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Underway, or under way, is a nautical term describing the state of a vessel which is unconstrained from horizontal translational movement relative to the water and the ground. "Way" arises when there is sufficient water flow past the rudder of a vessel that it can be steered. A vessel is said to be underway if it meets the following criteria:[1]

  • It is not aground
  • It is not at anchor
  • It has not been made fast to a dock, the shore, or other stationary object.

If a vessel is adrift and not being propelled by any instrument or device, it is said to be underway, not making way.[2]

"Under weigh" is a variation, coming from folk etymology, first used in 1749. "Under way" is likely from the Dutch onderweg or Middle Dutch onderwegen (lit. "under" or "among the ways"). Weigh is also a synonym for hanging or dangling, so that the process of raising an anchor, which causes it to hang at the end of the anchor-rope or chain is called “weighing [the] anchor” which leads to confusion between weigh and way, since both are pronounced identically.[3]

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Underway

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Underway is a nautical term defined in international maritime law as the condition of a vessel that is not at , made fast to the shore, or aground. This status applies regardless of whether the vessel is actively propelled or merely drifting with currents or wind, distinguishing it from states of restraint or grounding. The term is formally defined in the International Regulations for Preventing Collisions at Sea (COLREGs), where it serves as a foundational in Rule 3(i) to clarify vessel maneuvers and responsibilities during . The definition entered into force on July 15, 1977. A key distinction in nautical terminology exists between "underway" and "making way," the latter referring to a vessel achieving forward or astern motion through the with sufficient speed to allow steering via the or . While a vessel can be underway without making way—for instance, if its engines are stopped and it is drifting—it must be making way to exhibit a wake or respond effectively to helm inputs. This differentiation is critical for compliance with COLREGs, as it influences collision avoidance rules, such as those in Rule 18 requiring vessels to keep clear based on their navigational status. The concept of underway underscores broader principles of maritime safety and operational freedom, ensuring that vessels in this state are presumed capable of independent movement unless otherwise signaled. Standardized globally by the 1972 COLREGs convention, the term facilitates uniform interpretation across navies, commercial shipping, and recreational boating, reducing ambiguities in high-traffic waters. In practice, declaring a vessel underway often involves logging departure from moorings and monitoring for hazards like dragging anchors (in which case the vessel is considered underway).

Definition and Etymology

Definition

In maritime law, a vessel is defined as "underway" when it is not at anchor, not made fast to the shore, or aground, as established in Rule 3(i) of the International Regulations for Preventing Collisions at Sea (COLREGs). This definition serves as the foundational status for vessels in , emphasizing a state of non-securement rather than active motion. The three exclusionary conditions delineate the boundaries of this status with precision. First, a vessel is not at anchor if it lacks a deployed securing it to the , irrespective of any incidental movement from or current while anchored. Second, it is not made fast to the shore if it remains unmoored or untied from any fixed structure, such as a or . Note that a vessel secured to a anchored to the seabed is considered at anchor for COLREGs purposes, such as displaying anchor lights. Third, the vessel is not aground if it is not resting on or touching the . These criteria ensure the term captures vessels in a free-floating condition, free from deliberate fixations. Vessels that are drifting—such as those with engines off but influenced solely by external forces like or —are considered underway, as they satisfy the non-secured requirements of the . This inclusion underscores the operational focus on potential maneuverability rather than current . The definition applies universally to all vessel types, encompassing powered ships, vessels, and non-propelled craft like barges or rafts when they are free-floating and not otherwise secured.

