WHEN SHOULD YOU ABANDON SHIP? THIS COUPLE DID JUST THAT

In June 2018, after 70,000 miles and 27 years of sailing experience, a cruising couple on board SV Kelaerin abandoned her 150 miles off the coast of Washington. They were almost home. The video footage above was taken four hours after the rescue.

It must have been a terrifying and heart-breaking experience for Joy and Jim Cary. Joy has written about it in detail, a harrowing and honest account of events that led up to the moment they jumped into the water. The text has been shared around the internet, and most readers have been sympathetic, wondering what they would have done in a similar situation.

We do not know how we would react and behave if the same thing happened to us, and it is not our place to judge if the couple might have done things differently. All the knowledge and preparation in the world cannot predict how any of us would handle a similar disaster. But by sharing their story, the owners have concentrated our minds on ways to improve some of Esper’s safety systems, for which we thank them.

Here are some edited highlights from the text, which brought home what we need to consider for our passage across the Pacific Ocean from SE Asia to Alaska. They are taken from what is a long and sobering read.

Preparation

“We had left Oahu, Hawaii on May 26, 2018,” the author begins. “After weeks of watching the high develop in the north Pacific, we felt we could safely leave now and have reasonable weather for the 21-27 day trip to Bellingham, Washington.

[After setting off] 

…suddenly the [weather] reports were different. The wind was 21 to 26 knots from the north/northwest… The conditions, although uncomfortable, were nothing that should stop us from making progress.

As we entered the night hours, we had winds well into the mid-30’s and seas were building. Still, Kelaerin was sailing fine. The seas continued to build to over 4 meters, then 5… Eventually we were sailing bare poles at almost 5 knots down steep waves, the largest waves I had ever seen while cruising. I estimated they were 30 feet.”

We have sailed in high winds in big swells, but have not seen waves like that. It’s not the wind that’s the problem when storm sailing, it’s the waves.

Knockdown below deck

“I awoke around 3:30 to a hard hit by a wave, so hard it felt as though we had been hit by a train while sitting on the tracks. I was suddenly on the ceiling and tons of water came in through the companionway hatch. The noise inside the boat was deafening. …when I put my feet on the floor I was standing in water up to my ankles. The water was sloshing violently back and forth and from bow to stern. The aft cabin companionway ladder was across the cabin and bashed into the louvred door of the hanging locker. One of the two scuba tanks was out of their snap holders behind the ladder.

Everything that was on the quarter berth was now on the floor. Stuff had been piled there and secured for years for passages, but now was a heap on the cabin sole… the second scuba tank was now in [a] bunk. We had a bag of laundry sitting in the shop that was behind the engine and all the clothes were sloshing around the cables and chains of the steering. The heavy, sliding doors to the engine room were bashed into the pass-through.

Almost every locker door was open or broken and the lockers were bare, with the contents sloshing back and forth on the cabin sole. The bilge hatches were gone – they weren’t always the easiest to get up with their pull rings — and the water tanks exposed to view. Locker lids either flat or on the cabin sides were askew and shelves were broken.”

When offshore we use nets to hold in place everything that sits on open shelves and open compartments. We are reinforcing the netting to ensure it is able to withstand bucking seas and a knockdown.

Each locker, draw and sole board on Esper is being fitted with an additional stainless steel bolt to be kept locked throughout the passage. She doesn’t look so pretty, but we need to minimise the amount of stuff which will inevitably fly around the boat if we are knocked down.

When the weather gets bad, we will continue to close the companionway hatch, even though we should be nice and dry with our new hard dodger and bimini.

🥫A can of beans can kill you. It has the force of a sledge hammer when the boat is bucking or knocked down. Someone we know was killed by one in the Atlantic.🥫

Knockdown on deck

“I got to the main cabin companionway and saw Jim at the wheel. He had blood covering half of his face. He looked shocked but was steering us down a huge wave. I was looking at clear sky where once there had been a full cockpit enclosure.

I asked, “Where is the dodger?” and he said, “It’s gone.”

I [took the wheel] while he went down below to check the damage and make sure we weren’t taking on water. I had to keep the stern to the waves. I concentrated on steering and at some point as I looked forward I could see that the dinghy was gone. The handrails it had been tied to were broken, snapped like twigs.

