While the WCC and Pac-12 were a sea of white boats (as usual) it’s hard to argue that Pocock is west coast-only boat builder after looking at the weekend results. Sure there aren’t as many Pococks on the water as Vespoli’s, but of all the Pocock racing shells on the water, a higher percentage of them win than any other brand boat. Bottom line: Fast teams choose Pocock.

Here’s a quick recap of how crews racing in Pocock racing shells ended up:

Big East

First year coach Justin Moore and Syracuse had a huge day at Mercer – In addition to winning the V4, they were second in the V8 and JV8. University of Louisville was third in both the V8 and JV8, and Notre Dame took home the silver in a the V4.

Big Ten

Wisconsin women took home hardware in every race – winning the 2Fr8, second in the Fr8 and V4, and third in the V8 and JV8. Go Badgers!

Conference USA

If there was any doubt that Leeanne Crain was doing impressive things at the very young University of Oklahoma program, this weekend’s Conference USA Championships put that to rest. The Frosh 8 won, V8 was second, and 2V8 and V4 were both third. Congrats also to Texas, taking second in the V4.

Dad Vail

The Varsity 4+ is always one of the most competitive races at the Dad Vail, and this year was no exception with 10 Women’s V4 heats and over 40 crews. Tremendous congrats to Drake University, Old Dominion, and Duke for winning gold, silver, and bronze. (Fordham was fourth in the event, too.) It was great to see the K4 go one-two-three-four at the Dad Vail! The University of Chicago also won the Lightweight Men’s 4+. The K4 has always been a popular collegiate boat at the IRA/NCAA level, and it’s great to see it showing up on more and more championship medals docks.

Long time customer and perennial Dad Vail powerhouse St. Joe’s took the bronze in the JV8; and Central Oklahoma came in third in the DIIV8 – fast enough to warrant an at-large NCAA bid.

EARC Men’s Sprints

In a sea of yellow, the Wisco men put on an impressive show, winning the JV8, and coming in third in the V8. Coach Clark always does an impressive job with his largely walk-on squad, and it’ll be fun to see them on the Cooper River for IRA’s. Dartmouth came in second in the Light 8, and the Cornell frosh were third.

Pac-12

The Cal Golden Bears put on an impressive show at the Pac-12, sweeping the women’s events convincingly. The UCLA women also continued their stellar season, nabbing second in the Fr8, and 3rd in the 2V8 and V4. (Their V8 was just out of the medals in fourth.) WSU and OSU were both third in the Fr8, women’s and men’s, respectively.

All six of the Varsity 4+ medals went to crews in a K4 – Cal, Washington, and UCLA in the women’s race, and Washington, Cal, and OSU on the men’s side.

West Coast Championships

Gonzaga continued their strong season winning the 2V8 and V4, and second in the V8 (the only three events at the race). LMU was third in the 2V8, and St. Mary’s an impressive third in the V8.

All in all, a great weekend for our customers. A huge congrats, and thanks for racing in our boats! See everyone in Jersey for NCAA’s and IRA’s!

Set aside the fact that you’re talking about an expensive purchase, buying a new or used rowing shell is one of the most important decisions your team will make to ensure success on the water. Too many times, we see crews completely over-boated (to the point that it’s a detriment to their performance) because a purchase was made with all the right intentions, but without the appropriate education. Just like you shouldn’t buy a 2-door if you really need a minivan, there’s a right and wrong boat for every crew. And many times, that right boat isn’t the most expensive.

In an effort to help make buying a new or used racing shell easier, we’ve compiled a 12-page guide to help walk boat buyers through this process. It outlines all the questions you need to consider when weighing your buying options for both new and used rowing shells, plus has a handy check list to sum everything up. It also helps you understand what the different available options are, and what they mean for your rowing club. Also, it defines some of the jargon you’re going to encounter while shopping, so you’ll know exactly what the boat builder is talking about and you can confidently make the right purchase decision.

If you’re ready to tackle the boat buying process, we’d love to help you out. In addition to new Pococks, we always have an extensive inventory of used racing shells in a wide range of age, from many different boatbuilders.

Good luck!

Here are some other articles you might find helpful:
It’s Just a Fashion Show, Part II (The case for not buying a European boat)
Why Are We the Only Ones to Publish Prices?
Nine K4+’s Later (How Amherst College ended up with a boathouse full of Pococks)
The 86.6 Mile Row

Humboldt and Central Oklahoma were first and second in the DII/DIII V8 final on Mission Bay. The silver medal warranted Central Oklahoma’s first ever DII National ranking – huge congrats to both these teams!

