9tw*

6 A

IF

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iliiiuir

AN EXPLORATORY INVESTIGATION OF THE EFFECTS OF

UNDERWATER LINE CHARGES ON SHIP PLATING

by

J. K. Fleming and R. E. Oliver

This document is subject to special export controls and

each transmittal to foreign governments or foreign nationals
may be made only with prior approval of
Naval Ship Research & Development Center (Code 700).

December 1967

Report No. 2539

ZR 011 01 01

TABLE OF CONTENTS
ABSTRACT.................................

ADMINISTRATIVE INFORMATION ........................................................................

INTRODUCTION .........................................................................................................
BACKGROUND........................................................................................................
OBJECTIVES ...........................................................................................................

1
1
2

TESTING ........................................
APPROACH .........................................
TARGET CONSTRUCTION ....................................................................................
INSTRUMENTATION .............................................................................................
TEST CONDUCT ....................................................................................................

2
2
3
3
6

TEST RESULTS ............................................................................................................

FREE-WATER PRESSURE MEASUREMENTS .......................................... ..........
........... .................
DAMAGE EFFECTS ......................................................

8
8
10

DERIVATION OF THE DAMAGE RULE ...................................................

12

SUMMARY.........................................

17

REFERENCES .............................................................................................................

18

................

19

..................................................

21

INITIAL DISTRIBUTION ...................................................

DD FORM 1473 ...................................................

_~

II

II

..........

bllll--

1111

LIST OF FIGURES

Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure
Figure

1 - Test Panel Details .........................................................................................

2 - Test Panel Showing Frames and Longitudinals .................................... ........
3 - A Schematic of Instrumentation for Free-Water Tests .................................
4 - Schematic of Instrumentation and Test Array for the Panel Tests ...............
5 - Panel Rigged for Testing ..............................................................................
6 - Line Charge with Supporting Float..............................................................
......
7 - Distribution of Peak Pressure around Line Charge................................
8 - Comparison of Shock Waves at Various Positions around Line Charge ........
9 - Comparison of Line Charge and Compact Charge Pressure Hlistories ...........
..............
10 - Damaged Test Panel, Front View .......................................
........................................................................
Configuration
11 - Line Charge
12 - Relationship of Deflection between Stiffeners ....................................... .
13 - Plating Deflection of DD 692 Class Destroyer Hull versus Mk 8 Mod 2 Line
Charge Standoffs .........................................................................................

Page
3
4
5
5
6
7
8
9
9
11
14
15
16

LIST OF TABLES
Table 1 - Test D ata ............................................. ...........................
Table 2 - Maximum Set Deflections in Inches .......................................

.............

7
10

NOTATION
A
a
d
E
I
R
Ro
s
t
W
w
a
a

Plate area
Effective plating size
Plating deflection
Total shock-wave energy incident on the plate
Length of line charge
Charge standoff
Perpendicular distance between the center of plating and geometric center of the
line charge
Coordinate of element ds
Plating thickness
Charge weight
Explosive weight per-unit-length of line charge
Angle between R and R o as shown in Figure 11
Yield stress of plate

111

ABSTRACT

A series of tests employing Mk 8 Mod 2 flexible linear

type demolition charges and 4-ft by 6-ft panels simulating a
portion of the DD 692 Class hull structure was conducted to
determine the hull-plate dishing produced by line charges.
The test results are presented and a damage rule is derived
for estimating the permanent dishing produced by line
charges detonated underwater parallel to the ship plating.

ADMINISTRATIVE INFORMATION

The work described in this report was conducted as part of the Naval Ship Research and
Development Center Independent Research Program, Subproject ZR 011 01 01.

INTRODUCTION

BACKGROUND
Line charges are often used in salvage work that requires the charges to be detonated
underwater in close proximity to a ship.' Therefore, information is desired concerning the
effects of line charges on ship hulls. Damage rules for estimating the hull dishing produced
4
2,
by compact explosive charges used underwater against submarines 3 and surface ships are
available; but no comparable means are available for estimating permanent hull deformations
resulting from line charges detonated underwater. Therefore, an exploratory study to
determine these effects has been initiated.

1 References

are listed on page 18.

OBJECTIVES
The objectives of this project were:
1. To investigate the response of air-backed steel panels representing ship hull
plating to the loadings produced by line charges detonated parallel to the
ship plating underwater; and
2. To derive a damage rule for estimating hull-plate dishlling fronm .wh loadings.

