Category: Racing

Coxswain recordings, pt. 15

College Coxing Racing Recordings

Coxswain recordings, pt. 15

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Cal Berkeley 2001 Pac 10 Championships

I tend to think that likening coxswains to jockeys is kind of a lazy (and not totally representative) comparison but this is the first recording I’ve listened to where the visual I have in my head is of the coxswain just whipping his racehorse(s) the whole way down the course to make sure their nose is in front at the end. I know this in your face, brute-ish style of coxing isn’t for everyone but I love it. His style is very crisp, powerful, and determined – you can hear that when he’s talking to the individuals in the boat (which he does frequently) and when he’s making calls for “the Bears”.

Information-wise, you hear him give consistent updates on the time and splits, in addition to the specific time when he’s going to call their next move. I hadn’t heard that before listening to this recording and thought it was an interesting strategy – it’s basically just a different (better?) way of saying “in two”.

The other thing I liked was his tone in the lead-up to their moves. 2:20 is a good example of this. He’s very measured in his tone, the calls are simple, and then at 2:28 you can almost feel the surge in power when he says “NOW!“.

Other calls I liked:

“Quick and light…”

“Sit up tall, breathe deep…”

“Bears are gonna move…”

“5 more, break ’em…”

“Coming into the last 15, this one’s gonna hurt ’em, kill ’em now…“

Ohio State University Women’s 2V8+ and V8+ 2013 NCAA Championships

There’s not a ton of audio to listen to in this video (it contains clips from the 2V8+ and Varsity 8+ races) but one thing I wanted to point out is the clip at 2:41 when she says “Ohio State Buckeyes are out in the lead! We are out … in … the lead.”. It’s a super simple call but the way she says it is confident as fuck. I also like the call at 3:18 – “they’re making moves back, they will get nothing out of us…”.

You can find and listen to more recordings by checking out the “Coxswain Recordings” page.

Coxswain Recordings, pt. 14

College Coxing Racing Recordings

Coxswain Recordings, pt. 14

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Three Rivers Rowing Association 2013 Head of the Ohio Women’s Varsity 8+

Something that I’ve talked about before and talk about a lot with the coxswains I’m coaching is knowing when to call things in three, in two, “on this one”, etc. At 1:47 where she wants to increase the pressure she calls for them to do it “in two”. Now granted, during a head race you’ve got plenty of room to execute your moves and you don’t have to worry quite so much about running out of space like you do during a 2k but some things, like calling for an increase in pressure, don’t need that “prep period” that those two strokes give you. Instead it should be an immediate thing where the coxswain says “let’s increase the power with the legs, on this one … leeeegs chaaa … leeeegs chaaa” … or something like that.

Also, make sure you’re giving your crews regular updates as to your position on other crews (especially if you’re making a lot of calls about pushing them back, walking away, etc.), how far into the race you are (either distance-wise, if you know and/or time-wise since you have a timer on your cox box that you should have started at the beginning of the piece), etc. We just did evaluations with our coxswains last week and this was one of the most commonly made “requests” by the rowers so just keep in mind that little things like this are important for them to hear throughout the race and it requires absolutely no effort on your part to give them that. 

Ultimately I liked her intensity and general tone throughout the piece but she was way too wordy and said a lot without saying anything at all. There weren’t many calls of substance and she got repetitive with a lot of them as the piece went on, in addition to like I said before, not giving any updates with regards to their position on other crews or the course.

University of Texas 2013 Conference USA 1N8+ Grand Final

The race starts at 4:00. Overall this is a solid piece. She does a good job executing the race plan, telling the crew where they’re at on the rest of the field, and maintaining her focus and energy throughout the race. She’s a little aggressive with the rhythmic coxing (in the sense that I feel like she’s really overdoing it), which prevented her calls from having a good flow to them, which I tend to think is a lot more effective in helping to establish/maintain rhythm.

I liked how at 9:08 she said “we’re gonna win this if you do what I tell you”, which is a pretty ballsy call that I think would really only work if your crew had complete and total trust in you as their coxswain.

