He should note the clearance of the propellers, and should promptly report by voice or telegraph, or by messenger, when anything in his end of the ship requires the attention of the Master on the bridge.
A quartermaster, with semaphore flags, is a handy means of communicating with the bridge while docking. Red and white lights are sometimes used while docking at night.
The station aft is in many respects the most important in the vessel while coming along side, and intelligent handling of the lines and men soon stamps an officer as well qualified in his profession.
He should use judgment in sending ashore, or "heaving," small lines, as the attempt to put a heaving line across too great a distance often results in dangerous delays, and leads to confusion.
He should see the cork fenders handy, with men told off to handle them. He should study the men assigned to his end of the ship and place only reliable men at the capstans and bits. A man who can properly "surge" a seven-inch line, under heavy strain is a rarity these days.
He should understand, and have men ready, for the throwing in and operating of the hand-steering gear in case of emergency.
+Cargo Gear.+ The after cargo gear, is generally under the charge of the Second Mate, and he is in charge of the opening and closing of the after cargo hatches.
+Baggage.+ The Second Mate is generally in charge of the handling and care of heavy baggage, in vessels in the passenger trade. This is important duty, and calls for care and dispatch. Such baggage is whipped ashore as fast as possible so that the customs inspectors are not delayed.
+Mail.+ The Second Mate is also charged with the handling and stowage of the mail sacks—unless in a very large liner where special mail clerks attend to this duty.
+Navigating Officer.+ The Second Mate is sometimes designated the "Navigating Officer," that is, he is charged with the special care of the navigating equipment. Corrects charts from the "Notices to Mariners" and assists the Master generally in the navigating duty. He may be required to wind the chronometers each morning at eight bells and report them wound to the Master, though when standing the mid watch, this duty is usually attended to by the Master himself, who, in the Merchant Service is the responsible navigating officer of his vessel.