RedactedNarrative: On November 6, 2014, I, Officer, was dispatched to a boating accident that occurred on the ICW two days prior. I arrived to meet the owner and operator of the damaged vessel (V1) at Marker 1 Marina at approximately 1150 hrs. At that time (V1) was being held by Marker 1 Marina in a dry dock. (V01: TROJAN / 1973 / 30 F / WHITE / FL4510BJ). I obtained a sworn written statement from Operator1. Operator1 explained that his vessel had become disabled while traveling south on the ICW on November 4, 2014. He and his occupant received a tow by a U.S. Coast Guard Auxiliary vessel (V2). (V02: MAINSHIP / 1999 / 30 F / WHITE / THE MAY HERON). During this towing procedure, (V1) struck a channel marker and sustained damage to its starboard side. 
  (V1) became disabled with a possible dead battery, along the ICW at approximately 1200 hrs on Nov. 4th. Operator1 and V1 occupant flagged down another vessel which towed them to Marker 44, where they tied off. Operator1 called Coast Guard for assistance and (V2) arrived at approximately 1300 hrs. The occupants of (V2) gave the occupants of (V1) instructions that were to be followed during the “stern tow” procedure. They included such things as; steering, use of fenders, dropping the tow line and signaling. The operator of (V2) was Operator2. V2 occupant1 was on stern watch and V2 occupant2 was watching the bow. (V2) was to tow (V1) south to Home Port Marina along the ICW. (V2) began the tow at approximately 1330 hrs. While passing Marker 37, (V1) struck the channel marker on its starboard bow. The impact caused damage to the rub rail and the fiberglass beneath. This damage extended past mid ship (See Attached Photos). Coast Guard Aux. personnel insured there were no injuries, verified that (V1) was still able to continue being towed, and proceeded. Shortly after resuming tow, (V1) began taking on water. Coast Guard Aux. personnel observed water being pumped from the forward starboard outlet from the bilge. The rear bilge was not operational. The Occupants of (V1) were advised to use their manual pump. The occupants of (V1) reported that the water situation had stabilized and requested to continue the tow. (V1) was towed south to approximately Marker 18 or 19, where another Coast Guard vessel arrived to assist. At this time (V1) began to list to one side. The secondary Coast Guard vessel pumped water from (V1) and conducted a “side tow”. Operator1 and V1 occupant were taken aboard (V2). Home Port Marina could not take the disabled vessel so (V1) was “side towed” to Marker 1 Marina to be dry docked.
  Additional Coast Guard personnel arrived at Marker 1 Marina to obtain information for their internal investigation. (V1) was purchased by Operator1 Nov. 3rd and was to be used as his residence. He provided me with a valid bill of sale. Since (V1) could not be occupied while in dry dock, Red Cross was contacted to provide Operator1 with temporary living accommodations (See Attached). Later Operator1 began feeling pain in his neck and back. He self transported the next day to Palms of Pasadena Hospital for treatment at approximately 2000 hrs on Nov. 5th. He was treated and released that evening (See Attachment). Operator1 contacted the Pinellas County Sheriff’s Office Nov. 6th, where it was turned over to FWC Division of Law Enforcement. Current costs are being accrued by Marker 1 Marina for storage of (V1). I obtained a sworn written statement from occupant V2 occupant1 on Nov. 13th. I also spoke with Operator2 on Nov 13th regarding the incident. He provided me with a copy of the Search and Rescue report that was given to the Coast Guard regarding the incident.