Other calls I liked:

“We’re at the thousand, new race, sit the fuck up, get your blades the fuck in, and we’re going now…“

You can find and listen to more recordings by checking out the “Coxswain Recordings” page.

Coxing Q&A Racing

Question of the Day

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I read an article by Pete Cipollone and he said coxswains should say “I don’t know” instead of bluffing. In yesterday’s race, I couldn’t see the finish buoys around a large curve and I told my rowers I didn’t know how far was left. This really frustrated my stroke who shouted at me after the race and told me I should’ve made something up. After we docked, rowers in the other 4+ complained their coxswain gave a misleading distance. Was I right to say I didn’t know or should I have bluffed?

So just to preface this, I do think that it’s necessary for coxswains to be comfortable saying “I don’t know” when they truly do not know the answer to something. If you can’t ask your coach for insight or clarification at that moment then it’s your responsibility to say “I don’t know but I’ll figure it out after practice” and the report back the following day. I would expect your stroke seat or whoever asked the original question to hold you accountable to that too. If my boat asked me something that I didn’t know I’d typically wait until we took a water break and then ask our coach if he could explain whatever it was we were talking about that wasn’t clear.

However, this only applies at practice. During a race, if you say “I don’t know” the trust your rowers (and coach) have in you can and probably will plummet since it’s expected for you to know this stuff. I can understand why your stroke was frustrated. As a coach, I would have been irritated too. Personally, I think you should have bluffed but this only works when you’re properly prepared. This involves knowing the course, knowing the overall distance, and being aware of your surroundings. If you’re not it can be tough and you might end up giving a misleading distance, similarly to that other coxswain. This is one of the reasons why I constantly stress studying the course ahead of time, learning the landmarks, etc.

Related: I still have trouble judging distances [m] any tips?

Knowing the total length of the course and where the individual mile markers are can allow you to guesstimate how much you have left based on where you’re currently at. Yes, it involves some quick math but it’s really not that hard (and that’s coming from someone whose math abilities are comparable to that of a rock’s). For example, the Charles course is 3 miles long. During the race there are mile markers between River St. and Western Ave. and right after Newell Boathouse that denote 1 mile down and 2 miles down, respectively. If you’re unfamiliar with the course but at least know where the mile markers are, you can always tell your crew where you’re at.

Related: HOCR: The course in meters

Say you’ve just passed Weeks and your stroke says “where are we”? You already passed the 1 mile marker, you know that the the 2 mile marker is somewhere near Anderson, and that Weeks is roughly in middle. A quick guesstimation let’s you assume that you’re about a mile and a half in. Knowing that the course is just over 3 miles long also leads you to conclude that you’re halfway through the race. This allows you to tell your crew that you’re coming into the second half of the race or that you’ve got 1.5 miles down. Don’t say anything about 1.5 miles left because that’s just mean. During head races I don’t say anything about the distance we have left until we hit the last mile or 1000 meters.

Another thing you can do if you don’t know the distance you have left is tell them the time. This requires you to roughly know your crew’s 5k time (or whatever the applicable distance is). It also requires you to start the timer on your cox box at the start of the race. If you forget to do that then you’re kind of out of luck unless you’ve got a watch and happen to catch the time as you cross the line. If you know that your boat’s time last week was 17:44 for 5000m (roughly 6 minutes per mile) and you’re currently at 15:34, then you can guesstimate that you’re probably close to 2.5 miles in and have roughly half a mile left to go.

In addition to prepping yourself ahead of time, you should also make sure you’re not ignoring what’s happening outside the boat in favor of spitting out the race plan like a robot. If you’re doing this then you’re neglecting one of the crucial rules of coxing which is to always be aware of your surroundings. If you pay attention to what’s around you and think back to the course map that they went over during the coach-and-coxswain’s meeting (or that you looked at on your own), you should be able to find some landmarks that give you a clue as to your location.

