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Skeg
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Skeg
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A skeg (or skegg or skag) is a sternward extension of the keel of boats and ships which have a rudder mounted on the centre line.[1] The term also applies to the lowest point on an outboard motor or the outdrive of an inboard/outboard.[A][B] In more recent years, the name has been used for a fin on a surfboard which improves directional stability and to a movable fin on a kayak which adjusts the boat's centre of lateral resistance (it moves the center of resistance relative to the center of effort).[2] The term is also often used for the fin on water skis in the U.S. It has been used for the vertical fin on seaplane hulls and floats. The wear-bar on the bottom of snowmobile ski may also be called a skeg.

Etymology

[edit]

The word originates in the Scandinavian word for beard; in Old Norse, skegg. In Icelandic the word remains skegg, in modern Norwegian Bokmål and Nynorsk, it appears as skjegg, in Swedish, it is skägg and in Danish, skæg. The Norwegian pronunciation of the letter combination skj is as in the English sh. The word is related to the English shaggy. It also appears in the English place name Skegness - 'beard point', from the way in which a series of tombolos forms, towards the nearby Gibraltar Point. Here, the English pronunciation reflects a probable Danish origin, which pronounces the sk letter combination as an English speaker would expect.

In boats and ships

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A skeg-mounted rudder

Where a vessel's rudder is mounted on the centre-line, it is usual to hang it on gudgeons and pintles, the latter being upright pins and the former, rings to fit round them. Together, they form a hinge. This naturally leaves a small gap between the sternpost and the rudder, into which stray items like kelp and rope can catch, causing drag and threatening the security of the vessel's steering. In ships such as Mary Rose, the skeg is a very small feature; a tapered extension of the keel below the leading edge of the rudder. This somewhat beard-like sternward extension of the keel is the basic skeg. Subsequently, the lowest pintle was commonly mounted below the rudder on a metal extension of the keel. This helped further stabilize and protect the rudder and the name skeg was transferred to it. It used to be relatively small until screw propellers were introduced, when it had to reach below the screw and became a proportionately larger feature protecting both screw and rudder from damage.

On wooden vessels, the skeg may be protected from worm damage by the addition of a bug shoe, or a "a length of hardened material, such as ironbark, placed on the sternward keel extension (skeg) to protect from shipworm damage."[3]

In more modern installations, with more than one screw, a fitting supports each propeller shaft just ahead of its screw. This is usually called a shaft bracket but the part of it which extends below the shaft bearing to protect the lower part of the propeller is also a skeg. Similarly, the protective projection of the drive casing, below the rotational axis of the propeller of an outboard motor is another form of the skeg.

Where a yacht is designed with a fin keel, it will normally also have a skeg-mounted rudder.

Rowing shells

[edit]

A skeg on rowing shells is the fin attached to the keel of the shell that helps stabilize it and maintain a straight course. The rudder attaches to the skeg and is steered by cables attached to it. In select sweeping boats, typically fours and eights, a coxswain will control the rudder, while in sculling boats and some sweeping boats, especially pairs, the rudder will be controlled with toe-steering.[4] A skeg typically consists of a flat piece of metal or plastic.[5] Some crews, like Rutgers Crew, use polished wooden skegs that break off upon impact with debris in order to protect potential damage to the hull of the shell.[6]

Surfing

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Main article: Surfboard fin

In surfing, windsurfing, and kitesurfing, skegs, usually known as "fins", are attached toward the tail of the board to improve directional stability and control through foot-steering. Fins allow the rider to control the board's direction by varying their side-to-side weight distribution.

Fixed fins were introduced to surfboards by surfing pioneer Tom Blake in 1935.[7] Around 1936, Woody Brown independently added a fixed fin to his second surfboard design, which further popularized the feature. The stability and control it allowed revolutionized the sport.[8]

Small single aluminum fins first evolved into larger wooden versions, then ones made from fiberglass and carbon fiber. In time, hydrodynamic improvements took place, pioneered by George Downing,[9] who also created the first removable skeg, which was a teak wood skeg in a teak wood box which was supposed to be held in place by the swelling of the wood in water. In modern surfing board design, the conventional set-up is to have three fins, with single fins being a minority. While most windsurfing boards are single-fin, wave boards now feature some twin-fin, tri-fin and quad-fin designs. Directional kitesurfing boards are usually three-fin, with five-fin designs being used for improved upwind performance.

