The loss of three yachtsmen's lives when their boat sank without trace in the Channel was a terrible tragedy.
There can't be anyone who sails who doesn't feel deep sympathy for families of Ouzo's crew - and also a shiver of “there but for the grace of God go I.”
But at the same time, I'm sure that I'm not alone in feeling relieved that Michael Hubble, the officer of the watch on the P and O ferry Pride of Bilbao on the night the yacht disappeared, has been cleared of all charges relating to the incident.
There is no doubt that the Pride of Bilbao was involved in a close encounter with a yacht. But there was no proof that it actually was the Ouzo, and Mr Hubble reported seeing its lights at the last minute, making a significant alteration of course, and then checking to see its lights astern before sailing on.
The jury at his six-week trial cleared him of three charges of manslaughter but was unable to reach a verdict on the remaining charges under the Merchant Shipping Act, which related to failing to stop the ship and raise the alarm after that close encounter. The judge instructed that not guilty verdicts should be recorded, and there will be no retrial.
Whenever there is an accident, particularly a fatal accident, there is a natural tendency to want someone to blame. But in this case, only one side of the story could be told.
Two vessels were involved in a situation. And anybody who has studied the ColRegs knows that, whichever is the stand on vessel, both have an equal obligation to avoid a collision.
Did the Ouzo's crew do everything they could to stay out of the ferry's way? Sadly, we will never know, because they did not live to give their account of what happened.
But the MAIB report into the disappearance of the yacht raised several issues which make it difficult to put all the blame on one ship's watch-keepers.
One of the most worrying things to come out of the trial was the testimony of Alistair Crichton, the captain of the Crescent Beaune, a tanker also in the vicinity of the Ouzo that night, who admitted to the jury that he had not been on the bridge at that time and had broken the law by not having a lookout on duty.
It has long been suspected that ships out in the wide oceans are fairly relaxed about watch-keeping, but in the crowded waters of the English Channel? So much for putting faith in the ColRegs.
Some of the reporting of Mr Hubble's trial by the non-maritime media appeared to imply that it was the ship's duty to stay out of the way of the yacht whatever happened, under the old “steam gives way to sail” principle.
But of course, the yacht had obligations, too - not least to make herself visible to the ship. The MAIB report raised some very worrying questions about both radar reflectors and navigation lights. We can't know whether Ouzo had hoisted her radar reflector, or how crazed and dim her 25-year-old navigation lights were.
But the fact that the two people keeping watch on the bridge of the Pride of Bilbao did not see her until the very last minute perhaps says enough.
Ships like the Pride of Bilbao are travelling very fast, relative to the average cruising yacht, and have a huge “blind spot” in front of them, however good their lookout. They may be able to see you on their radar. They may not. You absolutely can't rely on it.
With the advent of AIS, there is the possibility to call them up by name, identify yourself and ask them to make clear their intentions, which in certain circumstances might be a lifesaver.
But surely we shouldn't be relying on that, any more than we rely on our (pathetically inadequate) radar reflectors. We should be keeping our own sharp lookout, and making sure we do not get into potentially dangerous situations.
Even if you are the stand on vessel, it's not worth picking a fight with a 37,000 ton ferry, or a ship of any size, come to that. It costs nothing to bear away a bit to go behind a ship, or tack to get out of its way, making the course change early and significant, as the ColRegs demand.
We all have to take responsibility for our own safety. That doesn't just mean carrying a liferaft and flares (either of which might have saved Ouzo's crew, according to the MAIB report). It basically means steering clear.
Even if the Pride of Bilbao was the vessel which swamped the Ouzo, it seems to me that it would have been unfair to put all the blame on its officer of the watch that night. As regular TheMainSail forum contributor David Evans 5 has eloquently pointed out, it takes two to tango.
Sadly, nothing will bring back the three people who died, setting out on what should have been an enjoyable sailing holiday. But we can all learn lessons from this terrible tragedy and take steps to minimise the likelihood of such a thing happening again.
