A chemical tanker

Abstract

The utility model relates to a kind of chemical tankers, belong to ship equipment technical field, it uses longitudinal segmented structure layout, from bow to stern is arranged with first ballast water tank, chemical storage cabin, engine room, connecting device cabin and tail ballast water tank, wherein the transverse middle part of tail ballast water tank and connecting device cabin is set to hollow structure that is through from top to bottom, and the hollow structure of both mutually links and combines in longitudinal direction and forms a cavity of arc section, the arc section shape of cavity is matched with the bow line of push assist ship, and can be pushed by push assist ship and advances in cavity.The utility model is applicable to inland fixed route transport's unpowered chemical tanker, and realizes the position transfer by auxiliary ship pushing, reduces the initial investment and operating cost of ship.

Description

Technical Field

[0001] This utility model belongs to the field of marine equipment technology, specifically relating to a chemical tanker that can transport chemicals in inland waterways. Background Technology

[0002] Chemical tankers, as an important component of modern shipping, are widely used for transporting various liquid chemicals. Traditional chemical tankers generally employ self-propelled propulsion systems, equipped with main engines, propellers, rudder systems, and auxiliary devices such as fuel, lubricating oil, and cooling systems, forming a complete self-propelled capability. These vessels, driven by their own power units, can independently complete navigation tasks in various water conditions, possessing strong route flexibility and navigational autonomy, and can meet the diverse transportation needs of both ocean-going and inland waterway transport.

[0003] However, for specific inland waterway fixed-route transportation scenarios, traditional self-propelled chemical tankers exhibit significant economic drawbacks. The high cost of the propulsion system itself leads to a substantial increase in initial construction investment, including the procurement and installation of the main engine, the laying of supporting systems, and the reinforcement of the hull structure to accommodate the power plant, all of which significantly raise construction costs. Furthermore, the daily maintenance of the propulsion system requires specialized technicians, regular inspections, and spare parts replacement, resulting in considerable accumulated maintenance costs over time. More importantly, in fixed, short-distance inland waterway operations, vessels frequently travel between known ports, with stable operating conditions and highly repetitive routes. This leads to relatively low utilization of the self-propelled propulsion system, making it difficult to effectively amortize construction and maintenance costs within the limited transportation revenue. Consequently, overall economic efficiency is poor, the investment recovery period is long, and it is detrimental to shipowners' ability to control operating costs and enhance market competitiveness. Utility Model Content

[0004] The purpose of this invention is to provide a non-powered chemical tanker suitable for fixed-route inland waterway transportation, which achieves repositioning by assisting in vessel jacking, thereby reducing initial investment and operating costs. This invention aims to achieve safe repositioning and efficient loading and unloading operations for chemical tankers under unattended conditions through a concave stern jacking connection structure, a ballast water coordination loading system, and an integrated walkway operation platform, while simultaneously meeting environmental protection and personnel safety requirements.

[0005] To achieve the above objectives, the present invention provides a chemical tanker with a longitudinally segmented structural layout. From bow to stern, it is equipped with a bow ballast water tank, a chemical storage tank, an engine room, a connecting device compartment, and a stern ballast water tank. The stern ballast water tank and the connecting device compartment are both configured as hollow structures that run vertically through each other. The two hollow structures are connected and combined longitudinally to form an arc-shaped cavity. The arc-shaped cross-section of the cavity matches the bow line of the pusher auxiliary vessel, which can push the vessel forward within the cavity.

[0006] Preferably, the connecting device compartment is located between the stern ballast water tank and the engine room. Its front and rear end walls are welded to the rear end wall of the engine room and the front end wall of the stern ballast water tank, respectively. Its bottom is integrated with the top plate of the bottom ballast water tank and the bottom structure of the ship. The compartment is equipped with a hydraulic connecting device and a buffer collision protection system. The base of the hydraulic connecting device is fixed on the reinforced base inside the compartment. Its telescopic arm and locking claw can extend from the side wall opening of the hollow cavity to hold the bow structure of the pusher auxiliary vessel. The buffer collision protection system consists of a rubber fender and a hydraulic damper. The fender is installed on a fixed bracket on the inner wall of the cavity and can absorb impact energy and stabilize the relative position between the hulls during the pusher process.

[0007] Preferably, the stern ballast water tank located at the very end of the stern has its front wall welded to the rear wall of the connecting device tank, and its bottom connected to the hull plate and the stern sealing plate of the bottom ballast water tank. The interior is divided into several watertight compartments by longitudinal and transverse bulkheads to improve structural strength and control the influence of the free surface of ballast water.

