Coaching “the Recovery” – by Howard Aiken

(This is the fourth in a series of coaching notes and is probably best read with the preceding “Coaching the Finish”. The techniques described apply primarily to rowing rather than sculling and to bigger boats rather than small ones).

The Recovery should be easy, surely? We’ve done the hard work on the drive.  We’ve got the spoon out of the water at the finish and we’re on our way back to the catch.  What is there to coach on the recovery?

Well here’s the thing.  While it might take a trained eye to spot if your catch, drive or finish is good, anyone can judge the quality of a crew from their recovery.  Good crews make it look easy.  All the spoons leave the water together and move through the air at the same height and speed until they enter the water together at their next catch.  Meanwhile their boat stays perfectly level, moving forward as if on rails.

No-so-good crews can’t do this. Their boat is off-balance during the recovery with one side of the boat higher than the other – or one side’s blades may even be dragging across the water to the catch.

I’ve referred elsewhere to the “hierarchy of needs” within a boat, namely Timing, Balance and Power – in that order, with timing being the fundamental requirement, balance being built on good timing and power being useful only if the other two are in place.  Clearly there is no power component to the recovery, so it is mainly about timing and balance.

First, however, let’s look at the sequence of movements which make up the recovery:


Figure 1 Stick diagram showing the rowing recovery sequence

The recovery begins as the spoon is lifted from the water at the Finish (1).  Before the body moves, the hands push away horizontally until the arms are fully extended at “Hands away”.  The hands then pull the body over (2), the trunk pivoting at the hip while the slide remains at backstops. Only once the forward reach with the arms and the forward lean with the body are established, should the slide begin to move toward frontstops.  As the slide moves, the upper body and arms should be perfectly still, the head high, the core active, the legs flexing at the knees and hips until the body arrives at frontstops and the spoon is dropped into the water at the catch (3).

Rowers sometimes need reminding that the catch should be a single contact between the squared blade and the water.  Any contact between blade and water between the finish and the catch is bad, because the drag caused by a blade in or on the water is hundreds of times higher than the drag of the blade in air.  Rowers should hate the sound of blades dragging on the water, because that sound is the sound of energy and speed bleeding from the boat.  In a well-rowed boat, the recovery phase of the stroke should be silent except for the sound of the moving slides and the water flowing around the hull.

Timing the recovery for most rowers is less about when it starts than how fast it moves.  Novice rowers particularly tend to rush the recovery, lunging forward into frontstops in their haste to get on with the next stroke.  Part of the problem is that novice rowers frequently lack the fine control in their knee flexor muscles required to deliver a smooth recovery.  Untrained or weak knee flexors tend to produce an uncontrolled twitch rather than a smooth contraction, so it can be surprisingly difficult for novice rowers to slow their progress up the slide.  Many coaches will be familiar with the fact that it is often the weakest rower who is fastest on the recovery and so either catches early or is obliged to wait at frontstops for the rest of the crew to catch up.

Different coaches will sometimes say apparently contradictory things about slide speed on the recovery.  As a rower I have been coached (by different coaches and at different times) to decelerate into frontstops in order to avoid checking the forward motion of the boat and to accelerate into frontstops to raise the bows slightly for the next stroke.  My own view is that the greater contribution to boat speed is the deceleration into front stops.  The reasons for this are unambiguous but perhaps not explained to rowers as often or as clearly as thy should be.  During the recovery, the crew – who collectively weigh much more than the boat they are rowing, are moving in the opposite direction to the boat.  If they hit frontstops hard, their collective inertia results in sharp deceleration of the boat.  This can be seen in a sudden dip of the stern into the water, or in coxed boats, the involuntary pitching forward of the cox’s head and upper body.  We call this error “stern check” and there is an interesting coaching trick for monitoring it here .

A useful cue for both rowers and coaches working on slide speed is the sound of the wheels on the runners during the recovery.  If the rowers are accelerating into frontstops the wheels will sound a rising note.  If they are decelerating, the wheels will sound a falling note – and if you can get the crew to produce that falling note you will get a gentler arrival at frontstops and less stern-check.

I’ve never coached acceleration into frontstops myself, but it is not quite as contradictory as it might seem.  From my experience as a rower, the coach was not asking us to crash into frontstops.  What he was asking for was a slight acceleration right at the end of the recovery and immediately before the catch.  Understanding the reasons for this requires a short digression into very basic Newtonian mechanics.

