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MT Vector
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MT Vector
CGI recreation of Vector in Asia's Titanic
History
Philippines
NameOil Nic-II
OwnerVector Shipping, Inc.
Port of registryManila
BuilderNavotas Industrial Corp
CompletedApril 19, 1980
Out of serviceDecember 20, 1987
RenamedVector before December 1987
IdentificationIMO number: 8427632
FateCaught fire and sank after a collision with Doña Paz on December 20, 1987
General characteristics
Class & typeOil tanker
Tonnage629 GRT
Length51.7 m (169 ft 7 in)
Beam11.6 m (38 ft 1 in)
Depth3.6 m (11 ft 10 in)
Installed power250 bhp (190 kW)
PropulsionTriple screw
Notes[1]

Vector was a Philippine oil tanker that collided with the passenger ferry Doña Paz on December 20, 1987, in the Tablas Strait, Philippines, resulting in the deaths of an estimated 4,385 passengers and crew from the two ships.[2] The incident is considered the deadliest peacetime maritime disaster in history.[3][4]

Description

[edit]

Vector was a small motor tanker, built in Manila, Philippines in 1980 as Oil Nic-II, with a tonnage of 629 gross register tons (GRT) and a length of 51.7 m (169 ft 7 in). The tanker was designed to transport petroleum products such as gasoline, kerosene, and diesel. Prior to December 1987, the tanker was acquired by Vector Shipping Inc., owned by Don Francisco Soriano, a shipping entrepreneur from Manila.[1]

Collision with MV Doña Paz

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On December 19, 1987, at about 8:00 p.m., Vector left Limay, Bataan en route to Masbate with a crew of 13, and loaded with 8,800 barrels of petroleum products shipped by the ship's charterer, Caltex Philippines, now Chevron.[5] The following morning, at about 6:30 a.m., the passenger and cargo ferry Doña Paz left the port of Tacloban headed for Manila with a complement of 59 crew members, including the master and his officers, and passengers totaling 1,493 as indicated in the Coast Guard Clearance, though in fact it is estimated to have been well over 4,000. Doña Paz was a passenger and cargo vessel owned and operated by Sulpicio Lines, plying the route of Manila/Tacloban/Catbalogan/Manila/Catbalogan/Tacloban/Manila.

At about 10:30 p.m. on December 20, 1987, the two vessels collided in the open sea in the vicinity of Dumali Point in Tablas Strait between Marinduque and Oriental Mindoro. As the two vessels collided, Vector's cargo ignited and caused a fire that spilled into the water and rapidly spread to Doña Paz, which sank within hours. Vector also sank shortly afterwards. Two of the 13 crew members aboard Vector (Franklin Bornilio and Reynaldo Taripe) survived but all 58 crew of Doña Paz died. The official death toll for the ferry is 1,565, although reports indicate the vessel was extremely overcrowded and actual deaths included thousands more. Following investigations the death toll of passengers and crew from both ships was estimated to be 4,386,[2] although admitting that only 1,568 were on the manifest (still more than the licensed maximum of 1,518). The 21 (or 25) survivors from the ferry had to swim, as there was no time to launch lifeboats.[6] They were rescued from the burning waters by vessels that responded to distress calls.[6][7] The two survivors from Vector's crew said that they were sleeping at the time of the incident.[8]

Judgment

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Vector Shipping was found liable for the crash, while the chartering company, Caltex, was absolved of responsibility. In a judgement on July 24, 2008, The Supreme Court of the Philippines absolved Caltex Philippines (now Chevron) from any liability in the collision between Doña Paz and Vector. The decision affirmed the Court of Appeals' ruling against Vector Shipping and its owner Francisco Soriano.[9] Vector was ordered to reimburse and indemnify Sulpicio Lines Php 800,000.00. This was the total amount due to the Macasa family whose kin were among the passengers of Doña Paz.[9] The Court ruled that "MT Vector was unseaworthy at the time of the accident and that its negligence was the cause of the collision that led to the sinking of the Sulpicio vessel."[10]

