If picking up another vessel's mooring a skipper must be aware of the applicable limitations and restrictions. In adverse weather a foreign mooring should be avoided unless the capabilities of the mooring can be established.  Where there is a choice of moorings select the one that looks to be the most recently serviced with the best and strongest looking tackle. The better moorings will have limits clearly painted on them. Also select one giving the best protection for the prevailing conditions - including the best avoidance of a lee shore.
     Thorough and early preparation for picking up a mooring is essential.  Have the crew prepared and briefed if necessary on the procedure to be followed.  Ensure the crew know how to use the boat hook and how the mooring line is to be brought on board and secured. Brief the crew on how steering directions are to be passed when / if the helmsman looses sight of the mooring buoy. If a dinghy is being towed shorten the painter so that the vessel can go astern without getting the painter anywhere near the prop.
    Having selected the mooring, even when it is the parent one, an approach should be made so the last 30 metres or so is into the prevailing wind.  In rare circumstances where the forces exerted by a current are stronger than those from the wind a final approach into the current should be made.  The helmsman controls the boat speed, with advice if needed, so that as the mooring is picked up forward speed is very low.  Depending on the speed with which the mooring line is secured properly the helmsman reduces the boat speed to zero or dead slow astern. This is most easily done by reference to the speed log where fitted and / or by using a transit line on two objects close to either beam position.
     The mooring process is completed by stopping the engine, turning off fuel &  all / unnecessary electrics, closing appropriate sea cocks & portholes, securing ALL lines / ropes / halyards etc to minimise wear / rub / chafe and noise. Precautions are also prudent to ensure that sheets or sail ties can't come loose and allow a sail to deploy.

     Too often peaceful scenic mooring and anchor sites are spoiled by people not observing common courtesies.  There are several considerations that skippers and crew should bear in mind when mooring.
#    Don't moor or anchor too close to other vessels - the earlier vessels will take the best sites . 
#    In enclosed waters don't use pump out toilet systems - even when it may be legally permitted.
#    If moored to another craft's mooring be prepared to leave if the owner arrives.  Unless appropriate arrangements have been made someone must remain on board or close by such that the vessel can be moved without undue delay should the owner return.
#    Keep noise to a minimum - especially a night. The use of noisy tools and associated equipment such as generators should be confined to daylight hours.
#    Don't exceed time limits on public moorings.  Offenders in this regard get to be known by other crews and they also deny fair use to other vessels.  Widespread disregard also gives authorities a reason to remove the mooring.

      In this section a berth is defined as a fixed structure where a vessel is to be tied alongside so that the it is held on a fixed heading. Therefore at a specific berth point there are only two directions 180 degrees apart for the craft to be held.
     The choice of direction depends primarily on the prevailing and expected weather - mainly the wind.  In nearly all circumstances the choice will be to have the craft bow into wind. However when berthing in a strong current there will often be no choice but to approach into the current. In some cases other minor factors might become relevant - such as transverse propeller thrust in confined areas, usually when wind and current effects are negligible.
     The aim is to secure the vessel to the berth with a set of lines to hold the vessel in the required position

When berthed in an area with a large tidal range breast lines should not be used and all other lines should be secured as far from the vessel as possible - about 3 times the tidal range is recommended

When securing to a cleat or bollard applicable eyes should be passed through each other

