Specifications of the USS King (DLG-10/DDG-41)

General Characteristics of the The USS King (DLG-10/DDG-41)

This page lists the general characteristics of the USS King.

Built by Puget Sound Naval Shipyard, Bremerton, Washington
Contract Awarded November 18, 1955
Keel Laid March 1, 1957
Launched December 6, 1958
Commissioned November 17, 1960
Decommissioned (AAW Upgrade) April 30, 1974
Re-commissioned September 17, 1977
Decommissioned March 28, 1991
Stricken November 20, 1992
Sold (J & L Metals) April 15, 1994

Physical Characteristics
LOA (Length Over All) 512’ 6”
LBP (Length Between Perpendiculars) 490’
Beam 52’ 5”
Draft 17’ 9”
Navigational Draft 25' to 30'
Displacement 5,648 Tons (full)

Terrier Missiles Terrier Missiles Terrier Missiles
5”/54 Gun Standard Missiles Standard Missiles
3”/50 Gun 5”/54 Gun 5”/54 Gun
Torpedoes (Mk-46) Torpedoes (Mk-46) Torpedoes (Mk-46)
Harpoon (RGM-84)

Propulsion and Engineering
Boilers Babcock and Wilcox (4)
Main Engines Allis Chalmers (2)
SHP (Shaft Horse Power) 85,000
Fuel 256,000 gallons NSFO
Maximum Speed 33.5 knots
Cruising Range 5,000 NM @ 20 knots


Beam - The breadth of the ship at the broadest point is called the beam. Molded beam is measured amidships or at the widest section from the inside surface of the shell plating. Maximum beam or extreme breadth is the breadth at the widest part of the ship, and is equal to the molded breadth plus twice the plating thickness plus the width of fenders, overhanging decks, or other solid projections.

Displacement - The displacement is the weight of the water of the displaced volume of the ship; for static equilibrium it is the same as the weight of the ship and all cargo on board. Therefore, displacement is directly related to displacement volume and it can be found by multiplying the volume with the specific gravity of the water in any set of consistent units. For example if the volume is in cubic feet, we may divide it by 35 to get the displacement in long tons in seawater, or by 36 in fresh water.

Draft - The vertical distance between the waterline and the deepest part of the ship at any point along the length is the draft. Drafts are usually measured to the keel and are given as draft forward (Tf ), draft aft (Ta ) and mean draft (T or Tm ). A ship's forward and after draft marks are seldom at the perpendiculars and mean draft is not necessarily amidships; the slight errors introduced by using drafts at these points can be discounted if trim is not extreme. Molded drafts are measured from the molded baseline, while keel drafts are measured from a horizontal line though the lowest point on the bottom of the keel extended to intersect the forward and after perpendiculars. Navigational or extreme drafts indicate the extreme depth of sonar domes, propellers, pit swords, or other appendages which extend below the keel, and are therefore not used to calculate hydrostatic properties. Draft scales for keel drafts are usually placed on both sides of the ship at each end as near as practical to the respective perpendiculars. The external draft marks are generally Arabic numerals, with height and spacing arranged so that the vertical projection on the vessel of the numeral heights and vertical spacing between numerals are both six inches. The draft figures are placed so that the bottom of the figure indicates the keel draft. Drafts can thus be read to the nearest quarter-foot (3 inches) in relatively calm waters. This measurement can vary greatly depending on the amount of fuel, weapons, stores, etc. on board. The salinity of the water can also affect the ships buoyancy and therefore her draft. The official figures for draft are derived from the Designer's Water Line, which is determined during the design process. This number does not take into account the distance of any protrusions below the keel, such as the sonar dome. Navigational Draft is the term to define the shallowest water in which the ship can operate. The Navigational Draft has been published in several figures anywhere between 25' and 30'.

LBP (Length Between Perpendiculars) - The length of a vessel along the waterline from the forward surface of the stem, or main bow perpendicular member, to the after surface of the sternpost, or main stern perpendicular member. This was believed to give a reasonable idea of the ship's carrying capacity, as it excluded the small, often unusable volume contained in her overhanging ends. On some types of vessels this is, for all practical purposes, a waterline measurement. In a ship with raked stems, naturally this length changes as the draught of the ship changes, therefore it is measured from a defined loaded condition.

Maximum Speed - The maximum published speeds for ships have always been a point of contention. Many sailors are happy to boast that their ship was the fastest in the fleet or in their class, but there are many factors that influence the maximum achievable speed of any ship. A lightly loaded ship (without weapons, stores, and full fuel loads) in shallow water will achieve greater speeds than that same ship fully loaded in deep water. This is why the maximum stated speeds of many ships were achieved during builder's trials (often in a bay or on a river). The only meaningful measure of a ship’s maximum speed (determined by the designers) is under normal, fully loaded, deep water conditions. For the Farragut class, that number is 33.5 knots.

Here are some of the major factors that influence speed:

Load – This actually refers to 2 types of loads. The first is weapons, fuel, and stores. Without these loads, the ship will have a lighter displacement and therefore ride higher in the water. The higher the ship rides, the less surface area of the hull has contact with the water, providing lower resistance and drag. The second type of load is that from the ship’s systems. Basic physics tells us that you can’t get something from nothing, so any ship’s system (pumps, generators, etc.) takes power away from the main engines.

Hull - The single largest factor that influences speed is the hull itself. The calculations are quite complex, but there comes a point where the SHP that is required to overcome wave making resistance increases exponentially, requiring huge increases in power with only very small increases in speed. The propagation speed of deepwater waves is proportional to the wavelength of the generated waves, and the wavelength of a boat's wake is based on its waterline length — so there is a direct relationship between the waterline length (and thus wave propagation speed) and the rate at which drag increases. A simple way of considering wave-making resistance is to look at the hull in relation to its wake. At speeds lower than the wave propagation speed, the wave rapidly dissipates to the sides. As the hull approaches the wave propagation speed, however, the wake at the bow begins to build up faster than it can dissipate, and so it grows in amplitude. Since the water is not able to "get out of the way of the hull fast enough", the hull, in essence, has to climb over or push through the bow wave. This results in an exponential increase in resistance with increasing speed.

Propellers – The propellers are the device that transfers the energy from the engines to the water. At low speeds, the propeller can efficiently transfer the energy with minimum turbulence, but as speeds increase, so does that turbulence. This turbulence, called cavitation, is characterized by the formation of air pockets at the trailing edge of the propeller. Since the next blade of the propeller has to go through that air pocket, much of the energy is lost there instead of being imparted to the water. To sum it up, the efficiency of the propeller decreases with the speed of rotation.

SHP (Shaft Horse Power) - Shaft horsepower is the power delivered to the propeller shaft of a ship.