When you think of getting a six-pack not everyone in boating knows it can mean something other than reaching for a cold one. I don’t profess to have known the difference for more than a couple of years. I do know that earning a U.S. Coast Guard Six-Pack or Operator of Uninspected Passenger Vessels (OUPV) captain’s license made me a better captain.

I have been a boater since birth. At least that’s what my parents say, showing off pictures of me at two-weeks on their 1955 Owens 26-foot cruiser. My boating experience while growing up was on powerboats, and mostly houseboats on the Ohio River, Kentucky Lake, Barclay Lake, and Lake Cumberland. When I was 12 my parents took me along to the U.S. Power Squadron courses. From there I sailed in the Bahamas on an Out Island 36 and in the Mediterranean while working a 33-meter, two-masted schooner. For the past twenty years I have been sailing extensively on the Chesapeake Bay on a Cal 25, a Catalina 34 and for the past six years on a Formula 34PC (which I ran from Fort Lauderdale to Washington, D.C, see BoatDigest, April 2005).

In the late 80s my wife and I enrolled in the U.S.P.S. courses in Alexandria, Virginia. It was fun to learn from the pros and to hear stories of events that we soon were to repeat. During the first day one of the instructors remarked, “When you run aground you need to know how to get off, because it isn’t if you run aground, it’s when.” Amen! And he was right. The lesson we learned on how to kedge off of a bar paid dividends.

As boatbuilders continue to attract new boaters (which is good), more boaters may be heading out with little or no experience. This is a shame because problems and situations will occur, and if you are unfortunate enough to have a big problem on the water, you may only get one chance to do it right. The majority of boaters have a great time boating and the passion is contagious, motivating new boaters, and increasing boat sales. However, once a boater gets serious about his/her responsibilities on the water you will see them attending boat safety courses (attending these courses earns discounts on boat insurance), operating their boats in a safe manner, and giving their passengers a great afternoon on the water while safely bringing them back to port.

This reasoning led me to my decision to take that next step from being simply an experienced sailor and powerboater, to taking the necessary courses to earn my Coast Guard Captains license as an OUPV. In all probability, except for very large yachts or those in charter, your boat, like mine, is uninspected by the Coast Guard. Sorry, the Coast Guard Auxiliary courtesy inspections don’t count.

If you ever entertained the thought of carrying passengers for hire on your own boat or someone else’s, you will need a Captains license (OUPV–Operator of Uninspected Passenger Vessels). This license is commonly known as a “six-pack” license because it allows a captain to take six paying passengers on an uninspected vessel traveling on inland waters. The definition of inland includes all waters in the U.S. (including rivers, lakes, and canals) inside the COLREG Line, but I’m getting ahead of myself.

The requirements of the license are 56-hours of course work. Courses are offered by a number of Coast Guard approved institutions. Do a search on the internet by typing: Coast Guard Captains OUPV License and you will find several very good web sites. I had over 877 hits when I searched for schools under this listing.

Now back to the beginning, what would cause someone almost 50, with decades of sail and power boating experience, to want to get their OUPV Captains license? This was the question my wife asked me a number of times, so I am sure it merits a proper answer.

Timing
The timing for me couldn’t have been better because at the time I was in between jobs. While job hunting is a full-time job, I did have the flexibility to attend the required 56 hours of class while giving myself adequate time to study. Living in D.C., also meant I didn’t have to fight my way into work and then back out in rush hour traffic to the class. The class started on a Saturday and was over the following Sunday. Classes were 0900-1800 Saturday/Sunday and 1830-2230 Monday-Friday. They were long days and nights particularly for those who came from work. We used every minute of class on most days. Check out other schools for schedules. Some meet twice a week in the evenings and last ten weeks.

Signing up
I checked out several schools and decided that Sea School had the best class location, timing, and price. I signed up on-line and paid the $725. I received an e-mail confirmation and was told to pick-up the books at the class. I also was given notice to bring parallel rules, a divider, and pencils to class. This required a quick trip to West Marine after I could not find any of my navigation equipment in storage. One school provides everything with registration.