[0008] Preferably, the bottom ballast water tank is longitudinally arranged at the bottom of the hull, and the side ballast water tanks are symmetrically arranged on both sides. The compartments are connected by welding the hull structural wall panels to form an integral watertight separation. The bow ballast water tank at the bow end is designed as a pointed liquid-tight tank according to the bow top view. Its stern tank wall is butt-welded to the front wall panel of the first row of chemical storage tanks, and the bottom of the tank is tightly connected to the front wall panel and inner bottom plate of the bottom ballast water tank.

[0009] Preferably, the bottom ballast water tank located at the bottom of the ship is a liquid-tight tank that runs the entire length of the hull. Its top plate forms the bottom support platform of the chemical storage tank. The bottom plate is integrated with the outer hull plate to form a double-bottom structure. The side plates on both sides are welded and fixed to the bulkhead of the side ballast water tank. The bottom ballast water tank is connected to the ballast pump installed on the ship through a piping system. Ballast water can be injected or discharged as needed according to the weight distribution of the loaded chemicals to adjust the stability, buoyancy and draft balance of the ship.

[0010] Preferably, the side ballast water tanks symmetrically arranged on both sides of the hull are elongated liquid-tight tanks. Their inner walls are welded to the side walls of the chemical storage tanks, and their outer walls are the hull side plates. Their bottoms are connected to the side plates of the bottom ballast water tanks. The side ballast water tanks are connected to the ballast pumps through piping systems. During relocation, they can adjust the ship's heel and draft individually or in conjunction with other ballast water tanks. During operation, they are in a non-powered floating state. During relocation, no one is on board. The pusher auxiliary vessel is securely connected to the main ship through the connecting device in the connecting device compartment to achieve relocation.

[0011] Preferably, multiple chemical storage tanks are arranged in the main hull space above the bottom ballast water tank and between the bow ballast water tank and the engine room. The two chemical storage tanks near the bow are designed to fit the tapering shape of the bow tip, with their front and side bulkheads conforming to the hull hull plating and their rear bulkheads flush with the bulkheads of the subsequent compartments. The two chemical storage tanks near the stern are designed to fit the stern structure, with their bottoms sloping upwards from front to back, forming a spatial coupling with the front wall of the engine room and the bottom of the connecting device compartment.

[0012] Preferably, the oily water tank is located above the stern of the bottom ballast water tank, with its bottom resting on the top plate of the bottom ballast water tank. Its sidewalls are welded to the hull side plates and the front bulkhead of the engine room to form a sealed oily water collection space. This tank is connected to the hatch openings and pump wells of each of the chemical storage tanks through pipelines, and is used to collect oily wastewater and chemical residues generated during loading and unloading operations.

[0013] Preferably, the longitudinal walkway on the upper deck is erected above the connection between the two rows of chemical storage tanks, with its two ends welded and fixed to the bow deck and the stern watch area deck, respectively. The walkway is paved with grating, and has guardrails on both sides. The bottom is welded and supported to the main deck and the top plate of the chemical storage tank by crossbeams and columns. The walkway has multiple steps distributed longitudinally, and each step is equipped with anti-slip treads and handrails.

[0014] Preferably, a crane is installed in the middle of the walkway. The slewing base of the crane is fixed to the reinforcing base in the middle of the walkway by bolts. The base is welded to the main beam structure of the top plate of the chemical storage tank. The crane's boom can rotate 360 ​​degrees and achieve pitch adjustment. The hook is raised and lowered by wire rope and pulley block for lifting and lowering chemical delivery hoses and loading and unloading equipment. Multiple fire monitors are arranged on the bridge deck of the walkway. Two of the fire monitors are located at the end of the walkway near the stern of the ship. Their bases are welded to the bridge structure and their bodies can be rotated and adjusted for pitch. The other two fire monitors are located on both sides of the crane in the middle of the walkway. Each fire monitor is connected to the fire pump and foam tank in the engine room through pipelines, which can spray fire extinguishing in the chemical storage tank area in the event of a fire.

