Marine & Offshore Coating & Repair Services

Splash-zone steel is the hardest corrosion problem on the water. Tidal wetting and full immersion strip coatings and attack piles, risers, and hull plate. They do it faster than any topside surface. We use surface-tolerant Belzona systems that cure on wet and even underwater steel. So we do not have to dry a substrate that the sea will not let us keep dry. That keeps a structure protected through the immersion cycle. You stop waiting for a weather window that may never come.

Concrete in the marine environment fails the same way, from the inside out. Reinforcing bar corrodes, expands, and cracks the cover. We clean and prime the exposed rebar before rebuilding the concrete. That stops the corrosion cycle that caused the original spall. It does not just patch over the damage. The structure then holds its protection through another service interval. You do not cut out and recast sound concrete.

Rotating gear on a vessel loses efficiency long before it fails outright. Cavitation pits propellers, Kort nozzles, stern tubes, and rudders. It leaves spongy, thinning steel that worsens every campaign. We line cavitation-prone surfaces with a cold-applied elastomer that absorbs the implosion energy. The work fits inside the existing drydock window. There is no weld rework on a balanced running surface. Eroded impellers and casing profiles get rebuilt to geometry and overcoated. The pump comes back on its head curve.

Worn bearing bores, fretted bushing seats, and journals come back to dimension. We do it in our shop or in the field. We rebuild the seat cold with metal-repair composites and machine it to spec. There is no arc-weld heat to distort a slender shaft or shift an alignment. Keel coolers, marine heat exchangers, tube sheets, and water boxes need the galvanic joint rebuilt. We rebuild it and electrically isolate it with ceramic-filled epoxies, with no hot work. The bundle is back in days rather than the OEM lead time.

Rubber takes a beating dockside. Impact and abrasion tear fenders, skirting, and molded components. They fail faster than a replacement part can be sourced and shipped offshore. We rebuild torn rubber cold with a high-build elastomer that bonds to the existing part. The fender goes back into service without a replacement order on the books. Corrosion and mechanical damage thin pressurized pipe and vessel walls. We apply an engineered resin-and-fiber composite wrap while the line stays online. The work follows the principles of ISO 24817 and ASME PCC-2. The pipe recovers a design pressure rating without cutting the spool.

Sometimes a leak is already weeping at a header, flange, or tank. The call comes 24 hours a day. We seal it cold while the system stays pressurized, then overwrap for a permanent fix. There is no product evacuation and no hot work over a hydrocarbon. Wet decks and oily walkways are a real fall hazard at sea. We lay down cold-cure anti-slip surfacing on treads, ramps, and platform decking. It reopens to foot traffic the same shift.

Every one of these repairs fits a marine schedule and a marine constraint. No hot-work permit on a vessel that cannot go gas-free. No welding distortion on running gear. No waiting on a long-lead replacement part when the asset is already pulled. The crew brings the prep equipment, the shop machining, and the certified application. It all comes from one source on Louisiana.

The outcome is a hull, a pump, a fender, or a line back in service. It returns inside the drydock or turnaround window it was already in. Downtime stays inside the plan. The corrosion clock resets. The operator gets a documented, factory-certified repair instead of a parts order and a second outage.