Kayaks

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A skeg is employed in the type of kayak used on more open water such as the sea. Its purpose and use are rather different from those of the surfing skeg. In the kayak, the amount of exposure of the skeg to the water, and also its effect on the position of the boat's centre of lateral resistance (CLR), is freely adjustable by the crew. The adjustment varies the degree to which the wind affects the boat – that is, the amount of lateral movement the wind can cause by impacting the upper parts of the boat and the crew.[2][10][11] In more conventional calculations, this would be the centre of effort of the sail area (CE). In still water, where the wind is pushing the boat sideways, a contrary force (lateral resistance) develops, resisting that movement. If the central points of the application of those two forces coincide, the boat moves steadily sideways. Otherwise, it rotates in the horizontal plane, until they are in line. By varying the CLR, it is possible to better control the boat's attitude towards the wind and waves. Irregular flowing movement of the water complicates the issue, however.[2] They may be made of wood, fiberglass or aluminum. Some are deployed using internal cables, but others use external ropes and bungee cord. Typically, these are retractable, and they are not a rudder.[10][11][12] If properly configured (e.g., use of street sign aluminum in a narrow box that extends through the hull) they will not flex, and will greatly decrease and counter pitch, roll and yaw, like a centerboard on a sailboat, when the craft is moving. In that sense, the skeg acts as a lifting foil.

Aircraft

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Skegs have been used to improve the directional stability of seaplanes. They have been installed on floats[13] and hulls.[14]

Snowmobiles

[edit]

The skis on a snowmobile have a metal wear-bar on the bottom of them. Many sledders call these "skegs". These skegs help the skis to steer on hard surfaces. These often have carbide embedded in them to reduce wear when driven on non-snow surfaces.

See also

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Notes

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References

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Further reading

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Skeg

View on Grokipedia
from Grokipedia
A skeg is a sternward extension of the on boats and ships, typically manifesting as a vertical, tapering projection attached to the hull's bottom plating near the , designed to enhance stability and protect propulsion components. In larger vessels, the skeg improves hydrodynamic performance by streamlining water flow around the , reducing drag, and aiding in yaw control and roll , which collectively enhance and in various conditions. It also serves a protective role, shielding the and from underwater obstacles during or grounding, and provides structural support during drydocking. For smaller craft like outboard-powered boats, the skeg—often integrated into the lower unit of the motor—prevents sideways sliding, maintains a straight course, and safeguards against damage from debris or shallow waters, thereby improving overall maneuverability and safety. Historically more prevalent in older, smaller vessels for course-keeping, skegs remain relevant in modern designs, particularly those with finer hull forms and lower displacement, though advanced technologies like bow thrusters have reduced their necessity in some large ships. Common types include the full skeg , which is unbalanced and fully supported by the skeg, and semi-balanced variants that allow partial freedom for better responsiveness. In specialized applications, such as kayaks or surfboards, analogous skeg-like fins provide tracking stability in choppy waters or during turns, underscoring the term's broader utility in design.

Etymology and History

Etymology

The term "skeg" originates from the word skegg, meaning "," which was applied to nautical features due to their resemblance to a projecting or dangling . This Scandinavian root reflects the descriptive use of the word for any sternward protrusion on a vessel, evoking the shape of . In English, the word entered through dialectal influences denoting a "stump," "," or "wooden peg," terms that similarly connoted short, protruding elements in or natural forms. The earliest recorded nautical use appears in 1601, in Philemon Holland's translation of Pliny the Elder's , where it describes a structural projection on a ship. Variations such as skegg in Icelandic and skag in Norwegian Bokmål persist in modern Scandinavian languages, maintaining the core sense of a beard-like extension. These trace back to Proto-Germanic *skaggiją. By the , the term had evolved from general contexts to its specific nautical application, denoting a extension for stability. This linguistic shift paralleled advancements in , though details of its physical adoption appear later.

