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AN OVERVIEW OF THE ROLE OF THE NAVSEA HUMAN-FACTORS engineering program IN SHIP dESIGN

NAVAL ENGINEERS JOURNAL 1983年第4期95卷 139-152页

作者： STEIN, NI BENEL, RA MALONE, TB Mr. Norman I. Stein:received his degree in mechanical engineering from the University of Iowa in 1943. MK Stein began his career with the Bureau of Ships Department of the Navy. After his military service with the Army of Occupation in Japan he has held positions with the Corps of Engineering Atomic Energy Commission Walter Reed Army General Hospital and the Protective Structures Development Center Department of the Army. He returned to the Naval Sea Systems Command in 1967 and is currently with the Manning and Controls Integration Branch SEA 55 W16. Mr. Stein is a registered professional engineer in New York state and also is a certified fallout shelter analyst with the Department of the Army. He has authored a comprehensive study on air distribution studies in multi-room shelters presentedpapers on human factors engineering to the Association of Scientists and Engineers and recently contributed a chapter on human factors engineering which will be incorporated in the proposed Naval Sea Systems Handbook on Surface Ship Design. Russell A. Benel:received his Ph. D. in engineering psychology from the University of Illinois at Urbana-Champaign. He is currently a Senior Research Scientist with Essex Corporation where he is the manager of the Man-Machine Systems Department. He has been responsible f o r scientific studies associated with the Human Factors Engineering f o r ships program under contract to the Naval Sea Systems Command specifically the development application and validation of human factors engineering technology f o r surface ship systems such as aircraft launch and recovery propulsion engineering combat direction weapons and total ship systems. He is currently providing Human Factors Engineering Support on the DDG-51. His other activities include a variety of research development test and evaluation activities for military systems. He had been with the Crew Performance Branch of the Crew Technology Division at the USAF School of Aerospace Medicine as a National Research Council Postd

This paper provides a context within which the role of human factors engineering (HFE) for Naval ship design may be understood. HFE is defined and its history as part of engineering design teams is traced. The role of HFE in ship systems design is defined, and the HFE technology for Ships program, managed by SEA 061R, is described. The rationale for inclusion of HFE in the design process is presented, the methodology whereby it is incorporated into the design process is detailed, methodology to assess the application of HFE is outlined, and the benefits that will accrue as a result of inclusion of HFE considerations in the design process are documented. The counterpoint to inclusion is illustrated through instances of design-induced human errors. A specific application of HFE in the acquisition process is illustrated through use of the Landing Craft, Air Cushion HFE program plan. The difficulties which may be encountered as the size of the target system expands are described. Potential roadblocks to the required incorporation of HFE are examined for their source and possible ameliorative steps.

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EMERGING ROLES OF NIH ANd EPA IN THE REGULATION OF RdNA technology

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BIO-technology 1983年第9期1卷 757-768页

作者： KORWEK, EL Edward L. Korwek Ph.D. J.D. is associated with the law offices of Keller and Heckman 1150 17th St. N.W. Washington D.C. 20036.REFERENCES Committee on Recombinant DNA "Potential Biohazards of Recombinant DNA Molecules" Nature250: 175 (1974) Proc. Nat. Acad. Sci.71: 2593 (1974) Science185: 303 (1974).|Article|Fed. Regist.48: 24556 (1983).Milewski E. Editor's Note. Recombinant DNA Tech. Bull.4: i (1981).Inside EPA 4 1 (1983). EPA has already held a meeting and published a draft report on the subject of its regulation of this area under the TSCA. EPA "Administrator's Toxic Substances Advisory Committee Meeting" Fed. Regist.48: 8342 (1983) Regulation of Genetically Engineered Substances Under TSCA Chemical Control Division Office of Toxic Substances Office of Pesticides and Toxic Substances Environmental Protection Agency Washington D.C. (March 1982). Congress also recently held a hearing on the subject of existing federal authority over the release of R-DNA-containing organisms into environment. M. Sun Science221: 136 (1983).Sects. 2-30 15 U.S. Code sects. 2601-2629 (1976 and Supp. V 1981). Hereinafter all references in the text to TSCA refer to the section numbers as enacted and not to the corresponding U.S. Code sections.The Administrative Procedure Act specifically states that the reviewing court shall "hold unlawful and set aside agency action findings and conclusions found to be hellip in excess of statutory jurisdiction authority or limitations or short of statutory right. hellip " 5 U.S. Code sect. 706(2)(C) (1976).PHS Act 42 U.S. Code sects. 217a and 241 (1976) Charter Recombinant DNA Advisory Committee Department of Health and Human Services (1982).Korwek E. Food Drug and Cosm. L. J.35: 633 (1980) p. 636.Although DHHS has some authority under Section 361 of the PHS Act to regulate R-DNA materials that cause human disease and are communicable most types of experimentation would not fall into this category. Because of this limitation the Sub committee of the Federal