Etymology

The term "underway," in its nautical sense, derives from the Dutch phrase onderweg, meaning "on the way" or "under way," which was adopted into English maritime language during the . This borrowing reflects the close linguistic ties between English and Dutch seafaring communities, with the first recorded English usage appearing in in the nautical observations of Sir Richard Hawkins to describe a vessel in motion. The compound combines "under," implying ongoing or in the course of, with "way," a term rooted in weg (from Proto-Germanic wega-, denoting a path or course of ), which in nautical usage by the 1660s specifically referred to a ship's forward progress through the water or the it generated. In historical nautical records from the 17th and 18th centuries, phrases like "get under way" commonly appeared in sailing logs to signify the release from moorings or anchors and the commencement of movement. For instance, 18th-century texts such as those by John Bulkeley and John used it to denote ships separating and proceeding under , while 19th-century logs, including those of vessels like the Christopher Mitchell in 1845, employed it routinely for departing port or beginning a voyage. This usage was influenced by practices, where "way" originally evoked the wake or turbulent path left by a vessel's hull, symbolizing the acquisition of and unsecurred status from fixed positions. By the mid-19th century, the term had permeated literary works by authors such as and , solidifying its place in English nautical . The meaning of "underway" evolved from its pre-1900 emphasis on active and to a more static legal status in the , particularly following the adoption of the International Regulations for Preventing Collisions at Sea (COLREGs), where it excludes vessels at , aground, or made fast. This shift broadened the term beyond implying motion to denote a vessel's from restraint relative to the water, though its core etymological sense of progress persists in broader usage.

Underway vs. Making Way

In maritime terminology, a vessel is considered "making way" when it has forward or astern motion relative to the surrounding , whether propelled by its own means such as engines or sails, or influenced by external forces like or current. This motion implies that the vessel is actively displacing , often evidenced by a visible wake or steerability via the helm. The key distinction between "underway" and "making way" lies in their respective statuses: "underway" refers to a vessel's positional condition where it is neither anchored, made fast to the shore, nor aground, allowing potential movement but not guaranteeing it. In contrast, "making way" describes a dynamic state of actual motion through the , independent of the vessel's securing status. A vessel can thus be underway without making way, such as when it is drifting with negligible speed relative to the immediately after releasing an ; conversely, while rare, a secured vessel might exhibit minimal motion due to current but remains not underway. For example, a vessel that has just cast off its lines is underway but may not yet be making way if wind has not imparted sufficient motion; similarly, an anchored in a gentle current might show slight but is neither underway nor making way in a navigational . These scenarios highlight how "underway" emphasizes from restraint, while "making way" focuses on observable progress through the medium. This differentiation holds critical relevance in navigation, particularly for sound signaling under the International Regulations for Preventing Collisions at Sea (COLREGs). For instance, Rule 35(a) requires a power-driven vessel making way through the water to sound one prolonged blast at intervals of not more than two minutes in restricted , whereas Rule 35(b) mandates two prolonged blasts for a vessel that is underway but stopped and making no way through the water. Such protocols ensure clear communication of a vessel's operational status to others, facilitating safe maneuvers and collision avoidance.

Underway vs. Anchored or Aground

In maritime , the status of a vessel being "underway" is explicitly defined in the International Regulations for Preventing Collisions at Sea (COLREGs) as a condition where the vessel is not at , made fast to the shore, or aground. This exclusionary framework ensures clear distinctions for applying navigation rules, particularly regarding lights, shapes, and collision avoidance responsibilities. Vessels that fall into the categories of anchored, made fast, or aground are considered stationary or secured, thereby altering their obligations under COLREGs compared to those underway. A vessel is at when it is secured to the by an anchor chain or rode, regardless of minor movements such as swinging due to or current. This status applies even if the vessel experiences slight displacement while the maintains its hold on , as the primary criterion is the attachment to the rather than complete immobility. Anchored vessels must display specific all-round white lights or a single black ball daytime shape to indicate their status, distinguishing them from underway vessels. Vessels made fast to the shore encompass those secured to fixed structures, including docks, piers, or buoys, through lines or other attachments. This includes temporary s, such as those used for loading or unloading , where the vessel remains connected to a stationary point and is thus excluded from the underway category. Barges or similar craft attached to buoys are treated equivalently under COLREGs , requiring anchor-like signaling to alert other vessels. A vessel is aground when it is resting directly on the , either intentionally (such as beaching for ) or accidentally (stranding due to navigational ). This status persists during the period of contact with the bottom, even in tidal areas where the vessel may float free at high tide; however, once afloat and no longer touching the bottom, it is not considered aground. Aground vessels exhibit the lights prescribed for anchored vessels plus two all-round red lights in a vertical line where they can best be seen, and by day, three black balls in a vertical line. Edge cases further illustrate these exclusions: vessels supported on sheer legs (temporary crane structures) or in are deemed made fast to the shore or aground, as they are not freely floating and are secured for operational purposes. Similarly, semi-submerged or listing vessels that remain anchored or moored retain their non-underway status, prioritizing the securing mechanism over any incidental tilt or partial immersion. These distinctions align with the COLREGs to prevent ambiguity in determining navigational duties.