Historical Development

The skeg first appeared as a simple structural feature in wooden during the 17th to 19th centuries, serving primarily as a sternward extension of the to support and protect the by providing a hinged mounting point and shielding it from underwater damage. In these early designs, the skeg was an integral part of the hull's afterbody, enhancing overall structural integrity without advanced hydrodynamic considerations. Advancements in skeg design accelerated in the with the transition to steel hulls, particularly during , when protective and hydrodynamic roles became prominent. The U.S. Navy's North Carolina-class battleships, commissioned in the early 1940s, incorporated inboard skegs on their propulsion shafts; these were armor-plated extensions designed to safeguard the inboard screws, shafts, and adjacent magazines from blasts by deflecting underwater explosions and maintaining shaft alignment under damage. In contrast, the South Dakota-class battleships of the mid-1940s adopted outer skeg configurations positioned on the outboard shafts to optimize hydrodynamics, reducing the hull's cross-sectional area aft and minimizing drag for improved speed and efficiency. Post-war refinements focused on mitigating vibration problems inherent in these early skeg designs, which disrupted smooth water flow around and caused structural resonance. For the class, severe longitudinal emerged during initial sea trials in 1941, requiring nearly two years of modifications—including redesigns from three- to four-bladed configurations and added shaft bracing—before full operational speeds could be reliably achieved by mid-1942. German battleship designs, such as those in the later H-class proposals, prioritized large skegs to widen the hull amidships for enhanced resistance, though this approach emphasized beam expansion over standalone protective efficacy and highlighted trade-offs in maneuverability. By the late , skeg development extended to recreational craft through the adoption of composite materials like and carbon fiber, enabling lighter, corrosion-resistant constructions that integrated seamlessly with molded hulls for small boats and yachts. These innovations, emerging in the mid-20th century and gaining widespread use in the and , allowed for customizable skeg profiles that balanced protection and performance in non-military applications.

Functions and Design

Primary Functions

A skeg serves as a primary structural and hydrodynamic feature in marine vessels, acting as a fixed fin that enhances directional stability by reducing yaw and facilitating straight-line travel. By damping lateral forces and minimizing course deviations caused by waves or currents, it allows vessels to maintain a steady heading with reduced steering effort. This function is particularly evident in computational fluid dynamics analyses, where the presence of a skeg converts turbulent stern flow into smoother streamlines, thereby improving longitudinal stability. Similar to a vertical stabilizer, the skeg contributes to overall control without relying on movable surfaces. In addition to stability, the skeg provides essential protection for propulsion and steering components, shielding rudders, propellers, and shafts from underwater obstacles, impacts, or grounding incidents. During such events, it absorbs and distributes loads, preventing direct damage to more vulnerable elements mounted behind it. This protective role is integral to the skeg's design as a robust extension of the hull, often supporting the post and stern tube arrangements in various vessel types. The skeg also improves hydrodynamic by optimizing water flow over the , which reduces drag, , and around propulsion systems. This leads to enhanced performance through more uniform inflow, minimizing energy losses and supporting better overall . studies highlight how the skeg's form influences lift and drag coefficients, with sealed configurations further refining flow attachment to lower resistance. Furthermore, the skeg aids in balance enhancement by lowering the vessel's center of gravity and countering leeward drift induced by wind or currents, thereby improving roll damping and seakeeping qualities. This is achieved through its contribution to vertical stability, especially in finer-hulled designs with lower displacement. In keeled vessels, the skeg functions as an aft extension of the keel, integrating with the hull form to bolster course-keeping without the need for active steering interventions. This seamless continuation provides longitudinal strength and aligns hydrodynamic forces for passive stability, making it a foundational element in traditional and modern hull configurations.