We had a busy regatta, delivering a total of 15 boats to the rowing teams from University of Oklahoma, Central Oklahoma, Villanova, UCLA, Pocock Rowing Center, Bowdoin, and Dayton. On the water, Pocock racing shells outnumbered any other brand, and in the DI women’s ranks, accounted for over 65% of every boat on the water, collecting 60+% of the medal haul. Congrats to all our fantastic customers, and thanks for making our boats go fast.

We’re headed down to the Lake Natoma Invite and the Stanford Invitational regattas next weekend with another trailer load of new boats. Let us know if you need anything!

You might also like:
Pocock Sets Up Shop at the 2011 San Diego Crew Classic

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[View with PicLens]

Hansen is a 2001 graduate of OSU, and was in the eight that won at the 2004 Athens Olympics. Joey’s story highlights the unique opportunities that collegiate rowing offers – he walked onto the OSU team as a pure novice, and immediately after graduating was in the international mix. While only a handful of college rowers make it to the Olympics, it’s still pretty neat that collegiate rowing in the US offers the opportunity for athletic kids to pick up a completely new sport and compete at a very high level.

Hansen visited campus for the event, as well as to check out OSU’s brand new boathouse. (Check out pictures of the new boathouse.) Here’s what he has to say about the program, training on the National Team, and what it’s like to be back on campus:

A huge thanks to Men’s Head Rowing Coach Steve Todd and Women’s Head Rowing Coach Emily Ford for their continued support – we’re proud to be in their boathouse. Looking forward to seeing the Joey Hansen win lots of races this spring! Go Beavs!

If you haven’t had a chance, check out our recent glossary chapter about rowing riggers. We explain all the different rigger options available on today’s rowing shells, and the pros and cons of each style. Both our High-Modulus Carbon wing and Aircraft-Grade T-6 Aluminum wing have unique properties, and are designed for specific use. Here are a few things to consider while deciding which rigger option is right for you:

Weight

Each carbon rigger is about 1.5 lbs lighter than its aluminum counterpart. (Our Hypercarbon shells are built to be under FISA weight with carbon riggers.)

Rigging

The carbon rigger’s oarlock pin mounts onto a sill, which offers maximum flexibility when rigging. You can adjust spread, height, oarlock pitch (with pitch-plug inserts), lateral pitch, and outboard pitch. Nailing fractions of a degree of pitch are commonplace when rigging these wings. This added flexibility also means the boat will take longer to rig since there are more measurements that need to be checked.

Our aluminum riggers are fitted with a “Euro-Style” block, meaning they have a block that holds the pin in place instead of a sill. (See the photo above.) This restricts the adjustability of the rigging, limiting it to spread, oarlock pitch (with pitch-plug inserts), and height. (Additional pitch can be built in when the wings are fabricated.) The restrictions of the aluminum riggers can be an asset if you want to be able to quickly rig a boat with minimal effort. The aluminum riggers basically allow you to “set it and forget it.”

Depending on your rigging style, one of these two options is going to be the clear winner. Some coaches prefer minimal rigging adjustments, or opt to make the majority of their rigging adjustments on the oars instead of riggers. In this case, aluminum riggers are better. However, if you’re a coach who likes to make rigging adjustments on the rigger, then carbon riggers are the better choice.

Durability

While very strong while rowing, carbon riggers are more vulnerable to damage in the trailer, on the dock, or lying around on the floor of the boathouse than aluminum riggers. If you step on a carbon rigger or hit the dock hard, there’s a chance it’s going to break. (Carbon riggers are usually repairable, assuming the damage isn’t catastrophic.) However, a little diligence is all that’s required to avoid this type of damage and the vast majority of our customers don’t have these problems.

We recommend storing carbon riggers up off the floor in a rigger bag when not in use, and taking care to make sure they don’t have other equipment piled on top of them during trailering. As you can imagine, aluminum riggers are very durable, and rarely are damaged from crashes, sloppy handling, or over-full trailer beds.

Fit

It’s worth pointing out that no matter if you choose aluminum or carbon wings, all our boats have straight sided, parallel gunwales. This means that the distance between gunwales is the same at every seat in a boat, so riggers are interchangeable between seats. So if you keep one starboard and one port rigger in your boathouse, you’ll have a replacement rigger for any seat in the boat. No mirror riggers or making sure that you have the rigger for the right seat. This also means that you can pull a rigger off another Pocock boat if you need a replacement in a pinch. (This ALSO means that you can easily turn two sets of double wings into a quad.)