At the end of the drive phase the crew are at backstops and moving at the same speed as their boat.  As they begin the recovery, moving in the opposite direction to the boat, some of their kinetic energy is transferred from their bodies to the boat.  As a result, the boat accelerates after the spoons leave the water (you can also think of this as the rowers pulling the boat forward toward their bodies with their feet).  So the theory behind the deliberate acceleration into frontstops over the last few centimetres of the recovery is to accelerate the boat slightly before the catch.  And the catch must go in milliseconds after that acceleration to keep the boat moving.

Whether it works in terms of producing additional boat speed I can’t say – which is why I don’t coach this technique myself, but evidently some coaches believe it does.

The last thing to say about timing is that the slide is only part of the story.   In a good crew, not just the slides, but the hands and the heads will all be moving together, all following the rower in the stroke seat.  This does not happen by accident, the crew have to work at it quite deliberately.  And as no two occupants of the stroke seat will move in exactly the same way, the crew must adapt their timing every time the occupant of the stroke seat changes.

Balance in the recovery is one of the most challenging aspects of rowing for many average club or college rowers but at the same time is the most obvious characteristic of a competent crew. In normal rowing a crew should be spending two or three times longer on the recovery than on   the drive and there is a vast difference in efficiency between a boat which, on each recovery, drags half its blades across the water and the efficiency of a boat which is balanced, with all its blades moving at the same height above the water.

The most important point to make about balance in the recovery is that it originates in the drive and finish of the previous stroke. Balance is set up during the drive and inherited by the recovery.  If the boat was balanced at the finish of the previous stroke, that balance must be maintained during the recovery and into the catch.  If the boat was off balance at the finish of the previous stroke, the boat must be rebalanced during the recovery – a more difficult task.

Maintaining balance is all about minimizing unwanted upper body movement – particularly sideways (lateral) movement.  This is best achieved by using “core stability”, activating the muscles of the trunk by sitting up tall and pulling the stomach in slightly. The upper body position we need can be described as eyes front, heads up, shoulders down and chests out.  This needs to be maintained throughout the stroke, not just on the recovery.

As with slide speed, coaches differ in their views on sideways movement.  My preference is to coach crews to keep their weight on the centreline of the boat throughout the stroke.  Seen from in front or behind, their heads should remain in line while their arms follow the arc of the blade’s handle. Other coaches will have the heads following the same arc as the arms, so that at frontstops the bowside and strokeside heads form two distinct rows.  I’ve even seen rowers who have evidently been coached to lean toward the rigger during the drive and then return to the centreline on the recovery, producing a rather odd rotary motion.  All of these can work, but keeping heads in the midline is simplest, particularly if crew members differ in height or weight. Also, the more asymmetric the technique, the greater the obstacles faced by rowers changing from one side of the boat to the other, something I feel strongly that all rowers (and particularly young rowers) should do regularly.

Recovering balance on the recovery can be challenging, which is why in a previous blog I emphasised the importance of keeping the boat balanced at the finish.  If the boat is badly off balance at the finish, a novice crew stands very little chance of correcting it on the recovery.  However, a slight imbalance can be corrected during the recovery if the crew has good core stability.  This can be augmented if required (and if the crew has been coached in the technique) by the use of foot pressure.  This works exactly as one might expect, with a dab of pressure on the rising side of the boat serving to stop it from rising too far.  This is however a fairly advanced technique and in practice limited to fine-tuning the balance, not correcting gross errors.

In conclusion, the recovery is the phase of the rowing stroke which tells the world about the technical capabilities of your crew. A crew which can maintain the balance of their boat during  the recovery with all their blades in the air, has the best possible platform for the efficient translation of power into speed.  A crew which is unbalanced – or worse, drags blades across the water, are going to be handicapped by a less stable and less efficient boat.



Coaching “the Finish” – by Howard Aiken

(This is the third in a series of coaching notes and is probably best read with the preceding “Coaching the Drive”).

The Finish, like the catch, is a transition phase in the stroke cycle, this time from water to air, and like the catch, the quality of a rower’s finish is heavily dependent on the preceding phase of the stroke.  For the sake of brevity, most of the advice in this blog is aimed at rowers rather than scullers and at big boats rather than small ones.  However, the general principles apply to all boats.