[0015] In summary, this utility model has the following beneficial technical effects: This invention employs a non-powered design, with an engine room and built-in generator set located only at the stern. This completely eliminates the need for traditional propulsion systems and their auxiliary equipment, significantly reducing initial construction costs and long-term maintenance costs. It also avoids the fuel consumption and emissions associated with main propulsion. The generator set activates upon arrival at the destination, providing a stable power source for all shipboard lighting, monitoring, communication, firefighting, lifting, and loading / unloading equipment. This achieves energy self-sufficiency during operations. Combined with a relocation operation mode that eliminates the need for onboard personnel, it ensures personnel safety while minimizing operating costs. It is particularly suitable for repetitive inland waterway transport tasks on fixed routes, offering excellent economic and environmental benefits.

[0016] The stern of the vessel features a concave area for the jacking vessel and a dedicated connecting compartment. A hollow structure, with the stern ballast water tank and the connecting compartment connected horizontally and vertically, forms an arc-shaped cavity that matches the bow of the jacking auxiliary vessel, providing natural positioning guidance and space for the connection of the two vessels. The connecting compartment is equipped with a hydraulic connection device and a buffer collision avoidance system. A hydraulic clamping mechanism extends from the cavity sidewall to securely lock the bow of the jacking vessel, while rubber fenders and hydraulic dampers effectively absorb impact energy during the jacking process, significantly improving connection stability and seaworthiness, and eliminating the safety hazards such as slippage and collisions common in traditional jacking methods. This design enables the safe relocation of chemical tankers in an unattended state, greatly improving operational reliability and risk control.

[0017] The midsection features a tightly integrated layout of cargo tanks and ballast water tanks. Two rows of five-unit matrix-style chemical storage tanks sit atop the longitudinally running bottom ballast water tanks, with symmetrical side ballast water tanks on either side. Fore and aft ballast water tanks are located at the bow and stern, respectively, forming a comprehensive, multi-layered ballast adjustment system. This layout allows for flexible injection or discharge of ballast water into each tank based on the type, density, and tank capacity distribution of the chemicals being loaded. This precise control of ship stability, trim, and list ensures the hull remains in optimal buoyancy during push-pull navigation. In particular, the bow and aft chemical storage tanks are optimized for hull hull lines, maximizing tank capacity utilization while maintaining structural continuity. Combined with the fine-tuning of the ballast system, this enables the vessel to adapt to safe transport requirements under various operating conditions, effectively improving loading flexibility and navigation stability. Attached Figure Description

[0018] Figure 1 This is a side view structural diagram of a chemical tanker according to the present invention; Figure 2 This is a schematic diagram of the upper deck of a chemical tanker according to the present invention; Figure 3 This is a schematic diagram of the interior of the cabin of a chemical tanker according to the present invention.

[0019] Attached reference numerals: 1. Aft ballast water tank; 2. Connecting device compartment; 3. Engine room; 4. Oily / sludge tank; 5. Chemical storage tank; 6. Side ballast water tank; 7. Forehead ballast water tank; 8. Lifeboat; 9. Fire monitor; 10. Crane; 11. Walkway; 12. Pushing auxiliary vessel; 13. Watch area; 14. Bottom ballast water tank. Detailed Implementation

[0020] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0021] This utility model discloses a non-powered chemical tanker, which is particularly suitable for fixed-route inland waterway transportation. It achieves navigation position adjustment by auxiliary vessel jacking, and has significant advantages of low initial investment and good economic efficiency.

[0022] The chemical tanker of this utility model adopts a longitudinal segmented structural layout. From bow to stern, the bow ballast water tank 7, chemical storage tank 5, oily water tank 4, engine room 3, connecting device compartment 2 and stern ballast water tank 1 are arranged in sequence. The bottom ballast water tank 14 is longitudinally arranged below the chemical storage tank 5, and the side ballast water tanks 6 are symmetrically arranged on both sides. The compartments are connected by welding the hull structural wall plates to form an integral watertight separation.

[0023] Specifically, a forward ballast water tank 7 is located at the bow end. This tank is designed as a tapered, liquid-tight compartment based on the bow's top-down view. Its stern bulkhead is welded to the front bulkhead of the first row of chemical storage tanks 5. The bottom of the tank is tightly connected to the front bulkhead and inner bottom plate of the bottom ballast water tank 14. Its main function is to adjust the bow's draft and trim in conjunction with other ballast water tanks during ship repositioning. The bottom ballast water tank 14, located at the bottom of the ship, is a liquid-tight compartment running the entire length of the hull. Its top plate forms the bottom support platform for the chemical storage tanks 5. The bottom plate is integrated with the outer hull plate to form a double-bottom structure. The side plates on both sides are welded and fixed to the bulkheads of the side ballast water tanks 6. The bottom ballast water tank 14 is connected to the ballast pumps installed on the ship through a piping system. Ballast water can be injected or discharged as needed according to the weight distribution of the loaded chemicals to adjust the ship's stability, buoyancy, and draft balance.

