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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 anchor, made fast to the shore, or aground.[1] 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.[1] The term is formally defined in the International Regulations for Preventing Collisions at Sea (COLREGs), where it serves as a foundational concept in Rule 3(i) to clarify vessel maneuvers and responsibilities during navigation. The definition entered into force on July 15, 1977.[1] 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 water with sufficient speed to allow steering via the rudder or propulsion.[2] 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.[2] 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.[1] 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.[2] 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.[1] 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).[2]

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 international waters, emphasizing a state of non-securement rather than active motion.[1] The three exclusionary conditions delineate the boundaries of this status with precision. First, a vessel is not at anchor if it lacks a deployed anchor securing it to the seabed, irrespective of any incidental movement from wind 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 dock or pier. Note that a vessel secured to a mooring buoy 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 seabed. 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 wind or tide—are considered underway, as they satisfy the non-secured requirements of the definition.[3] This inclusion underscores the operational focus on potential maneuverability rather than current propulsion. The definition applies universally to all vessel types, encompassing powered ships, sailing 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 17th century.[4][5] This borrowing reflects the close linguistic ties between English and Dutch seafaring communities, with the first recorded English usage appearing in 1622 in the nautical observations of Sir Richard Hawkins to describe a vessel in motion.[6] The compound combines "under," implying ongoing or in the course of, with "way," a term rooted in Old English weg (from Proto-Germanic wega-, denoting a path or course of travel), which in nautical usage by the 1660s specifically referred to a ship's forward progress through the water or the momentum it generated.[7][8] 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.[8] For instance, 18th-century texts such as those by John Bulkeley and John Cummins used it to denote ships separating and proceeding under sail, while 19th-century logs, including those of vessels like the Christopher Mitchell in 1845, employed it routinely for departing port or beginning a voyage.[4][8] This usage was influenced by sailing ship practices, where "way" originally evoked the wake or turbulent path left by a vessel's hull, symbolizing the acquisition of steerage and unsecurred status from fixed positions.[8] By the mid-19th century, the term had permeated literary works by authors such as Herman Melville and Charles Dickens, solidifying its place in English nautical idiom.[5] The meaning of "underway" evolved from its pre-1900 emphasis on active sailing and propulsion to a more static legal status in the 20th century, particularly following the 1972 adoption of the International Regulations for Preventing Collisions at Sea (COLREGs), where it excludes vessels at anchor, aground, or made fast.[2] This shift broadened the term beyond implying motion to denote a vessel's freedom from restraint relative to the water, though its core etymological sense of progress persists in broader usage.[9]

Distinctions from Related Concepts

Underway vs. Making Way

In maritime terminology, a vessel is considered "making way" when it has forward or astern motion relative to the surrounding water, whether propelled by its own means such as engines or sails, or influenced by external forces like wind or current.[2][10] This motion implies that the vessel is actively displacing water, often evidenced by a visible wake or steerability via the helm.[2] 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.[1] In contrast, "making way" describes a dynamic state of actual motion through the water, independent of the vessel's securing status.[2] A vessel can thus be underway without making way, such as when it is drifting with negligible speed relative to the water immediately after releasing an anchor; conversely, while rare, a secured vessel might exhibit minimal motion due to current but remains not underway.[2][11] For example, a sailing vessel that has just cast off its mooring lines is underway but may not yet be making way if wind has not imparted sufficient motion; similarly, an anchored boat in a gentle current might show slight leeway but is neither underway nor making way in a navigational sense.[2] These scenarios highlight how "underway" emphasizes freedom from restraint, while "making way" focuses on observable progress through the medium.[10] 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 visibility, whereas Rule 35(b) mandates two prolonged blasts for a vessel that is underway but stopped and making no way through the water.[1] Such protocols ensure clear communication of a vessel's operational status to others, facilitating safe maneuvers and collision avoidance.[12]

