Class approved shell plate underwater damage repairs to offshore semi-submersible platform without drydocking.

DryDock Magazine recently interviewed Harun (Aaron) Duzgoren (CCO), and Kevin Peters (Director, Technical Sales & Environmental Services) about a significant 100+ tonne rudder repair operation carried out afloat on a fully laden mainline container vessel.

Another happy client back to business: 3800 CPM of sand & silt dredged in a short time window, and under budget! Read the full case study here.

Subsea Global Solutions solves serious problems: Assisting a large fully laden Post-Panamax container vessel with steering issues. Subsea Global Solutions works with port authorities, class, and manufacturers to provide class-approved in-water float out removal, repair, and refit of a 110 mt rudder. Find out how our underwater inspection and survey services deliver practical, cost-effective solutions to a complex offshore problem. Subsea Global Solutions works with port authorities, class, and manufacturers to provide class-approved in-water rudder float out removal, repair, and refit of a 110 mt rudder. Helping owners safely reduce their risk exposure and related costs that would include diversions, delays, and downtime.

The installation of complete SOx scrubber systems is entirely possible without taking the vessel out of the water. Subsea Global Solutions' involvement is focused on precision cutting of the hull penetrations for the sea chest openings and overboard spool pipe installation below the waterline.

3 months out of dry dock, galvanic corrosion caused heavy cavitation/ erosion damage on PORT and STBD side rudders.

3 month out of dry dock, galvanic corrosion caused heavy cavitation/erosion damage on PORT and STBD side rudders.

During cargo operations, a submerged pile pierced through the hull. Subsea Global Solutions worked together with owner and class to develop repair plan that included the design and installation of an engineered cofferdam.

A Blue-Chip oil & gas company incurred several defects and cracks in a critical attachment member of an FPSO’s hull – these defects required repair to allow continued operation.

Subsea Global Solutions can restore your propeller blades as a permanent repair, to OEM design geometry by cold static loading with our underwater propeller blade press.

Design flaws together with poor workmanship caused the bilge keel to fracture during operation in several locations. Subsea Global Solutions worked together with the owner and Class to perform permanent underwater wet weld repair on the fractures, without interrupting the production.

The client indicated that the tailshaft had shifted aft approximately 200 mm when the ship’s crew was doing maintenance on the shaft coupling. It resulted in the aft water seal losing contact with the liner, causing large amounts of water ingress into the stern tube.

The benefits of removing a damaged bow thruster afloat are many. The customer was able to prevent further damage to the bearings and gears caused by the presence of seawater in the gear housing and the procedures allows the units to be overhauled prior to the vessels next dry-dock—or, they can be re-installed afloat by Subsea Global Solutions, which would help to eliminate the need for additional tug cost.

The project was executed with two Subsea Global Solutions teams working around the clock. While the vessel trimming process was in motion, the team onboard the vessel began to drain the oil from the thruster while the dive team began removing the bow thruster tunnel gratings to gain full access to the bow thruster.

The client was in need of a turn-key—class approved—permanent repair. This included a single contractor that would manage the internal technical repair team, commercial diver team, prefabrication of the new spool pieces with flanges, final application of the 5-year warranty POLYFLAKE protective coating to 3000 microns on the new spool pipes, and achieving final class approval for the full repair procedure.

We began the operation inside the vessel by templating the immediate area of the hull around the existing fracture. The hull templating serves two purposes, it tells the size and geometry of the insert plate and it provides us with the surface area and geometry needed to fabricate the cofferdam onsite.

This complex underwater repair was completed to the client's satisfaction in 5 days in conjunction with various other repair works. Subsea Global Solutions managed both the underwater and internal portions of this repair to ensure each phase was executed seamlessly.

The repair was based on underwater welding only, eliminating the need for the installation of open top cofferdams or other barriers that would allow dry welding repairs to take place, which requires more time and resources. Subsea Global Solutions Long Beach mobilized two 5-man teams of commercial divers and welder divers to operate around the clock during cargo operations until the underwater repair was concluded.

With a 12-hour repair window, all four blades were successfully restored to near design geometry and as per iACS Rules (ABS Reference: Rules for Survey After Construction, Part 7, Section 10 – 1.9.2 (b))—“NiAI Bronze propellers do not require stress relieving treatments after straightening”.

Once the port anchor began its ascent, the hawser line gave way and started to rise, but it was found to be a much heavier load—requiring the use of the workboat’s hydraulic crane.

Subsea Global Solutions started its underwater repair process by establishing load-rated rigging points above the propeller using 4F Class A wet welding procedures to allow safe new replacement propeller blade transfer of the propeller blades.

Subsea Global Solutions mobilized 2 teams composed of 14 expert diver technicians to execute the various projects in less than 35 days from Long Beach, Port Angeles, and Miami.

Being an OEM certified service provider, the team removed all existing shaft seals and we re-bonded the new shaft seals in their place. Due to the grooving in the shaft liner, the seal housing was released to make room for a distance ring to ensure the new seals were operating on a new running surface.

The year 2020, and with it the Sulphur regulation for the use of heavy Sulphur fuel oil, is approaching fast. Starting January 2020, it will be illegal to run a ship using fuel containing more than 0.5% Sulphur without the operation of a scrubber, an exhaust cleaning gas system.

Over the past few months of 2019, Subsea Global Solutions has performed a number of high-capacity underwater repairs across the globe. A great number of these repairs have focused on seal replacement.

A deep-sea bulk carrier fully loaded with goods had become immobilized due to a failure of the aft shaft bearing. In the past, not much could be done to help a vessel in this situation. With no way to transit on its own power and loaded with a perishable cargo, an economical solution needed to be developed quickly.

Over the past few months, Subsea Global Solutions has been called on to complete propeller straightening’s and repairs all over the world, including – Canada, Panama, Uruguay, Singapore, and El Salvador. In each case, a team of highly trained Subsea Global Solutions Diver / Propeller Technicians attended the vessel, along with our proprietary large or small propeller press (depending on the job scope) and propeller sectional reduction / optimization gear.

As part of the cruise industry’s focus on the environment, a vessel operating in the South Pacific developed a minor problem with both of its shaft seals.

Back in November, a fully loaded bulk carrier contacted Subsea Global Solutions with a shaft seal issue. Initial reports from the vessel were that they were losing all stern tube oil into the vessel, they were experiencing heavy water ingress through the FWD seal system into the engine room, and the internal seal system clamp ring shifted approximately 70mm inboard.

Earlier this year, Subsea Global Solution’s office in Busan, Korea completed a biofouling cleaning campaign on one of the largest vessels in the world. A floating liquified natural gas (FLNG) vessel – with an LOA of 488m – it was launched in 2013 and took almost four years to complete, whereby the vessel’s hull had expectedly collected a significant amount of fouling.

Subsea Global Solutions Halifax received an emergency call recently that a ferry in a remote part of Northeastern Canada was experiencing an oil leak in the port stern tube. Our crew was quickly assembled and dispatched to the vessel to diagnose and repair the cause of the leak.