Based on my training, knowledge, and experience as a Boating Accident Investigator, which includes specific training in Boat Accident Reconstruction, the damage to each vessel is consistent with a two-vessel head-on collision with both operators violating laws and regulations within the State of Maryland.

Both vessels were traveling on the Harford County (western) side of the Susquehanna River, utilizing the western channel under the draw span of the PRR Susquehanna River (Amtrack) Bridge. The bridge runs at a heading from south to north of approximately 070 degrees (or north to south of approximately 250 degrees). The draw span is a main travel channel approximately two hundred and sixty feet long; the draw span gives two channels, each one hundred feet of horizontal clearance and fifty-four and a half vertical clearance. The approximate heading of the channel under the bridge downriver is 160 degrees, and upriver is 340 degrees. Each channel is marked on both the upriver and downriver sides of the bridge with a red light on each side of the channel stanchions and a green light above it. Therefore, both upriver and downriver traffic may utilize both channels. 

The combined width of each vessel is thirteen and one-half feet (Vessel 1 - six feet seven inches, Vessel 2 - six feet eleven inches). If each vessel had remained to the starboard side of the channel to pass port to port, there would have been approximately eighty-six and one-half feet of room remaining in the channel. Both vessels were operating on a heading within thirty degrees of each other at the time of the collision; Vessel 1 had a heading of approximately 124 degrees and Vessel 2 had a heading of approximately 333 degrees. 

The operator of Vessel 1 and the surviving passenger of Vessel 2 both stated that they did not see the opposing vessels until seconds before the collision, leaving limited reaction time. The operator of Vessel 1 stated that he saw a silhouette and made a maneuver to port to avoid it; the surviving passenger of Vessel 2 stated that he saw the green light, not the red light, of the oncoming vessel.  This indicates that the vessels were in the position to pass starboard to starboard rather than port to port. This is also indicated in the plots of both of the vessels' GPS.

The initial impact point on Vessel 1 is identified as reference point A1 on the starboard bow and consists of transfer marks approximately four inches in width. The transfer marks lead to a gouge, cuts, stress fractures, and compression damage. The width of the initial impact point is consistent with the width of the starboard bow and impact point on Vessel 2 (reference point A3 on Vessel 2). The greenish and black coloring is also consistent with the paint the impact point on Vessel 2. The transfer marks end at reference point A2, while the gouging and cuts continue to reference point A7. Aft and above A1 there is a gouge, identified as reference point A3, which extends to reference point A4. This is consistent with the approximate height of Vessel 2’s trolling motor on the deck. A5 is a cylindrical impression with compression/penetration damage, which can be observed on the interior hull of the vessel (reference points A8-A12). This damage is consistent with the size and shape of the trolling motor from Vessel 2. This is approximately where it is believed the trolling motor began separation from Vessel 2 and became airborne. Reference point A7 ends the main impact point of Vessel 2; however, striations and scuffing continue to reference point B3.

The initial impact point on Vessel 2 is identified as reference point A3 and extends from reference point A2 to A4. It is indicated by compression damage to the starboard bow with striations. It is also noted that the hull has separation in the area. The compression damage extends the vessel's length, the bow decking is compressed, buckled, and cracked, and the starboard gunwale and hull are bowed outwards. Where the trolling motor and foot pedal was mounted (reference points D1 and D2) show the impact force since it was sheared from its mount. The direction of the motor is indicated by the bow navigation light pole (reference point A1) being bent aft with striations and indentations in the metal. It is also noted that the light was removed during the collision since it can be seen in operation moments before the collision in the video taken by the operator. The direction of the motor is also indicated by a black transfer on the seat mount (reference point A8) and a gouge in the starboard center console and handle (reference point A12). The witness/passenger on Vessel 2 stated that the operator looked to the starboard side of the center console to view Vessel 1 and attempt to take corrective action. It is believed that the trolling motor continued its path and impacted the operator's head. The operator's head then made an impact on the inside of the vessel's starboard hull (reference point A17), leaving blood, brain, and skull matter. The witness/passenger on Vessel 2 also stated that he believed the operator fell backward at the time, moving the throttle into reverse. It was noted while on the initial scene that the vessel's all around white light was functioning and was on. 

Post-collision, Vessel 1 continued on a course of approximately 131 degrees until the operator turned back toward the scene. Vessel 2's heading turns to approximately 293 degrees before starting a slow turn. The witness/passenger who jumped from the vessel at the time of impact stated he re-boarded the vessel after the collision. At the time of his re-boarding, the vessel was making a slow reverse turn.

While executing the search and seizure warrant for Vessel 1, it was observed that the forward red and green navigational lights were operational. However, the stern all-around light had the forward portion of the light blocked with electrical tape. No all-around light was located on the top of the vessel; however, a brand-new all-around light was in the port gunwale storage shelf, but it was never removed from its packaging.

Both operators had been consuming alcohol and violated nav rules.
Susquehanna River @ Amtrak Bri
Havre De Grace                