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ANALYSIS OF LEAKY AQUIFER PUMPING TEST dATA - AN AUTOMATEd NUMERICAL-SOLUTION USING SENSITIVITY ANALYSIS

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GROUNd WATER 1982年第3期20卷 325-333页

作者： COBB, PM MCELWEE, Cd BUTT, MA Kansas Geological Survey 1930 Ave. A Campus W. The University of Kansas Lawrence Kansas 66044. Patrick M. Cobb received B.S. degree in Geophysics in 1976 and M.S. degree in Water Resources Science in 1980 both from the University of Kansas. The thesis topic was natural salt-water intrusion in the Great Bend Prairie in south-central Kansas. Since 1979 he has been employed by the Kansas Geological Survey in the Geohydrology Section. The hydrology of the Great Bend Prairie and applied numerical modeling are continuing topics of interest. Carl D. McElwee graduated in 1965 from William Jewell College with a B.A. in Physics. He received M.A. and Ph.D. degrees from the University of Kansas in 1967 and 1971 respectively. His research area was solid-state physics. From 1971 to 1974 he worked for Texaco Inc. in Houston Texas as a research geophysicist. Since 1974 he has worked for the Kansas Geological Survey in the Geohydrology Section. His area of special interest is ground-water models. Munir A. Butt graduated in 1969 from Regional Engineering College Kashmir with B.E. (Civil). He received M.E. degree from Roorkee University India in 1973 and M.S. degree in Water Resources Engineering from the University of Kansas in 1977. From 1969 to 1975 he worked as Assistant Engineer Kashmir Irrigation and Flood Control Department. Presently he is at the University of Kansas and works as research assistant for the Kansas Geological Survey in the Geohydrology Section.

The Kansas Geological Survey is pursuing an effort to automate some of the more common methods of aquifer pumping-test analysis. This paper discusses the results of work done on the leaky artesian aquifer as defined by Hantush and Jacob (1955). The paper covers the basic theory of the aquifer type, the numerical solution of the leaky artesian-well function, and the methodology of achieving the “best fit” parameters in the least squares' sense. Several data sets are used to demonstrate the applicability of the proposed technique. These examples indicate the generally satisfactory results produced by the automated analysis documented here. The algorithm has good convergence properties. Initial estimates for the aquifer parameters may vary by about three orders of magnitude above or below the correct values. For typical data sets the rms fitting error should be less than a few tenths of a foot. If this is not the case, one is probably not dealing with a simple leaky aquifer. This method of pumping-test analysis does not eliminate the role of an experienced hydrologist to define the local hydrogeology and aquifer type. However, once the decision is made as to which aquifer configuration is being observed, this program will, in a quick and unbiased fashion, give an accurate assessment of the leaky-aquifer parameters within the limits of the theoretical approximations and the data quality.