Key attributes of a good finish:

  1. It doesn’t start until the drive is complete.  One of the common finish errors is to extract the blade from the water before the drive phase of the stroke is finished.  The finish, like the catch, should be rowed as part of the recovery, not as part of the drive.  The finish is not an opportunity to add more boat speed.  You are at the wrong end of the stroke for more power to have any beneficial effect so any attempt to accelerate the boat with the arms during the finish probably does more harm than good.  A good finish is about conserving the boat speed you have and precision is much more important than power.  An easy diagnostic indicator is splash at the finish.  A good finish is nearly splashless, leaving only a swirling puddle in the water.
  2. It should be nearly frictionless.  A modern rowing blade is a carefully balanced piece of technology.  Downward pressure on the end of the handle with a single finger is enough to lift a squared blade from the water. If it needs more pressure than that, it is either partly feathered (not vertical in the water) or submerged too deep.
  3. It should be quick.  The boat is moving at the end of the drive and the blade is still in the water.  It has to be raised out of the water quickly to avoid having it dragged by the forward motion of the boat, which will reduce your boat speed.
  4. It should be precise.  In a crew boat, the height at which the crew finishes each stroke dictates how level the boat is.  The finish needs to be at precisely the right height, every time.
  5. It should merge seamlessly into the recovery phase of the stroke.  The normal stroke cycle is a continuous flowing motion and there should be no pause or hesitation at the finish during normal rowing.  Some coaches do teach a pause just after the blade leaves the water, partly (I believe) to slow down the recovery, but this is taught as a drill, not as a technique to be used in normal rowing.

Let’s take look at the above attributes in more detail.

Finishing at the end of the drive.  In simple terms, boat speed is a function of the force applied during the drive and the length of that drive in the water. To maximise the length of the drive in the water, the finish must be delayed until the drive is complete, when the rower is at backstops and the hands have stopped moving toward the bow of the boat. Only at that point should the hands start moving downward to extract the blade from the water.  In practice of course, no rower is going to produce a perfect right-angle at the finish and their hands will actually move through a curve, but the essential part is that it should not shorten the drive and should lift the blade from the water without creating splash or wash.   Many rowers seem blissfully unaware of the amount of splash they create at the finish, particularly during a race, but once they have been coached to be aware of it and reduce it, their finish technique improves rapidly, with more energy being converted into boat speed and less lost in throwing water into the air.

This stick diagram illustrates (in red) the movement we are looking for:


Figure 1 Diagram to show “tap-down” movement at the finish.

Keeping the finish frictionless and quick.  A square extraction meets virtually no resistance from the water and is therefore ‘light’, exerting only minimal downforce on the rigger. However, many experienced rowers get lazy with the “tap-down” –  the downward movement shown in Figure 1 above.  Instead, at the end of the drive, they leave the blade in the water and let the motion of the boat feather the blade.  Some will even let the spoon drag across the puddle. Perhaps this feels easier to the rower because the motion of the boat is doing the work, but precisely because of that fact, feathering in the water is a drag on the boat and decreases boat speed. If all crew members are doing the same the cumulative drag can be significant. If only part of the crew is doing it, it will unbalance the boat.  This type of finish is significantly heavier than a square finish and puts more downward pressure on the rigger. Coaching rowers out of this error can be challenging, not least because from the rower’s point of view, a clean, square tap-down feels like more work than just letting the boat pull the blade out. A couple of approaches which have worked for me include:

  • Intermittent square blade rowing. During normal rowing, ask the rower who is feathering in the water to row a few strokes with a square blade. With less weight on their rigger at each extraction, her/his side of the boat will rise.  This works well with more experienced crews who will have been compensating for the heavier extraction to keep the boat level.
  • “Showing the cox the spoon”. This feathered-blade rowing exercise keeps the blade square until the spoon is completely out of the water.  This tends to work best with beginners.

Finishing at a consistent height

Coaching rowers to finish their stroke at the correct height is a key challenge in the combination of awesome power with precise balance that good rowing requires.  There is no substitute for getting rowers to know their ‘reference point’.  The reference point is not a fixed point but varies with the height of the rower, the seat, the rigger and the weight of the crew.   It is the point on the rower’s body where the handle of the blade would come to rest at the end of the stroke if the rower simply let the squared bade float on the water at the end of the drive rather than lifting it out of the water.  For the average rower that point will be somewhere on the lower half of their ribcage. Shorter rowers will find the point higher on their bodies and taller rowers will find it lower.  Because of the variables mentioned above, the reference point can only be considered fixed for the duration of an outing (assuming the rower doesn’t change seats) and unless the same crew rows the same boat in the same seats with the same rigger heights it should be checked for every crew member on every outing.

