seller) |
1,278 parcels across Chambers and Jefferson counties; 80 tracts at 10+ ac total ~2,001 ac (27 over 20 ac, 7 over 50 ac). 2025 county appraisal-district values — screening reference only, not list price, market value, or acquisition guidance; verify against the appraisal district. The full 80-tract priced list is a file. iVerify Report 7.
Soils / grading
Flat ground, soil-cost risk
The ground is flat (about 12–31 ft elevation across the samples, ~18 ft of relief), so grading is low-cost. The cost driver is the soil. Federal soil-survey data shows slow-draining, shrink-swell clay, a shallow water table, and likely-wetland ground — Leton and Meaton soils read wet, while Anahuac is the buildable unit. That points to on-site detention, a heavier pavement section, added foundation cost, and a wetland delineation. It is a drainage-and-fill question more than a flood-zone one, and it is general screening only — no soil borings yet.
Flood exposure along the I-10 edge looks low: every point sampled inside the boundary returns Zone X, FEMA’s minimal-risk class, outside the mandatory-insurance zone. The high-risk ground sits to the west and south along the low drainages, off the interchange. But that is a sample, not a clearance — the upper Gulf coast mixes Zone X with AE and VE, so a large tract can straddle more than one, and the per-parcel flood line is a diligence item, not a settled fact.
Soils
| Series | Drainage | Hydric | Screening read |
|---|---|---|---|
| Anahuac | Moderately well drained | No | The buildable unit here |
| Labelle / Morey / Orcadia | Somewhat poorly drained | No | Detention + fill on the wetter spots |
| Leton | Poorly drained | Yes | Ponds; likely-wetland soil |
| Meaton | Somewhat poorly drained | Yes | Likely-wetland soil |
| Pits / Water | — | — | Non-soil map units |
8 map units across 55 polygons in the AOI. Buildable: Anahuac; wet/likely-wetland: Leton, Meaton. NRCS soil-survey data via iVerify Report 7.
Validation tests before site control
What this screen does not settle, in order:
| Test | Why |
|---|---|
| Permitted, safe truck route in/out | TxDOT may not allow a new I-10 curb cut close to the interchange; access can decide the parcel |
| Per-parcel flood line | AOI samples come back Zone X, but that is a sample, not a clearance across ~2,000 ac |
| Rate & occupancy | Comps prove the use; whether a paid yard fills at the wye is unproven |
| Geotech / soil borings | Confirm detention, pavement, and foundation cost on the chosen parcel |
| Wetland delineation | Leton/Meaton soils flag likely wetlands |
| Operator interest | A user or operator at the modeled rate |
Phase 2 · site control + diligence
Control, then diligence
After the market screen survives and a preferred parcel and ownership path are identified, validation spending follows an acceptable option / PSA path. Once the site can be tied up, this budget buys the evidence needed before construction equity is exposed.
| Item | Why it matters |
|---|---|
| Permitted, safe truck route + curb cut | The highest-leverage item: a clean route in and out from I-10, SH-73, or a connecting road. TxDOT may not permit a new curb cut close to the wye — a non-frontage tract with easy access can be the better candidate. |
| Per-parcel flood line | Zone X at the sampled points is a sample, not a clearance; confirm the line on the chosen tract. |
| Wetland delineation + soil borings | Likely-wetland soils and shrink-swell clay drive detention, fill, pavement, and foundation cost — the numbers that move the budget. |
| Drainage / detention design | Slow-draining clay and a shallow water table mean on-site detention; geotech sets the section. |
| Demand confirmation | Truck share of the I-10 count, and achievable rate and occupancy at this node — the load-bearing assumption behind the 12% floor. |
| Owner willingness + title | Confirm the seller path on the chosen tract or assembly; the screen leans toward private (non-energy) owners as the cleaner path. |
Powered by iVerify Patent Pending
The source data
The screen behind this page is the live iVerify report for this node. iVerify pulls the public data and the table shows what each layer becomes in it.
| Raw data | iVerify output |
|---|---|
| TxDOT traffic counts | Corridor demand signal |
| Parcels (Chambers / Jefferson) | Owner / size / value / geometry review |
| FEMA flood | Buildable-footprint screen |
| NRCS soils | Soil / grading risk screen |
| USGS elevation | Relief and civil-cost signal |
| Truck-service inventory | Overnight-stop and service-node signal |
| Logistics / warehouse layers | Market context (Beaumont–Port Arthur) |
| Broker tool | Parcel shortlist and action list |
The page shows the outputs — report, parcel facts, method. The raw tables, scoring weights, schema, and extraction logic stay inside the engine.
Traffic
| Road | AADT (2024) |
|---|---|
| Interstate 10 | 38,283 |
| State Highway 73 | 14,505 |
| State Highway 124 | 12,920 |
| FM 1663 | 8,245 |
| FM 1406 | 4,146 |
22 count stations and 15 interchange ramps in the AOI (top ramp ~7,269/day). TxDOT 2024 via iVerify Report 7. The count does not give truck share or whether the frontage carries permitted access — both still to validate.
Backup Documents
Backup, on request
iVerify Report 7 — live
Full technical screen for this node: traffic, parcels, flood, soils, topo, corridor comps, truck-service context, and the broker tool.
Priced 80-tract list
The full screen — 80 tracts at 10+ acres, ~2,001 acres at the wye, with owner, acreage, and 2025 appraisal-district value. Available on request.
Excel validation budget
Direct procurement vs. GC retail, land optionality, economics, and the validation budget — the worked calculation reference, reconciled to the figures in Deal Economics.
iVerify Report
Open the full iVerify Report 7
The live screening report behind this page — parcel, flood, soils, elevation, traffic, and corridor-demand layers with interactive maps.
North Star Group / iVerify
Developer-led method
North Star Group is a developer-led systems and real estate platform focused on practical site origination, development strategy, infrastructure, and applied AI tools. iVerify is North Star’s corridor-screening and parcel-origination system for freight, IOS, truck-service, and logistics-land opportunities.
Michael Hoffman is the principal of North Star Group, Inc. His background includes real estate development, systems integration, and invention work, with issued patents and pending housing / site-screening concepts. The Winnie package reflects a developer-led method: screen the corridor, isolate candidate parcels, identify the demand signal, prepare a validation budget, and advance only if the economics survive real-world checks.
Contact
Michael Hoffman
North Star Group, Inc.
Fairhope, Alabama
701-770-9118
michaelh@nsgia.com
www.nsgia.com
This is a pre-validation screening package. Construction capital, final site control, final engineering, and final operator structure are not being requested at this stage.