Class
Our instructor was a retired Coastie who later worked as one of the “Beltway Bandits,” the name for federal consultants around Washington. He had plenty of stories from his days on the high seas and many served to reinforce the logic behind the lessons. However, on numerous occasions we came across dated material that would merit this retort, “I am teaching you what you need to know for the test, if you don’t agree with the answer, fine, but you better know that what they are going to say is the correct answer.” In some cases poor English made the question more difficult to understand, or made more than one answer appear correct. In other cases, it seemed that time had past the Coast Guard by and the topics were not as relevant. You never know when you might come across a minesweeper at night. If you do, be sure to look out for three all green lights.

The instructor would go through the training book and tell us the answers to the blanks in the written questions. He had a nice habit of knocking three times on the table when a question was definitely going to be on the exam. After going through and discussing the questions we would take a practice exam, also in the book. All of the exams were multiple choice. This may sound pretty dry, and it was at times, but thankfully the great sea stories our instructor told to support the material along with his full-belly laugh made it all more enjoyable.

The audiovisual materials shown in the course were a bit dated. Many videos were taped in the 1980s. The majority of the videotapes (no DVDs) were focused on safety procedures which have not changed in large measure. However, the quality of the tape and the methodology of instruction have vastly improved since then. This was particularly evident when the DVDs shown during the required Red Cross First Aid/CPR/AED course were only a couple of years old and they let us know the DVDs were being updated in the next year. The audiovisual is one area of the course that could be vastly improved and is a proven learning tool.

The Exam
As mentioned, the course work was focused on teaching us how to pass the exam. It was assumed that with at least 360 days on the water (over 4 hours constitutes a day) that we had the requisite knowledge and experience to qualify as a captain. This was not the case in our class as one guy responded that he had not seen a nun buoy before. In my humble opinion, this should have been grounds for his immediate dismissal and a refund. The validation of time at sea would certainly enhance the learning environment and weed out unlikely captains to be.

The OUPV exam is comprised of 30 questions on the Rules of the Road (international/inland rules, right of way, lights, signals, markers/buoys, etc.) and you have to get 27 correct or you fail this section; 10 plotting problems (drift, deviation/variation, range, tides/currents) with a chart of your choice; 20 navigation questions (markers/buoys, symbols, lights/signals); and, 50 deck general questions (fire/life safety, emergencies, knots, steering, anchoring, weather, etc.). All except the plotting questions are multiple choice and you have to get at least 70 percent of the questions correct to pass these sections.

Ancillary Requirements
Prior to taking the final exam we were informed that everyone had to submit to a drug test. Sea School offers to provide the test for a fee of $75. This was convenient and of little consequence to everyone in class once they heard the test did not include alcohol screening. Upon taking the test, the results are mailed to you with a copy to be attached to your formal application to the Coast Guard. In addition, you must take a full-physical that includes hearing and eyesight. This is not as simple today, since doctors do not generally conduct eye or hearing exams anymore. The Coast Guard also requires that a prospective captain pass an approved First Aid/CPR/AED course. The logic being, according to our instructor, as captain of the vessel you are very likely to be the medical officer as well. Sea School offers these courses, but I decided to go to my neighborhood American Red Cross and take the course with my first mate joining me.

The Final Test
The final exam was one week after the last class. This worked well because it allowed you to study more, relax, or get more comfortable with the material…and there is a lot of material. There are over 750 possible questions that can be asked on the test. The day of the exam you arrive at 0900 and are allowed to bring your parallel rules, dividers, calculator (no formulas), pencil and an eraser. You have the option of taking any part of the exam in any order you wish. Our instructor strongly suggested we take the Rules of the Road part first since it is considered the most important part of the test. Naturally, I chose to take the plotting section first so I could get the chart I wanted. I spent a lot of time on plotting while watching others in class zoom through the other sections and then end up competing for the same chart. We had three to choose from, but most wanted the Block Island chart because it was viewed as easier than the Long Island Sound or the more difficult lower Chesapeake Bay.