If rowers know their reference points and pull through to them consistently the crew will be a big step closer to rowing a level, balanced boat.

Merging the finish into the recovery phase of the stroke

The finish and the recovery are phases of the stroke cycle during which the hands are moving in opposite directions, but how the two are joined together is important.  I ask rowers to focus on the semi-circular shape of the stroke between the finish and the recovery as illustrated above, encouraging them to make a clear downward movement with the outside hand and to push the handle away on the recovery a few centimetres closer to (and parallel with) the side of the boat.  I generally coach rowers to move their hands away at the same speed as they took the stroke, but there is no consensus on this and other coaches will differ. What I do insist on is that the hands never stop moving.

A good finish is undramatic, splashless and relatively quiet.  It should leave a distinct pattern of deep eddies in the water – a ‘puddle’ which remains visible for several seconds after the boat has passed. It should not disturb the balance of the boat or check its forward motion.  In short, a good finish is a good start for the next stroke.

Coaching “The Catch”- by Howard Aiken

If you Google the term “catch” you find “intercept and hold (something which has been thrown, propelled, or dropped)” and in rowing “the catch” is precisely about intercepting and holding the moving interface between the boat and the water. It is a simple term for a subtly complex concept, certainly a concept both coaches and rowers can find difficult.

Let’s start with the basics.  In simple terms, the boat is moving, the water is still and the blade is going to provide the connection between the two, with one end still in the water and the other end moving with the boat. The catch puts the spoon in the water, allowing the rower to lever the boat past the spoon.  In engineering terms, that lever is a “second order” lever, with the fulcrum at the tip and the load moving in the same direction as the force applied (as when lifting a load in a wheelbarrow for example).

This diagram may help visualise the stroke from catch (1) to finish (2) as it might be seen by an observer above the boat.  The green arrow marks the direction of movement of the boat.


Figure 1. Plan view of the stroke from catch to finish

While it looks simple as a diagram, there are several things that can go wrong with the catch when actually rowing a moving boat.

  1. Catch timing

If we consider the catch position at (1), just before the spoon enters the water, that spoon should be stationary with respect to the boat and therefore moving with respect to the water.  As a result, when it enters the water it will raise a splash from the back face of the spoon – the part facing toward the bow of the boat.  As a novice rower I found this a difficult point of technique to grasp as it seemed to me that backsplash must mean resistance to the forward motion of the boat.  Surely the ideal would be to have no splash at all as the blade enters the water? I remember being baffled by coaches who were with the best of intentions, trying to coach me to raise backsplash at the catch.  This only led to my taking the catch more or less early as I tried to get the blade into the water too far before frontstops, shortening my stroke with adverse effects on my timing, balance and power.

What the coach can see from the bank however, is that novice rowers tend to be late on the catch, with the spoon entering the water only after they have started the power phase of the stroke.  It may feel more comfortable for the rower, but this novice error leaves a significant portion of the stroke in the air before the spoon meets the water, and while in the air the movement of the blade transmits no power to the forward movement of the boat.  What my coaches were trying to get me to do was to ensure that ALL of the power phase of the stroke happened with the spoon in the water.  Their error (in my view) was in trying to coach the backsplash as an objective in itself, rather than coaching the proper cause of the backsplash.

To repeat, a good catch is going to raise backsplash due to the forward motion of the boat.  The rower does not have to add to this any additional forward motion of the spoon. Advice that I have found useful in coaching rowers is “Don’t let your hands change direction before the spoon is in the water”. While this advice clearly doesn’t stand alone, with most rowers it helps to:

  1. Control the placement of the spoon at the furthest point of the frontstops position
  2. Minimise loss of stroke length at the catch and
  3. Trigger the drive phase of the stroke from the placement of the catch rather than vice versa

This “triggering” of the drive by the placement also helps with a second important aspect of the catch – its depth.

2. Catch depth

If the rower is timing the drive from arrival at frontstops rather than from the placement of the catch, there follows an almost inevitable tendency to row the catch as the first part of the stroke rather than as the last part of the recovery. In other words, the rower starts the power phase of the stroke with the blade in the air and actively rows the spoon into the water. This is going to make for a “heavier” catch with the spoon striking the water with the weight of the rower behind it rather than simply dropping the blade in at frontstops allowing it to fall under its own weight.  When falling under its own weight the spoon tends to find its own depth as it is designed to.  When rowed in, the rower has to set the depth and the simple fact is that some rowers can do this and some can’t.

