RedactedNarrative: At approximately 1830 hrs. both operators were just outside the John’s Pass Bridge in the Gulf of Mexico near John’ Pass Channel buoy “5”.  Operator1 (V1) advised that he was “driving in circles” and that he did not know Operator2 (V2) was “idling” at the time.  Operator2 (V2) advised that he was at a “dead stop” at the time of collision.  The accident occurred when front of V1 collided with the left front of V2, at which point V1 went on top of V2.  
  
  The bow eye of V1 contacted the top of V2 which resulted in an approximately eight inch crack just above the rub rail and breaking of the rearview mirror assembly on V2.  Operator1 (V1) advised that his speed at the time of collision was approximately 15 miles per hour.  After the accident both operators checked the damage to V2 and continued operation for the remainder of their rental time.  When they returned to Fly-N-High Waverunners Inc. FWC was contacted.  Operator2 (V2) advised that both operators were wearing their life jackets.  Both operators advised that neither was injured nor ejected during the accident.  Neither of the operators could give me the direction of travel of the vessels at the time of the collision.
  
  I documented with photographs the damage to V1 and V2 with my agency issued camera.  The owner of the livery advised V1 had preexisting damage to the bow rub rail and did not consider the damage to be done by this collision.  The owner of the livery also advised that the damage to V2 was over $2000
  
  I conclude that the bow (front) of V1 struck the port bow (left front) of V2 at an approximate angle of 270 degrees relative to V2 and speed consistent with the “15 miles per hour” stated by Operator1.  As to the discrepancy in the speed of V2 at the time of collision, I believe that in this situation the interpretation of “idling” and at a “dead stop” mean the same thing, as the nature of personal water crafts have some forward propulsion even if no throttle is used.
  