After reviewing Photographs of V1’s Active Track Log, conducting a GPS Forensic Analysis of V2’s GPS Active Track Log, conducting damage assessments on both vessels, and reviewing all witness statements my investigation revealed the following:

Operator and two occupants left Hurricane Hole Marina onboard V1 on June 21st, 2023 to check pin fish trips. V1 arrived at 5555 College Rd. (Sunet Marina) at approximately 1540 Hrs. V1 left Sunset Marina at 1549 Hrs. This is consistent with the GPS Chart plotter track line. 

V1 then travels northwest towards Sigsbee Basin and towards V2. 

V2 leaves Sigsbee Marina at approximately 4:00 PM with eight people on-board. At approximately 1602 Hrs, V2 picks up speed and heads northeast at approximately 28 knots. V1 and V2 are now in a crossing situation. 

V2 is the stand on vessel and is to maintain course and speed and V2 shall give way to vessels to their starboard. V2 and V1 both maintain speed and course and V1 passes dangerously close behind V2. 

V2 violated USCG Navigation Rule 15 Crossing Situation by failing to give way to V1 and avoiding crossing ahead of the other vessel.  Occupant of V1 described in detail in his statement that the vessels were in a crossing situation before the collision. Occupant said they were the stand on vessel and the other vessel was the give-way. He said the other vessel failed to give way to them and as they were passing behind the other vessel, its’ occupants “flicked them off” with their middle fingers raised.

After the near collision Operator of V2 slowed his vessel, maintaining his course northeast. Occupants of V2 raised their hands in protest and yelled profanities at the occupants on-board V1 because of the near collision.

Operator of V1 then changed its’ course by turning V1 to starboard and headed straight towards V2 at a high rate of speed. 

This begins the reckless operation of V1 by Operator.

 Operator/ Occupants of V2 said they think Operator of V1 had the intent of turning at the last moment to spray sea water on them and thus the reason why he aimed his vessel directly at them at a high rate of speed. Operator intentionally, knowingly, and purposefully operated his vessel at a high rate of speed in a direct path towards V2. 

All the occupants aboard V2 were in fear of being run over or “t-boned” by V1 and Operator. Because of this fear, Operator2 reversed his vessel while also turning his steering wheel to starboard in an attempt to avoid being struck by V1. Operator of V1 was conscious and had intentional indifference to the consequences of the reckless operation of his vessel.  His experience and training as a licensed United States Coast Guard Captain shows that he had knowledge that damage would likely be done to persons or property from the reckless operation of his vessel indicating his actions were willful and wonton. 

At approximately 1603 Hrs, Operator operated V1 hard to port at a high rate of speed at close range to V2; the operation raised V1’s starboard transom out of the water by approximately two feet. V1’s starboard transom collides with V2’s bow rail causing V2 to spin violently backwards and to starboard. The location of this collision can be documented as N 24° 35.573 W081° 48.854. Occupant (3) sitting on the forward bow of V2 is thrown onto the deck hitting the back of her head on the inside gunwale. Occupant (3) sustained a concussion because of this. Operator of

GULF OF MEXICO
KEY WEST                      