[0024] Above the bottom ballast water tank 14, in the main hull space between the forward ballast water tank 7 and the oily water tank 4, there are multiple chemical storage tanks 5 arranged in a matrix of two rows of five. The two chemical storage tanks 5 located near the bow are designed to fit the tapering shape of the bow tip, with their front and side bulkheads conforming to the hull's outer plating, and their rear bulkheads flush with the bulkheads of the subsequent compartments. The two chemical storage tanks 5 located near the stern are designed to be optimized for the stern structure, with their bottoms sloping upwards from front to back, forming a spatial coupling with the front bulkhead of the engine room 3 and the bottom of the connecting device compartment 2. This achieves reasonable volume convergence and structural continuity while meeting the requirements for the layout of the stern equipment compartments. The remaining six chemical storage tanks 5 are all rectangular liquid cargo tanks of uniform specifications. All chemical storage tanks 5 have manholes and monitoring ports on their top plates. The tank walls are made of corrosion-resistant steel and coated with a special anti-corrosion coating. The tanks are separated into independent liquid-tight spaces by welding longitudinal and transverse bulkheads, which can effectively prevent cross-contamination in the event of chemical leaks.

[0025] At the fore and aft ends of the chemical storage tank 5 area, a forward ballast water tank 7 and an oily water tank 4 are respectively provided. The oily water tank 4 is located above the stern of the bottom ballast water tank 14, with its bottom resting on the top plate of the bottom ballast water tank 14. Its sidewalls are welded to the hull side plates and the front bulkhead of the engine room 3 to form a sealed oily water collection space. This tank is connected to the hatch openings and pump wells of each chemical storage tank 5 through pipelines to collect oily wastewater and chemical residues generated during loading and unloading operations, achieving environmentally friendly collection and centralized treatment.

[0026] The stern area is equipped with an engine room 3, a connecting device compartment 2, and a stern ballast water tank 1 in sequence. The engine room 3 is located behind the sludge tank 4. Its front wall is welded and fixed to the rear wall of the sludge tank 4, and its bottom is welded to the stern section top plate and internal reinforcing structure of the bottom ballast water tank 14 to form an integral whole. The engine room 3 is equipped with a diesel generator set, a switchboard, a pump set, and a control system. The generator set is mounted on the bottom plate of the engine room 3 through a shock-absorbing base. Its exhaust pipe is connected to the chimney structure on the top of the engine room 3. The switchboard is connected to all the ship's electrical equipment through a cable tray, providing power for the ship's lighting, monitoring, fire protection, lifting, and loading and unloading equipment.

[0027] A watch area 13 is located on the main deck directly above the engine room 3. This watch area 13 is a superstructure constructed of steel walls and contains a bridge, crew rest room, and working compartments. The deck of the watch area 13 is welded to the top plate of the engine room 3 via pillars and a wall structure, forming a stable load-bearing frame. Lifeboats 8 are symmetrically installed on the extended platforms on both sides of the watch area 13. The lifeboats 8 are secured to the platform deck by a dedicated davit and a quick-release device. The base of the davit is welded to the main structure of the hull to ensure that personnel can quickly board and evacuate in an emergency.

[0028] A stern ballast water tank 1 is located at the very end of the stern. The front wall of this tank is welded to the rear wall of the connecting device tank 2, and the bottom is connected to the hull plating and the stern sealing plate of the bottom ballast water tank 14. The interior is divided into several watertight compartments by longitudinal and transverse bulkheads to improve structural strength and control the influence of the free surface of ballast water. Both the stern ballast water tank 1 and the connecting device tank 2 are designed as hollow structures that run vertically through each other. The hollow areas of the two are connected and combined longitudinally to form an arc-shaped cavity. The top of the cavity opens to the main deck and the bottom extends to the bottom structure. Its arc-shaped cross-section matches the bow line of the jacking auxiliary vessel 12. The bulkheads on both sides of the cavity are made of thickened steel plates and have reinforcing ribs to withstand localized stress concentration during jacking operations.

