Upon reaching the scene, I first spoke with the vessel operator OP2.  OP2 stated he was operating the 50 foot sailing vessel when the accident occurred.  OP2 stopped the vessel approximately 100 feet from the north side of the bridge in order to wait for the bridge tender to raise the bridge.  At this time, he was not able to control his vessel and ran aground for about 30 minutes.  When the vessel freed itself, it began drifting toward the bridge. He stated that the incoming tide was causing him to lose control of the vessel, so he attempted to drop his anchor to prevent the boat from colliding with the bridge.  
OP2 said he exited his vessel and entered his dingy in order to deploy the anchor on the sailing vessel.  He was unable to catch the sailing vessel before it impacted the center section of the bridge causing damage to the light on the west side of the bridge also causing damage to the east side bridge piling. OP2 stated the forty-horsepower motor on the sailing vessel was not strong enough to navigate the tidal current.  OP2 provided me with a written sworn statement which I have attached to the Boating Accident Report. 
After speaking with OP2, I spoke with the bridge tender. BRIDGE TENDER was the only witness to the boating accident. BRIDGE TENDER stated that OP2 never called BRIDGE TENDER to raise the bridge and that OP2 was not on the sailing vessel when it struck the bridge.  He stated that the vessel ran aground before crashing into the north side of the bridge.  BRIDGE TENDER attempted to call OP2 multiple times on his radio with no answer.  BRIDGE TENDER provided me his contact details and I informed him that I would call him in the future if I need more information. He also provided me with a written sworn statement which I have attached to the Boating Accident Report. 
The sailing vessel in its position under the bridge was blocking a large portion of the navigable waterway, so I decided to contact dispatch to inform Coast Guard of the situation.  Coast Guard arrived on scene approximately minutes after dispatch contacted them.  I informed them that the vessel needed to be pulled off of the bridge and that OP2 had no money to pay for Sea Tow or Tow Boat U.S.  Also, OP2 had no insurance for the vessel. 
Coast Guard then worked with BRIDGE TENDER and the D.O.T. contracting company to develop a plan to get the vessel out from underneath the bridge. They decided to lift the bridge approximately five degrees in order to loosen a mast cable from the bridge railing.  The coast guard vessel then simultaneously pulled the sailing vessel out away from the bridge.  After the sailing vessel was removed from the bridge, coast guard towed the vessel to a safe location just north of Sheridan Street bridge and anchored the vessel.
On March 3rd, 2023, I contacted the Project Manager in order to determine the cost and scope of the damage to the bridge.  Subject stated that the cost would be approximately $10,000 dollars in repairs and parts.  These repairs include repairing the swing gate to the bridge ladder, replacing the northwest main bridge light, and electrical repairs to the entire lighting circuit and conductor for the north west side of the bridge.
ICW/Sheridan Street Bridge
HOLLYWOOD                     