TESTING

APPROACII
The Navy, at present, employs \lk 8 Mod 2 linecar tl pe chlarges in its salvage operations; therefore. this line charge wa., choaii for this in\cestigatioll. It consists of a 2-in.diam, 25-ft-long rubber hose filled with 50 Il) o a 7)0/3() ix\ture of Composition A-3
and aluminum powder.
Initially, free-water tests enmploying this charge were conducted to determine the
shock-wave pressure histories produced b the line charges. Then tests with the line
charge detonated at various distances from targets were conducted.
Panels representing 4-ft by 6-ft portions of the DD 692 Class hull structure were
chosen for targets as representative of thin-skinned ship hulls. These panels, which included two longitudinals and four frames, were attached to a heavily stiffened, boxlike
steel structure for testing.
The tests were conducted with the charge horizontal and parallel to the length of
the vertically oriented hull structure. Its midlength was placed opposite the geometric
center of the target. The charge depth was 10 ft, a depth typical for salvage work
against destroyers. In such salvage applications, the charge will generally be placed on
the sea bottom. The effect of the bottom is, however, small and varies depending on the
consistency of the bottom material. The tests were, therefore, conducted in free water
to assure well-defined test conditions.
Tests with cylindrical charges of a length-to-diameter ratio of 1:1 were included in
the investigation to facilitate comparison of the line charge tests with damage estimating
formulae previously derived for such compact charges.4

-i-a***Lbr,~-~,~_~~
9-9R**

_____~_~_______~~~~___~~____________~___

-s

___I___^^_

TARGET CONSTRUCTION
The test vehicle was fabricated from 1/4-in.-thick HY-80 plate. It was a 4-ft by 6-ft
boxlike structure with 1'/4-in.-thick HY-80 external bar-stiffeners. The test panels, which
simulated a section of the DD 692 Class destroyer hull in way of Frames 34 and 35, were
fabricated of /4-in.-thick MS plate (average yield - 44,000 psi) stiffened with two longitudinals and four frames as shown in Figure 1. This figure also shows the strong edge support
Figure 2 shows a rear view of a panel mounted

that is provided by the boxlike structure.

on the test vehicle. This photograph was taken after one of the tests.

11/4" HY- 80 PLT.

C
"p'

r,"C

LA--

It

_
--V;- _ ._IH

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"i"A DE.

NB.

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fI-

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M.S.PLT.

Ii

PANEL

7B

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II

Be

B"

'
I

r
01

4-

:cI"

SECTION"C-C"

.,..

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FR.3

,
I

21"

21"
80"

21"

I
' F 4.4

."I

FR.2

I ,'"

FR.I

LONGITUDINAL

DETAIL"A

SECTION " B-B"

FRAME

Figure 1 - Test Panel Details

INSTRUMENTATION
For the initial tests, pressure gauges (PE) were used for recording the free-water pressure measurements. For the panel tests, three mechanical deflection gauges (M1I)) were used
to record the plating and stiffener deflections; in addition two PE gauges were installed at
the center of the panel; one PE gauge was positioned 1'/2 ft in front of the panel and

__

one of the
another one was 5 ft in front of the panel. Figure 3 shows the PE locations for
free-water tests and Figure 4 shows instrumentation locations for the panel tests.

Figure 2 - Test Panel Showing Frames and Longitudinals

__

__

I1

PE-4

---1-

PE-5A

PE-8

5'

N.

PE-3

PE-6

\ * PE-9

PE-2

o* \

30
PE-

DETONATION
END

300
PE-70

0 PE- 10

LINE CHARGE

Qt~7'

4-5'

25'

Figure 3 - A Schematic of Instrumentation for Free-Water Tests

DETONATION END

1 2.5'
AD-I
D-2FR.2

t.

PE I
PE2

FR. I

ar

IL~EPE

E4
,PE

SECTION - A-A

Figure 4 - Schematic of Instrumentation and Test Array for the Panel Tests

TEST CONDUCT
The tests were conducted in the Turning Basin of the Norfolk Naval Shipyard where
the water depth is approximately 40 feet. The free-water pressure measurements were
obtained by hanging the PE gauges, shown schematically in Figure 3, from a wooden float
which also held the line charge.
The test vehicle was hung below a steel drum at a 10-ft depth during the tests.
Figure 4 shows the test array. One of these panels that is ready for testing is shown in
Figure 5. The pressure gauges are also shown in this figure: two gauges are at the center of
the panel, one is 1V2 ft and the other is 5 ft from the panel. Figure 6 shows a line charge
supported by its float. The line charge was detonated from the end closest to Frame I of
the test panel (Figure 4). Table 1 lists the pertinent data for all tests.