Underway vs. Anchored or Aground

In maritime navigation, 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 anchor, made fast to the shore, or aground.[1] 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 anchor when it is secured to the seabed by an anchor chain or rode, regardless of minor movements such as swinging due to wind or current.[13] This status applies even if the vessel experiences slight displacement while the anchor maintains its hold on the bottom, as the primary criterion is the attachment to the seabed rather than complete immobility.[14] 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.[1] Vessels made fast to the shore encompass those secured to fixed structures, including docks, piers, or buoys, through mooring lines or other attachments.[1] This includes temporary moorings, such as those used for loading or unloading cargo, where the vessel remains connected to a stationary point and is thus excluded from the underway category.[13] Barges or similar craft attached to mooring buoys are treated equivalently under COLREGs Rule 30, requiring anchor-like signaling to alert other vessels.[1] A vessel is aground when it is resting directly on the seabed, either intentionally (such as beaching for maintenance) or accidentally (stranding due to navigational error).[1] 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.[15] 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.[13] Edge cases further illustrate these exclusions: vessels supported on sheer legs (temporary crane structures) or in dry dock are deemed made fast to the shore or aground, as they are not freely floating and are secured for operational purposes.[1] 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.[13] These distinctions align with the COLREGs exclusionary rule to prevent ambiguity in determining navigational duties.[1]

Legal and Regulatory Usage

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 anchor, made fast to the shore, or aground.[1] This definition serves as the foundational reference for applying collision avoidance rules to moving vessels across international waters. The COLREGs, which incorporate this definition, were adopted by the International Maritime Organization (IMO) on 20 October 1972 and entered into force on 15 July 1977.[16] 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 seamanship.[1] 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.[1] 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.[1] Similarly, Rule 23 requires power-driven vessels underway to exhibit a masthead light 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.[1] 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.[1] 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 internal waters subject to local rules.[1] 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.[17]

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 Sea (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 sailing vessels, as outlined in COLREG Rule 18(a).[18] Sailing 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).[18] 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.[18] 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.[19] 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 duty to maneuver and the full avoidance burden falls on the moving craft.[20] In personal injury 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.[21] An underway vessel's involvement in a collision triggers mandatory reporting obligations to enhance safety investigations and prevent recurrence. Flag states must report serious marine casualties, including collisions, to the International Maritime Organization (IMO) under the Casualty Investigation Code, typically within specified timelines to facilitate global analysis.[22] 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.[23] 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 BP, Transocean, and Halliburton 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.[24][25][26] The rig's vessel status enabled limitation-of-liability attempts under admiralty rules, but courts rejected full caps due to gross negligence findings, highlighting how underway-like mobility in offshore operations affects fault allocation in non-traditional collision scenarios.[25]

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.[27] 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.[28] During the medieval period in European navigation, comparable ideas persisted, particularly among northern shipbuilders. Viking longships and their successors, like the knarr, 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 North Sea and Atlantic.[29] 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 Byzantine navy.[30] 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).[9][8] 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 19th century, 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 underway replenishment techniques during World War II Pacific convoy operations, which allowed warships to refuel and resupply without halting, sustaining prolonged engagements across vast distances.[31]

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. In the United States, 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 anchor or secured by requiring specific steering and lighting obligations for those in motion.[32] Similarly, United Kingdom regulations, evolving from the 1846 Merchant Shipping Act and refined in 1863 through collaboration with France, imposed duties on steam vessels to alter course to starboard when risk of collision arose, applying to vessels not anchored or moored.[33] The Brussels 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 international waters.[34] The push for global uniformity accelerated through the International Maritime Organization (IMO), formerly IMCO. Amendments to the 1960 Safety of Life at Sea (SOLAS) Convention, 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.[16] This culminated in the 1972 Convention on the International Regulations for Preventing Collisions at Sea (COLREGs), which standardized the definition of a vessel underway 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.[16] 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 high-speed craft underway, allowing masthead light placement based on breadth-to-length ratios less than 3.0 to accommodate their design while maintaining collision avoidance obligations.[35] In the 2020s, 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.[36] 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 innocent passage rights for foreign vessels underway in territorial seas, obligating coastal states to refrain from hampering such navigation while allowing regulations for traffic safety.[37] As of 2025, the IMO has adopted a non-mandatory Maritime Autonomous Surface Ships (MASS) 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.[38]