A former captain told investigators that the rudder was defective and that it took two men to steer the wheel. An inquiry also found that members of the crew of Vector were underqualified and that the vessel's licence had expired.[citation needed]

Wreck

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The wreck of Vector was found by RV Petrel on December 19, 2019. She lies upright at a depth of 500 meters (1,600 ft). Doña Paz was found lying 2,200 meters (7,200 ft) away in the same state. Both wrecks are in good condition.[11]

References

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[edit]
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MT Vector

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MT Vector was a Philippine-registered motor tanker built in 1980 in Manila as Oil Nic-II, measuring 51.7 meters in length with a gross tonnage of 629, and primarily used for transporting petroleum products. Owned by Vector Shipping Corporation, the vessel was en route from Bataan to Masbate on December 20, 1987, carrying approximately 8,800 barrels of gasoline and other flammable cargoes when it collided with the passenger ferry MV Doña Paz in the Tablas Strait, Philippines. The impact triggered a massive explosion and fire that rapidly engulfed both ships, leading to the sinking of MT Vector and the near-total loss of MV Doña Paz, resulting in over 4,000 deaths and marking the deadliest peacetime maritime disaster in history. A subsequent Philippine Coast Guard investigation attributed primary fault to MT Vector's officers and crew for navigational negligence, including failure to maintain proper watch and deviation from its course, while also noting overcrowding and inadequate safety measures on the ferry. The tragedy highlighted severe deficiencies in maritime regulations and enforcement in the Philippines at the time, prompting international calls for improved safety standards in the shipping industry.

Design and Construction

Specifications

The MT Vector was a small coastal constructed in the , originally named Oil Nic-II before being renamed. It had a of 629 tons and featured a hull designed for short-haul voyages. The vessel measured 51.7 meters in length, with a beam of 11.6 meters and a depth of 3.6 meters, making it suitable for navigating the confined waters of the Philippine archipelago. As a product tanker, the MT Vector was equipped to carry refined petroleum products such as , , and diesel oil. Its cargo capacity was approximately 8,800 barrels, and during the incident in question, it was loaded with this volume of products sourced from the refinery in for delivery to . The tanker operated primarily as a leased vessel for Philippines, facilitating the distribution of refined oil products along coastal routes in Philippine waters.

Building and Ownership

The MT Vector was constructed in 1980 in the as a small motor tanker originally named Oil Nic-II. With a of 629 and a length of 51.7 meters, it was designed as a coastal intended for domestic transport of products within Philippine waters. The vessel's initial and primary owner was Vector Shipping, Inc., a Philippine company based in , with Francisco Soriano as a key proprietor. Registered in , it operated under Philippine registry throughout its service. Prior to December 1987, the tanker was renamed MT Vector, marking its transition to the name under which it would become known in subsequent events.

Operational History

Early Service

The MT Vector, originally launched as the Oil Nic-II, entered service in 1980 as a small coastal operating in the . Built in with a of 629 and dimensions of 51.7 meters in length, 11.6 meters in beam, and 3.6 meters in depth, it was designed for transporting products including diesel, , and . The vessel was acquired by Vector Shipping Corporation, a -based company led by Francisco Soriano, prior to 1987 and operated under its ownership through the incident. Registered in , it operated under Philippine flag, conducting routine voyages without documented major disruptions or prior incidents. Its typical operations involved short-haul routes along the Philippine archipelago, primarily between the refinery in and ports such as , supporting local fuel distribution needs. These coastal services aligned with the demands of the domestic oil trade, utilizing the tanker's modest capacity for efficient inter-island transport.

Final Voyage Preparations

On December 19, 1987, the MT Vector departed from the refinery in , , , at approximately 8:00 p.m., en route to . The vessel, owned and operated by Vector Shipping Corporation, was leased to (), Inc., for the transport of fuel products. Earlier that day, the tanker had been loaded with 8,800 barrels of petroleum products, including , totaling approximately 1,397,088 liters. This cargo was secured prior to departure, marking the standard preparation for the coastal voyage. The MT Vector carried a of 13 members, including the . Although the was reported as sufficient for the operation at the time of departure, later findings from the Board of Marine Inquiry (BMI Case No. 653-87) determined that they were unqualified and incompetent for managing a vessel of this type. At departure, the vessel was deemed operational for the journey, which was planned to pass through the . However, underlying seaworthiness concerns, such as an expired coastwise license, an expired certificate of inspection, and defects in the , were not addressed prior to sailing.

