I, RFC, member of the CIRT, was contacted by SGT while off duty on May 8, 2010, at 1949 hrs. in reference to a boating incident on Lake Russell involving two bass boats. The incident occurred around 1900 hrs, that day; SGT briefed me on the situation and told me CPL was on the scene. I contacted CPL who briefed me further on the case, he relayed to me the boats would be held as evidence at the US Army Corps of Engineers impound yard at Richard B. Russell Dam. I arrived at the Corps impound yard on May 9, 2010 at 1300 hrs., I met with CPL at the boats, we inspected vessels, witness statements, and safety equipment. We set the impacting vessel as vessel #1, we set the impacted vessel as vessel #2. From there we separated each vessel into quadrants and surveyed all possible damage from the collision. We then took measurements and photographs of the damage and transfer marks of each vessel, from there we accounted all necessary safety equipment was onboard each vessel. I then diagramed the damage on each vessel and we completed a photograph log. From there I went over the scene field notes CPL had obtained and began entering information of vessels and victims onto the Georgia Boating Incident Form. 

In reviewing victim's and witness statements along with the physical evidence, transfer marks, skeg tracks, and propeller damage from the boating incident on Lake Russell occurring the 8th, day of May, 2010 at around 1900 hrs. The evidence clearly indicates the operator in vessel #1 failed to follow "The Rules of the Road". In conjunction with scene diagram figures 1-4, vessel #1 in an overtaking situation, failed to keep out of the way of vessel #2. This indicates that the operator of vessel #1 failed to follow Rule 13, according to Updated Comdtinst M16672.2D, US Dept. of Homeland Security, United States Coast Guard, Navigation Rules, International -Inland. It is also clear from witness statements, vessel #1 failed to use safe speed in the congested area of the Elbert Ramp, a violation of Rule 6, according to Updated Comdtinst M16672.2D, US Dept. of Homeland Security, United States Coast Guard, Navigation Rules, International-Inland. 

Vessel #1 engaged vessel #2 at the port side rub rail just behind the passenger seat. Vessel #1 advanced onto vessel #2 traveling across vessel #2 from the port passenger seating location causing extensive damage to both vessels before exiting the starboard side of vessel #2 forward of the operator console location. During the collision vessel #2 passenger and operator suffered serious injuries' from the direct impact of vessel #1 hull. The passenger of vessel #2 suffered a broken left clavicle, broken facial bones, teeth knocked from the sockets, a bruised back, a laceration to the forehead, borken ribs and collapsed lung. The operator of vessel #2 suffered a broken left clavicle and bruising. The impacting vessel #1 passenger from the impacting vessel #1 was ejected from the vessel #1 clear of the collision. Rule 13, overtaking a vessel was broken by vessel #1 while overtaking vessel #2 causing the two boats to collide. By operating in a manner causing collision of vessel #1 with vessel #2, the operator of vessel #1 failed to adhere to Rule 8 of the Updated Comdtinst M16672.2D, US Dept. of Homeland Security, United States Coast Guard, Navigation Rules, International-Inland. After reviewing all of the evidence and information in this case, the vessel collision could have been completely avoided had the operator of vessel #1 followed the "Rules of the Road". The operator of vessel #1 is at fault causing the boating incident on May 8, 2010 on Lake Russell.
Elberton                      