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SEAKEEPING PERFORMANCE COMPARISON OF AIR CAPABLE SHIPS

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 101-117页

作者： COMSTOCK, EN BALES, SL GENTILE, dM Mr. Edward N. Comstock:is currently Head of the Hull Form Design and Performance Branch (SEA 3213) of the Naval Sea Systems Command. He received his B.S.E. degree in Naval Architecture and Marine Engineering in 1970 and his M.S.E. degree in Ship Hydrodynamics in 1974 both from the University of Michigan. Mr. Comstock began his career with theU.S. Navyin 1974 as a Seakeeping Specialist in the Hull Form and Fluid Dynamics Branch of the former Naval Ship Engineering Center. Achieving his present position in January 1982 Mr. Comstock was previously Head of the Surface Ship Hydrodynamics Section of SEA 3213 being responsible for recent hull form designs including DDG-51 MCM-1 and ARS-50. Before obtaining that position in 1979 Mr. Comstock's efforts were primarily aimed at developing and establishing seakeeping performance assessment and design practices. Prior to his employment by the Navy Mr. Comstock worked in the Structural and Hydrodynamics Group of General Dynamics' Electric Boat Division. A member of ASNE he is also a member of ASE and SNAME and has been active in supporting the efforts of the SNAME H-7 (Seakeeping) Panel SNAME HS-12 (Hull Instrumentation) Panel the National Science Foundation (NSF) and the NATO Armaments Group IEG6/Sub-Group 5 (Seakeeping). Ms. Susan L. Bales:has been associated with the David W. Taylor Naval Ship R&D Center (DTNSRDC) and its predecessor organizations throughout her professional career. She is currently Head of the Ocean Environment Group of the DTNSRDC Surface Ship Dynamics Branch (1561) and also serves as the DTNSRDC Program Manager of the Navy's Exploratory Development Program on Surface Waves. Her work documented by more than fifty technical publications has been directed primarily to ship seakeeping ocean environment and ship performance assessment problems. An internationally recognized authority in her field she is also active in several professional societies as well as the SNAME H-7 (Seakeeping) Panel the National Science Foundation (NSF) and the NA

The on-going debate regarding the merits of large versus small aircraft carriers raises several issues concerning the ability of various ship configurations to support sea based air operations. One such issue is the question of the relative seakeeping performance of ship alternatives. In an effort to shed some light on the matter, a comparative seakeeping assessment of nine air capable ships covering a wide range of size and hull form was performed. An evaluation of the impact of aircraft and ship motion limitations on sea based air operations and a comparison of the relative ability of the ships to conduct air operations while in a seaway are presented. The specific air operations considered are launch, recovery, and support of aircraft. The ships evaluated are CVN-71, CVA-67 (MR), CVV, LHA-1, VSS-d, ddV-2, ddV-1d, dd-963, and SWATH-6. These ships have the combined capability to operate Vertical Takeoff and Landing (VTOL), Conventional Takeoff and Landing (CTOL), Short Takeoff and Arrested Landing (STOAL), and Short Takeoff and Vertical Landing (STOVL) type aircraft. Results indicate that seakeeping performance generally degrades with decreasing displacement, that SWATH-6 performance is the least degraded, that elevator wetness can be an important degrader for ships with lower freeboards, that roll motion can be an important degrader for ships under 60,000 tons, and that percent time of operation is strongly dependent on the prevailing wave and wind environment.

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UNITEd-STATES-NAVY SHIPBOARd ENERGY R-ANd-d - AN OVERVIEW

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NAVAL ENGINEERS JOURNAL 1981年第2期93卷 154-161页

作者： KROLICK, CF THE AUTHOR:: received his B.S. degree in Physics from Saint Francis College in 1962 and subsequently his M.S. and Ph.D. degrees in Nuclear Engineering from the University of Maryland in 1969 and 1971. He is the Director of the Navy's Shipboard Energy R&D Program at the David W. Taylor Naval Ship Research and Development Center and has received awards for Outstanding Performance and Sustained Superior Performance. While at the University of Maryland he was recipient of an NSF Fellowship an NDEA Fellowship and an AEC Traineeship. Dr. Krolick is a member of Sigma Xi and the American Nuclear Society.

The U.S. Navy shipboard energy situation is presented both in terms of historical, current, and projected postures. R&d programs to minimize the impact of diminishing fossil fuel resources while ensuring full operational readiness are described. Near term efforts are directed at the achievement of the 1985 Chief of Naval Operations goal of twenty percent reduction in fossil fuel consumption per underway steaming hour, and they are intended primarily for the conventional steam-powered Fleet which presently comprises eighty-four percent on an installed horsepower basis. Longer range efforts attempt to facilitate the goal of a more energy-efficient future Fleet in terms of new construction ships. Alternate Fuels programs are structured to provide a capability to operate on future fuels which are readily available, and they include development of guidelines for the use of a broad range of petroleum-base fuels as well as the qualification of snythetic fuels derived from coal, oil shale, and tar sands.

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LASER-WELdING

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NAVAL ENGINEERS JOURNAL 1981年第4期93卷 49-58页

作者： METZBOWER, EA Edward A. Metzbower is a supervisory metallurgist in the Material Science and Technology Division of the Naval Research Laboratory. A graduate of Loyola College (B.S.) and the Johns Hopkins University (M.E.S. and Ph.D.) Dr. Metzbower has been employed at NRL since 1967. He has studied the deformation characteristics of titanium alloys using x-ray line broadening techniques and is presently involved with a program studying the relationships between the mechanical properties structures and processing parameters of the welding conditions especially laser welding. He is a member of The Metallurgical Society of AIME the American Society for Metals the American Welding Society and Sigma Xi.