However, once I finished the plotting, I quickly completed the other sections of the exam. The first person to finish was the lone woman in our class. I knew she passed with flying colors since the proctor had a habit of announcing how many questions you missed in a stage whisper. Congrats to her, she only missed one question on one or two sections. Fortunately for me, I passed all parts of the exam on the first try. Everyone gets another chance to take a section if they fail, but a second failure means you only have one more chance to pass before you have to take the course over again.

The Wait
In approximately two weeks a certificate, suitable for framing, arrives in the mail from Sea School along with a copy that is submitted to the Coast Guard with all of the paperwork. This paperwork includes documentation of your ownership of the vessels on which you claim time on the water and a form that requires you to list the years/months and number of days you were on the water to meet the minimum requirements. All of the applications can be found at www.uscg.mil/stcw/mmic-policy.htm.

The Final Step
Once I received all of my paperwork from Sea School, the American Red Cross, the American Professional Captain’s Association (USCG Random Drug Test Program), the various doctors, etc., I was set to drive to Baltimore to the Coast Guard office to submit my application. With a quick review, finding a line or two I forgot to sign, the taking of an oath of allegiance, and being electronically finger printed, all was said and done. The last words from the person handling my processing were, “You will receive a letter or a certificate in the mail.” So much for “good luck or congratulations.” The Coast Guard has military roots, but is now under the Department of Homeland Security. This may account for the official manner of the exchange.

In about three weeks I received a letter saying that my physician’s license number was not complete. It turns out the good doctor forgot the full number and only put down four numbers. So, after getting his complete license number and returning the paperwork, I waited another two weeks before my handsome Captain’s license and Masters Upgrade arrived in the mail.

So, why did I put in the effort to earn my Coast Guard Captain’s license? I guess first and foremost is the personal satisfaction of knowing that I have greater knowledge and understanding of something that I love. It isn’t often that you work so hard on something you enjoy so much. I also have a greater appreciation for the operations and safety of my boat and my passengers. What greater gift could you give your friends and family, or be fortunate enough to bring paying customers, on your boat. Who knows maybe one day I can earn a little extra cash and make the boat actually earn its own keep. Wouldn’t that be a pleasant change of pace? Being called Captain is just extra.

Inland
Inland of the Boundary line, as specified in 46 CFR part 7. The Boundary line is NOT THE SAME as the COLREGS Demarcation line which separates International and Inland Rules of the Road waters. Contact the Coast Guard office in your area of operation for a definition.

Near Coastal
To seaward of the Boundary line to 200 miles offshore. A Near Coastal license may
be restricted to a smaller distance offshore, such as 100 miles. A Near Coastal license is also valid in Inland and Great Lakes waters.

Great Lakes
Valid on the Great Lakes. An inland license is not valid in the Great Lakes unless it specifies Inland and Great Lake.

Application - You must submit an application (CG-866) to the Coast Guard.

Age - An applicant must be 19 years old to apply for the Operator of Uninspected Passenger Vessels license.

Qualifying sea service
i) Applicants for an OUPV license need 360 days experience
in the operation of vessels including 90 days service on ocean or coastwise service.
ii) Of the above service, at least 90 days must have been obtained in the past three years prior to submitting your application.
iii) Owners of vessels may attest to their own service as long as proof of ownership
is provided.

Physical condition - Each application for an original license must include an original physical examination report (form CG 719K) completed by a U.S. licensed physician, physician’s assistant or nurse practitioner within one year of the application.

Drug testing - All applicants for a U.S. Merchant Marine license must pass a drug test approved by USCG.

Written professional examination - This course will satisfy the Coast Guard requirement for a written examination for issuance of a license as Operator of Uninspected Passenger Vessels. You will not have to take an examination at the Coast Guard.

Citizenship - Applicants for an original license must present acceptable proof of U.S. citizenship such as birth certificate or passport.

Character - For original applicants, three written, notarized recommendations attesting to the applicant’s suitability for a Coast Guard License must be submitted.

First aid/CPR - All applicants for an original license must present an original certificate indicating completion of a first aid/CPR course within the past 12 months.

Social security card - Evidence of having a Social Security Number must be submitted.

Fingerprints - All applicants seeking an original license are required to submit two sets of fingerprints using USCG fingerprint cards. Fingerprints may be taken by your local law enforcement authorities and submitted with the application.