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 faster than anything topside. We use surface-tolerant Belzona systems that cure on wet and even underwater steel. That means we never have to dry a substrate the sea will not let us keep dry, so the structure stays protected through the immersion cycle and nobody waits on 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 off. We clean and prime the exposed rebar before rebuilding the concrete, which stops the corrosion cycle that caused the original spall rather than patching over the damage. The structure then holds its protection through another service interval, and nobody cuts out and recasts sound concrete.

Rotating gear on a vessel loses efficiency long before it fails outright. Cavitation pits propellers, Kort nozzles, stern tubes, and rudders, leaving spongy, thinning steel that gets worse every campaign. We line cavitation-prone surfaces with a cold-applied elastomer that absorbs the implosion energy, and the job fits inside the drydock window you already have. No weld rework on a balanced running surface. Eroded impellers and casing profiles get rebuilt to geometry and overcoated, and the pump comes back on its head curve.

Worn bearing bores, fretted bushing seats, and journals all come back to dimension, in our shop or in the field. We rebuild the seat cold with metal-repair composites and machine it to spec, with 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, so we rebuild 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 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, and the fender goes back into service with no replacement order on the books. Corrosion and mechanical damage thin pressurized pipe and vessel walls, so we apply an engineered resin-and-fiber composite wrap with the line still 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 with the system still pressurized, then overwrap for a permanent fix, with no product evacuation and no hot work over a hydrocarbon. Wet decks and oily walkways are a real fall hazard at sea, so we lay cold-cure anti-slip surfacing on treads, ramps, and platform decking, and it reopens to foot traffic the same shift.

Every repair here 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. Prep equipment, shop machining, and certified application all come from one crew on the Texas Gulf Coast.

The outcome is a hull, a pump, a fender, or a line back in service, returned inside the drydock or turnaround window it was already sitting in. Downtime stays inside the plan and the corrosion clock resets. The operator ends up with a documented, factory-certified repair rather than a parts order and a second outage.