Technological improvements in welding have proceeded at a slow pace usually brought about by incremental advances in techniques or materials. An opportunity is now being afforded the N avy to increase its welding technology by giant steps by utilizing the emerging technology of laser welding. Welding with a laser is no longer a research curiosity; it is a viable manufacturing process that is used in large industries. Laser welding is no longer confined to trimming resistors or pulsed welding of microelectronic components. deep penetration welds have been made by utilizing and focusing high power, continuous carbon dioxide laser beams onto a wide variety of metal and alloys. These welds have been made at speeds up to 70 inches per minute in one half inch thick aluminum alloys at power levels of 8 kilowatts. High strength, low alloy steels have been welded at speeds of 40 inches per minute in one half inch plates at power levels of 12 kilowatts. Recently, it has been demonstrated that quenched and tempered steels can be welded in thicknesses up to three quarters of an inch at speeds in excess of 25 inches per minute at power levels of 14 kilowatts. Many of these improvements have taken place because of refinements in techniques, gas shielding, power stability and a decrease in spot size. Not only does the laser weld faster but the properties of laser welds are significantly better than the normal arc welding techniques and even better than another esoteric welding technique, electron beam welding. This improvement in properties is manifested both in mechanical properties and fracture resistance values. Typically autogeneous laser welds of quenched and tempered steels have yield strengths exceeding those of the base plate. At the same time, there is no significant reduction in the ductility of these welds. On the other hand, the fracture toughness values of laser beam welds approach the values obtained for the base plate and are significantly higher than the values obt

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AdVANCEd CONCEPTS IN CHEMICAL PROPULSION SYSTEMS FOR A 500-TON SUBMERSIBLE

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NAVAL ENGINEERS JOURNAL 1981年第1期93卷 63-75页

作者： URBACH, HB KNAUSS, dT QUANdT, ER Dr. Herman B. Urbach:received his B.A. degree in Chemistry from Indiana University in 1948 his M.A. degree in Physical Chemistry from Columbia University in 1950 his Ph.D. degree in Physical Chemistry from Case-Western Reserve University in 1953 and his M.S. degree in Mechanical Engineering from The George Washington University in 1976. After receiving his doctorate he was employed by Olin Mathieson Corporation Niagara Falls N. Y. as a Group Leader and Research Chemist on rocket fuels borane chemistry and the reactions of oxygen atoms with ozone. In 1959 he joined the United Technology Research Laboratories East Hartford Conn. as a Senior Research Scientist working in the area of fuel cells and electrochemistry. Presently he is a Scientific Staff Assistant in the Power Systems Division David W. Taylor Naval Ship Research and Development Center where since 1965 he has performed research and development studies on fuel cells gas turbines biphase turbines and MHD systems. Additionally Dr. Urbach was a Consultant to the Artificial Heart Program of the National Heart and Lung Institute NIH and presently is a member of the New York Academy of Science Sigma Xi American Chemical Society Electrochemical Society American Institute of Aeronautics and Astronautics and the American Society of Mechanical Engineers. Dr. Donald T. Knauss:received his B.S. degree in Mechanical Engineering from Duke University in 1956 at which time he took employment with the NASA Lewis Research Center Cleveland Ohio. Here he was involved with aircraft propulsion innovations until his entry into military service with the U.S. Air Force. After completing work toward his M.S.M.E. degree at Purdue University in 1962 he was employed by Battelle Memorial Institute Columbia Ohio where he was involved in a variety of projects related to Fluid and Thermal Mechanics. He was later employed by the Ballistic Research Laboratories Aberdeen Proving Ground Md. where he contributed to studies of the physical gas dynamics of hypers