Preparation    
      Thorough and timely preparation is the key to safe and efficient berthing. Preparation is similar to that for a swing mooring but extra tasks are required and the plan will usually be more complex.
     Firstly the plan should take account of the nature of the berthing site - with consideration of wind, current, other berthed & moored craft, obstructions on the berth (ie posts / poles protruding above the deck level). This may demand several passes near the intended position especially when the crew are unfamiliar with the area. Once the plan is decided relevant crew should be briefed on the individual responsibilities. Where there are 3 or more crew the helmsman will not have to do any other tasks and one crew can be assigned to the forward line and the other to the aft line. If only two crew the helmsman may need to handle the closest aft line.
     The plan sets the berthing side and so the side where the fenders and lines are to be set.  An inspection of the berth site will show whether cylindrical shaped fenders should be set in a vertical or horizontal fashion. At least one line should be set both fore & aft with the free ends being fed outside safety lines and stays back on board to the places from where the crew will step off. It is also advisable to set a further two lines - one fore and one aft, so that a total of at least 4 lines can be quickly secured ashore.
     It is not advisable to be towing a dinghy when berthing - especially where there is limited room between other craft or obstructions.  However, if a dinghy must be in the water, the painter needs to be shortened or better still is to secure the dinghy fore & aft to the mother vessel on the side away from where the lines and fenders are set.
     Current is not often a significant factor when berthing - but, when it is, the combined effects of wind and current will determine the best line of final approach. The decision will usually be to approach into the influence with the greatest effect. There are then 2 basic situations : On-Berth wind where the wind is pushing the craft towards the berth and the opposite Off-Berth wind.
On-Berth Wind
     With an On-Berth wind, the final approach is at about 20 deg of the line of the berth swinging the bow out to parallel the berth while still a metre or so away and slowing down to zero. The fore & aft position can be controlled as the craft is pushed close enough for the crew on the forward line to step ashore and secure a head line as far forward as possible so that it can act as a temporary spring line. Ensuring that the fenders are correctly positioned the engine can be placed in slow reverse until the stern line is secured.  From this point all other required berthing lines can be set and adjusted at leisure.
Off-Berth Wind
     The major difference with the off-berth wind is the need for good judgment by the helmsman to place the craft gently alongside on the fenders with no boat speed and the crew stepping smartly ashore to get a head and stern line secured as quickly as possible.  Until spring lines are in place the craft may need to be positioned fore and aft using the engine. When springs are in place all other required lines can then be set and adjusted.
Limited Crew
    Where there is only two crew in total bow & stern lines should be made ready for taking ashore.  As a further precaution fenders should also be set to guard against damage in the event of bad judgement. Then the surest option is for the deckhand to step ashore with a line connected at the bow - this line being tied off as far forward as practicable on the berth and then the engine is slowly reversed to bring the stern towards the berth. The helmsman may be able to throw the stern line ashore to the waiting dack hand but, is this is not feasible, the deck hand needs to come back on board to take the stern line ashore.  This stern line is secured to the berth as far back as practicable so that these first two lines act as temporary springs until the best final configuration of lines is set. The engine should be kapt running with the helmsman still on board until at least one line from both stern and bow is set in the final position.    Where there is only two crew in total bow & stern lines should be made ready for taking ashore.  As a further precaution fenders should also be set to guard against damage in the event of bad judgement. Then the surest option is for the deckhand to step ashore with a line connected at the bow - this line being tied off as far forward as practicable on the berth and then the engine is slowly reversed to bring the stern towards the berth. The helmsman may be able to throw the stern line ashore to the waiting dack hand but, is this is not feasible, the deck hand needs to come back on board to take the stern line ashore.  This stern line is secured to the berth as far back as practicable so that these first two lines act as temporary springs until the best final configuration of lines is set. The engine should be kapt running with the helmsman still on board until at least one line from both stern and bow is set in the final position.     Where there is only two crew in total bow & stern lines should be made ready for taking ashore. As a further precaution fenders should also be set to guard against damage in the event of bad judgement. Then the surest option is for the deckhand to step ashore with a line connected at the bow - this line being tied off as far forward as practicable on the berth and then the engine is slowly reversed to bring the stern towards the berth. The helmsman may be able to throw the stern line ashore to the waiting dack hand but, is this is not feasible, the deck hand needs to come back on board to take the stern line ashore. This stern line is secured to the berth as far back as practicable so that these first two lines act as temporary springs until the best final configuration of lines is set. The engine should be kapt running with the helmsman still on board until at least one line from both stern and bow is set in the final position.
    Where there is only two crew in total bow & stern lines should be made ready for taking ashore.  As a further precaution fenders should also be set to guard against damage in the event of bad judgement. Then the surest option is for the deckhand to step ashore with a line connected at the bow - this line being tied off as far forward as practicable on the berth and then the engine is slowly reversed to bring the stern towards the berth. The helmsman may be able to throw the stern line ashore to the waiting dack hand but, is this is not feasible, the deck hand needs to come back on board to take the stern line ashore.  This stern line is secured to the berth as far back as practicable so that these first two lines act as temporary springs until the best final configuration of lines is set. The engine should be kapt running with the helmsman still on board until at least one line from both stern and bow is set in the final position.     Where there is only two crew in total bow & stern lines should be made ready for taking ashore.  As a further precaution fenders should also be set to guard against damage in the event of bad judgement. Then the surest option is for the deckhand to step ashore with a line connected at the bow - this line being tied off as far forward as practicable on the berth and then the engine is slowly reversed to bring the stern towards the berth. The helmsman may be able to throw the stern line ashore to the waiting dack hand but, is this is not feasible, the deck hand needs to come back on board to take the stern line ashore.  This stern line is secured to the berth as far back as practicable so that these first two lines act as temporary springs until the best final configuration of lines is set. The engine should be kapt running with the helmsman still on board until at least one line from both stern and bow is set in the final position.

     Usually the best way to leave a berth will be to go slow ahead on a forward spring to swing the stern out and then go astern as the spring is let go.  This practice is especially recommended when the vessel has overhanging gear at the stern (davits, wind generator or solar panels) and there are obstructions on the berth protruding above or near the level of the deck. Other methods are better when wind and current influences are stronger.
     Without someone ashore to let go lines replace the necessary lines with slip ropes -  at least two lines running from the boat around bollards or othe posts and then back on board.  With the engine running and a helmsman at the controls other unnecessary lines can be brought on board and stowed where they will not be a hazard.
     When one of the following methods is selected the second last line is slipped on board just before leaving the berth - the last and final line being slipped on command from the helmsman.

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