RedactedNarrative: On September 4, 2016, V-1 was traveling airboat trails in a northbound direction, returning to the Area 2 boat ramp at the west end of Loxahatchee Rd. V-1 was occupied by the owner/operator, and two passengers. 
  
  V-2 was departing from the Area 2 boat ramp at the west end of Loxahatchee Rd, intending to enter the marsh and travel in a southbound direction. V-2 was occupied by the owner/operator, and two passengers. 
  
  After being passed by an uninvolved airboat at the trailhead, V-1 operator came off the throttle changing the attitude of the vessel to “bow up”. At this time, with V-1 still moving in a northbound direction, V-2 rounded the blind corner and observed V-1 moments before impact. V-2 operator then claimed to make an evasive maneuver to the right (west) prior to impact. 
  
  AT-ACCIDENT
  
  On September 4, 2016, at approximately 2100 hours, the port bow of V-1 struck the port mid-ship of V-2 at an approximate 45 degree angle. The bow of V-1 ramped up the port gunwale of V-2 into the engine/propeller cage. The impact of the fiberglass bow broke the motor loose in at least 1 point, and the carbon propeller of V-2 was shattered. V-1 continued forward (north), and V-2 spun clockwise. 
  
  POST-ACCIDENT
   
  On September 4, 2016 at approximately 2200 hours I, Officer of the Florida Fish and Wildlife Conservation Commission, received a report of a boat accident in water conservation area 2, near the Loxahatchee Road boat ramp. 
  
  At approximately 2230 hours, I arrived on scene to observe both vessels sitting on trailers at the boat ramp. I interviewed the operators and occupants of both vessels, and photographed the damage on both vessels. Sworn statements were received by four subjects on scene. All subjects on scene declined medical treatment, and none reported any injuries. The owners/operators of both vessels were provided with the case number, and released without further incident. 
   
  CONCLUSION
  
  I offer the following conclusion based on my own observations, physical evidence, witness statements, and relevant facts in this case.
  
  Blue paint transfer was found on the port gunwale seam weld of V-2, approximately 18” aft of the registration numbers. This paint is believed to have been transferred from the painted blue hull of V-1 while it ramped upward, toward the stern of V-2. The bow of V-1 is then believed to have impacted the cage, motor mount/stand, and propeller of V-2. When the bow of V-1 contacted the rear portion of V-2’s cage, it spun V-2 clockwise, and V-1 continued northbound from the point of impact. There was significant damage to the portside cage of V-2, and fiberglass found in the cage approximately 3-4 feet from the waterline. The angle of striations on the painted blue hull of V-1, damage to the fiberglass, grass rake, and LED light bar also support the angle and force of impact.
  
  Information obtained from occupants of both vessels indicates that both vessels were being operated in a legal manner. Both operators claim to have been in compliance with all safety regulations at the time of accident, and no witnesses can disprove their claim. 
  
  The main contributing factor would be the vessel positions prior to impact, and at impact. No outside witnesses or camera footage is available that can prove the vessel positions prior to, nor at the actual point of impact in the marsh trailhead. Based on all information available, no fault can be found with either operator at the time of the accident.