Then I realized something else was missing, the liferaft. It had been tied to a stainless steel luggage rack that we had constructed and bolted to the cabin top just forward of the dodger. The teak coaming that ran across the cabin top was broken off with a part of it in the cabin.

We are currently trying to decide the best position for our liferaft, and one thing we are considering is a holding cage made of s/s tube welded onto the guard rail towards the rear of Esper. Previously our liferaft was bolted to the deck, but it took up a lot of valuable space. Jury’s still out on that one.

As for the dinghy, it will be deflated and stored below, in the lazarette or lashed/bolted to the deck, it all depends on where  we can find room. It will not be left swinging from the davits.

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Comms

“…the SSB radio was dead. The two VHF radios were on but since no one answered our MAYDAYS we weren’t positive they were sending out our messages.

It had been almost two hours since the wave had tossed us… and we were both showing signs of hypothermia. We were in very dangerous shape now, with no communications and no way to get a weather report… the reality of our situation seemed to be clear to both of us.

I said, “I think we should activate the EPIRB,” and he agreed.

We had a 406 Mhz EPIRB… he went to get it out of its holder and brought it up to our binocular box  (the binoculars were gone) and… pushed the button.”

We have upgraded our 10 yr old EPIRB, and intend to buy personal locating beacons, which will be secured to our life jackets. We are also upgrading our old sat phone with an Iridium Go plus other tracking and positioning devices. We don’t own an SSB radio.

Bilge pumps

“We had 4 electric bilge pumps, one was a large capacity pump. All 4 clogged with debris. The debris was from all the soft back books we had on board. The cheaper paper turned to mush with all the sloshing and went right through the screens into the pumps. There was no way we could operate the manual pump in these conditions and to get that much water out.”

We are in the process of beefing up our bilge pumps right now, and will be adding another one, as well as carrying spares. The hope is that the bolted lockers and netted open lockers/shelves will stop our belongings from tumbling about.

One great suggestion from a friend is to put ALL our paperback books on the Kindle, thereby saving space and  avoiding the problem SV Kelaerin had with clogged screens.

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Storm tactics

“…the water tanks were probably fouled through the vents… The engine itself may have worked but the starter motor was surely dead as it was now underwater. The engine wouldn’t have helped anyway, not unless we could get closer to shore and now we were getting farther away every minute.

While behind the wheel I had to keep the stern to the waves… I was doing o.k. with steering but every once in a while a bigger wave broke near me and we would begin to broach. I had to hold on to the wheel with everything I had to keep it stern to. I screamed now and then. I know this because my voice was getting hoarse.”

There is a school of thought which says you should heave-to in this kind of weather, with a drogue anchor. Others say you are more likely to broach that way. Running with the wind/waves means hand-steering in very tough conditions and keeping the vessel from nose-diving into the troughs. And how can you see what’s coming at night?

The conditions you find yourself in will probably dictate what you end up doing, but being armed with as much information and knowledge beforehand will make the decision-making easier.

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The rescue

“We had set off the EPIRB around 0538.

Almost 4 hours later… I heard the Coast Guard call us on the old VHF radio in the aft cabin. They were coming from the Warrenton, Oregon base. They said they were 20 minutes away from us… incredibly the chart plotter was still functioning and I could give them our exact position. They informed me that when they arrived they would have only a few minutes with us and we needed to make the decision: they could give us a de-watering pump and we would be on our own, or they could extract us from the vessel.

I looked at Jim and asked, “which?” and he answered, “the de-watering pump”.

They informed me that they would drop a swimmer in, so I told them we would lower the stern ladder and Jim would stream a heavy line so the swimmer could grab it.

The helicopter dropped low on the starboard side, and the swimmer jumped in… I was waiting for the pump, and then looked over to see the Coast Guard swimmer coming towards the cockpit… informing me that we were getting off the boat.

“No,” I said. “We are staying on the boat, we just need the pump.” Then Jim was behind him and said, “Joy, we are getting off.”

He told us to inflate our SOSpenders and jump. What!!!!! Of course this was the only thing to do…

I hesitated for a second and looked at the giant wave coming at us and said, “I’m not jumping in that”… he said “GO NOW!” Jim said JUMP, and I was in the water.”