Alternative advanced power systems designed to operate a 500-ton submersible have been examined with respect to overall weight and volume fractions. Two-week and one-month missions, with and without the conventional “at-sea” recharge capability, were considered to evaluate the impact of advanced technologies on non-nuclear submarine design. Candidate air-breathing, primary-power systems studied included diesel, Closed-Brayton Cycle (CBC), and fuel cells. A number of options for underwater operation were based upon high-energy reactants replenlshable from Base supplies. Another set of options was considered based upon using JP-S fuel with “at-sea” rechargeable secondary power systems, including thermal-energy storage, advanced lithium-sulfur batteries, or flywheels. Replenlshable high-energy reactant systems were, on average, lower in weight and volume than the rechargeable systems for the same submerged-mission profile. Moreover, the replenlshable systems permitted an extended tactical encounter with a maximum duration of 8 to 17 hours at speeds of 30 knots without the need to resurface and recharge a secondary energy storage device. The lowest-weight rechargeable systems in the order of increasing weight were the CBC engine with advanced lithium-sulfur battery, the CBC engine with carbon-block (thermal energy storage), and the diesel engine with advanced lithium-sulfur battery. The rechargeable systems required unacceptable weight fractions in both missions. The high-energy (replenlshable from Base supplies) systems, with the exception of the heavy acid fuel cell using LOX, were all acceptable candidates for application in the two-week mission. Only the CBC engine with a llthium-sulfurhexaflaoride heat source, the lowest-weight system in both mission groups, was acceptable for the one-month mission.

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BANQUET AddRESS - technology IS FUN, ITS THE OTHER THINGS

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NAVAL ENGINEERS JOURNAL 1981年第3期93卷 57-59页

作者： FROSCH, RA President American Association of Engineering Societies Inc Dr. Robert A. Frosch born in New York City on 22 May 1928 attended Columbia University from which he received his B.A. degree in 1947 his M.A. degree in 1949 and his Ph.D. degree in 1952 all in the field of Theoretical Physics. While completing his studies for his doctorate he joined Columbia's Hudson Laboratories in 1951 and worked on naval research projects as a Research Scientist until 1958 when he became the Director Hudson Laboratories a post he held until 1963. From 1965 to 1966 he was Deputy Director Advanced Research Projects Agency (APRA) Department of Defense (DOD) having first joined ARPA in 1963 as the Director for Nuclear Test Detection the position he held until 1965. Since 1969 he also has served as the DOD member of the Committee for Policy Review National Council of Marine Resources and Engineering Development and in 1967 and 1970 as the Chairman of the U.S. Delegation to the Intergovernmental Oceanographic Commission meetings at UNESCO in Paris. In addition he was the Assistant Secretary of the Navy for Research & Development from 1966 to 1973 Assistant Executive Director of the United Nations Environment Program with the rank of Assistant Secretary General of the United Nations from 1973 to 1975 and Assistant Director for Applied Oceanography at the Woods Hole Oceanographic Institution from 1975 until mid-1977. In June 1977 he became the Administrator of the National Aeronautics and Space Agency (NASA) the position he held prior to joining the American Association of Engineering Societies (AAES) Incorporated. On 20 January 1981 he was elected to his present post as President AAES. Additionally he was the Sea Grant Lecturer for the Massachusetts Institute of Technology in 1974 and currently is a National Lecturer for Sigma Xi. During his distinguished career Dr. Frosch has been the recipient of numerous awards among which are the Arthur S. Flemming Award in 1966 the Navy Distinguished Public Service Award in 1

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ENERGY CONSIdERATIONS STUdY ON NAVAL SHIP FUEL CONSUMPTION VARIATIONS

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NAVAL ENGINEERS JOURNAL 1981年第2期93卷 47-57页

作者： SLAGER, JJ TOMASSONI, CA SANdBERG, WC THE AUTHORS: Mr. John S. Slager:is currently the Director of Hydrodynamic Design at Designers & Planners (D&P) Inc. Arlington Va. He received his B.S. degree from Webb Institute of Naval Architecture in 1949 and from then until 1964 was employed as Naval Architect and Supervisory Naval Architect in the Preliminary Design Branch of the Navy's Bureau of Ships where he was involved in Feasibility Conceptual and Preliminary Design studies for all types of Navy Surface Ships and Submarines. From 1964 to 1980 he was employed as Principal Naval Architect at Hydronautics Inc. where he continued to be involved in early-stage design work primarily naval ships. In recent years he has concentrated on improvement of ship hydrodynamic performance and has been involved in the development and definition of the hull forms as well as the power performance predictions for many recent naval ship designs. In 1980 he joined D&P where his responsibilities include management of and participation in ship hydrodynamic studies and participation in the early-stage design of all types of ships. Mr. Slager is a member of RINA and SNA ME. Mr. Carlos A. Tomassoni:is Director of Ship Design and Marine Economics at D&P. He received his M.S. degree in Naval Architecture and Marine Engineering from the University of Buenos Aires in 1962 and began his career as a Naval Architect in the largest naval shipyard in his native country. In 1965 he joined the firm of John J. McMullen Associates in New York City as Project Engineer. He also worked as a Senior Naval Architect for the Advanced Marine Technology Division of Litton Industries during the design of the DD 963 Class ships and most recently for Hydronautics Inc. where he reached the position of Head Naval Architecture Division. In his current capacity at D&P he is responsible for early-stage ship design work and marine economic activities for both commercial and naval ships. He is particularly experienced in the development and use of ship design synthesis computer programs used