Role in COLREGs

The concept of a vessel being "underway" is formally defined in Rule 3(i) of the International Regulations for Preventing Collisions at Sea (COLREGs) as a vessel that is not at , made fast to the shore, or aground. This definition serves as the foundational reference for applying collision avoidance rules to moving vessels across . The COLREGs, which incorporate this definition, were adopted by the (IMO) on 20 October 1972 and entered into force on 15 July 1977. In Part B of the COLREGs (Steering and Sailing Rules), the underway status imposes specific obligations on vessels to prevent collisions. Under Rule 8, vessels underway are generally required to maintain their course and speed unless circumstances demand an alteration to avoid collision, ensuring actions are taken early, decisively, and with due regard to good . This principle applies particularly to stand-on vessels in crossing or head-on situations, where they must hold steady to allow give-way vessels to maneuver effectively, while all underway vessels remain vigilant for necessary changes. Underway vessels are distinguished from those at anchor by their required sound and light signals, which facilitate visibility and communication in various conditions. Rule 35 mandates that power-driven vessels underway and making way through the water sound one prolonged blast on their whistle at intervals of not more than two minutes in restricted visibility, differing from the signals for stopped or anchored vessels. Similarly, Rule 23 requires power-driven vessels underway to exhibit a masthead forward, a second masthead light abaft and higher than the first (except for vessels under 50 meters), sidelights, and a sternlight, without the white anchor lights used by stationary vessels. These signals underscore the active navigational status of underway vessels, aiding in timely collision avoidance. Note that while "underway" encompasses vessels not secured or grounded, it differs from "making way," which specifically indicates propulsion through the water. The COLREGs, including provisions for underway vessels, apply globally to all vessels upon the high seas and in all waters navigable by seagoing vessels, except subject to local rules. As a binding convention under the IMO, it has been ratified by 166 states as of November 2025, covering approximately 99% of global shipping tonnage and ensuring uniform application among signatory nations.

Implications for Collision Avoidance

In collision avoidance scenarios, the status of a vessel as underway imposes specific stand-on and give-way duties under the International Regulations for Preventing Collisions at (COLREGs). A power-driven vessel underway must keep out of the way of vessels not under command, those restricted in their ability to maneuver, vessels engaged in fishing, and vessels, as outlined in COLREG Rule 18(a). vessels and those engaged in fishing, when underway, similarly must yield to vessels not under command or restricted in maneuverability, per COLREG Rule 18(b) and (c). However, regardless of these hierarchies, every vessel underway retains an overriding responsibility to take early and substantial action to avoid collision when circumstances require, in accordance with COLREG Rule 2(a) and Rule 8. The underway status significantly influences liability determinations in maritime accidents, particularly in allisions involving stationary objects like anchored vessels. Under the Oregon Rule in U.S. admiralty law, a moving (underway) vessel that strikes a stationary object is presumed at fault, placing the burden on the underway vessel's operators to rebut this presumption by demonstrating reasonable care. Courts apportion fault based on adherence to COLREGs; for instance, an underway power-driven vessel failing to yield to an anchored vessel may bear primary responsibility, as the anchored vessel has no to maneuver and the full avoidance burden falls on the moving craft. In claims arising from such collisions, the Jones Act applies a negligence standard to seamen on underway vessels, allowing recovery against employers for unsafe conditions or rule violations contributing to the incident. An underway vessel's involvement in a collision triggers mandatory reporting obligations to enhance investigations and prevent recurrence. Flag states must serious marine casualties, including collisions, to the (IMO) under the Casualty Investigation Code, typically within specified timelines to facilitate global analysis. This status also impacts insurance coverage and salvage rights; for example, protection and indemnity (P&I) insurers may adjust premiums or deny claims based on COLREG violations during underway operations, while distress from a collision could invoke salvage awards under maritime conventions if the vessel was actively navigating. The 2010 Deepwater Horizon incident illustrates how the underway status of mobile offshore units can complicate liability in major casualties. The semi-submersible rig, treated as a vessel under maritime law despite being on drilling station, exploded and sank, leading to shared fault assignments among , , and under the Oil Pollution Act and general admiralty principles, with Transocean's operational control as the rig's owner contributing to over $70 billion in total liabilities including cleanup and settlements as of 2023. The rig's vessel status enabled limitation-of-liability attempts under admiralty rules, but courts rejected full caps due to findings, highlighting how underway-like mobility in offshore operations affects fault allocation in non-traditional collision scenarios.