Bottom line, there’s no excuse for saying “I don’t know” during a race. It’s unlikely that they expect you to give them an exact distance but it does have to be in the ballpark. They’re going to know (and feel) the difference between half a mile and a mile. It’s the same as saying “last 20” during a 2k three different times – if you do it, don’t be shocked if your crew is pissed once you get off the water.

HOCR: Race plan “hacks”

Coxing Racing

HOCR: Race plan “hacks”

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Previously: Getting to the starting line || Steering through the bridges || Landmarks along the course || Steering around the turns || Race plans || My general race plan || Yaz Farooq’s coxswain clinic

Since this was my first time racing HOCR and my crew had some very specific things they wanted to hear during the race, I figured it’d be better safe than sorry to just write it down so I could glance at it if necessary. In hindsight I definitely psyched myself out and wrote down way too much stuff but it didn’t take me any effort to glance at it during the race so it wasn’t something that concerned me. If you’re not an experienced coxswain (and even if you are…) I don’t recommend writing down this much – a quarter of this would suffice – because I can easily see people becoming reliant on it and getting distracted.

So, what’s on there? The one to the left of my cox box had miscellaneous calls that related to specific things we’d been working on during practice, the one below my cox box had crew-specific calls, and the one to the left had my actual “plan” that detailed where I wanted to take power bursts along the course and what each one was for.

During the race I think I only glanced down at it maybe … four or five times max, and that was usually as we were entering or exiting a congested area. I had a way better grip on the race plan and calls than I gave myself credit for as I was making this, which is probably what led to me overcompensating a bit, but I still think it’s a worthwhile thing to do if you’re not confident in remembering the race plan or there’s a couple calls that you really want to make sure you incorporate. Just don’t go overboard and plaster your entire seat with Post-its … one will get the job done.

Image via // Boston Magazine

Novice Q&A Racing

Question of the Day

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Hi, I’m going to HOCR this weekend and unlike everyone, I am not excited, only extremely nervous. Basically, I don’t deserve to be in my boat. The other 3 girls are way better and have years of experience and I started only this spring and I didn’t row during the summer. I’m only in the boat because our club is so small that we are only 5 girls and one has been injured since August. My technique isn’t good either. Any advice to how to row with people better than you? I’m so scared I will mess everything up…

Attitude is everything. If you think you’re gonna have a good time, you’re gonna have a good time. If you think you’re gonna have a shitty time, you’re gonna have a shitty time. This is a situation where “control the controllables” couldn’t be more applicable. You can’t control the size of your team, you can’t control the fact that one of your teammates is injured, and you can’t control the fact that you’ve rowed for less time than everyone else but you can control your attitude and how well you row those 3.2 miles. You only started rowing what, six months ago? Your technique isn’t going to be perfect but if you put the effort in and focus on taking one good stroke at a time, you’ll do fine.

Related: Words

If you’re that person in the boat that spends the next three days focusing on all the “bad” things though, your teammates are gonna get pretty pissed at you really fast. Don’t do that. When you go out for practice, try to do something a little bit better than you did the day before and build up some confidence in your stroke (and yourself). When you race, row the best race you can and come off the water knowing you couldn’t have done any better.

HOCR: Yaz Farooq’s Coxswain Clinic

Coxing Racing Rowing

HOCR: Yaz Farooq’s Coxswain Clinic

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Previously: Getting to the starting line || Steering through the bridges || Landmarks along the course || Steering around the turns || Race plans || My general race plan

Since last year was the first year that I was coxing Head of the Charles I wanted to learn as much about the course as possible so I went to Yaz Farooq’s clinic that she hosts the Friday before racing begins. If you aren’t familiar with Yaz, she’s a former collegiate (walk-on at the University of Wisconsin) and national team coxswain who competed at both the ’92 Barcelona games and the ’96 Atlanta games, in addition to four world championships. If you watch the Olympics you’ll recognize her voice since she’s one of the commentators for the rowing events for NBC.