Speed-power margins are applied during the preparation of powering performance estimates for new U.S. Navy ship designs. This paper describes a study which was carried out in support of the U.S. Navy's Energy Conservation program. The primary purpose of the study was to estimate, for new naval ships, the savings in ship fuel consumption and ship acquisition costs which might be achieved by the use of design power margin values which are smaller than those in the current NAVSEA margin policy. A second, related purpose was to determine the risks, in terms of reduced probabilities of achieving design speed, which would be associated with the use of reduced power margin values. The results of the study indicate that reductions in fuel consumption and acquisition cost can be achieved if a projected new naval ship is redesigned with a smaller value of power margin. However, the results are shown to be dependent upon ship size constraints and on the type of propulsion system. The results of the study also indicate that, for a projected new naval ship, the use of a reduced design power margin value will be accompanied by a substantial decrease in the probability of achieving the design speed.

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COMPARATIVE NAVAL ARCHITECTURE ANALYSIS OF NATO ANd SOVIET FRIGATES .2.

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NAVAL ENGINEERS JOURNAL 1980年第6期92卷 84-93页

作者： KEHOE, JW GRAHAM, C BROWER, KS MEIER, HA USN Capt. James W. Kehoe Jr. USNreceived his U.S. Navy commission in 1952 after receiving his B.S. degree in Mathematics from Stonehill College in Massachusetts. and subsequently he attended the Sun Diego State College from which he received his M.A. degree in Education. His sea duty assignments have included three Destroyers most recently as Commanding Officer. USS John R. Pierce (DD-743).and three Aircraft Carriers. most recently as Engineer Officer in theUSS Wasp (CVS-18).Ashore he has had duty in the Navy's Nuclear Weapons Program the POLARIS Missile Program and as an Instructor in Project Management. Currently he is the Director Comparative Naval Architecture Program in the Naval Sea Systems Command. Capt. Kehoe has been a member of ASNE since 1974 and has authored two technical papers on U.S. and Soviet ship design practices which were published in theU.S. Naval Institute Proceedingsand theNaval Engineers Journal. Cdr. Clark Graham USNbetter known as “Corky.” graduated from the U.S. Naval Academy in 1964 and subsequently received his Ph. D. degree from Massachusetts Institute of Technology (MIT) in 1969. Currently. he is assigned to the Naval Sea Systems Command as the DDGX Ship Design Manager. Previous to this assignment. he was the NAVSEA Cruiser Project Manager Representative and SUPSHIP Newport News Project Officer for Nuclear Cruisers. He has served in three combatant ships including the Guided Missile CruiserUSS Gridley (CG-21)as Engineer Officer. He has had a tour of duty at the former Naval Ship Engineering Center as a Ship Design Manager and as Director U.S./Soviet Comparative Ship Design Study. During his duty in the Office of the Chief of Naval Operations (OP-96). he was the Technical Assistant for the Advanced Naval Vehicles Concept Evaluation. In addition. Cdr. Graham has taught Ship Design in the Naval Construction and Engineering Curriculum at MIT. and recently he developed a course in Comparative Naval Ship Design for the MIT Professional Summer Program. He has had over 15 Techn

This paper is a report of a comparative naval architecture analysis of United States, Canadian, French, Netherlands, German, British, and Soviet Frigates. The investigation covered general arrangements, weapons and sensors, survivability, intact and damaged stability, manning and personnel support (all of which me discussed in PART I), and hull form, propulsion, speed range, sea keeping, ship size, and future growth capability (to be published in PART II). Weapons and sensors were only addressed in terms of their impact on the weight and volume of the ship. The actual military effectiveness of each Frigate was not assessed.

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