RedactedNarrative: Operator #1 Stated in Effect:  "I was at the helm up on the fly bridge. I was approaching the No Wake Buoy, right off Gull Island Beach. I was heading east on the right side of the channel, going about 6 knots. I saw him coming towards me, so I altered course to starboard. He was still turning to port. I threw my vessels twin screws in reverse, doing everything possible to avoid a collision, then he hit us."
  
  Operator #2 Stated in Effect: "I was heading westbound in the channel at four or five knots max, I think. My electronics started beeping and my Uncle screamed at me. I don't have any damage. I could have damage but I don't think so." 
  
  Investigation Revealed: Vessel #1 was traveling east towards the Manasquan Inlet in the Manasquan River. Vessel #2 was traveling west towards the Brielle Railroad Bridge. Vessel #2 abruptly turned to port, on a collision course with Vessel #1. The operator of Vessel #1 made all available attempts to avoid collision, specifically by turning to starboard and placing both engines in reverse. Operator #2 made statements to the effect that he was not maintaining a proper lookout. Video footage was obtained from Hoffman's Marina in Brielle. Video footage demonstrated that Vessel #2 abruptly turned to port and Vessel #1 had no avenue to escape the collision. For Vessel #2, there existed no environmental obstructions for visibility, the area in question contains sufficient navigable channel for safe passage, and Vessel #2 is determined to be at fault for this collision.
  
  Further review was conducted pertaining to crossing situation rules, due to the fact that Vessel #1 had been departing Crabtown Creek near Brielle, prior to the collision. According to the UNITED STATES COAST GUARD INLAND NAVIGATION RULES Rule 14, when two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision each shall alter her course to starboard so that each shall pass on the port side of the other. When a vessel is in any doubt as to whether such a situation exists she shall assume that it does exist and act accordingly. Additionally, Rule 15 states that when two power-driven vessels are crossing so as to involve risk of collision, the vessel which has the other on her own starboard side shall keep out of the way and shall, if the circumstances of the case admit, avoid crossing ahead of the other vessel. Therefore, in this case, Vessel #2 was the "give way" vessel and was required to alter course when encountered with this crossing situation.
  
  This Boating Accident Investigation was determined by Operator #1 statements, Operator #2 statements, inspection of the vessel damage at the Coast Guard Station, analysis of video footage from Hoffman's Marina, and review of the Coast Guard Inland Navigation Rules. 
  
  08-10-18:  On this date operator2 was issued for 12:7-61(d)1 : Failure to Exhibit Boating Safety Certificate, for 12:7-34.44a : Failure to Register a Documented Vessel, for 12:7-76 : Careless Operation of a Vessel, and for 13:82-1.8 : Failure to Comply with Inland Navigation Rules.
  
  This Boating Accident Investigation is Closed.