While the clinic is highly recommended by the HOCR officials, it isn’t mandatory to attend. There is no official HOCR coaches and coxswains meeting though so it’s entirely up to you to familiarize yourself with the rules and the course on your own time. HOCR does have a video that goes over the starting procedures, the course itself, and what to do after you finish the race so at the very least you should sit down and watch that. I went over it in two parts last year, which I’ve linked to below.

Related: Getting to the starting line and Steering through the bridges

During the clinic Yaz goes over video from her HOCR races, how to handle the turns, how to steer a bow loader during the race, etc. The head official/chairman of the Regatta & Rules committee, John Lambert, is also there and spends a good amount of time going over how to handle traffic through the bridges, what the different penalties are and how they’re assessed, etc.

I took a lot of notes last year so I’ve posted all of them below. I’d consider this a brief overview of what is discussed at the clinic and not an actual substitute for going. A lot of my notes are in shorthand and not actual sentences (I was writing fast) so if you want/need clarification on anything, feel free to ask.

24 official referee stations along the course (if something happens, someone will see it)

Preparation – look for opportunities

Row a clean course; learn the course, the crews in front of/behind you, practice passing beforehand

Minimize excess steering … have as little effect on the balance as possible

Share details with your crew so they’re mentally prepared

Weld = halfway

If you get to the basin inside 15 min to your race –> straight to the chute

Chute = easy place for accidents; be aware!

Odd # bows = Boston, even # = Cambridge

Hug Cambridge shore/green buoys; watch at Magazine Beach, buoy can get dragged out from SADL launches, will still get penalized if you’re inside them

WATCH FOR CREWS LAUNCHING AT SADL

How to pass: make intentions obvious when within one open length, yell what side you’re taking, make it obvious, point bow to that side, use bow for reinforcement, no swearing at other boats (typically OK for your own though)

Related: How to pass crews during a head race

If crews are being defiant, tell them they’re risking a penalty; be firm but not a jerk

When another crew panics, recognize it, let your boat know, help other crews by instructing the other boat what to do to give way to passing crew (you)

Increase pressure/rating when you think you can get ahead of a crash, if you’re gaining on a crew and need to pass before a bridge, and/or if you’re gaining on a crew and want/need to get inside of a turn

Decrease pressure if you’re being passed or forced to the outside in order to get a cleaner line or if you’re barreling up on crews going through a bridge that can’t accommodate all the crews (WEEKS)

Goal = fastest time

Passing strategy when being passed: make intentions obvious before giving away faster course

Along Powerhouse stretch, select arches based on traffic; Cambridge arch vs. center arch =

Exit Western (Weeks setup): point on outermost edge of buoy line then change point to the blue dome at Harvard (Lowell House). As you close in the dome will disappear behind the trees. Begin turn to the port when level with the turning tree.

Ease  onto medallion from turning tree then crank it

Traffic strategy at Weeks: if on the inside, be ahead of crews on starboard otherwise you may be forced too close to port abutment; make sure you have at least half a length of open between bow and stern. If on the outside, give yourself half a length of open so you’re not t-boned by the inside crew if they underestimate the turn. If you’re level/behind crews on inside, corner will be fine i you maintain headings (you can cut across their wake if they go too wide). Drop to half-pressure for a few strokes to cut across and clear stern/bow.

Communication with crew: let them know major turns coming up, tell them when steering, tell them when you need power, tell other side to power down if needed, tell when to go back to even pressure

Coming out of Weeks, be pointed at center arch of Anderson

At Anderson, turn to starboard, need to immediately get set for “the big turn”

Exit Anderson, point to right side of tall white apartment building; do not follow the shoreline

250m from Anderson/Newell = start of Eliot turn

Point to outermost buoys, gradually follow turn

Eliot: steer sharp to port before the bridge to get line through center arch (starboards); should take five hard strokes from starboard to get you around, might need more depending on the wind. No blades over the buoys, just hug it.