Design Variations

Skegs exhibit a range of structural forms tailored to specific hydrodynamic and protective requirements. A full skeg represents a complete extension of the that fully integrates with the rudder post, providing maximum protection for the and while enhancing , particularly in sailboats where it supports unbalanced rudders. This design is prevalent in displacement hulls, as seen in historical naval applications like the North Carolina-class battleships, where it shielded inboard shafts. In contrast, partial skegs, also known as semi-skegs, feature shorter extensions from the hull, offering a compromise between stability and hydrodynamic efficiency. These are commonly employed in planing hulls to minimize wetted surface area at high speeds while retaining some roll damping and shaft protection. The reduced length allows for better maneuverability and speed in dynamic conditions, though it sacrifices some of the comprehensive shielding provided by full skegs. Retractable skegs introduce adjustability, consisting of blades that can be raised or lowered via cables to suit varying water depths or environmental conditions. This design is particularly suited to kayaks and small craft, enabling retraction in shallow waters to avoid grounding or damage while deployment improves tracking in crosswinds. The offset positioning from the keel line further aids in navigating sandy or gravelly shallows, with a low-profile mechanism ensuring minimal interference during operation. Configurations also differ in placement relative to propulsion systems. Inboard skegs position propeller shafts internally within the hull extension for enhanced protection against battle damage or grounding, as utilized in battleship designs like the North Carolina class. Outer skegs, conversely, support exposed propellers externally, optimizing water flow and reducing turbulence for improved efficiency in vessels such as the South Dakota-class battleships. Material evolution reflects advances in durability and weight reduction. Early designs relied on wood for its impact absorption or steel for structural strength, though both suffered from rot and corrosion in marine environments. Modern recreational applications favor fiberglass and composite materials, which offer lighter weight and superior corrosion resistance, and ease of molding into complex shapes without ongoing maintenance. Engineering trade-offs center on balancing performance attributes. Larger skegs bolster stability and protect against impacts but increase hydrodynamic drag due to greater wetted area, potentially raising resistance in high A/t configurations. Optimized shapes, such as those with rounded noses, maximum thickness at 50% chord, and tapered profiles around 8% thickness, mitigate this by smoothing flow and minimizing turbulence to the .

Applications in Marine Vessels

In Boats and Ships

In boats and ships, the skeg functions as a sternward extension of the , integrating directly with the hull to protect the and from damage during grounding or impacts while contributing to steering effectiveness in heavy seas. This structural feature absorbs vertical loads and houses components like stern tubes for propeller shafts, enhancing overall hull integrity and hydrodynamic performance by streamlining water flow around the . In naval vessels, skegs have played a critical role in protection and propulsion support, as seen in battleships such as the North Carolina-class, where inboard shaft skegs provided armored shielding to deflect blasts downward, safeguarding adjacent shafts and maintaining rigidity to prevent bending under high-speed operations. These designs addressed vulnerabilities exposed in earlier ships, like the , by reinforcing shaft alignment and reducing vibration, though the North Carolina-class initially faced challenges that required modifications. Commercial applications in cargo vessels and tankers emphasize skegs for maintaining course stability over extended voyages, where they minimize yaw motion and promote smoother flow, leading to reduced hydrodynamic resistance and lower fuel consumption. In rough water conditions, skegs prevent broaching by improving directional control and damping roll, while also enhancing low-speed maneuverability through better yaw response. Modern adaptations in high-speed ferries often incorporate partial or shortened skegs to balance protective benefits with drag minimization, allowing optimized performance in both high-speed transit and variable sea states without compromising stability.