The Collision

Events Leading to Impact

On the evening of December 20, 1987, the MT Vector, an carrying approximately 8,800 barrels of products and manned by a crew of 13, was transiting the east of Island, , en route from to . The vessel was navigating a narrow and busy waterway known for heavy traffic, where it encountered oncoming south-to-north traffic, including the passenger ferry bound for . This strait, approximately 20 nautical miles wide at its narrowest, required careful maneuvering to avoid converging vessels under international collision regulations. The MT Vector maintained a speed of approximately 4.5 knots during this passage, a rate typical for its size and load but challenging in the confined waters. Visibility conditions were clear with no reported fog, though the nighttime setting—around 10:30 p.m.—resulted in poor overall lighting, relying primarily on the ships' navigation lights and limited coastal aids. The tanker's unseaworthy condition, including a defective rudder that necessitated manual steering by two crew members, further complicated precise control in the strait. Prior to the impact near Dumali Point, there was no radio communication between the MT Vector and the , as the tanker lacked functioning radio equipment, preventing any exchange of position or intent. Compounding this, the Vector operated without a proper lookout or qualified master on watch; its senior navigator was only a , and crew members were inadequately trained for the demands of the route. These lapses in failed to detect the approaching in time, setting the stage for the impending encounter.

Collision and Fire

The collision between MT Vector and occurred at approximately 10:30 p.m. on December 20, 1987, in the near Dumali Point, under nighttime conditions with good visibility and calm seas. MT Vector, an traveling without a lookout, rammed the port side of the passenger ferry amidships, with the tanker's bow penetrating the ferry's hull and disabling its engine room. The impact immediately ignited Vector's cargo of 8,800 barrels of products, primarily , triggering a massive that produced a fireball engulfing both vessels and rapidly spreading flames across their decks. sank within two hours of the collision due to the fire and structural damage, while MT Vector followed approximately four hours later after burning fiercely in the strait.

Aftermath and Rescue Efforts

Sinking and Casualties

The collision between MT Vector and on December 20, 1987, resulted in an estimated total death toll exceeding 4,000 people, with the vast majority from the overcrowded passenger ferry , alongside all but two of Vector's 13 crew members. Of Vector's , 11 perished in the ensuing chaos, primarily due to burns, , and as the tanker's cargo ignited, enveloping the vessel in flames that prevented the successful launch of lifeboats. The two survivors, Franklin Bornilio and Reynaldo Taripe, were off-duty and asleep in their bunks at the time of impact; they awoke to the blaze, jumped overboard into the oil-slicked, burning waters, and clung to for hours before . These Vector crew members' accounts highlight the immediate terror: with no time to muster life-saving equipment amid the rapid fire spread, survival depended on instinctive escape into the sea, where they endured burns and exhaustion while witnessing the rapid sinking of both ships within hours.

Search and Recovery Operations

Following the collision on , , initial search and recovery operations were severely hampered by a delayed notification to authorities, with Philippine maritime officials learning of the incident approximately eight hours after it occurred. Local boats and vessels were the first to arrive at the scene in the that morning, discovering debris and the initial survivors several hours after both vessels had sunk. These early responders pulled most of the 26 total survivors from the flaming, oil-slicked waters, including the two crew members from the MT Vector who had jumped overboard into the burning, oil-slicked waters. Recovery efforts transitioned to coordinated searches by the , which dispatched naval patrol ships and commercial vessels, but the operation faced significant obstacles in the dark, debris-strewn waters of the . The 545-meter depth at the collision site, combined with scattered wreckage and persistent oil slicks from the tanker's , prevented any substantial body retrieval, leaving over 4,000 victims unrecovered due to the inaccessibility and fire damage that consumed much of the evidence. The incident was officially reported to authorities on December 21, 1987, marking the start of formal recovery , though the remote and nighttime conditions limited immediate progress.