When launching from FALS, come thru turn slowly by fours or pairs

Traffic strategy: pay attention to crews on starboard side, must get ahead or fall behind

Eliot headings: go through diagonally port –> starboard, hug the buoys hard by Belmont dock, get buoys under the riggers

Finish line: last 500m, aim for center of the finish line buoys. Boardwalk = 20 strokes to go. Paddle all the way to the end of the buoy line to avoid penalties.

All the information below is from John Lambert and is on rules, penalties, etc.

Be familiar with the rule book and any changes before racing

Athletes given benefit of the doubt, minor blade clashes = not a penalty

Bow #1 is the only bow with the opportunity to have a perfect race

Are responsible for safety first and foremost

Umpires are at every bridge and turn, are there to ensure fairness, safety, determine violations, assess penalties

Travel lanes: do not interfere with other races; double buoys between Weeks, Eliot; stay between white buoys and shoreline. Buoy violation = 10 seconds/buoy if hull is outside travel lane. Interference with another race by hull or blades = severe penalty or disqualification

Buoys: orange (continuous) = Boston, green (occasional) = Cambridge; 10 second penalty/buoy if hull goes over. Buoys can change depending on depth of river, wind, waves, etc. Blades can also get caught in buoy lines.

Violations: disregard for safety = 60 second penalty = even during practice on Friday

Get to the finish line as fast as possible based on the circumstances you’re given

Passing: passing boats have right of way; yield must begin when there is one length of open and closing (failure to yield = 60 second penalty). When passing, can’t force crew off course, when yielding can’t cut buoys.

Non-yield interference: 1st = 60 seconds, 2nd = 120 seconds, 3rd = DQ

Do not press luck when passing and force a collision; cannot do anything blatantly unsafe. USE YOUR COMMON SENSE.

If there is a severe collision (injury, hull damage) = 60 second penalty; impossible to credit crews who are effected by collisions

Conduct: personally abusive language = penalties; not directed at anyone = no penalties

60 second penalty for no bow number

If late to start, report to any official, don’t jump in (be polite, follow instructions immediately)

Boats must finish with coxswain aboard (…duh?)

Communication with bowman when in bow loaders: they should tell you what side you’re being passed on and how fast; when passing, tell when clear to steer at will to avoid cutting off crews. Discuss in advance.

Tl;dr: be prepared. Know what you’re getting into and know that whatever plan you have is probably going to change before you get to Magazine Beach. Be prepared for the unexpected and know how to handle every situation when something happens. Never panic. Make it to the finish line in one piece. Have fun.

Image via // Boston Magazine
Coxswain Recordings, pt. 13

College Coxing Racing Recordings

Coxswain Recordings, pt. 13

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Purdue University 2012 SIRAS Women’s Varsity 8+

The race starts around 2:40. Right off the bat, the only thing I noticed when I was actually watching the video (vs. just listening to it) is how the stroke seat is looking a solid 90 degrees to her left the entire race. Her rowing is pretty unimpressive too – she’s missing a ton of water at the catch because she’s rowing it in nearly every stroke. Even though the coxing was pretty good, I just couldn’t get past this. You have to be paying attention to the bladework and call the rowers out on that (especially when it’s your stroke/stern pair). She does say something at 4:41 about getting the heads in the boat but a couple strokes later the stroke is looking out of the boat again.

At 6:20, I liked how she started the second ten of that twenty with “10 to start off the third 500”. Since that’s usually the hardest part of the race, phrasing it that way kinda gives you a renewed sense of focus and motivation to make those strokes good.

Make sure when you’re saying finish/recovery calls, you’re not calling them at the catch (and vice-versa). She did this with the “send it” call at 6:45. It’s fine to say something like “send it now” with the “send it” part at the catch and the “now” emphasized at the finish but just saying “send it” at the catch is incorrect.

When she calls paddle at the end I was nervous because from it doesn’t look like their bow ball was through the line yet. Even if you hear the horn you should always, always, always row through the line, meaning you don’t call paddle until YOU, the coxswain, are through the line. It’s extra security, just in case.

