If you have been to a big marina recently you will have noticed them. Electric day boats, electric hire craft, electric ferries, the occasional electric tender. They are not everywhere yet, but they are no longer unusual either, and the number is growing. The Maritime and Coastguard Agency has now formally approved the UK’s first training course specifically for operating electric-propelled vessels, and it is worth understanding what that means, both for the industry now and for where things are heading.

What changed?

On 20 May 2026, the MCA approved the first Approved Electric Propulsion Course (AEPC1), developed by South Shields Marine School in South Tyneside. South Shields Marine School is the first training provider in the UK to receive approval for delivering this course.

The course criteria were developed by the MCA in consultation with industry and academia, so the content reflects genuine operational and safety knowledge rather than being put together in a hurry. It covers what a crew member actually needs to know when working with an electric-propelled vessel.

The course runs in two parts:

• Part 1 – for all crew: general safety awareness, basic procedures, fire-suppression arrangements specific to electric vessels and lithium-ion batteries. This is the knowledge every crew member on an electric vessel should have, regardless of their role.
• Part 2 – for technical crew: battery management and control systems, maintenance and repair. This is the deeper technical knowledge for those responsible for the propulsion system itself.

The course is currently non-mandatory. That means operators are not yet legally required to put their crew through it, but the MCA has now provided the framework for them to do so, and approval of the first provider means others can now follow.

Who does it affect?

Right now, the course is primarily aimed at professional seafarers on small commercial vessels under 24 metres, think hire boats, electric water taxis, passenger ferries, and similar. If you work on one of these commercially, or are thinking about it, this is very much on your radar.

For recreational sailors, the direct impact today is limited. There is no requirement for leisure boaters to hold any qualification on an electric vessel, the same general rules apply as for any other craft.

But here is why it is worth paying attention. Hire and charter fleets are increasingly going electric. If you charter a boat, the vessel you step aboard may well be electric-powered. Day charter operators in particular are moving in this direction quickly, since shorter trips suit current battery range, running costs are lower, and marina operators increasingly prefer the reduction in noise and emissions. Understanding how electric vessels behave differently, particularly around battery awareness and what to do if something goes wrong, is becoming genuinely useful knowledge for any skipper.

What does it mean in practice?

The differences between an electric vessel and a diesel one are real, and some of them are safety-relevant. Lithium-ion battery fires, for example, are a different kind of fire from a diesel or petrol fire, they burn at a much higher temperature and can reignite after they appear to be out. The standard fire suppression knowledge from an RYA Sea Survival course covers a lot of general principles, but the AEPC1 course is specifically designed around the characteristics of electric propulsion systems.

There is also a lot to understand about how electric propulsion behaves on the water. The instant torque available from an electric motor is different from a diesel. There is usually no gear change, just forward, neutral, and reverse via the throttle. Some vessels have very different handling characteristics as a result. Battery range management is something skippers need to think about in a way they simply do not with a diesel tank.

None of this is particularly alarming, electric vessels are generally simpler mechanically and very quiet, which most people appreciate. But they are different, and it is worth understanding those differences before you find yourself skippering one.

What should you do now?

For most recreational sailors, the main action is simply awareness. Keep an eye on how charter and hire fleets around you are changing. If you are planning a charter, it is worth asking whether the vessel is electric-powered and if so, asking for a proper handover from whoever hands over the boat.

If you work commercially on small vessels, or are thinking about doing so, the AEPC1 is worth looking into. South Shields Marine School is currently the only MCA-approved provider, but more are likely to follow as the framework is now in place.

For those of us who teach and train sailors, this is a space to watch. As electric vessels become more common in the charter and hire sector, it is reasonable to expect questions about them to come up more often in RYA shorebased courses. The practical principles of safe handling, passage planning, and good seamanship all transfer, but a skipper who understands the specific characteristics of electric propulsion will be better prepared.

What remains uncertain?

The course is non-mandatory for now. Whether that will change, and when, is not yet clear. The MCA has put the framework in place, which usually precedes a wider rollout, but no mandatory requirements have been announced.

South Shields Marine School is currently the only approved provider. The framework exists for other providers to seek approval, but availability of the course around the UK will take time to develop.

The MCA has also indicated that further guidance on electric propulsion in the maritime sector is part of its broader modernisation work, so we can expect more to follow in this area.

Related Ardent courses and resources

• RYA Day Skipper Theory – covers practical boat handling and safety principles that translate to any vessel type
• RYA Coastal Skipper / Yachtmaster Theory – deeper knowledge for skippers planning to take on more complex passages or vessels