Many novice rowers will tend to row deep, with the top edge of the spoon several centimetres below the surface.  This is a significant error because as can be seen from figure 1 above, most of the blade inboard from the spoon is moving in the same direction as the boat.  Putting more of it in the water therefore increases drag and slows the boat.  Some rowers have never been taught about the careful management of buoyancy that influences blade design.  A useful drill (in a stationary boat) is to have half of the crew square their blades and let them float.  They will float with the spoon in the water and the loom out of the water.  In the old days some coaches would tie a string or ribbon to the loom just above the spoon and tell the rower to keep it dry while they rowed.  I find it effective to ask rowers to feel the buoyancy of the blade as they drop it in at the catch and try not to disturb that buoyancy as they take the stroke.  This brings us to the last part of coaching the catch, which is the transition to the drive.

3. Catch position

Technically the catch and the drive are different parts of the stroke cycle but in practice, the purpose of the catch is to prepare for the drive, so the transition from the catch to the drive is an important one.  The key message here is that the force of the early part of the drive is applied entirely by the legs pushing on footplate, not at all by pulling with the arms.  As a coach, I want to see eyes front, heads up, shoulders down and chests out as the drive begins.  If the rower is working correctly, the speed of the slide during the first part of the drive should be the same as the speed of the blade’s handle.


Figure 2. Stick diagram showing correct catch position

All of these details have to be prepared on the way in to the catch.  The upper body position described above (eyes front, heads up, shoulders down and chests out) is set up not at frontstops but on the preceding recovery phase. If rowing with a feathered blade, the blade has to be squared well before the rower reaches frontstops. The catch should be all the rower is doing at frontstops.  A tiny fraction of a second of complete stillness in the body and legs while the hands allow the blade to drop into the water.  There should be no lurch forward to get extra length (this inevitably drops the rowers outside shoulder as they overreach). No turning of the head to look at the blade. No pulling up of the outside shoulder as the catch is taken, or early use of the back before the legs have delivered most of their drive on the slide.


Figure 3  Stick diagram to show common errors at the catch

However, once the leg-drive is established the catch is over. I’ll cover the drive and the finish in another blog.

Eric Sims and Kanghua Boats – by Howard Aiken

Eric Sims is a man with a long history in boat building.  He made his start some thirty years ago with a second hand mould and some encouragement from friend and international rowing coach Mike Spracklen.  Composite materials were by then being adopted by leading constructors in Formula 1, and Eric’s contacts in the motor racing industry were able to provide useful advice and guidance on their deployment in boat-building.

A few years later he was working with John Langfield at Eton College, who was about to undertake the wholesale conversion of Eton’s fleet of boats to composites.  Again Eric and his contacts in motor racing were instrumental in successfully bringing composite technology into Eton’s boat building tradition.  Eric was also an early member of the team which designed and built Eton’s Dorney Lake rowing centre and was involved with a wide range of projects from the timing systems (Eric was originally an electrical engineer) to the design of the landing stage and the anchor blocks for the buoys marking the course.

Eton Racing Boats – effectively the boatbuilding department of Eton College, ended over  a century of boat-building in the late 1990s but Eric continued to provide boat repair services and equipment via his own company, ES Rowing Services.  He also provided consultancy services to other manufacturers, among them a previously unknown company, Kanghua Boats of Hangzhou, China.

It’s about manufacturing – and quality control.

Any fan of rowing who has been paying attention to competitions during the last few seasons will have noticed the arrival of Chinese-built boats in ever larger numbers at local, national and international events.  Kanghua boats first came to our notice in Europe two years ago when the Danish national team won a bronze medal in their Kanghua quad in the 2013 Rowing World Championships. Last year, Kanghua boats bagged two gold medals at the Junior World Championships and two wins at Women’s Henley, and the US U23 women’s squad have also switched to Kanghua boats.

US Under-23 women in their Kanghua eight.

US Under-23 women in their Kanghua eight.

