3. At about 0615H in pos. Lat 31 10.458N 029 51.836E while the ship was at Alexandria Anchorage, M/V UNION BIENVENIDO Majuro Flag Call sign V7XR3 was observed to be dragging her anchor by the 3/O who is on watch and was closing to our ship. 3/O called me up and I saw the other ship very close to us, I called the ship said that she is dragging her anchor and ask them to call or inform the Port control and their responded to me that their engine is ready and making the move. At 0617H I called up Bosun, C/O and the Engr. to standby the engine. We slacked the chain 1 shackle more to make it 4 shackles in the water, just to keep some distance away from MV UNION BIENVENIDO. At about 0635H while she was moving to starboard still she is coming closer even I use slow astern & half astern engine and eventually touched the port bow of my ship and damage/dented the upper part of the port bow including a broken port side light and dented pedestal of said side light. At about 0640H I informed the port control about the situation and requested for pilot for shifting because I became near the berth. The wind at that time W’Ly speed 33kts. Heading 269 deg.

9. On November 30, vessel Merchant was enroute to Lubeck, Germany. The ship was transiting the Bornholm TSS on course 240 degrees with two vessels ahead of her, one on stbd bow and the other on the port bow. It was observed that if the vessel would continue with the same course and speed, the port bow would be overtaken on a tight clearance hence the OOW altered to stbd to create a wider clearance. The vessels are expected to be abeam just as they reach the precautionary area. After the course alteration the OOW then observes that the vessel’s present course and speed this will put the vessel on a collision course to the vessel which is coming from the west using the east bound traffic lane once the vessel gets to the precautionary area. The OOW then decided to alter more to stbd to let that vessel coming from the west past clearly ahead of his vessel. In doing so, this has resulted for the vessel to end up on the east bound lane. The vessel’s attention was then called upon by the VTS and was informed about their traffic violation. The OOW explained to the VTS his course of action why he ended up on that lane. The next day November 31, German Police Authorities boarded the vessel in Lubeck and informed that Master about the information they have received from the Swedish Maritime Administration about the traffic violation that the vessel has been involved with. Since the Master had not been informed regarding the violation he had to call all his officers to clarify the report. The OOW during that incident explained to the Master and the German Police about his actions and explained that his reason was to avoid collision. The police officers accepted the explanation and left the vessel.