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 navigation. The process typically begins with unmooring from a berth, assisted by tugs to manage the vessel and prevent uncontrolled drift.[39] If anchored, weighing anchor follows as the reverse of deployment: the windlass retrieves the chain under power, with the vessel using short engine bursts ("kicks ahead") to ease tension and avoid the anchor digging in, ensuring speed remains below 0.3 knots to protect equipment.[39] Engine checks precede these steps, verifying propulsion reliability, shaft horsepower relative to vessel tonnage (e.g., at least 250 shp per 1,000 tons for maneuverability), and controllable pitch propeller settings.[39] Preparations include coordination with port authorities and crew readiness for the departure.[39] 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.[40] Tugs may assist during initial departure in tight spaces, providing bollard pull to counter wind forces (e.g., up to 88 tonnes at 30 knots) and ensure controlled headway.[39] In confined waters such as rivers, achieving and sustaining underway status demands specialized pilotage. In jurisdictions like the United States, regulations require pilots for certain vessels over 1,600 gross register tons (GRT) navigating restricted channels.[41] 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.[41][39] Weather conditions exacerbate challenges; for instance, fog drastically reduces visibility to near zero, heightening collision risks by impairing detection of other vessels or obstacles, necessitating reduced speeds and enhanced sound signaling.[42] 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.[40][43] Post-underway, autopilot systems are adjusted to maintain course, incorporating inputs from gyrocompasses and speed logs while cross-checked against ECDIS to ensure stability in varying conditions.[40]

Examples in Case Law

In United States admiralty law, the case of James v. River Parishes Co., Inc. (1982) exemplifies the liability implications of a vessel's underway status when drifting. In this incident, a barge broke free from its moorings and drifted into a secured tank barge, causing damage; the court 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.[44] An international example is the 2008 collision in the Bay of Bengal involving the Singapore-flagged bulk carrier Badulu Valley and the anchored Chinese oil tanker Heng Zhou. The Badulu Valley, operating underway, collided with the anchored tanker and sank.[45] 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 logbook entries and securing evidence to establish status at the time of incident, as seen across U.S. and international admiralty rulings.[46]

References

  1. [PDF] Navigation Rules - USCG Navcen
  2. Understanding "Making Way" And "Underway" Nautical Terms
  3. Drifting Offshore – Best Practice for Ships - Britannia P&I Club
  4. On the Pequod, and under weigh - The Grammarphobia Blog
  5. Under weigh - WorldWideWords.Org
  6. Way - Etymology, Origin & Meaning
  7. Get Underway - Meaning & Origin Of The Phrase
  8. Underway - Etymology, Origin & Meaning
  9. COLREGS Rule 3: General Definitions & Interpretations
  10. Underway - COLREGs course
  11. https://ecolregs.com/index.php?option=com_k2&view=item&id=137:sound-signals-of-a-power-driven-vessel-underway-but-stopped-and-making-no-way-through-the-water-in-restricted-visibility&Itemid=505&lang=en
  12. Vessels anchored, aground and moored barges (Rule 30). - eCFR
  13. The Obligations of an Anchored Vessel to Avoid Collision at Sea
  14. NAABSA: Licence to sit on ground? | Gard's Insights
  15. Convention on the International Regulations for Preventing ...
  16. https://www.imo.org/en/OurWork/Safety/Pages/Preventing-collisions.aspx
  17. An Introduction to Maritime Law Presumptions
  18. Navigating Regulations and Tips for Collision Prevention at Sea
  19. Injuries From Vessel Collisions Are Covered Under the Jones Act
  20. Reporting - International Maritime Organization
  21. Casualties - International Maritime Organization
  22. [PDF] National Commission on the BP Deepwater Horizon Oil Spill - GovInfo
  23. Deepwater Horizon: A Decade of Legal Impacts
  24. Roman Warfare, Ships and Medicine - JMVH
  25. [PDF] Votruba2017-Beaching.pdf
  26. Medieval Ships - Naval Encyclopedia
  27. 6 Medieval Ships That Dominated Trade and War at Sea
  28. 100 Years of Underway Replenishments - The Sextant
  29. Proclamation 368—Regulations for Preventing Collisions at Sea
  30. [PDF] History of the Collision Regulations
  31. Convention for the Unification of Certain Rules of Law with respect ...
  32. [PDF] A.736(18)
  33. [PDF] China's Revised Maritime Traffic Safety Law
  34. [PDF] United Nations Convention on the Law of the Sea
  35. [PDF] THE SHIPHANDLER'S GUIDE - Maritime Safety Innovation Lab LLC
  36. What is Electronic Chart Display and Information System (ECDIS)?
  37. 46 CFR 15.812 -- Pilots. - eCFR
  38. Maritime Navigation to Avoid Collisions in Fog | Hofmann & Schweitzer
  39. ECDIS Navigation: Master and Officer Perspectives Guide
  40. JAMES v. RIVER PARISHES CO., INC | 686 F.2d 1129 - CaseMine
  41. Singapore-flagged ship sinks in Bay of Bengal - Business Recorder
  42. The Collision Regulations (ColRegs): Guidelines, or actual rules?
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