Other calls I liked:

“Move this boat…”, with regards to keeping the heads in the boat

Purdue University 2013 Men’s Lightweight 8+ vs. Notre Dame JV8+

https://www.youtube.com/watch?feature=endscreen&v=zEIWL8p280E&NR=1

This coxswain actually emailed me this video a couple months ago to listen to so below is some of what I sent her.

“Overall, this was really good. Your aggression was good but I could see what you meant about it not being as intense had you been in a closer race. When I first started coxing and had leads like that with my boats, I let my intensity come down a little too. After a couple of races I shifted how I did things and instead of “cruising” the rest of the way I completely stopped paying attention to the other boats and focused solely on my crew. Even though you’re beating the other boats handedly doesn’t mean any of the intensity has to go away. If anything, you almost want to get more intense to keep the rowers in it. They can CLEARLY see they’re beating the other crews so it’s easy for them to start to power down but it’s up to you to make sure they stay at 100%.

It’s not so much about “proving” you can win, it’s more about the psychological mindset that it puts the rowers (and us, to an extent) in. If they know that all they have to do is get ahead before you ease off of them, that is what they’ll start to look forward to each race. If you can keep the intensity and aggression in your voice for the whole 2000m they’ll continue to push for the whole 2000m. It’s all psychological. When it comes down to that one race where you have a crew that’s pushing you down the entire course, you’ll be better prepared to fight them off if you can mentally go 2000m instead of 750m or 1500m. Make sense? Obviously there are exceptions, like if you’re in a qualifying race and all you’ve got to do is place to advance. At that point  you want to conserve some energy so you can go all out during the final. If you’ve got a lead on a crew like you did during this race, it’s OK to back off a little as long as you don’t completely turn the gas off and let the other crew(s) come back on you. When that happens it turns into a frantic situation that results in the rowers expending more energy than they otherwise would have needed to.”

At 1:23 they take a 10 after the start, which is an odd/unnecessary move (literally and figuratively). If you notice you’re even with another crew and you want to make a move, use the settle to walk. After the start (high stroke rate and settle) you want to give the rowers a chance to get into their rhythm. If you go straight from the start into a power 10, especially one that doesn’t have a direct end goal, it makes things slightly frantic again and doesn’t give them a chance to actually settle into the rhythm they just tried to establish.

When she tells them at 1:58 that Notre Dame had moved over a lane, that would have been a good point to take a 10 or 20 to capitalize on their coxswain’s steering error. Coxing is the ultimate form of psychological warfare – when another coxswain gives you the opportunity to take advantage of their mistakes, take it.

Jumping ahead to the end of the race, when she says “last few strokes” they actually took 17 before they crossed the line. If you say “last few” they’re most likely going to assume that means 5 or less. Try and be specific. If you don’t know how many strokes are left, guess, but don’t say something general like “last few”.

You can find and listen to more recordings by checking out the “Coxswain Recordings” page.

Navigating the starting chute at a head race

Coxing How To Racing

Navigating the starting chute at a head race

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The start of a head race is different than the start of a sprint race because you’re rowing into it instead of starting from a dead stop. Most regattas will have the crews hanging out, sort of, in a waiting area a few hundred meters above the starting line before calling them down by bow numbers. As you row into the waiting area, you’ll want to find crews with the bow numbers immediately ahead of and behind yours and situate yourself between them. From here, you’ll want to use use your bow pair or bow four to slowly move you up the queue with the other crews.

Most larger regattas have what’s called a “chute” right before the starting line. (Smaller races might just do one single file line.) This is what everyone in the waiting area is funneled into before they cross the line one by one.

As you come into the chute, odd numbered bow numbers will line up on one side and even numbered ones on the other. Where you should go is marked by three buoys — a red one, a yellow one, and a green one. At HOCR, the odd numbered crews will line up between the red and yellow buoy (red = port) and the even numbered crews will line up between the yellow and green buoy (green = starboard).