Have you sailed in heavy weather, or a hurricane/typhoon? What did you do? We are interested in hearing from anyone who has experienced similar conditions. Put your comments below…

Lesson learned

“Our biggest mistake… was putting all our important personal items in a ditch bag. The lifesaving ditch bag had been on a shelf with the handle facing outwards so that we could grab it, but it was of no use if we had to jump in the ocean from a sinking boat and no liferaft. In any case, it wasn’t there after we flipped over and I have no idea as to where it went. I’ll be kicking myself forever for not having the IDs, passports, cash, hard drives and even the little bits of jewelry in a bag ready to go.”

This is interesting. We have three waterproof grab bags, one of which floats. But they are full of life-saving equipment. We had not considered keeping all our treasures in an easily separate and quickly accessible ditch bag. This is something we have to think about.

A few weeks later Kelaerin, which had not been scuppered at the time of the rescue, was found. The Coast Guard Eleventh District said that the USCG cutter Barracuda had found her while on patrol about 440 miles SSE from where she was abandoned. The Barracuda crew inspected the vessel’s seaworthiness and took it in tow toward the coast, where a Coast Guard Station Fort Bragg 47-foot Motor Lifeboat crew relieved the tow and moored the vessel in Fort Bragg.

“The vessel was not under power and was completely at the mercy of the sea,” said Chief Warrant Officer Chris Ramp, the command center chief.

“The owners probably never thought they’d see it again. Thankfully, the Barracuda crew kept a vigilant eye on the water and spotted the vessel so they could bring it back to shore.”

Kelaerin safe after the storm

Kelaerin in her berth

Once again, we would like to say thank you to Joy and Jim of SV Kelaerin for sharing this valuable account of their predicament. There are lots of lessons to be learned from it.

You can read the full story on Steadman Uhlich’s FB page here.

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15 Comments on “WHEN SHOULD YOU ABANDON SHIP? THIS COUPLE DID JUST THAT”

  1. You said “There is a school of thought which says you should heave-to in this kind of weather, with a drogue anchor.”

    I hope you meant to say, Heave To with a SEA ANCHOR, because you must never stream a Drogue from the bow of your vessel! Drogues are for the stern only, and the best type of Drogue is the Series Drogue.

    Remember this Jamie, Never Ever Lay Ahull in large breaking waves, because your boat will naturally turn side on to the waves, and then any breaking wave that is half the width of your Beam, or larger can capsize your boat. You will be inverted in the water and then the rolling will commence.

    I am surprized with the confusion many sailors have between Heaving To, and Lying Ahull.

    Some people mistakenly believe that bare poles and going below, just leaving your boat to fend for itself is Heaving To, but that is Lying Ahull, and is quite dangerous in breaking waves.

    Anyway, I guess you already know all that, but I thought I would weigh in on the matter just in case.

    Remember that not only can a can of Beans kill you, but ‘YOU’ can kill you. You will be hurtling around inside the boat being thrown from floor to ceiling and bouncing off this and that as she rolls. Broken ribs, necks arms legs are all a possibility once your boat turns turtle.

    I recommend that you have both a Sea Anchor for the Bow and a Jordan Series Drogue for the Stern.

    That combo will give you Options, and the peace of mind that comes from having those options. If you have options, and have practiced various scenarios, you will be less likely to panic when the white squall comes.

    Practice Heaving To in a gale, then if the gale builds deploy your Sea Anchor ith the correct amount of scope. The Sea anchor will slow your drift and break the power of the breaking seas as you rest behind it.

    If the sea bullts beyond what the Sea anchor can handle, then you can cut and run downwind while trailing the Drogue. Your boat is well suited for the Drogue because you have a centre cockpit, which helps from being pooped by following seas.

    The storm countermeasures should prevent a capsize but your boat should nevertheless be battened down for storms when you are at sea. Go through the boat, and imagine it upside down. Is everything going to remain in place? Will the batteries be on the ceiling, how about the stove?

    Some gimballed stoves fall out of their gimballs when the boat is inverted. Will your microwave oven do you an injury?

    If you are below in storm conditions, that are large enough to capsize you then secure yourself into a bunk, or onto your setee, Car Seat-belts work great.

    A head injury at sea, suffered by a wave knocking you into a bulkhead while your offbalance down below puts the remaining Crew in a hard way. Liz has to try to handle the boat by herself, while trying to tend to your bleeding and fainting down below.