Though riggers are interchangeable within a boat, there are different size riggers for different size boats. (A large V8 is much wider than a pair.) We have three different size riggers: small fits our pairs and fours; medium fits the small and medium V8; large fits the large size V8. Again, the wings are essentially interchangeable. Wings for pairs and fours are the SAME! Pretty cool.

Safety

Carbon riggers are designed just like the crumple zone in a car – in the event of a crash, the rigger will break instead causing major damage to the hull. The theory is that it’s preferable to have the rigger itself break instead of staying intact and ripping the boat apart. With the former, you avoid expensive and time-intensive hull repairs and instead replace the broken rigger with a new one for a few hundred dollars. This controlled deformation also saves athletes from serious injury. In the event of a hard hit, something has to give. In this case, it’s the carbon rigger and not an athlete’s body.

Performance

The carbon wing is the stiffest outrigger we make, and most likely the stiffest available, anywhere. It is our top of the line rigger, and is the best in the business from a performance standpoint. Yes, the materials have a lot to do with the performance of this part, but it gets most of its unmatched properties from its shape. The true airfoil shape has depth and dimension which lends itself to the stiffness of this wing. Further, the wing has a full-length spar cured inside, which turns it essentially into an I-beam.

Another advantageous detail the Pocock carbon wing has over its competitors is its footprint, or mount. The physics of the rowing motion shows us that rowing puts a twisting force onto the riggers, attempting to roll (or bend) the pin forward. A stiff wing counteracts that. We’ve placed the wing mounts as far apart as possible fore and aft, and have thus greatly reduce this motion. The added rigging flexibility offered by the carbon rigger gives it superior performance potential as well (see Rigging section below).

The aluminum wing option was designed to be a nice countermeasure when full-tilt performance is not the top priority, and durability is. These hard-coated anodized gray wings are a bit thinner in cross-section, and slope down across the gunnels of the boat allowing for easy fitting with longer athletes. These wings look very similar to the offerings of the other boat companies that offer winged boats. Aluminum extrusion riggers are made by passing liquid aluminum through a press - just like the play dough press - then cooling it rapidly. We then take this “aluminum extrusion,” cut it down and built it into riggers. Each boat builder has their own proprietary dies that form our custom shaped extrusion. The BIG difference is that comparatively, ours is a little bit bigger in width, (bigger is better!) plus it is has an interior vertical web, or spar, that is formed as the aluminum tubing is extruded. So if you cut a cross section of the rigger, it’s not hollow. What’s all this mean? That even if you opt for aluminum riggers instead of carbon, you’re not compromising on stiffness. You’re getting the stiffest aluminum riggers on the market.

Cost

Replacement carbon riggers are slightly more expensive than aluminum riggers. There’s no difference in purchase price on a new boat.

Carbon rigger complete (includes pin, oarlock, and bowbrace): $525

Carbon rigger only: $420

Aluminum rigger complete: $510

Aluminum rigger only: $405

The Bottom Line

Whether you decide to outfit your Pocock racing shell with aluminum or carbon riggers is really a choice based on preference. We’ve found that our customers are split down the middle – about half choose aluminum, half prefer the carbon. Some customers have a mix in their boathouse, and rig their racing boats with carbon and their work boats with aluminum. Or they buy both and row with the aluminum in the fall and winter, and switch to carbon for the spring racing season. The best way to decide is to consider what’s important to your program, and then figure out which option will provide the most value.

Want more information on racing shell riggers? Here are some articles you might find helpful:

Rowing Glossary: Racing Shell Structure and Riggers

The story behind Pocock’s Crenulated Gunwales

Determining Which Sill You Need

Composite Boats 101: a history of boat building

Boat Detailing Options

The vast majority of first-year coaches are hot off their own rowing career, where they worried about getting fitter, rowing better, and keeping their grades up. While many of them know a lot about pulling hard, any seasoned coach can tell you that getting their athletes to pull hard is a small (albeit important) part of the job. So the vast majority of these first-year coaches come to their first day on the job missing big chunks of knowledge necessary to do their jobs well. But somehow, they’re expected to know the ins-and-outs of training, equipment, compliance, and how to start the finicky launch that the third assistant always gets stuck with. This isn’t the assistant coach’s fault. It’s not the head coach’s fault, either. But the fact is that assistants are left to either seek out education or fake it.