Historical Context

Origins in Nautical Terminology

The concept of a vessel being underway, denoting a state of not being secured to the shore, anchored, or aground and thus capable of maneuverability, traces its roots to ancient seafaring practices. In Roman naval warfare, warships like triremes and quinqueremes were typically beached ashore each night to protect them from storms and facilitate repairs. Larger merchant vessels, such as the corbitae, followed similar patterns but increasingly sought anchorages as ship sizes grew, rendering routine beaching impractical for extended voyages. During the medieval period in European navigation, comparable ideas persisted, particularly among northern shipbuilders. Viking longships and their successors, like the , featured shallow drafts and clinker-built hulls that allowed easy beaching for overland portage or overnight safety, yet emphasized high maneuverability when "loose" and afloat for raiding or trade routes across the and Atlantic. In the Mediterranean, oared galleys maintained this binary status, being hauled ashore between engagements to avoid drift but prized for their agility when underway, enabling tactical superiority in battles like those of the . The specific nautical term "underway" crystallized in the 17th and 18th centuries amid the Age of Sail, when British and Dutch maritime expansion demanded precise logging of vessel movements. First attested in 1749, it referred to ships "having begun to move" from moorings or anchors, evolving from earlier phrases like "under weigh" under Dutch influence ("onderweg," meaning en route). This terminology appeared in Admiralty records and exploration journals of the era, capturing the transition from stationary to operational states during global voyages that expanded trade and naval power. By the , the underway concept informed early regulatory frameworks for maritime safety, implicitly distinguishing licensed seagoing vessels from those secured in port. The cultural resonance of underway status extended into naval traditions, exemplified by the U.S. Navy's adoption of techniques during Pacific convoy operations, which allowed warships to refuel and resupply without halting, sustaining prolonged engagements across vast distances.

Evolution in International Maritime Law

Prior to the adoption of international standards, national regulations laid the groundwork for distinguishing vessels underway from those secured or stationary. , regulations for preventing collisions at sea, adopted under an act approved on August 19, 1890, established rules applicable to high seas and certain inland waters connected thereto, implicitly differentiating vessels not at or secured by requiring specific and obligations for those in motion. Similarly, regulations, evolving from the 1846 Merchant Shipping Act and refined in 1863 through collaboration with , imposed duties on steam vessels to alter course to starboard when risk of collision arose, applying to vessels not anchored or moored. The Convention of 1910 marked an early step toward harmonization by unifying rules on collision liability across signatory states, apportioning damages based on fault without directly defining navigational status but influencing subsequent efforts to standardize vessel conduct in . The push for global uniformity accelerated through the (IMO), formerly IMCO. Amendments to the 1960 Safety of Life at Sea (, adopted alongside initial international collision regulations, introduced provisions for radar-assisted navigation and restricted visibility, which informed the drafting of more comprehensive rules amid increasing postwar maritime traffic. This culminated in the 1972 Convention on the International Regulations for Preventing Collisions at Sea (COLREGs), which standardized the definition of a vessel as one not at anchor, made fast to the shore, or aground, entering into force in 1977 to address the limitations of prior national and 1960 rules. Subsequent amendments to the COLREGs have adapted the underway concept to technological and operational advancements. In 1995, revisions under IMO Resolution A.736(18) modified lighting and shape requirements for underway, allowing masthead light placement based on breadth-to-length ratios less than 3.0 to accommodate their design while maintaining collision avoidance obligations. In the , integrations with digital systems like the Automatic Identification System (AIS) support vessels in reporting navigational status dynamically through guidelines in IMO Resolution A.1106(29), enhancing real-time reporting of position, speed, and course to support COLREG compliance in congested sea lanes. Enforcement of the underway status varies globally, particularly in non-signatory or partially compliant states. The 1982 United Nations Convention on the Law of the Sea (UNCLOS) further reinforces this framework by guaranteeing rights for foreign vessels underway in territorial seas, obligating coastal states to refrain from hampering such navigation while allowing regulations for traffic safety. As of 2025, the IMO has adopted a non-mandatory Maritime Autonomous Surface Ships () Code to facilitate the safe operation of autonomous vessels under existing conventions like COLREGS, with a mandatory version anticipated by 2030 that may clarify applications of the underway concept.