TEST VEHICLE

Figure 5 - Panel Rigged for Testing

--

__

~Sa3~

B-

-----

--

--

~
--

Figure 6 - Line Charge with Supporting Float

TABLE 1
Test Data
Test

Type of
Charge
Line**
Line**
Compact
(HBX-1)

Charge Weight Test Structure

(lb)
50
50
21

Line**
Line**
Line**
Compact**

Charge Depth
(ft)
10
10

Minimum Standoff*
(ft)
-

10

UERD
Shot No.
7482
7536
7538

50
50
50
50

Panel No. 1
10
30
7548
Panel No. 2
10
40
7666
Panel No. 3
10
50
7674
Panel No. 4
10
40
7696
*Standoff is measured normal to the panel. from the geometric center of the charge.
**These charges were a 70/30 mixture of composition A-3 and aluminum powder. Line charges were
Mk 8, Mod 2 Demolition Charges 1 ; compact charges were cylindrical with a length-to-diameter ratio
of 1:1.

----

--

TEST RESULTS
FREE-WATER PRESSURE MEASUREMENTS
The pressure measurements reveal the complexity of the pressure field around a line
charge. Figure 7 shows the distribution of shock-wave peak pressures in the horizontal plane
on one side of the line charge at a standoff of 20 ft from the midlength of the charge. It
can be seen that the maximum peak pressure is obtained at about 120 deg, measured with
the detonation end of the line charge at 0 degree. This pressure distribution agrees with
previous studies.s-s
ALL GAUGES ARE 20 FT FROM MIDLENGTH OF MK 8 MOD 2 LINE CHARGE
1200

900

600

explosive, total weight and standoff. It can

i- be seen that the pressure histories are
rO quite similar.

I IN-

ile

C AR GE

E00111A T10

EN

Dsriuio f ekPrsur ron Ln Cag

isoreso te erediulr iecorofte in cagereeml tos o
Th pesur
compct cargethoe taen t th sam disanc fro themidlngt of he carg
hoever
nda loerdeay
deontin ndhae lwe pak resue'DETONATION
butatananleclsetoth
186
helie hag0
omars END
hechrg.
igre9
ih
epndnc o te nge
Fiur 8shwsths
LINE CHARGE ha o a omac care, it te am
n hepepenicla bsetorwih
presue igatue
around Line Charge ae qitesimlar
7 -nd
Distribution
Figurettalweiht
sen hatthepresurehisoris
an ePressure
tanoff.Itof Peak
explsiv,
Fiue

The pressure histories on the perpendicular bisector of the line charge resemble those of a
compact charge; however, those taken at the same distance from the midlength of the charge
but at an angle close to the detonation end have a lower peak pressure and a slower decay.
Figure 8 shows this dependence on the angle with the charge. Figure 9 compares the line charge
pressure signature on the perpendicular bisector with that of a compact charge, with the same

ii

II

rlr~-I

---

~-~I

II

120 DEG
4000

90 DEG
3000

2000

60 DEG

1000

0.5

1.u

Figure 8 - Comparison of Shock Waves at Various Positions around Line Charge

(at 20-ft standofffrom midlength of charge)

3000

2000

COMPACT CHARGE - 50 Ib

25-FT LINE CHARGE

1000

0.2

0.4

0.6

0.8

TIME, msec

Figure 9 - Comparison of Line Charge and Compact Charge Pressure Histories

(at 35-ft standofffrom gauge)

1.0

DAMAGE EFFECTS
In each of the panel tests the frames and longitudinals moved inward and the hull
plating deflected inward between frames. Figure 10 shows one of the damaged panels
after the 30-ft standoff line charge attack and Figure 2 shows the rear view of a
damaged panel. This damage was typical of all tests. In no case was the hull plating
fractured.
Table 2 lists all measured set deflections for the four panel tests. However, it
should be pointed out that the deflection of the frames and longitudinals cannot be
considered representative of damage produced in a ship hull because of the edge
restraints provided by the boxlike structure. The following analysis will therefore be
concerned only with the panel dishing relative to the adjacent strength members. Ordinarily the primary emphasis should be placed on the center panel which is farthest
removed from the edge restraint provided by the boxlike structure. However, the
deflection measurements did not show any systematic differences between the center
panel and, therefore, all these measurements were considered in the analysis.
The deflection histories showed no bubble pulse action on the stiffeners but a small
bubble pulse action on the panels between stiffeners. Since the bubble pulse contribution was insignificant in the range of the severer tests of primary interest, it will be
ignored in the following analysis.