After going to an absurd number of rowing and coaching conventions, it’s obvious to us that there’s a lack of education available for serious coaches. Between Bill, John, and Amy, we’ve coached about every level of rowing there is. We know first hand about the lack of coaching education. So we decided to start our own program: Coach-Con.

What: Coach-Con 2012
When: June 26-27
Where: Seattle, WA
Cost: FREE. Get yourself to Seattle and the rest is covered.
Catch: There isn’t one.

Coach-Con is ONLY for assistant coaches. It’s for a super small, super selective group of up-and-coming coaches who have aspirations of being a career rowing coach. For two solid days, we’ll facilitate in-depth, challenging conversations about the things assistant coaches need to know. We can pretty much guarantee that attendees will learn more in two days than they have in their entire coaching careers. Did we mention that it’s FREE? Topics include:

Extensive Rigging: Hands-on, Basic & Corrective
How to rig to fit individual athletes, how to optimize your racing shell’s performance to suit your style of rowing, and how rigging should change to compliment your training plan. (Not sure how to adjust pitch or check the spread? Don’t worry, we can cover the basics, too.)

Physics of Rowing: Honest, Candid Video Analysis & Discussion
Sure, every coach has his or her own technique preferences, but rowing is really ruled by physics. Check your ego at the door, this video session is an interactive discussion of rowing technique and fluid dynamics where it’s okay to ask questions and have an opinion. Led by Bill Tytus, one of the most knowledgeable people in the sport of rowing (he’s spent a lifetime in the sport, and the past 20 years developing scullers), you WILL walk away from this session knowing more about the rowing stroke. If you’ve ever had a conversation about rowing with Bill, you know he is the consummate coach. He genuinely likes nothing more than talking shop, debating different approaches, and helping everyone go faster.

Rowing Shell Repair: Identifying & Tackling Damage
Who better to learn repairs from than people who actually build the boats? You’ll learn how to evaluate structural compromises, as well as get your hands dirty learning how to fix 99% of the damage your fleet incurs. From repairing delams, scratches, and small holes to re-attaching bows, we’ll teach you how to repair your shells to not only look good, but also how to restore it to as close to like-new as possible.

Trailer 101: Loading, Driving, & Maintaining for Safety
You’re driving around a 60 foot rig that can easily be worth over $400,000 – and that can roll over quite easily. The truth is, most coaches get thrown into trailer driving with little to no training. Do you know how to strap down a boat the right way? How about how to load a trailer for optimal balance and safety? We’ll cover everything from how to hitch up your trailer, to regular trailer maintenance, to keeping your equipment safe for long hauls and minimizing the wear and tear that trailering can cause.

Boat Construction: Materials & Methods
We can’t believe how many coaches take delivery of a $40,000+ new boat and don’t even check it over. Learn what to look for in a sound boat – whether you’re buying it new or used, pulling it off the rack after the winter, or evaluating damage after an accident. Understand how a boat is built and what different materials are good for, so the next time you purchase a new racing shell you’re sure to get the best boat for your team.

The selection process is underway. We’re looking for assistants who have: head coach ambitions, a little rowing experience, an opinion, and enough humility to ask questions and admit that there’s still a lot to learn. If this sounds like someone you know, assistants need a nomination (to be completed by the head coach), as well as an application (completed by the applicant).

Want more info? Check out the Coach-Con page. Have a question? Email Amy, post it to our Facebook page, or send us a tweet. Want a nifty flyer to email to your boss? Here you go. Applications are due May 1st, so get on it!

Like us on Facebook to follow the Coach-Con conversation. We’ll be posting updates about session topics and the application process.

When you’re buying a new or used racing shell, there’s a lot of technical jargon thrown around that probably isn’t part of your every day vocabulary. We have a three-part series that takes a stab at defining the terms that you may hear or read from a boat manufacturer, and how they affect your rowing shell’s performance and longevity. Did we miss one? Let us know.

Performance and Boat Feel

Wetted Surface: The surface area of the hull that is underwater.

Drag: The forces that act on the hull to slow down its speed.

Skin Drag: The force that slows down a hull due to the friction between the skin of the boat and the water.

Wave Drag: (Also called “parasitic drag”) The drag that is a result of simply pushing the shape through the water. The faster the boat goes, the higher the drag.

