On above listed date and time, I was contacted by subject in reference to a boating incident.  I spoke with Subject VIA telephone and he explained that he had discovered a vessel resting on his dock.  Subject also stated that the vessel had struck his dock and caused damage.  I responded and met with Subject.  Subject took me behind to his dock location.  Once at the dock, I observed a white center console vessel resting on the bank and on Subject's dock flotation system.  The vessel's bow light was on and the throttle was in full forward position.  The ignition and key was turned to the on position.  The motor of the vessel was not running.  The vessel displayed a South Carolina registration of 8547 BF.  Using this information, I contacted South Carolina DNR LE in Columbia.  

I used the owners contact information and contacted owner’s wife.  I explained the situation to Owner’s wife who stated that she had no knowledge of the event.  Owner’s wife stated that the vessel was apparently stolen from her dock.  Deputy was contacted about the boating incident and theft.  After meeting with Deputy, we began an investigation in the matter.  Through evidence obtained during the investigation, it was determined that the vessel was stolen.  A stolen property report was filed as well as a recovery report was filed by Deputy.  

Owner’s wife was taken to the vessels point of rest.  At this time, she positively identified the vessel as her husband's vessel.  After gathering evidence for the boating incident, it was determined the vessel struck the interior of the dock at full speed.  The dock was struck on the left side interior support beam by the vessel.  This can be determined due to transfer from the port side of the vessels rub railing on the gunwale.  The vessel then continued forward and struck the front walkway of the dock.  This made a large cut and indentation on the walkway of the dock.  The cut was caused by the front keel of the vessel.  This was determined by transfer on the starboard keel/bow and 3 inch laceration on the vessel.  Once the vessel struck the front walkway, it became airborne.  The bow mounted trolling motor struck the roof of the dock (the dock was covered) and was destroyed.  The vessel then landed on the hand railing of the gangway and rode the handrail all the way to the end of the dock.  This was determined by fiberglass transfer on the handrail and fiberglass shards on the gangway of the dock.  This could also be determined by the ten foot gash or indentation on the port underside of the vessel caused by the railing. The vessel caused one side of the handrail to be dismounted from the dock and land in the water.  The vessel then came to a  point of rest on the bank to the right side of the dock with the port stern resting on the front docks flotation system.  Damage to the vessel can be described as a 3 inch cut or laceration on the starboard front keel.  Starboard fiberglass damage on the forward half of the vessels gunwale approximately 6 feet of marring.  The vessel's trolling motor was destroyed.  The port underside near the keel had a ten foot long gash from front to back about a half an inch wide.  The starboard underside of the vessel could not be inspected due to the weight of the vessel.  It could not be moved. The operator of the vessel could not be identified.  There was no evidence of operator or passenger injury.  No blood, hair, or skin was detected in or around the vessel. Area hospitals were contacted and no report or treatment for injury due to these circumstances were discovered. No further action was taken.
LINCOLNTON