TABLE 2
Maximum Set Deflections in Inches
Panel
No.

Charge
Type

Standoff
(ft)

Frame
1

Frame Plating
between
2
Frames
2 and 3

Plating
between
Frames
1 and 2

Frame
3

Plating
between
Frames
3 and 4

0.93
1.47
0.75
1.57
0.16
30
25-ft line
0.25
0.94
0.32
0.93
0.10
40
25-ft line
0.06
0.67
0.16
0.55
0.06
50
25-ft line
0.16
0.76
0.16
0.55
0.06
40
compact
Notes: 1. Compact charge was a cylindrical charge with length-to-diameter ratio of
2. Measurements are accurate to +0.05 inch.
3. All charge weights are 50 pounds.
1
2
3
4

, II

1.56
0.69
0.43
0.58
1:1.

II

Frame
4

0.25
0.06
0.00
0.06

IL

UERD
Shot
No.
7548
7666
7674
7696

I I

1-

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Figue
Dmage
10Tes Pael,

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rontVie

Figure- 10- - amgd es anlFonVe

DERIVATION OF THE DAMAGE RULE

The prediction of the pressure histories for line charges is extremely difficult. In a
similar study 9 it was suggested that the pressure histories at a given point be derived by summing up the contributions of incremental length elements of the line charge, but this study
pointed out that this process is extremely difficult to carry out because of the nonlinear
manner in which the individual shock waves are superimposed on each other. These difficulties are indeed so great that they have up to now prevented the calculation of the
pressure-time histories of line charges on a purely theoretical basis.
These difficulties may not, however, rule out the possibility of deriving an approximate
expression for the permanent deflection produced in the hull plating in a similar manner,
i.e., by considering the individual contributions of the elements. While this procedure cannot yield a description of the pressure histories, and therefore that of the detailed loading
and response phenomena of the shell plating, it may still provide a practically useful approximation to the gross effect of the line charge. Such an approach appeared, therefore,
worthwhile and is described in the following.
In Reference 4 a relationship'is given for estimating dishing of hull plating by compact
charges:

d = const

fw

a
-at

where

(1)

W is charge weight (lb)

R is charge standoff (ft)
o is yield stress of plate (psi)
t is plating thickness (in.)
a is effective plating size (in.), and
d is plating deflection (in.).

For rectangular plates of dimensions 2a 1 2a 2 , a is determined from:

1

16

a2

45

1
2

a11

(2)

+1
a2'

This relationship, Equation (1), gives a gross description of the damage, since it does not consider the finer points in the interaction between loading and the deforming plate. For a given
plate shape the above formula can be rewritten in the form:

III

Il

'-IIIIIYII

--

II11
1

/AW

d-d (const)
SR

or

const
d =-

where

(3)

%E

A is the plate area, and

E is total shock-wave energy incident on the plate.

Let us now consider the line charge as consisting of elements of length ds. Then we
may assume that the deflection of the shell plating between stiffeners can be correlated with
the sum of the incremental shock-wave energies dE s radiated from the line charge elements.
Here we make the drastic assumption that dE s is not affected by the shock waves from the
other line charge elements as it propagates toward the shell plating.
For the line charge, we thus obtain

dEs
-/ 2

= constf A cos a
- /2

where

w ds
R2

w is explosive weight per-unit-length of line charge

I is length of line charge
a, s and R are defined in Figure 11.

This expression can be rewritten as

RoS

E = const A w
1/2 (R2

S 2)/

ds

2A wl
E = const Ro (4R2 + 1 2 )

(4)

where Rois the perpendicular distance between the center of the plating and the midlength of
the line charge as shown in Figure 11. Substituting this expression for the energy in the formula
for d, Equation (3), we obtain finally for the deflection produced by a line charge:

d = const R

2wiRo
(4R 2 +
(4Ro 2

R O- Ort

(5)

This is the deflection which would be produced by an equivalent compact charge

W =
e

2wl R o

(6)

(4R2 + 1 2 )/2

as can be seen by comparing Equation (1) with Equation (5).

