RedactedNarrative: Passenger #1/Witness #1: back deck cabin area. Operator1, the owner of the company that vessel #1 is documented under and its captain, stated in effect that when he was advised by witness #2, V1 occupant, of the incoming vessel #2, he rushed out of the cabin area and tried to push vessel #2 off of vessel #1, but because vessel #2's throttle was in reverse gear this made it very difficult. He eventually was able to get on to vessel #2 and place the throttle of vessel #2 into neutral gear. Vessel #2's owner arrived shortly after to retrieve vessel #2. 
   
  Passenger #2/Witness #2: upper deck of vessel #1. V1 occupant stated in effect that while working on the upper deck of vessel #1, he observed the unmanned vessel #2 heading right for vessel #1. Because he knew he couldn't get down to the lower back deck fast enough, he hollered for Operator1, who was below, to advise him of the impending collision. He then rushed down to the lower deck to assist Operator1 with trying to fend off vessel #2. 
   
  Passenger #3:galley of vessel #1. Substantiated previous statements. 
   
  *Operator1 volunteered to the undersigned video footage from vessel #1's video camera security system. The video revealed vessel #2, with its six foot wooden dinghy tied to the starboard stern side of vessel #2 and its mizzen sail up, steadily approaching vessel #1 backwards (stern first) and then colliding with the docked vessel #1, which was bowed in. It appeared that the stern of vessel #2 and its dinghy initially made contact with the swim deck/platform of vessel #1. Once the initial contact was made with vessel #1, it appeared that vessel #2 kept on wanting to continue in reverse with its transom making contact with the swim deck/platform rail of vessel #1. Operator1 was observed jumping  aboard vessel #2 and placing the throttle in neutral position. Prior to that there was some water turbulence observed on the starboard side of vessel #2 indicative that vessel #2 was in gear. 
   
  ** 6/25/2015: On this date, Operator1 advised the undersigned that while vessel #1's video system was being worked on, the footage of the collision was inadvertently erased. 
   
  After obtaining the statements above and watching the video feed of the accident, the undersigned interviewed operator #2 at the Liberty Harbor Marina fuel barge. 
   
  This marina is directly across the Morris Canal from Liberty Landing Marina vessel #1 was/is docked. At the time of the interview, vessel #2 was docked starboard side at the fuel barge facing west with its wooden dinghy secured to the barge behind vessel #2.
   
  Operator #2 stated in effect that when he was on the fuel barge in the process of tying up vessel #2, the stern line had become undone at which time vessel #2 separated from the barge and began being moving with the current, which he related was moving at approximately one half knot. Vessel #2's mizzen sail was also up. Operator2 further related that although contact was made with the other vessel, the damage done to vessel #1 was not caused by his vessel because it was not moving fast enough. He further stated in effect that he believed that the damage claimed by Operator1 appeared to him as being old. He further stated in effect that vessel #2 was not in reverse at the time of the collision. 
   
  Further investigation of vessel #2 revealed no evident damage; however, the six foot wooden dinghy that at the time of the collision was tied to the starboard stern side of vessel #2 appeared to have sustained damage along the starboard side gunwale/rub rail. Operator2 further stated in effect that his dinghy sustained no damage as a result with the collision with vessel #1. 
   
  Investigation revealed that when operator #2 was docking vessel #2, he failed to take vessel #2 out of gear as well as properly secure it to the Liberty Harbor Marina fuel barge. As a result, vessel #2 broke away from the barge and collided with vessel #1.
   
  *** 6/25:2015: As of this date, Operator2 had yet to p