In Rowing Shells

In competitive , the skeg serves as a small, fixed attached to the underside of the hull near the , typically constructed from durable or metal to withstand impacts. This design element provides by acting as a extension, counteracting lateral forces and preventing side-slip during propulsion. By maintaining straight tracking, the skeg allows rowers to focus on synchronized strokes rather than frequent adjustments, which is particularly vital in the slender, construction of shells that can exceed 18 meters in length yet weigh under 100 kilograms empty. The skeg's role in racing extends to enhancing overall hull stability at high speeds, where powerful leg-driven generate significant that could otherwise cause yawing or veering. In eights and sculls, it reduces the corrective inputs needed from the coxswain's or individual rowers' angles, thereby preserving momentum and efficiency over race distances of 2000 meters. This stabilization is especially beneficial in variable conditions, such as crosswinds or choppy , where unassisted hulls might demand more from the crew for course holding. Manufacturers like WinTech Racing incorporate streamlined skeg profiles to minimize hydrodynamic drag while maximizing these benefits, often positioning the fin directly forward of the for integrated control. Skegs have been a standard component in competitive shells since the mid-20th century, evolving alongside advancements in composite materials to become integral to eights, fours, and sculls. Early designs were often fixed metal protrusions, but modern iterations favor snap-in plastic variants for quick replacement, as the skeg is the most frequently damaged part of the boat due to encounters with submerged or docking mishaps. This replaceability ensures minimal downtime in training and competition, with crews like those at adopting breakaway wooden skegs to protect the carbon-fiber hull from costly fractures upon impact. While competitive shells universally incorporate skegs for regulatory compliance and performance, recreational models may vary, with some retaining larger fins for enhanced forgiveness in non-racing environments. This adaptation underscores the skeg's enduring importance in promoting precise, skill-focused rowing without over-reliance on steering aids.

In Kayaks

In kayaks, skegs are typically retractable blades designed to enhance directional stability, particularly in response to environmental factors like wind. The skeg is housed in a dedicated stern trunk or box, often constructed from marine plywood or composite materials, allowing it to slide vertically into the water when needed. Deployment is achieved through a control mechanism such as a sliding toggle or line near the cockpit, enabling the paddler to adjust its depth incrementally without interrupting paddling. This setup primarily counters weathercocking, where crosswinds cause the bow to turn into the wind, by increasing lateral resistance at the stern and promoting straighter tracking. Skeg designs vary by kayak type to balance stability and maneuverability in different environments. In touring and sea s, deeper skegs are common to provide enhanced ocean stability against waves and currents, with adjustable extensions that allow partial or full deployment based on conditions. These models often feature skegs integrated into longer hulls for extended paddling. In contrast, whitewater kayaks employ shorter or optional skegs to preserve agility for rapid maneuvers in turbulent rivers, prioritizing quick turns over rigid tracking. This adaptability ensures the skeg supports the 's intended use without compromising its core handling characteristics. Compared to rudders, skegs offer passive tracking benefits that suit solo paddlers facing crosswinds, as they require no active foot-pedal input for and avoid added complexity or drag from pivoting blades. This simplicity makes them ideal for maintaining course in variable winds without diverting attention from paddling technique, though they lack the corrective capabilities of rudders in strong currents. As noted in broader discussions of tracking stability, skegs contribute to overall directional control by minimizing unintended yaw without relying on constant adjustments. Installation involves integrating the skeg box into the hull during or as a retrofit, using durable composite materials like or carbon fiber for resistance to impacts and in saltwater environments. Maintenance is straightforward, focusing on periodic inspections for wear and of the deployment mechanism to ensure smooth operation. Skegs are particularly prevalent in British-style kayaks, known as "Brit boats," which feature pronounced rocker in the hull for enhanced maneuverability in coastal waters while relying on the skeg for wind resistance. These designs emphasize composites to balance with portability for extended tours.