[0029] The connecting device compartment 2 is located between the stern ballast water tank 1 and the engine room 3. Its front and rear end walls are welded to the rear end wall of the engine room 3 and the front end wall of the stern ballast water tank 1, respectively. Its bottom is connected to the top plate of the bottom ballast water tank 14 and the bottom structure of the ship to form an integral whole. The compartment is equipped with a hydraulic connecting device and a buffer anti-collision system. The base of the hydraulic connecting device is fixed to the reinforcing base inside the compartment by bolts and welding. Its telescopic arm and locking claw can extend from the side wall opening of the hollow cavity to hold the bow structure of the push-assisted vessel 12. The buffer anti-collision system consists of a rubber fender and a hydraulic damper. The fender is installed on a fixed bracket on the inner wall of the cavity, which can absorb impact energy and stabilize the relative position between the hulls during the push-pull process.

[0030] The upper deck is connected to the stern by a single longitudinal walkway 11. This walkway 11 is erected above the longitudinal connection between the two rows of chemical storage tanks 5, with its ends welded to the bow deck and the stern watch area deck 13, respectively. The walkway 11 is paved with grating, has guardrails on both sides, and its bottom is supported by beams and supports welded to the main deck and the top plate of the chemical storage tanks 5 at strong structural locations. The walkway 11 has multiple steps along its longitudinal direction, each equipped with anti-slip treads and handrails for easy passage by crew. The symmetrically arranged side ballast tanks 6 on both sides of the hull are long and narrow liquid-tight tanks. Their inner walls are welded to the sidewalls of the chemical storage tanks 5, while their outer walls are the hull sideplates. Their bottoms are connected to the sidewalls of the bottom ballast tanks 14. The side ballast tanks 6 are connected to the ballast pumps via piping, allowing for adjustment of the ship's list and draft, either independently or in conjunction with other ballast tanks, during repositioning.

[0031] A crane 10 is installed in the middle of the walkway 11. The slewing base of the crane 10 is fixed to the reinforcing base in the middle of the walkway 11 by bolts. The base is welded to the main beam structure of the top plate of the chemical storage tank 5. The boom of the crane 10 can rotate 360 ​​degrees and achieve pitch adjustment. The hook is raised and lowered by wire rope and pulley block. It is mainly used for lifting and lowering chemical delivery hoses and loading and unloading equipment. Multiple fire monitors 9 are arranged on the bridge deck of the walkway 11. Two fire monitors 9 are located at the end of the walkway 11 near the stern. Their bases are welded to the bridge structure and their barrels can be rotated and adjusted for pitch. The other two fire monitors 9 are located on both sides of the crane 10 in the middle of the walkway 11. Each fire monitor 9 is connected to the fire pump and foam tank in the engine room 3 through pipelines, which can spray fire extinguishing in the chemical storage tank 5 area in the event of a fire.

[0032] This utility model chemical tanker is in a non-powered floating state during operation. When it needs to be relocated along a fixed inland waterway, the appropriate amount of ballast water is first injected into the stern ballast tank 1, side ballast tank 6, bottom ballast tank 14 and bow ballast tank 7 through the ballast system according to the type, density and tank capacity distribution of the loaded chemicals. This is to adjust the ship's stability height, trim angle and heel angle so that the hull reaches a floating state suitable for push-driven navigation.

[0033] Subsequently, the jacking auxiliary vessel 12 enters from the stern, its bow embedding itself into the arc-shaped cross-section cavity formed by the combination of the stern ballast water tank 1 and the hollow area of ​​the connecting device compartment 2. The hydraulic connection device within the connecting device compartment 2 is activated, and the telescopic arm extends and securely connects the bow of the jacking auxiliary vessel 12 to the main vessel via locking claws. Simultaneously, the buffer and anti-collision system conforms to the bow outer plate of the jacking auxiliary vessel 12, forming a flexible contact surface. After connection, the jacking auxiliary vessel 12 uses its own power to propel the main vessel along the predetermined route, realizing the main vessel's relocation function. No personnel are required on board during the entire relocation process, maximizing operational safety.

[0034] Upon arrival at the destination berth, the jacking auxiliary vessel 12 is disconnected and departs. Power for the ship's electrical equipment is supplied by the diesel generator set in the engine room 3. The electricity generated by the continuously running generator set is distributed to various electrical systems through the switchboard, ensuring the normal operation of the ship's lighting, monitoring, communication, fire-fighting, and loading / unloading equipment. Crew members board the ship through the passageway located in the stern watch area 13, where they perform berthing watchkeeping, loading / unloading monitoring, and daily management duties. The lifeboats 8 positioned on both sides of watch area 13 are in a standby state for rapid evacuation in case of emergency.

