The classification society rules [1], [2], [3], [4] on the thicknesses of the bulkhead platings are represented graphically. Fig. 1 shows that every rule value for the thickness of the ordinary watertight bulkhead plating is than theoretical value calculated by Timoshenko's formula (1) for ${\sigma}_y=35,000$ psi and ｋ=0.4998. When a flooding due to damage occurred, however, the stiffened edges would yield and clamped edges would change to plastic hinges. In such case, the maximum bending stress at the clamped edges are reduced considerably. The rule values, therefore, are supposed to be acceptable in spite of their insufficient scantlings compared with the values calculated by (2). In the ordinary watertight bulkhead platings A.B.S. Rules give the largest scantlings of all. Fig. 2 shows that A.B.S. Rules and K.R.-N.K. Rules give larger values than the calculated by (2) for deep tank bulkhead platings. But Lloyd Rules give the smaller thickness than equation (2). The special requirements for corrosion bulkhead platings are not studied here.

As a pre-study for researches on powering characteristics of straight-framed V-bottom hull forms for usual commercial vessels, practicability of such a hull is investigated from viewpoints of over-all ship economy. For this purpose, a trawler hull of straight-elements with double chines, SV(T)-1, similar to Prof. Nevitt's W-8 in size and hull form coefficients was designed and tested at the SNU Ship Model Towing Tank for resistance measurements. The result is given in Fig.3 together with those of W-8 and other equivalent hulls of double curvature, such as FAO 135a-173, Doust and Takgi. The curves of the latters are reproduction of Prof. Nevitt's analysis, and given for comparison purpose. With in speed range of $9.0{\sim}10.5$ konts the resistance coefficients of SV(T)-1 are $18{\sim}25%$ higher than those of W-8, and $5{\sim}20%$ and $12{\sim}14%$ higher than those of FAO 135a-173 and Doust respectively. SV(T)-1, however, is slightly superior in resistance characteristics than Takagi's equivalent hull within the speed range. On the other hand, an equation for reduction rates of hull construction cost required to compensate for propulsion power increase in straight-elements hulls was derived from the definition of the economic efficiency of commercial vessels. The solution of the equation is given in Fig.4 graphically, from which it is known that $10{\sim}20%$ increase in propulsion power can be compensated by $8{\sim}16%$ reduction in hull construction cost. Considering simplicity and less equipments required in construction of straight -elements hulls, the author does argue for attainability of the above reduction rates in hull construction cost. Consequently, it is concluded that there is clear feasibility to adopt straight-elements hulls for usual commercial vessels of medium and small-size. And a further research will be done to obtain reliable data for chine shapes having good flowliness with the flow around ships depending on ship's size and speed.