    I suggest Skate Boarding Helmets be worn in such heavy weather at sea. It may sound silly and look out of place, (especially Jamie’s pink helmet decorated with purple flowers) but nobody will see you wearing them, and they just may save your life in a knockdown or capsize. Picture yourself falling onto your head, from the ceiling, which will then be your floor!

    You invited comments so those are mine. I hope something there helped you think of more and various safety measurers.

    Jocko

    P.S.- They said- “Our biggest mistake… was putting all our important personal items in a ditch bag.”
    I think it is fair to say that this was NOT their biggest mistake.

    They made many mistakes, the least of which was the jewellry bag.

    1. Yes, I wrote ‘drogue’ instead of ‘sea’, well spotted!
      I hit my head on a bulkhead when we were caught in a gale off the Maldives. It knocked me for six for a second or two, but the howling chaos back in the cockpit soon sorted me out. No blood, just an egg-sized lump.
      Thanks for your thoughts, great stuff. 👌 Liz

  2. Hi folks.
    We just found your post about SV Kelaerin.
    We only have one question. If that kind of disaster happened to Esper – What About Millie???
    Sorry, but we had to ask.
    Barry & Sandra

    1. In fierce weather we lock her in the cabin where she makes a nest of the bedclothes. We check her as often as possible, and feed and water her.
      She’s pretty unfazed by anything, even storms or thunder and lightning. The boat’s motion doesn’t bother her. She’s been living aboard for 10 years now, and has thousands of miles under her belt! 😸😎 Liz

  3. Wow, they are so lucky the Coast Guard found their boat. And it’s a beauty also with teak decks I see!

    1. Yes, I am glad it was a happy ending. They deserved a break, brave people. ❤️ Liz

  4. Hi Liz,
    Our apology for not being clear (we are aware from previous articles how you look after Millie and how she copes in ‘rough weather’).
    We should have asked “What is your plan for taking Millie off the boat, if you are forced to ‘abandon ship’ in conditions such as those experienced by SV Kelaerin”?

    Also, Jocko makes a brilliant point about personal protection (helmets, seat-belts etc.), and particularly, the extra work/stress imposed if one of you should be injured. It happens!
    Remember Paul & Rachel Chandler (SV Lynn Rival of pirate-kidnap fame)? In June last year, they were crossing the Atlantic from the Caribbean to the Azores on their way to Europe to sell the boat (they’ve now bought a catamaran). No storm. Paul’s post tells the story.
    “On Friday at mid-day, just 110 miles from our destination, we had an accidental gybe and Rachel sustained a broken arm and some cuts and bruises. Paul managed to do the necessary first aid, following Rachel’s instructions and reading the books. Most useful accessory of the day was the inflatable arm splint. Second most useful was kitchen roll – to mop up all the blood. With R on a bunk popping paracetamol P sailed on to destination. Port manager was most helpful – arranged ambulance, helped moor Lynn Rival, saw us through the local hospital process. All the staff were very jealous of the inflatable splint. Everybody was helpful (especially when they realised that it was not a case of wife-bashing, as the injuries might have suggested!), but after X-rays the local doc declined to set the break and arranged for us both to be ambulanced and flown across to the next island, Sao Miguel, EHIC cards worked a treat. Spent the afternoon at the Punta Delgado hospital where a team explained the options (although it appears to be a clean break they recommended surgery), repositioned the bones and constructed a cast. On Monday we’ll know when they can do the op. Meanwhile Lynn Rival is safe in the marina on Santa Maria being looked after by Armando the port manager”.

    Imagine having to deal with that injury on-board SV Kelaerin.
    As experienced as you are, we non-sailors can’t help worrying about the three of you.
    Barry & Sandra

    PS re: Jocko’s reference to seat-belts – consider installing ‘full harness’ types. Next time you are on an aircraft, watch the crew when they sit for take-off and landing. Their restraints are always ‘full-harness’. In the event of a crash they have to be available to assist passengers, so their protection has to be the best available i.e ‘full-harness’.
    A final thought. Do you carry inflatable splints on-board?