Eric Sims spent two years working as a consultant to Kanghua before they launched into the European market.  They were initially seeking his particular expertise in rigging design and the use of 4k carbon fibre.  The outcome of this collaboration is the two current Kanghua ranges, known as the Spirit and Phantom, for which ES Rowing is now a distributor.  Both ranges of boats are based on the popular hull shapes widely used in top-class competition. Like many other boats worldwide, the top-of-the-range Kanghua Spirits use all-carbon laminate for light weight and increased stiffness. They are FISA minimum weight and are equipped with riggers manufactured in the UK by ES Rowing Services. The Kanghua Phantoms feature a Nomex honeycomb core with a carbon and glass fabric outer skin, while remaining lightweight and strong. Both Spirit and Phantom are available in the full range of weights and sizes.

Their design objective was not to produce some new innovation in hull design but to replicate well-proven hull shapes and produce them in high quality materials but at a substantially lower price.  The savings are significant. Kanghua boats can be up to £1000 cheaper per seat than their competition. Nevertheless, Eric highlights their 5-year warranty as a mark of confidence in their build quality.

They are also designed to be compatible with widely available ranges of rigging equipment, including rudders, seats, slides and footplates – the kind of equipment the average club boatman will have in his workshop.

Meeting rowing clubs everyday, real-world needs

Kanghua’s warranty covers buyers against manufacturing defects.  However accidents do happen when boats are in regular use.  Luckily, Eric Sims also knows a great deal about repairing boats and how their construction can make that easier or more difficult. Briefly, boats built with Kevlar or Dyneema in the outer skin, or boats which flaunt the weave of their carbon fibre through a transparent finish all make for repair shop nightmares. With this in mind he has ensured that Kanghua boats are built to be easy to repair.

These are the real-world drivers behind the Kanghua design philosophy. The vast majority of rowing clubs manage a mixed fleet of boats from different manufacturers. Their boatman keeps a selection of spares for the on-the-spot repairs routinely needed to keep boats available for use.  He wants seats, slides, footplates and rudders to be interchangeable at least between boats of the same size and if a boat gets damaged, he’d like to be able to make at least small repairs on site without spoiling the look of the boat.  Kanghua boats are designed to meet this need and to do so at a very competitive price.

Henley RC J16s winning Womens Henley

Henley RC J16s winning Womens Henley

That is not to say that they are a lowest-common-denominator among boats.  Eric was not happy with the quality of the stainless steel parts available in China so all the steel components are sourced in Europe.  Similarly, he found that he could not source the aerospace grade aluminium needed for the riggers in China, so these are also manufactured in the Europe.  The end result is very competitive mix of Chinese and European expertise designed to meet the needs of rowers from club to international level, around the world.

Results so far have been very promising, with more than 1000 racing hulls shipped in 2014, so we can expect to see more of the Kanghua name in future.


Learn more about ES Rowing services at and more on Kanghua Boats is available at .

This article originally appeared in Issue 8 of Row360 magazine.

Boat Types – The Quad

The Quad is a sculling boat for four scullers with eight blades. For reasons of economy, most clubs will actually use a coxless four with sculling riggers rather than the lighter, purpose-built quad, as they then effectively get two boats for the price of one. Purpose built quads are less sturdy than fours as they are not subject to the asymmetric loads of sweep-oar rowing – so they can’t be rigged as fours.


A sculler actually has more spoon area in the water during the stroke than a rower with a sweep oar. As a result, quads have a more rapid acceleration off the catch than other boats – even when using the heavier coxless four shell. For the crew, this can present some challenges, as the rapid acceleration of the boat after the catch can result in a loss of pressure toward the finish if the crews hands don’t maintain the acceleration from the leg drive. From the coach’s point of view a quad crew are effectively rowing a two-part ‘legs-hands’ stroke – both of which need to be powerful but need to connect smoothly together. People who have learned to row before they learn to scull will probably feel slightly rushed during the power phase of the stroke as the hands and arms have to accelerate into the finish in a way that is unlike sweep oar technique. Feathering is different too, with both wrists dropping sharply as the blades leave the water at the finish, with the handles held lightly in the crooked fingers well above the palm.

While the sculler at bow is in charge of steering and usually has a foot-operated rudder control, he or she will usually recruit the rest of the crew to help with steering. A boat as fast as a quad often needs more steering than can be managed via the rudder alone and a little more right or left hand pressure from the whole crew is the safest way to navigate a busy or bendy river.

Coxed quads are used for junior (11 – 18) scullers at most clubs and offer an excellent training environment for coxes who aspire to bigger, senior boats. While not as lively as the coxless quad, the coxed quad is also an excellent coaching environment for junior scullers, able to accommodate mixed ability crews quite safely.