[0035] When chemicals need to be loaded or unloaded from chemical storage tanks 5, the crew reaches the corresponding tank via walkway 11, operates the crane 10 in the middle of walkway 11 to lower the delivery hose to the hatch, connects to the loading and unloading system for cargo handling. Oily wastewater generated during the operation is collected through pipelines into oily wastewater tank 4 for temporary storage, and can later be transported to shore-based treatment facilities. The crew can inspect and observe the operational status of each chemical storage tank 5 from walkway 11. In the event of a fire, the fire suppression system can be activated immediately, utilizing several fire monitors 9 positioned near walkway 11 to precisely extinguish the fire in the affected tank. The fire monitors 9 cover the entire area of ​​chemical storage tanks 5, ensuring the timeliness and effectiveness of fire suppression operations.

[0036] This utility model's vessel adopts a non-powered design, relying on a concave jacking area and a dedicated connecting device compartment 2 at the stern to achieve a safe and reliable connection with an auxiliary jacking vessel. This connection method, through the cooperation of an arc-shaped cross-section cavity and a hydraulic clamping device, significantly increases the stability of the connection and its resistance to wind and waves, effectively preventing relative slippage or collision damage between the two vessels during the jacking process. The midsection is a combined structure of cargo tanks and ballast water tanks. Through the coordinated loading of the bottom ballast water tank 14, the side ballast water tanks 6, and the bow and stern ballast water tanks 1, the stability and buoyancy of the vessel under different loading conditions can be precisely adjusted. To ensure safe jacking navigation, the upper deck adopts a single longitudinally continuous walkway 11, connecting the bow and stern watch area 13. The walkway 11 integrates a crane 10, a fire monitor 9, and access stairs, realizing a compact layout with multiple functions such as loading and unloading operations, fire monitoring, and personnel access. This simplifies the deck structure and improves operational efficiency. The stern superstructure is equipped with a watch area 13 and lifeboats 8. The engine room 3 is equipped with a generator set to supply power to the entire ship, forming an independent power supply and personnel watch system. Combined with the unmanned relocation operation mode, it achieves a balance between operational economy and safety.

[0037] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A chemical tanker, characterized in that, The ship adopts a longitudinal segmented structural layout, with a bow ballast water tank (7), a chemical storage tank (5), an engine room (3), a connecting device compartment (2), and a stern ballast water tank (1) arranged from bow to stern. The stern ballast water tank (1) and the connecting device compartment (2) are both configured as hollow structures that run vertically through each other. The two hollow structures are connected and combined longitudinally to form an arc-shaped cavity. The arc-shaped cross-section of the cavity matches the bow line of the pusher auxiliary vessel (12), which can push forward within the cavity.

2. A chemical tanker according to claim 1, characterized in that, The connecting device compartment (2) is located between the stern ballast water tank (1) and the engine room (3). Its front and rear end walls are welded to the rear end wall of the engine room (3) and the front end wall of the stern ballast water tank (1), respectively. Its bottom is connected to the top plate of the bottom ballast water tank (14) and the bottom structure of the ship as a whole. The compartment is equipped with a hydraulic connecting device and a buffer anti-collision system. The base of the hydraulic connecting device is fixed on the reinforced base inside the compartment. Its telescopic arm and locking claw can extend from the side wall opening of the hollow cavity to hold the bow structure of the push-pull auxiliary ship (12). The buffer anti-collision system consists of a rubber fender and a hydraulic damper. The fender is installed on the fixed bracket on the inner wall of the cavity. It can absorb impact energy and stabilize the relative position between the hulls during the push-pull process.

3. A chemical tanker according to claim 2, characterized in that, The stern ballast water tank (1) located at the very end of the stern has its front wall welded to the rear wall of the connecting device tank (2), and its bottom is connected to the outer plate of the hull and the stern sealing plate of the bottom ballast water tank (14). The interior is divided into several watertight compartments by longitudinal and transverse bulkheads to improve structural strength and control the influence of the free surface of ballast water.