Applications in Surfing and Boardsports

In Surfboards

The skeg originated as a single center fin on in the 1930s, introduced by American surfer and designer Tom Blake in 1935 as a replacement for earlier no-fin designs to enhance hold and directional control during turns. Blake adapted a small 1-foot-long, 4-inch-deep skeg from a speedboat guard and attached it to the tail of a hollow wooden board, marking the first widespread use of such a stabilizing projection. This innovation quickly spread to Australian boards, where companies like Pacific Systems Homes incorporated subtle skegs on balsa-and-redwood constructions by the late , further popularizing the design in the region. In function, the skeg prevents sideways sliding or "spinning out" on wave faces by providing hydrodynamic resistance, which enables surfers to perform carving maneuvers and maintain speed along the wave. Deeper skegs, typically ranging from 6 to 10 inches, are used for bigger waves to increase stability and grip without sacrificing too much maneuverability, as seen in early big-wave designs from the 1950s onward. The skeg's role evolved significantly in the mid-20th century, becoming the standard single-fin setup on Malibu boards, which featured balsa wood cores glassed with for lightweight durability and a central around 10 inches deep for smooth, nose-riding performance. By the 1980s, the single skeg gave way to multi-fin configurations, including the thruster design invented by Australian shaper Simon Anderson in 1980—a three-fin setup with a larger flanked by two smaller side fins—that revolutionized high-performance by combining drive and pivot. Despite this shift, the single skeg persists in modern longboards for its classic stability in noseriding and trim. Historically, skegs were constructed by fiberglass over balsa wood templates directly into the board's tail, ensuring a seamless integration with the foam or wooden core. Contemporary designs favor or foam boards with detachable composite skegs made from materials like G10 , carbon fiber, or performance core (PC) resins, allowing for easy customization and replacement while optimizing flex and durability. In surfing terminology, "skeg" serves as an older slang term for the , particularly the single center fin, reflecting its nautical origins and influence on board speed, pivot, and overall wave-riding dynamics.

Applications in Other Vehicles

In Aircraft

In floatplanes, a skeg serves as a short extension on the underside of the pontoons, providing during water takeoffs and landings by preventing sideslip and reducing yawing moments caused by water flow under the . This structure mimics the function of an aircraft's or tail , offering yaw control at low speeds on water surfaces to counteract weathercocking tendencies from crosswinds. Design-wise, the skeg is typically a small vertical or robust plate integrated into the afterbody of amphibious floats, positioned directly behind the step and extending a few inches below it to balance hydrodynamic drag with . Post-1940s float kits commonly incorporate skegs, as seen in trials of the Short SA6 amphibian, where a small skeg eliminated directional during 80 water takeoffs and landings under varying conditions. The primary benefits include enhanced straight-line taxiing on water, which reduces pilot workload in crosswinds and minimizes the need for asymmetric thrust corrections, particularly in rough-water operations. By preventing the float from sliding sideways, skegs also contribute to overall longitudinal and , aiding safe handling during low-speed maneuvers.

In Snowmobiles

In snowmobiles, a skeg refers to a metal runner or attached to the underside of the , typically featuring edges, to enhance control and surface traction. These components prevent darting—erratic caused by skis following ruts or grooves in the —and provide better cornering grip on or hard-packed by biting into the surface for stability. One prominent commercial product is the Bergstrom Skeg, introduced in 1976 by Bergstrom Skegs, Inc., which offers bolt-on carbide-edged wear bars designed for snowmobile skis. Their Triple Point Carbides, for example, feature three rows of carbide inserts offset at a 30-degree angle, ensuring more contact with the ground for superior straight-line tracking at high speeds—up to 100 mph or more in performance models—and reduced washouts during turns. These bars typically extend along about three-quarters of the ski length (approximately 29-30 inches total), with carbide sections varying from 4 to 8 inches for customizable bite. Installation involves raising the skis, removing the existing bolt, positioning the skeg with optional shims for alignment, and torquing the new bolt to manufacturer specifications, often paired with wear bars or dampers to protect the ski . Bergstrom offers variants like Trail Grabbers for enhanced grip on icy trails and hardpack, and for improved flotation in powder snow, allowing riders to adapt to different conditions. Users benefit from increased safety on pavement, , or hardpack surfaces, where skegs provide reliable handling and over hundreds of miles without significant . A review of Bergstrom's 8-inch Carbides noted substantial improvements in cornering on and packed , with no darting and maintained sharpness after 800 miles of mixed use, including paved roads.

References

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