LINE CHARGE

LINE CHARGE ELEMENT,ds

I!

RO

I/

10

I/
I/
HULL PLATING
Figure 11 - Line Charge Configuration
In order to determine the proportionality constant in the expression for d, Equation (5), in
these tests, Figure 12 was plotted. The deflections plotted represent the dishing of the plating
relative to the adjacent stiffening members and were measured from straight lines joining
adjacent frames. The straight line drawn in Figure 12 is the least squares best fit which
passes through the origin. The standard deviation of the experimental values as expressed in

II

rr

11 111

~--

1111

percent of the least squares values was found to be 20 percent. Therefore the deflection
between stiffeners caused by a Mk 8 Mod 2 line charge can be approximately predicted by
the equation:

2wI Ro

d = 37

(4R

1.2

1.0

(7)

+ 1 2)j

LEGEND

FWD PANEL
CENTER PANEL
AFT PANEL

z
o

El

04
bl
-J
IL

hi
C

I
40

50

0.615
a

2wl

Ro V

o
(4R2+

I
30 FT.

0.0 2o

STANDOFF

0o.625

Ro
2

Figure 12 - Relationship of Deflection between Stiffeners

Figure 13 compares the measured experimental values with the prediction by means of a
band that considers the standard deviation. This figure also shows experimental values for
the panel test conducted with a 50-lb compact charge. It must be noted that this equation
predicts only the deflection between frames and does not predict the frame deflection.

The experimental information obtained and the damage rule derived apply only to line
charges suspended freely in water. However, in most salvage applications the line charges will
normally rest on the sea bottom. The effect of the sea bottom on the damage produced will
vary greatly with the bottom consistency but it is generally very small. The line charge may
be slightly less effective on a soft mud bottom and somewhat more effective on a hard
bottom. In extreme cases with very hard bottoms a conservative estimate may be obtained
by increasing the charge weight by 35 percent.'"" 2
For applications of the line charges at depths considerably greater than 10 ft, increased
damage might occur as the result of reloading and bubble pulse action.4

LEGEND

o FWD PANEL,.

1.4-

o CENTER PANEL
A AFT PANEL
* COMPACT CHARGE
1.0 ,

0.68.

0.4.
0.

30

STANDOPF,

I0

40
o,

FT.

Figure 13 - Plating Deflection of DD 692 Class Destroyer Hull

versus Mk 8 Mod 2 Line Charge Standoffs
(predictsonly the deflection between frames)

I __

111 1

Il

II

l.l ll

u,

III

ii

ii,

SUMMARY

1. A series of tests with Mk 8 Mod 2 flexible linear type demolition charges was conducted
against panels simulating a destroyer hull. The line charges, which were oriented parallel to
the shell plating, produced up to about 1 2-in. deflections in the severest test conducted.
2. The following conclusions apply to the damage range investigated:
a.

The dishing of hull plating between adjacent stiffening members

produced by a line charge freely suspended in water can be
estimated from Equation (7).

d =a

b.

2wl Ro

Ro _/57 t

(4R2 + 12)

The standard deviation of the measurements was 20 percent.

3. The effect of the sea bottom on the damage produced by a line charge placed on the
bottom will vary with the type of bottom but is generally quite small. A conservative estimate of the most severe bottom effect on the damage produced by a very hard bottom may
be obtained by increasing the charge weight w in the damage rule by 35 percent.

