Vessel one (V1) was traveling south on the Colorado River, between the Aquarius and Riverside Casinos at a distance of approximately 50 to 100 feet from the Nevada shoreline. V1 was traveling approximately 30 miles per hour.  Vessel two (V2),  was traveling north on the Colorado River towards the Riverside Casino, just off of the Nevada shoreline. V2 was traveling approximately 20 miles per hour.  V1 was approaching V2 in a head on situation when the operator of V1, OPERATOR1, made an abrupt and hard turn to port (left) into the path of V2.  The operator of V2, OPERATOR2, was unable to maneuver to avoid the collision and stuck V1 on the starboard (right) side and bottom of V1. Both operators were ejected from their vessels.   

I arrived on scene at approximately 1600hrs and both operators were in the water.  OPERATOR2 was pulled from the water first and immediately transferred to the Bullhead City Fire Department vessel, which was also on scene.  OPERATOR1 was then pulled from the water and placed onboard the NDOW vessel.  V1 and V2 were secured via tow line to the NDOW vessel. OPERATOR1 declined medical treatment and the Bullhead City Fire Department cleared the scene. OPERATOR2 was transported to Western Arizona Regional Medical Center (WARMC).  I proceeded with OPERATOR1 to fishermen''s access launch ramp with both vessels in tow.  Once at fisherman''s access OPERATOR1 received medical attention from the Clark County Fire Department, for a small laceration to his left leg, below the knee.  OPERATOR1 refused further medical treatment and remained on scene. OPERATOR1 and the husband of OPERATOR2 complete witness statement forms. husband spoke very little English and in turn had a family member, translate and write out his statement. Both witness statements were collected upon completion.  

A visual inspection of V1 revealed white paint transfer marks on the starboard side of the vessel just above and along the rub rail. Additional damage was noted after V1 was removed from the water.  On the starboard side of the hull, below the water line, there was a substantial hole in the fiberglass. The hole was approximately three feet long by one foot wide.  As a result of this hole, V1 took on a substantial amount of water.  Red and white paint transfer marks can be seen around the hole, which matched the colors of V2''s. No additional damage was noted.  

A visual inspection of V2 revealed heat transfer marks on the bow of the vessel along the rubber collar.  In addition, there were two cracks approximately 3inches in length running parallel on the plastic hood of the vessel, just above the fiberglass hull.  Some additional silver or white paint transfer marks were present at this location.  The starboard mirror was also damaged, potentially from when OPERATOR2 was ejected. 

Photographs were taken of the damage to both vessels. 

Both vessels had on board the required operable fire extinguisher. 
Once the vessel inspection was complete, the vessels were released to their respective owners.  I cleared fisherman''s access and proceeded to WARMC to interview OPERATOR2.  OPERATOR2 was unable to complete a witness statement due to her injuries but agreed to dictate while I completed the witness statement form.  
 
The tending physician diagnosed OPERATOR2 with “bumps and bruises” and expected to release her within a few hours. No internal damage was detected by x-rays or the CT scan.  
Neither operator appeared to be impaired by alcohol or drugs. 
Based upon witness statements and damage inspection, it''s been determined that vessel one is the at fault vessel.  Vessel one failed to maintain course when approaching a vessel in a head on situation. Inland navigation rules dictate that in order to avoid collision in a head on encounter, each v…
Laughlin