    1. Ah yes, that is a different question to the one I answered… We’ve always imagined taking her into the life raft in her collapsible cat holder. But I just don’t know about conditions like that, where we would have to swim. I guess Jamie or the rescue diver would swim with her. It would be terrifying and she would get wet, but hopefully she would survive. She has a cat-specific life vest from Baltic (which she hates wearing), but the moment conditions like that occur she’d have to grin and bear it. Survival in the raft for her is straight-forward dry and wet food, easily packed into a grab bag.
      We will be talking about some of the brilliant comments we received on YouTube after the last video, including helmets, lights etc. I love the idea of the inflatable arm splint and will talk to our medical supplier about adding that into the kit. Thanks for adding that text in!
      Peace and fair winds, guys! xxx

  5. The absolute worst conditions I have ever been in at sea was not far from where you probably are right now, in the Straights of Malacca (actually was not worst storm conditions, that was edge of bigger hurricane but far out in pacific ocean). The straights funnelled the wind and sea waves were the worst have ever seen, ranging from 30 – 60 foot swells. Was onboard Spruance class destroyer navy ship and the bow of the ship was going completely under and at times almost up to the bridge level 3 stories above the deck of the ship. We would watch bow go under the swell of the wave, when bow came back above the 54 caliber gun had been moved at almost 90 degree angle from its initial straight position. They calculated the power required to move the gun but no longer recall what that was, only recall it was such absurd large number lol. Not fun at all and so glad I was on 500 foot big navy ship instead of small pleasure boat like sailboat, as we were never really in any danger so long as ship could withstand power of the waves. Weather and seas improved somewhat after getting north of roughly around Kuala Lumpur where straights start to open up and spread out on both sides. Afterwards, we went out on deck and several of the stanchion posts (roughly 2 – 3 inch solid stainless steel poles) had been bent down to the deck roughly inch or two above the deck. Strange sight to see stainless steel bent simply by the power of the waves.

    1. Oh my word, what a story! Yes, we know the Malacca Strait can be bad, and anyone heading through keeps a very careful check on the weather predictions – there are ship wrecks dotted along the coast – but never knew it was that bad! At least for a small boat in such a narrow area you have the chance of ducking into safety in some places, but not everywhere. What caused it, do you remember? It can’t just have been one of those sudden 60kt Sumatra winds, sounds much worse for seas to build to that size? Was there any warning?
      All we sailors respect the power of the sea, don’t we. 👍

    2. This was back in late 80’s so do not recall all specifics. What I do recall is big storm was forecast and known rounding Singapore, and knowing the straights would make it worse, was expected to be rough transit. Do not think anyone expected it to be as bad as it ended up being though. Was discussion with CO and Officers about whether to continue or not, as non-officer peon just know they decided to continue and for us to prepare for a rough ride, securing everything down, etc. From what I recall winds were going ESE direction towards 110 – 120 degree or so direction, but where straights start to narrow down, think winds got shifted and funneled in more SE direction following right down the straights more so. End result was big storm ended up being Category storm down middle of the straights and really big swells with wind blowing at slight angle across the straights. Do not recall being especially windy, not category winds, but was enough to kick up the waves into such heights. Really the worst part was navy ship had big sonar dome at bottom of the bow of the ship, so entire front bow of the ship would go up and down in side to side motion as it tried to slice up and down through the waves. Our main work space was just above that sonar dome, and was a really fun ride :p

  6. I am double dipping with more thoughts on the use of Helmets if your boat is being knocked around by wind and waves. Very much recommended, especially so if you are down below and aren’t bracing yourself for that big roller, or crossing rogue wave that the helsman just spotted coming in.

    We all must understand that the motion of a sailboat in a lumpy seaway is virtually impossible to predict from second to second. This makes moving around on deck and below rather precarious and potentially dangerous because the boat is moving in just about every possible direction at the same time, so exercising maximum caution is just good seamanship.

    A head injury can cause the most worry and uncertainty at sea. Most other injuries are a matter of mobility and pain control, because you can visibly assess that the arm is broken, the ankle is sprained or the cut on the hand needs to be bandaged up, so you know righ away that it is under control and not really a life threatning injury.

    The seriousness of Traumatic head injury on the other hand is very difficult to assess at sea under storm survival conditions without the aid of Neuroimaging. I don’t think apple has shrunk a CT Scanner into their iPhone as of yet, so no peace of mind to be had.

    Could be just a lump as Liz had when hitting the bulkhead, or could be a skull fracture or concussion.
    You will not know if the brain hit the skull, and is causing other problems for the patient that arent readily visible. You will not know if the originally mild symptoms of a headache will worsen! Is there a nosebleed, bloodshot eyes, disorientation, confusion, dizziness, violence, sleepiness, heightened agitation, or what those symptoms even indicate, because you are just a Sailor, not a frigging neurosurgeon.

