RedactedNarrative: On March 12, 2020 at approximately 1200 hrs, I, Corporal of the Maryland Natural Resources Police (NRP) was notified about a two vessel accident that occurred on this day at approximately 0845 hrs in the vicinity of the South Locust Point Marine Terminal, Middle Branch - Patapsco River. I was told that the accident involved a work boat and a row boat and the person on the row boat was injured. 
  
  On March 12, 2020 at 1203 hrs I called Subject1 and he told me that a MPA work boat and row boat collided near the South Locust Point Marine Terminal. Subject1 told me that the work boat crew pulled the single occupant of the row boat from the water and returned him to the Baltimore Rowing Center. Subject1 said that the rower may have a rib injury. Maryland Transportation Authority Police (MTAP) Officer made an initial report (see attached) and Subject1 provided me with a copy of this report for my investigation. From this MTAP report I learned that the operator of the work boat was Operator1 and the operator of the row boat was Operator2. Subject1 told me that Operator1 was undergoing drug and alcohol testing after the accident per MPA policy. Subject1 provided my phone number to Operator1 for him to contact me.
  
  On March 12, 2020 at 1227 hrs I called Operator2 to get his account of the accident. He told me he was rowing his 24 feet in length Maas rowing shell on the Middle Branch of the Patapsco River. He was rowing near the vicinity of the South Locust Point Marine Terminal when he heard a voice yelling and then saw a work boat heading in his direction on a collision course. The vessels collided and Operator2 was thrown into the water. Operator2 told me the only damage to his vessel was a broken oar, which he valued at $900. He did not require immediate medical attention, but he scheduled to see his Doctor that same day in order to evaluate possible injury to his ribs. Operator2 was to follow-up with me after the extent of his injury was known.
  
  On March 13, 2020 at 1135 hrs I called Operator2 and he informed me that X-rays were taken and he may have torn ligaments/tendons in his ribs. His Doctor advised him to not row his boat for 6 weeks and he has a bandage wrapped around the area of injury. I contacted NRP Cpl. and had him meet Operator2 at his residence to have Operator2 complete a written NRP Witness/Victim Statement form (NRP-425A) (see attached).
  
  On March 13, 2020 at 1230 hrs I met with MPA work boat operator Operator1 at the Dundalk Marine Terminal. I took photos of the work boat, bearing registration MD 0025 DA, that was involved in the accident (see attached), I inspected the boat, and Operator1 completed a NRP Voluntary Statement/Advisement of Rights form (NRP-425) (see attached). Operator1 provided me with a copy of his Maryland DNR Certificate of Boating Safety Education and the MPA Vessel Log Book for March 12, 2020 (see attached). Operator1 told me that the results of his post-accident breathalyzer test administer by his employer were .000 BAC and he was still awaiting the drug test results. 
  
  Per our conversation and his written statement, Operator1' account of the accident was as follows:
  
  On March 12 at 7:30 AM Operator1 conducted the Vessel Log equipment check list prior to leaving the pier at Dundalk Marine Terminal. Then the vessel got underway en route to the South Locust Point Marine Terminal where they were to complete maintenance work. Operator1 was in the operator's position in the bridge of the vessel and 2 crew members were in the cabin below the bridge. Operator1 said upon approach to South Locust Point Marine Terminal he heard crew member yell "stop" and then "yelled at the guy in kayak". 
  
  Operator1 put the boat in neutral and the "guy (Operator2) hit front side of our boat". This was clarified to me to be the port (left) side just below the bow (front) of the work boat. Operator1 told me that he never saw the row boat at any time prior to the point of collision. The collision location was explained to me to be "about 500 to 600 feet off of Berth 10 South Locust Point. Operator1 said at the time of the collision his boat was traveling "about 1300 to 1400 RPM, 7 to 8 knots per hour", and Operator1 was looking towards the Cruise Ship Terminal where they were to complete the maintenance work. Operator1 told me that he was not distracted at the time by cell phone or other activity. After the collision, Operator1 then turned his boat around to help Operator2 out of the water. The crew members retrieved the row boat and Operator2 and Operator1 proceeded to return Operator2 to the Baltimore Rowing Center. 
  
  Per our conversation and his written statement, Operator2's account of the accident was as follows:
  
  On March 12 at 8:30 AM Operator2 launched his rowing shell (row boat) from the Baltimore Rowing Club (Center). He proceeded to row down river on the Middle Branch-Patapsco River with the intent to row to Baltimore Inner Harbor. He was wearing a bright fluorescent yellow jacket (see attached photo). In the vicinity of South Locust Point Marine Terminal, Operator2 heard a voice yelling "Hey get out of the way-move!". Operator2 looked "directly ahead into the rising sun and about 100 feet ahead was the flat-bowed MPA tug [work boat] aimed right at me, and me at him, clearly a collision course, me at 6 MPH and the tug [work boat] with foaming bow wave at 7-9 MPH". 
  
  Operator2 said he immediately started to turn his boat after which the work boat made no apparent change in its course or speed and no warning horn sounded at any time. The work boat collided with the row boat on the row boat's port side, broke the port side oar, and rolled the row boat causing Operator2 to fall into the water. Operator2 said after the collision the work boat "continued with out slowing or turning". 
  
  Operator2 explained, "I began to wave and shouted "Hey come back and help me", which I repeated 3 times". Operator2 said he witnessed one of the work boat crew members climb the work boat's bridge ladder and yell at the captain (Operator1) to stop the boat. Operator2 said the work boat was 150-200 feet away from him before it turned around to rescue him. 
  
  Operator2 remembers looking at his watch while he was in the water and the time was 8:48 AM. Upon returning, the crew members of the work boat lowered a ladder and Operator2 climbed onboard. The work boat returned Operator2 and his boat to the Baltimore Rowing Center. Operator2 described a "popping feeling and sound from my right lower rib cage when inhaling". Operator2 believes that his oar's impact with the work boat caused the injury. Operator2 did not require immediate medical attention but he saw his physician the same day. Operator2 received an X-Ray and his physician's diagnosis of injury was dislocated rib cartilage on his right side 7th rib ventral joint, an injury called costochondral separation. Operator2 was told to not lift heavy objects or row his boat for several months.
  
  Conclusion of Investigation
  
  Based on the facts of my investigation I conclude that both vessels could have taken action to avoid this collision, but the work boat operated by Operator1 failed to follow United States Coast Guard Inland Navigation Rules for power-driven vessels which is the main contributing factor that led to this collision. Specifically, Code of Federal Regulation (CFR) §83.05  Look-out (Rule 5)- "Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision." Furthermore, CFR §83.18  Responsibilities between vessels (Rule 18) states, "(a) A power-driven vessel underway shall keep out of the way of: (ii) A vessel restricted in her ability to maneuver." Operator1' work boat was a power-driven vessel that was underway p
  