Practical Applications

In Vessel Operations

Getting underway involves a structured sequence of preparations and actions to transition a vessel from a moored or anchored position to active . The process typically begins with unmooring from a berth, assisted by tugs to manage the vessel and prevent uncontrolled drift. If anchored, weighing follows as the reverse of deployment: the retrieves the chain under power, with the vessel using short bursts ("kicks ahead") to ease tension and avoid the anchor digging in, ensuring speed remains below 0.3 knots to protect equipment. checks precede these steps, verifying reliability, shaft horsepower relative to vessel (e.g., at least 250 shp per 1,000 tons for maneuverability), and controllable pitch settings. Preparations include coordination with authorities and readiness for the departure. Maintaining underway status requires vigilant monitoring to prevent reversion to anchored or grounded conditions, distinct from deliberate anchoring where the vessel is secured intentionally. Bridge teams continuously track position via visual bearings and instruments to detect accidental grounding from navigational errors or current shifts, and drifting toward moorings or hazards, using thrusters for fine adjustments in low-speed scenarios. Tugs may assist during initial departure in tight spaces, providing to counter wind forces (e.g., up to 88 tonnes at 30 knots) and ensure controlled . In confined waters such as rivers, achieving and sustaining underway status demands specialized pilotage. In jurisdictions like the , regulations require pilots for certain vessels over 1,600 gross register tons (GRT) navigating restricted channels. Pilots, licensed with demonstrated local knowledge and annual physicals, board to guide maneuvers, mitigating risks like bank effects that reduce steering efficacy when depth is less than twice the draft. Weather conditions exacerbate challenges; for instance, drastically reduces to near zero, heightening collision risks by impairing detection of other vessels or obstacles, necessitating reduced speeds and enhanced sound signaling. Modern technologies facilitate compliance and safety during underway transitions. GPS integrates with ECDIS to provide real-time positioning, alerting crews to deviations and logging voyage data—including status changes—for regulatory audits under SOLAS requirements. Post-underway, systems are adjusted to maintain course, incorporating inputs from gyrocompasses and speed logs while cross-checked against ECDIS to ensure stability in varying conditions.

Examples in Case Law

In admiralty law, the case of James v. River Parishes Co., Inc. () exemplifies the liability implications of a vessel's underway status when drifting. In this incident, a broke free from its moorings and drifted into a secured tank , causing damage; the applied the presumption of fault against the drifting vessel (deemed underway as it was not anchored or aground), holding its owner liable for failing to maintain proper monitoring and securing measures, despite claims of sudden weather changes. An international example is the 2008 collision in the involving the Singapore-flagged Badulu Valley and the anchored Chinese Heng Zhou. The Badulu Valley, operating underway, collided with the anchored tanker and sank. These cases highlight key judicial lessons regarding underway status: courts prioritize objective assessments based on whether a vessel is at anchor, made fast, or aground, rather than the operator's subjective intent; moreover, expert testimony frequently relies on entries and securing to establish status at the time of incident, as seen across U.S. and international admiralty rulings.

References

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  36. https://www.imo.org/en/OurWork/Safety/Pages/AIS.aspx
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