Hull Shape: (As in: aggressive hull shape) Boat designers work to create a hull shape that is stable, yet fast.

Pitching Hull: The longitudinal up and down rocking motion of a boat.

Roll: The side-to-side motion of a boat.

Stability: How much a boat pitches and rolls while being rowed.

Wet Sanded Hull: Some builders rough-sand below the waterline to reduce drag. The theory is that the “scratches” hold water, and water-on-water is slipperier, hence faster. The majority of builders do the exact opposite and obsessively shine the hulls of the boats.

Stiffness: The rigidity of the hull, or the extent to which it resists bending. It’s the opposite of flexible. A stiff boat will allow more of the rower’s effort to contribute to the boat going faster, since less of the rower’s force will be absorbed by the flexing of the boat.

Torsional Stiffness: Refers to the boat’s resistance to twisting. When force is applied on both the starboard and port sides, the boat can twist. Wing riggers significantly improve torsional stiffness.

The Bottom Line

Know whom you’re shopping for. The most expensive boat isn’t always the best fit. It’s easy to slow down a crew by over or under boating them. Because rowing technique plays such a large part of boat speed, a less experienced crew will most likely go faster in a more stable, training-type boat, as opposed to an aggressive, elite-level racing machine.

It’s also important to anticipate your lifetime use of the boat. Will you be reselling it in 2 years? Letting the varsity row it for a year then passing it onto the novice? Will it be your top racing shell (or learn to row shell) for 5+ years? Again, knowing who and how you’re planning on using the boat, and then shopping for an appropriate model will help ensure that you’ll get the best value.

Want more information on racing shell performance? Here are some articles you might find helpful:
Short versus Long Hulls
Composite Boats 101: a history of boat building
Nine K4′s Later

When you’re buying a new or used racing shell, there’s a lot of technical jargon thrown around that probably isn’t part of your every day vocabulary. We have a three-part series that takes a stab at defining the terms that you may hear or read from a boat manufacturer, and how they affect your rowing shell’s performance and longevity. Did we miss one? Let us know.

Carbon Fiber: A fabric made up of extremely thin carbon atom fibers. Carbon fiber gets its strength from the way the atoms bond with microscopic crystals and align themselves along the long axis of the fiber, which by its nature provides a very strong bond. Strands are woven together to form yarn, which is then woven into fabric. The fabric is available in many different styles depending on the intended use.

Fiberglass: A fabric made up of very fine strands of glass. The first composite boats were made entirely of fiberglass, though it’s used in a more selective capacity now because it’s heavier than carbon fiber. It has specific properties that make it very durable, and is much tougher than carbon fiber.

Composite: A combination of multiple materials engineered to attain a specific characteristic. In racing shells, it refers to the fabric or “skins” and the core.

Laminate: The product of combining two or more layers of materials together.

High Modulus: A grade of highly processed carbon fiber with fibers packed densely enough to yield an MSI of 33+. (MSI – million pounds per square inch; a measure of stiffness).

Unidirectional: (Also called “uni”) A material that has fibers running in one direction only. It is most commonly used as carbon fiber, and can come in many different areal weights. It is used where specific reinforcement is required.

Kevlar: A woven synthetic fiber that’s commonly used in body armor and tires. It’s very strong, but extremely difficult to work with, and once damaged difficult to repair.

Pre-Preg Carbon: Carbon that comes with the resin already on it (or “pre-impregnated”).

Wet Lay-Up: Epoxy is hand applied to the carbon fiber.

Lay-up: The combination of materials used to create the racing shell. Each boat builder has their own proprietary lay-up schedule.

Epoxy: A resin that’s mixed with a hardener. Mixed in exact proportions, the epoxy is applied to the carbon fiber. It cures at a specific temperature over a specific period of time.

Resin: A liquid substance that hardens to a hard or enamel-like finish. In this application, resin is applied to the composite material to create the hull of the boat.

Foam: A closed-cell, very strong, very light foam sheet.

Honeycomb: Solid sheeting that is made up of many small hexagonal (six-sided) tubes. It looks just like its namesake – a honeybee honeycomb.

Nomex: The trade name for the honeycomb most commonly used in rowing shells.

316 Marine Grade Stainless Steel: A grade of stainless steel that is resistant to corrosion. 316 refers to the chromium content. Steel is never completely rustproof, however the addition of chromium improves the metal’s resistance. Marine grade stainless is particularly helpful in salt water since salt is a catalyst to the rusting process.