Official Inquiries

Following the collision between the MT Vector and MV Doña Paz on December 20, 1987, the Philippine Board of Marine Inquiry (BMI) was convened to investigate the incident under BMI Case No. 659-87. The inquiry, completed on March 22, 1988, determined that the MT Vector was solely at fault for the collision due to negligence by its officers and crew. The BMI report highlighted the MT Vector's unseaworthiness as a primary factor, noting the vessel's expired coastwise license, expired certificate of inspection, and defective main engine , with repairs inadequately documented. It lacked essential personnel, including a , a licensed , and a proper lookout, which impaired and communication capabilities. Crew qualifications were severely deficient: the master operated without the required license, the Second Mate held only a Minor Patron license suitable for inland waters rather than open sea, and the possessed no valid license for the vessel's engine. These shortcomings directly contributed to navigational errors, as the unqualified crew failed to maintain proper course and vigilance in the . While briefly noted overcrowding on the —estimated at over 4,000 passengers against a capacity of around 1,500—it concluded that this did not compromise the ferry's seaworthiness or contribute to the collision's cause. The focus remained on the MT Vector's operational failures, including its status as a "" due to poor and . The 1988 BMI report issued recommendations to enhance maritime safety, urging stricter enforcement of licensing, vessel inspections, and crewing standards by Philippine authorities to prevent similar disasters. These findings were later affirmed by the , emphasizing systemic issues in tanker operations.

Court Judgment and Liability

The legal proceedings culminating in the ' judgment in Vector Shipping Corporation and Francisco Soriano v. Sulpicio Lines, Inc. (G.R. No. 160219) addressed liability arising from the third-party complaint filed by Sulpicio Lines against Vector Shipping and its master, Francisco Soriano, following the collision between MV Doña Paz and MT Vector. The case stemmed from damage claims by survivors and heirs of victims against Sulpicio Lines, which in turn sought indemnification from Vector Shipping for the tanker's role in the disaster. On July 21, 2008, the Supreme Court affirmed the Court of Appeals' ruling, holding Vector Shipping Corporation and Francisco Soriano jointly and severally liable to reimburse Sulpicio Lines for the full amount of damages awarded to the plaintiffs, totaling ₱800,000 (comprising ₱150,000 in civil indemnity, ₱500,000 in moral damages, ₱100,000 in exemplary damages, and ₱50,000 in attorney's fees). The court found MT Vector unseaworthy due to defective equipment, including an inoperative engine ignition system, expired operating licenses for the vessel and its cargo, and crew incompetence, such as the master's lack of proper certification and the unlicensed operation by unqualified personnel. These faults were deemed the primary causes of the collision, with the judgment referencing Board of Marine Inquiry findings that corroborated the tanker's steering deficiencies, including a defective rudder requiring two crew members to operate. Caltex Philippines, Inc., the charterer of MT Vector and owner of the cargo, was absolved of any negligence or liability, as the court determined that the unseaworthiness and operational failures lay solely with Vector Shipping and its personnel, with no evidence of contributory fault from the cargo owner. The decision marked the final resolution after over 20 years of litigation, originating from the 1987 collision, with the Supreme Court denying petitions for review on certiorari and closing all appeals.

Wreck and Modern Discoveries

Location and Condition

The wreck of the MT Vector was discovered on December 19, 2019, by the research vessel RV Petrel, operated by Vulcan Inc. in partnership with the National Museum of the Philippines. The survey confirmed the tanker's location in the Tablas Strait, Philippines, where it rests upright and largely intact at a depth of approximately 500 meters, positioned about 2,200 meters from the deeper wreck of the MV Doña Paz at 2,200 meters. The hull shows preservation consistent with its rapid sinking following the 1987 collision, though visible damage from the impact with the is evident in high-resolution imagery. No oil leakage from the wreck has been reported in surveys conducted to date. Remnants of the tanker's cargo of products may still be present within the structure, given its relatively shallow depth and intact orientation. No further surveys or environmental assessments have been publicly reported as of November 2025. Discovery relied on advanced mapping to pinpoint the site, followed by remotely operated (ROV) dives that provided detailed visual confirmation of the wreck's identity and state. These methods captured footage revealing the tanker's bow and superstructure, underscoring its position as a well-preserved artifact of the disaster.

