Seminarski rad

Doa Paz
The MV Doa Paz was a Philippine-registered

passenger ferry owned and operated by Sulpicio Lines. The Doa Paz was built in 1963. in Hiroshima, Japan. During the time it plied Japanese waters, it had a passenger capacity of 608 people. Under Philiippine ownership she increased her capacity to 1,518.
One month before the accident, the vessel had

undergone drydocking. On December 20, 1987. she collided with a small oil tanker, the Vector, which was carrying 8,800 barrels of petroleum products.

MV Doa Paz

MV Vector
Vector was owned and operated by Vector

Shipping Corporation. At the time of the collision, the "Vector", had been on long term charter to Caltex Philippines. And on that night "Vector" was en route to deliver gasoline and kerosene from the Bataan Refinery to Masbate City. The collision resulted in a fire aboard the Vector which spread to the highly combustible cargo of the Vector causing an explosion.

Collision
The Doa Paz sank within two hours of the

collision, while the Vector sank within four hours. Both ships sank in about 545 meters of water in the shark-infested Tablas Strait. It took eight hours before Philippine maritime authorities learned of the accident, and another eight hours to organize search and rescue operations.

Casualties
Twenty-six survivors were retrieved from the seas. Twenty-four of them were passengers on the Doa

Paz while the other two were crew members of the Vector. According to the initial announcement made by Sulpicio Lines, the official passenger manifest of the Doa Paz recorded 1,493 passengers and 60 crew members aboard The eventual official death toll was later recorded at 1,749. The Philippine Supreme Court officially acknowledged in 1999 that the Dona Paz carried

Lawsuit
On March 22, 1988, the board of marine

inquiry found that Vector Shipping Corporation was at fault. Sulpicio Lines. Sulpicio filed a third-party complaint against Vector and Caltex. The trial court dismissed the complaint against Caltex, but the Court of Appeals included the same in the liability.
Caltex and Vector entered into a voyage

charter contract.

Lawsuit
The charterer may contract use of an entire ship,

taking possession and control of the entire vessel for an agreed-upon period of time. This kind of contract is called "a demise of the ship" and effectively transfers ship-owner status for a very specific time. A contract may also be time charter, wherein the leased vessel is leased to the charterer for a fixed period of time, or voyage charter, wherein the ship is leased for a single voyage. In both cases, the charter-party provides for the hire of the vessel only, either for a determinate period of time or for a single or consecutive voyage, the ship owner to supply the ships store, pay for the wages of the master of the crew, and defray the expenses for the maintenance of the

Lawsuit
Because of the implied warranty of

seaworthiness, shippers of goods, when transacting with common carriers, are not expected to inquire into the vessels seaworthiness, genuineness of its licenses and compliance with all maritime laws. Caltex was freed from charges. Sulpicio and Vector had to pay compensation to the families of deceased passengers.