    The now ‘solo sailor’ has out of necessity turned into an emergency ‘medical practitioner’ who has to manage two unpredictable emergencies at once. Does Liz allow Jamie to even come up into the cockpit after he bonked is head, or is she concerned that his unpredictable TBI brain condition might worsen and cause him strip naked and commence his ballet routines on the foredeck just before jumping overboard.

    Does Jamie fucus on steering to keep Esper from broaching as she careens down the face of the next hill or does he take a chance and dash down below (he cant just look down to check on her because the compainonway is closed to ensure the boat will not be down-flooded if she goes over) to make sure Liz hasn’t passed out again from her head injury. Can he keep that up for two or three days in the storm because Liz is incapicated or does he decide to bail out and reach out to the satellites for rescue.

    In light of all that and more, I have to agree that wearing a Helmet sounds like a pretty sensible preventative measure. Each of you owe a duty of care to the other, and to the ship, to ensure you don’t inflict the other with the increased burden and stress of having to care for a head injury patient in storm conditions.

    It’s a No Brainer!

    1. Haha, I like your descriptions. We’ve addressed this in our latest FTB Extra. A helmet with light is something we’ll be purchasing as part of our storm sailing equipment. Peace and fair winds.

  7. When provisioning to cruise, I remove all paper labels from canned food and re-label everything with black marker. Wet labels are destined by Murphy’s Law to end up fouling the bilge pump and the float switch.

    Seawater will go through any size hole. I have storm shutters for the port lights and deck hatches in case they were damaged or destroyed.

    If your engine is raw water cooled, install hoses to use the engine for pumping the bilge. If it is freshwater cooled, install a belt driven pump on a separate sheave and belt. The added pump will pump far more bilge water than the engine cooling water pump. Be SURE to use a strainer on the end of the pick-up hose!

    Be sure your jack line pad eye is through bolted to a backing plate at least four times the base area of the pad eye. Install a pay eye in the cockpit for the helmsman. If tethering to the binnacle, be SURE it has large backing plates under the cockpit sole. Most factory binnacles are poorly secured and seldom secured for storm waves.

    Never clip to the stanchion “safety” line. I always used a double legged tether and now strongly favor the Kong connector.
    Install a “larger” easy to grasp fob with which to release your tether snap shackle. Practice to be sure you can find it with heavy, wet gloves on, in case you have to release yourself from the boat in an emergency.

    Be sure your safety harness is properly position on your torso. Having it too low around your abdomen instead of above your lowest ribs can cause serious injury if you fall, take a blow from a wave or go overboard. Never wear clothing over your pfd/harness.

    Flotation dry suits are expensive, but cheaper than a funeral. Also, they can be sold if no longer needed.

    Practice retrieving and installing the emergency tiller (ET) in case the steering system fails. Install a cable and snap shackle tether that will keep the emergency tiller attached to the rudder post in the event of a capsize. Steering with an ET is extremely tiring. Have a tether with quick release ready to assist in holding the ET on course.

    Carry everything you will need to cut the rig away. Many seaworthy hulls have been sunk by a spar bashing a hole in the hull.

    There can be fifty reasons to not buy a back-up or “just in case” item.
    The over-powering reason to buy it is that your life may depend upon it.

    Finally, plan on every system to fail and practice implementing each backup, so that you will instinctively know what to do.

    God Speed!
    SV Rainbow Chaser

  8. Fascinating and frightening account. Only advice I can offer is, if you don’t already have this, make sure you have a cloud backup account for all your data – photos, music, video, accounts, docs etc. Keep a master doc with notes of all your online accounts/passwords, including Amazon, Bank, Youtube, Social Media etc. – encrypt this document and give encryption password as well as the cloud account password to a friend or family member. So much of our lives are digitized which is good and bad – good because you can keep it away from disasters such as this and bad if you are not backing it all up on a regular basis. Google Drive offers 1Tb storage for £7.99 per month (there are many others of course), you can put your Windows or Mac data folders into the local/cloud sync drive and use a data SIM account and router which will backup whenever a signal is found, so you can effectively forget about it. This may sound expensive but so is replacing all those memories, creative work and making all those phone calls/e-mails to cancel or access accounts.

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