4. A chemical tanker according to claim 3, characterized in that, The bottom ballast water tank (14) is longitudinally arranged at the bottom of the hull, and the side ballast water tanks (6) are symmetrically arranged on both sides. The compartments are connected by welding the hull structural wall plates to form an integral watertight separation. The bow ballast water tank (7) is designed as a pointed liquid-tight tank according to the bow top view. Its stern tank wall is butt welded to the front wall plate of the first row of chemical storage tanks (5), and the bottom of the tank is tightly connected to the front wall plate and inner bottom plate of the bottom ballast water tank (14).

5. A chemical tanker according to claim 4, characterized in that, The bottom ballast water tank (14) located at the bottom of the ship is a liquid-tight tank that runs the entire length of the hull. Its top plate forms the bottom support platform of the chemical storage tank (5). The bottom plate is integrated with the outer plate of the hull to form a double-bottom structure. The side plates on both sides are welded and fixed to the bulkhead of the side ballast water tank (6). The bottom ballast water tank (14) is connected to the ballast pump installed on the ship through the piping system. Ballast water can be injected or discharged as needed according to the weight distribution of the loaded chemicals in order to adjust the stability, buoyancy and draft balance of the ship.

6. A chemical tanker according to claim 5, characterized in that, The side ballast tanks (6) symmetrically arranged on both sides of the hull are long and narrow liquid-tight tanks. Their inner walls are welded to the side walls of the chemical storage tank (5), and their outer walls are the hull side plates. The bottom is connected to the side plates of the bottom ballast tank (14). The side ballast tanks (6) are connected to the ballast pump through the piping system. They can adjust the ship's heel and draft individually or in conjunction with the ballast tanks during relocation. During operation, they are in a non-powered floating state. There is no one on board during the relocation process. The pusher auxiliary vessel (12) is firmly connected to the ship through the connecting device in the connecting device compartment (2) to realize the relocation of the navigation position.

7. A chemical tanker according to claim 6, characterized in that, Multiple chemical storage tanks (5) are arranged in the main hull space above the bottom ballast tank (14) and between the bow ballast tank (7) and the engine room (3). The two chemical storage tanks (5) near the bow are designed to fit the tapering shape of the bow tip, with their front and side panels conforming to the hull hull and their rear panel flush with the subsequent compartment panels. The two chemical storage tanks (5) near the stern are designed to fit the stern structure, with their bottoms sloping upwards from front to back, forming a spatial coupling with the front wall of the engine room (3) and the bottom of the connecting device compartment (2).

8. A chemical tanker according to any one of claims 2-7, characterized in that, The oily water tank (4) is located above the stern of the bottom ballast water tank (14), with its bottom resting on the top plate of the bottom ballast water tank (14). Its sidewalls are welded to the hull side plates and the front wall of the engine room (3) to form a sealed oily water collection space. The tank is connected to the hatch openings and pump wells of each of the chemical storage tanks (5) through pipelines to collect oily wastewater and chemical residues generated during loading and unloading operations.

9. A chemical tanker according to any one of claims 1-7, characterized in that, The longitudinal walkway (11) on the upper deck is erected above the connection between the two rows of chemical storage tanks (5). Its two ends are welded and fixed to the bow deck and the stern watch area (13) deck, respectively. The walkway (11) is paved with grating, and has guardrails on both sides. The bottom is welded and supported by crossbeams and pillars to the main deck and the top plate of the chemical storage tank (5) at the strong structural position. The walkway (11) has multiple steps distributed longitudinally, and each step is equipped with anti-slip treads and handrails.

10. A chemical tanker according to claim 9, characterized in that, A crane (10) is installed in the middle of the bridge (11). The slewing base of the crane (10) is fixed to the reinforcing base in the middle of the bridge (11) by bolts. The base is welded to the main beam structure of the top plate of the chemical storage tank (5). The boom of the crane (10) can rotate 360 ​​degrees and realize pitch change. The hook is lifted and lowered by steel wire rope and pulley block, which is used to lift and lower chemical delivery hoses and loading and unloading equipment. Multiple fire monitors (9) are arranged on the bridge surface of the bridge (11). Two of the fire monitors (9) are located at the end of the bridge (11) near the stern. Their bases are welded to the bridge structure and the monitor body can be rotated and adjusted for pitch. Two other fire monitors (9) are located on both sides of the crane (10) in the middle of the bridge (11). Each fire monitor (9) is connected to the fire pump and foam tank in the engine room (3) through pipelines, which can spray fire extinguishing in all directions in the chemical storage tank (5) area when a fire occurs.

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