By this point you should be rowing all eight, slightly above paddle pressure. You’ll row down towards the line in a staggered pattern and then cross at 10–15 second intervals. There will be officials on the water telling you to ease off or go to full pressure depending on how close you are to the crew in front of you. They’ll definitely tell you when to go to full pressure but if you start too early they’ll tell you to back off so you aren’t too close to the crew ahead of you when you start. By the time you cross the starting line you want to be at full pressure and at least 2–3 strokes into your starting 20 or whatever you do at the start of your race. At this point, you’ll hear an official say “on the course!”, which you should then communicate to your crew.

Coming across the line, you should already have your starting sequence figured out (and have practiced it many times) so that should be fairly self-explanatory. I called the five to build into full pressure when the officials on the water told us to bring it up and then we usually crossed the line somewhere around the second or third stroke into our high 20. From there it’s coxing as usual.

I think it’s important to not say a lot before the race because there’s going to be a lot going on and many things for you to be listening and paying attention to, which can be difficult to do if you’re trying to actively cox the crew or carry on a conversation. Same goes for the rowers. Things happen fast in the chute and it’s imperative for the rowers to be ready to go as soon as the officials/coxswain call for it.

Image via // Rowing Upriver
How to Pass Crews During a Head Race

Coxing How To Q&A Racing

How to Pass Crews During a Head Race

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Previously: Steer an eight/four || Call a pick drill and reverse pick drill ||  Avoid getting sick || Make improvement as a novice || Protect your voice

I don’t know if I’ve ever talked about this at any great length but I figured it’d be a good topic to get out there since we’re starting to get into head race season. Passing another crew requires you to be a bit of a maverick, depending on the situation. It’s not something you should be figuring out how to do as you do it though because deciding what the best course of action is requires a lot of decision making in a very short period of time. When your mind is going a mile a minute you don’t want to be trying to figure out all this stuff in the middle of the race.

The first thing you’ve got to do before passing a crew is assess the situation and figure out how many crews are ahead of you and how close you are to bridges or any other kind of potential obstruction. If there is a lot of traffic up ahead or there’s a chance you won’t have completed your pass before you reach the bridge, it might be best to hold off until crews spread out or you’re through the bridge. It sounds counter-intuitive but from a safety perspective, holding back is always preferable to a collision. No coach who has their priorities straight will tell you otherwise.

From there, when you do go to make your pass, and sticking with the idea of what is safer in the long run, you’ve got to decide if taking a slightly wider course off the better line is preferable to taking the better line and potentially being involved in a collision that could cost you even more time. This is where having studied the course beforehand can work in your favor. If you’re on a river with a lot of curves – the Charles, for example – it’s less about how you come out of the turns and more about how you go in. Even if the faster line around a turn to port is to hug the buoys, if you’re passing someone and know that the next turn is to starboard, it would be advisable, if it’s safe, to pass the crew on the outside, that way you’ll be on the buoys around the next turn.

Related: HOCR: Steering around the turns

One thing to remember if you decide to pass on the inside is that if the next turn is fairly sharp and in close proximity to the last one, you’ll either have to be really good at steering or you’ll have to have the crew adjust their power to bring you around, which has the potential to add seconds to your time. 60ft long boats don’t turn on a dime, which is something a lot of novices don’t realize, so knowing the best way to move your shell around a tight turn is something you should have figured out before you race. That way if such a situation arises where you’re going around a tight turn, either because you chose it or were forced into it, you’ll know how to do it smoothly and with as little added time as possible.

Related: Yaz Farooq’s HOCR coxswain clinic

The last thing you’ve got to consider is whether you want to increase the stroke rate to get by the other crew or if you want to keep it the same. You can take it up a beat or so if you want but it’s not usually necessary and if you’re constantly changing your speed you run the risk of running out of gas and not having enough energy to maintain your pace through the end of the race. If you’re passing someone, your strokes are  already more powerful and your boat is generating more speed so all you need to do is find an open lane to glide into.