REFERENCES

1. "Demolition Materials," Bureau of Naval Weapons Publication, NAVWEPS OP 2212

(Feb 1962) UNCLASSIFIED.
2. Fleming, J. K. et al., "The Effect of Small Charges on Submarine Hulls (U)," David
Taylor Model Basin Report C-1307 (Jul 1962) CONFIDENTIAL.
3. Parnell, U. C., "The Resistance of Submarine Hulls to Underwater Explosions (U),"
David Taylor Model Basin Report C-1900 (Jun 1965) CONFIDENTIAL.
4. Keil, A. H., "The Response of Ships to Underwater Explosions," David Taylor Model
Basin Report 1576 (Nov 1961) UNCLASSIFIED.
5. Singletary, J. F. et al., "Line Charge Directivity," Naval Ordnance Laboratory, White Oak,
Report NOLTR 65-182 (Nov 1965) UNCLASSIFIED.
6. Lemmis, T., "Directivity Patterns of Line Charges of Various Lengths and Fixed Weight
(U)," Naval Underwater Ordnance Station, Newport,Report No. TM No. 345 (May 1965)
CONFIDENTIAL.
7. Bayer, T. H., "End Fired Line Charge Measurements," Daystrom, Inc. Electric Division Test
Report (Contract N140(122)74440B, Task 7) (Mar 1964) UNCLASSIFIED.
8. Coles, J. S. et al., "Shock-Wave Parameters Measured Off the Ends and Perpendicular
Bisector of Line Charges 25 Ft. Long Containing 50 Lb. of Flexed TNT," Bureau of
Ordnance Publication, NAVORD Report 102-46 (Jul 1947) UNCLASSIFIED.
9. Thompson, Philip A., "Prediction of Shock Waves from Tapered Charges (U)," David
Taylor Model Basin Report C-1302 (Oct 1961) CONFIDENTIAL.
10. Cole, R. H., "Underwater Explosions," Princeton University Press, New Jersey (1948)
UNCLASSIFIED.
11. Kennard, E. H., "Underwater Explosions A Summary of Results," David Taylor Model
Basin Report C-334 (Feb 1951) CONFIDENTIAL.
12. Murray, W. W. and Walker, R. R., "Explosive Testing of Acoustic Mine-Sweeping
Devices," Underwater Explosions Research Division Report 6-56 (Jun 1956)
CONFIDENTIAL.

1111

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r~-~------------ U~~I-;i

MIT, Dept of NAME-Attn: Dr. A. H. Keil

DIR, DDC

U. S. Army Engineer Waterways Experiment

Station Corps of Engineers, Vicksburg
39180

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20310

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BLANK PAGE

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---~-.

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DOCUMENT CONTROL DATA - R & D

,Sciurttr
ORIGINATING

y clasarifcation of title, bodY of abstract and Indexing annotation nimut be entered when the overall report is
2a. REPORT SECURITY

ACTIVITY (Corporate author)

Unclassified

Underwater Explosions Research Division

Naval Ship Research and Development Center
Portsmouth, Virginia 23709
3

REPORT

classified)

CLASSIFICATION

2b. GROUP

TITLE

AN EXPLORATORY INVESTIGATION OF THE EFFECTS OF UNDERWATER LINE CHARGES ON

SHIP PLATING
NOTES(Type

DESCRIPTIVE

of report and inclusive dates)

5 AU THOR(S) (First name, middle initial, last name)

J. K. Fleming and R. E. Oliver

REPORT

7a.

DATE

CONTRACT

8a.

b.

9a.

OR GRANT NO

PROJECT NO.

TOTAL

NO

7b.

OF PAGES

NO. OF REFS

12

26

December 1967

ORIGINATOR'S

ZR 011 01 01

2539
9b.

c.

REPORT NUMBER(S)

OTHER REPORT NO(S) (Any other numbers that may be assigned

this report)

d.
DISTRIBUTION STATEMENT

10

This document is subject to special export controls and each transmittal to foreign governments or foreign nationals may be

made only with prior approval of Naval Ship Research and Development Center (Code 700).
II

SUPPLEMENTARY

12

NOTES

SPONSORING

MILITARY ACTIVITY

Naval Ship Research and Development

Center Independent Research Program
13

ABSTRACT

A series of tests employing Mk 8 Mod 2 flexible linear

type demolition charges and 4-ft by 6-ft panels simulating a
portion of the DD-692 Class hull structure was conducted to
determine the hull-plate dishing produced by line charges.
The test results are presented and a damage rule is derived
for estimating the permanent dishing produced by line
charges detonated underwater parallel to the ship plating.

DD ,"NOV5 1473
S/N

0101.807-6801

UNCLASSIFIED
Security Classification

..~~~~n-hrcuui~

UNCLASSIFIED

Security Classification
LINK

14
KEY

WORDS

ROLE

LINK
WT

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Explosion effects
Underwater explosions
Demolition
Damage
Ship hulls
Deformation
Ship plates
Detonating cord
Demolition charge (flexible linear type)
Line charges (flexible)
Shock waves
Salvage (ships)
Underwater detonation

DD,F".1473

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UNCLASSTFIED

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