Aircraft Grade Aluminum: A high-grade aluminum alloy that is extremely light, and withstands heat and fracturing well. This is a somewhat broad term covering a wide range of alloys.

Anodized: A process that increases the thickness of the natural oxide layer on the surface of metal. It increases corrosion and wear resistance, and provides better adhesion for paint primers and glues. The process includes passing an electrical current through the alloy while soaking in an acid solution.

The Bottom Line

Everyone wants four things in their racing shell. They want it to be stiff, light, durable, and affordable. It’s impossible to get all of these at once, so the above listed materials are mixed and matched to try to optimize the shell for those characteristics.

We recommend deciding what is important to your program, then weighing the options. Depending on whether you’re focusing on long fleet life, purchase price, hull stiffness, or shell weight, different materials are going to be advantageous.

Want to know more about the evolution and process of racing shells production? Check out our Composite Boats 101 series:

Part 1: A Brief History in Boat Building
Part 2: Composite Materials
Part 3: Frequently Asked Questions

When you’re buying a new or used racing shell, there’s a lot of technical jargon thrown around that probably isn’t part of your every day vocabulary. We have a three-part series that takes a stab at defining the terms that you may hear or read from a boat manufacturer, and how they affect your rowing shell’s performance and longevity. Did we miss one? Let us know.

Structure

Ribs: An internal skeleton structure inside the hull. A boat has multiple ribs that intersect the keel perpendicularly, and the riggers mount to the side of the boat at a rib location. Ribs can be made of wood, or some sort of laminate such as carbon fiber or fiberglass.

Shoulders: Same as ribs.

Monocoque: A construction where the materials of the hull provide the structural strength, and no ribs are necessary. (Another example of this type of design in nature is an eggshell.) Wing riggers are an important compliment to this hull construction since they provide lateral strength.

Ribless: Same as monocoque.

The Bottom Line

When the rowers take a stroke, opposite forces are applied from both the starboard and port sides, literally twisting the hull. The joint of where a rib bonds to the hull is particularly vulnerable to this type of wear and tear, and is usually the first place to show signs of degradation.

Though most boat builders offer both ribbed and monocoque rowing shell models, monocoque hull designs have become popular because they eliminates these joints altogether. Particularly when paired with wing riggers, a monocoque hull tends to hold up to wear and tear longer than a ribbed hull.

Riggers

Side-Mount Riggers: Tubular metal riggers that mount to the sides of the boat, typically with four bolts. The rigger mounts at a rib for maximum durability.

Euro Riggers: Side mount or wing riggers that have a block that holds the pin in place, and does not allow for easy forward and lateral pin pitch. Only the spread, oarlock pitch, and height can be adjusted.

Wing Riggers: Riggers that sit on top of the boat, bolting to the gunwales typically with four bolts. Commonly made of carbon fiber or aluminum.

Quick Release Riggers: Riggers that use cam locks instead of nuts and bolts to secure the rigger to the boat.

Airfoil: The cross section shape that is optimized for aero or hydrodynamics. It’s often used to describe the shape of wing riggers and fins, and in these applications, refers to an elongated teardrop shape.

The Bottom Line

Side mount riggers are usually lighter than wing riggers, but require additional hull material to reinforce bolt locations. Wing riggers are slightly heavier than side mount, but make a boat significantly stiffer since they act as a cross-brace to the hull. Additionally, a wing rigger boat requires less material to support the wing, so the bare hull is lighter.

Since wing riggers mount to the top of the gunwale instead of on the side of the boat, the sides of the boat must be 2-4” shorter to allow for correct pin height. This leaves less protection from water being splashed in, particularly in choppy water.

Because of advancements in oars, many coaches do not require the same flexibility in rigger adjustment and opt for a simpler setup. More flexibility isn’t necessarily better – it can take longer to make changes and re-rig your boat since more measurements will need to be checked.

Our experience with quick release riggers is that the first few rigs/de-rigs are faster, but the fasteners wear quickly and fall out of tolerance.

BAT Logic Component Pricing

BAT Logic ShoePlatePro: $150
BAT Logic Custom Packs: $55
BioSeries Pack: $192

Not familiar with the Bat Logic system? Download their brochure here.

To see more about Pocock’s existing rowing shoe options:
Shoes, Sandals, FlexFoot, and Nike Amada: Rowing Shoe Options for Your New Pocock
The Racing Sandal: Pocock’s New Rowing Shoes are a Hit!