If there’s a crew behind you that’s threatening to pass, increasing the stroke rate might be a good idea if you think your crew can sustain it. If there are crews that are packed together in front of the one you’re trying to pass, you might want to pass them at your base pace and then settle in where you can, either with or behind the pack in front. If you think you can pass another crew, that’s a calculated risk you’ll have to make a decision on as it’s happening based on the information you have on hand. You should also be watching the crew you’re passing to see if and how they counter your move. They might take the stroke rate up to hold you off, which might mean that instead of cruising by them, you might need to take the rate up for a couple strokes too.

Another thing you’ve got to factor in is whether or not the crew in front of you is a rival. A normal crew will do their best to hold you off but a rival will make it their mission to make sure that your bowball doesn’t get past theirs. Be prepared for this and know how to counter it.

General passing rules – these should be announced by the regatta official(s) at the coaches and coxswains meeting so don’t skip that. Different regattas have different rules, especially at head races. Some might allow you to pass under a bridge, others might penalize you for doing it. You won’t know unless you go. I’d also recommend not assuming you know the rules just because you’ve been there before. You never know when they might change them.

When passing, your bow must be pointed towards the side you intend to pass on by the time you are within at least one length of open water on the crew you’re passing. The crew that’s being passed should be fully out of the way by the time the passing crew is within half a length of open.

When you are passing, you should yell out “coxswain, move to starboard/port” to the crew in front of you. Most coxswains will acknowledge you (do this by raising your hand, like normal) and immediately move over but some will be less accommodating. This can be attributed to two things: a) they can’t hear you, which is sometimes understandable or b) they’re purposely doing that because they think it’ll make you give up on trying to pass them. All you have to do in situations like this is yell again to move over. Your bow (wo)men can help you out here by yelling at them to move too. People in bow, don’t wait for your coxswain to tell you to do this. If you can hear them repeatedly telling someone to move, just look over and repeat what they’re saying. If you have to tell at them again to move, threaten them with a penalty. They will get penalized for not moving out of the way because it’s considered unsportsmanlike conduct. At HOCR it’s a 60 second penalty the first time, 2 minutes the second time, and an automatic DQ for the third time.

If you are being passed, move. Communicate with your stroke before the race (or bow if you’re in a 4+) and tell them that if there’s a crew coming up on you, they must tell you. It doesn’t need to be some big long conversation between the two of you either. That’s part of the reason why I think a lot of the rowers don’t tell their coxswain what’s going on behind the because they think they need to say “hey, there’s a boat passing us on starboard” and they don’t want to waste that much energy or oxygen, but in reality all they need to do is say “starboard” or “port”. I know your lungs are on fire but I think you can manage to squeak out a one or two syllable word. Help your coxswain out. If your crew gets penalized for not yielding, it’s just as much your fault as it is the coxswain’s.

Try to avoid passing under bridges when you can. Know the rules as to what bridges you’re allowed to pass under and which ones you aren’t if there are multiple ones along the course. Don’t be that coxswain that thinks it’s a good idea to go three wide under Weeks (shout out to the coxswain who messed up my turn last year by being that person…ya jerk).

I’ll try to find more videos of this if I can but I came across this one while writing this and thought it was a good example of a coxswain telling a crew to move repeatedly (Michigan) and the crew being passed not moving (Dartmouth), leading to a collision before Eliot. Michigan was able to recover quickly but you can see it really stalled Dartmouth. If you’ve got time, definitely check out the whole video but the part I’m referring to starts around 20:00 and the collision around 21:45.

One other quick thing to note, you can hear somebody say “you had room!”, someone else say “fuck you”, and someone else say “fucking” something (it’s kinda hard to hear). I get that situations like that are irritating but you’ve got to be careful about spouting off on other crews like that because you can also get an unsportsmanlike penalty even if steering-wise you did everything correct. I’m lucky I didn’t get a penalty last year for yelling “are you fucking kidding me” to the coxswain who thought going three-wide under Weeks was do-able because there were three officials standing on Weeks watching the whole thing unfold. (I was the only one of the three crews to not be penalized so yay for that.) In the heat of the moment it’s understandable but ask yourself if it’s worth a penalty if an official hears you.