Exploration and Significance

In 2019, the research vessel RV Petrel, operated by Vulcan Inc. in partnership with the National Museum of the Philippines, conducted a targeted expedition to survey the wreck of MT Vector in the Tablas Strait. Utilizing advanced multibeam sonar for initial detection and remotely operated vehicles (ROVs) for high-resolution imaging, the team achieved the first detailed visual documentation of the site, capturing footage that revealed the tanker's structural integrity despite decades on the seafloor. This effort, announced on December 19, 2019, marked a significant technological milestone in maritime archaeology, enabling precise mapping without physical disturbance. The exploration confirmed key details of the 1987 collision with MV Doña Paz, including the relative positions of the wrecks—MT Vector upright at a depth of approximately 500 meters, about 2,200 meters from Doña Paz. This verification aligns with survivor accounts and official records, underscoring the disaster's scale as the deadliest peacetime in history, with over 4,000 lives lost due to the ensuing fire and rapid sinking. By providing empirical evidence, the survey reinforces the event's place in global , highlighting vulnerabilities in inter-island shipping during the era. The tragedy highlighted severe deficiencies in maritime regulations and enforcement in the at the time, prompting calls for improved safety standards in the shipping industry. As part of its legacy, the MT Vector wreck contributes to ongoing through archived imagery used in training programs and historical analyses, fostering greater awareness of disaster prevention. No salvage operations have been attempted, primarily due to the site's depth and the logistical complexities involved, preserving the wreck as an in-situ memorial to the victims. This approach aligns with protocols, allowing future non-invasive studies to further elucidate the incident's human and technical dimensions.

References

  1. https://www.marineinsight.com/know-more/the-biggest-ship-collision-ever-recorded-at-sea/
  2. https://www.vesselfinder.com/news/4996-Shiping-history-Doa-Paz-sinking-Dec-20-1987-The-deadliest-maritime-disaster-Video
  3. https://www.britannica.com/list/7-of-the-worlds-deadliest-shipwrecks
  4. https://elibrary.judiciary.gov.ph/thebookshelf/showdocs/1/45968
  5. https://cmfr-phil.org/media-ethics-responsibility/ethics/revisiting-dona-paz/
  6. https://safety4sea.com/cm-sinking-of-dona-paz-the-worlds-deadliest-shipping-accident/
  7. https://lawphil.net/judjuris/juri1999/sep1999/gr_131166_1999.html
  8. https://www.coastguard.gov.ph/images/2019_Files/NOSCOP_Icon/NOSCOP_May_3.pdf
  9. https://actamedicaphilippina.upm.edu.ph/index.php/acta/article/download/6133/3691/68818
  10. https://www.guinnessworldrecords.com/world-records/772666-deadliest-maritime-disaster-peacetime
  11. https://lawphil.net/judjuris/juri2008/jul2008/gr_160219_2008.html
  12. https://www.nytimes.com/1987/12/21/world/1500-are-feared-lost-as-2-ships-collide-and-sink-near-philippines.html
  13. https://www.latimes.com/archives/la-xpm-1988-11-04-mn-959-story.html
  14. https://www.upi.com/Archives/1988/11/03/Unseaworthy-tanker-found-responsible-for-ferry-sinking/6510594536400/
  15. https://www.geekwire.com/2019/paul-allens-research-vessel-surveys-wreckage-asias-titanic-1987-ferry-sinking-killed-4300/
  16. https://www.youtube.com/watch?v=oxMUyLnVWBo
  17. https://www.researchgate.net/publication/227340139_THE_SINKING_OF_THE_DONA_PAZ_-_A_CRITIQUE_ON_MARITIME_DISASTER_PREPAREDNESS_IN_THE_PHILIPPINES_II_Policy_implications
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