Photographers who carry a lot of kit are often challenged by the lack of flexibility of their camera bags. JOEL DORFAN finds out whether the Tenba ‘self-stowing’ bag is up to the challenge.
Since 1977, Tenba has been making innovative carrying case solutions for professional photographers and filmmakers. Its products are of high quality and are generally well accepted by amateurs and professionals alike.
Last year it introduced one of is more unusual products, the Packlite, described as “the World’s First packable, self-stowing camera bag”.
I received both the Packlite Travel Bag for BYOB 13, and the BYOB 13 insert for any travel bag – the acronym stands for Bring Your Own Bag. I was supplied the size 13 products to test with my DSLR and lenses.
The Packlite is very compact and folds into itself. Once folded it would easily fit into a large jacket pocket or a spare compartment in your main camera bag. Once opened, it expands into a fairly large, lightweight PU-coated shadow rip-stop nylon bag, which has bar tack reinforced stitching on all stress points.
I looked at this bag and started scratching my head. My gear could easily fit into the bag, but it had no compartments and no padding.
While it was true to its tagline, the Packlite could not be used as a camera bag unless the separately purchased BYOB padded bag is inserted into it.
The BYOB is a true Tenba-quality padded camera bag with all the expected features, but without a shoulder strap. This functionality is provided by the Packlite once the BYOB is inserted..
The combination of these two products resulted in a high-quality lightweight camera bag, able to hold my DSLR with attached 70-200 lens and a number of other lenses, plus accessories.
So who is this combination of products aimed at?
They are pitched at two groups of people:
1 Photographers who carry a lot of kit, allowing them to size down on location.
2 Photographers who want to carry their regular kit in any bag
In 1 above, this would be for professional photographers and filmmakers who travel with large backpacks, rolling cases or shoulder bags. They can easily replace a portion of the padded dividers inside their large bags with a BYOB insert of any size. That way, they always have a bag-within-a-bag set-up, but the benefit is that the BYOB insert does not have the bulk and weight of a typical camera bag. When on location, they can remove the BYOB insert and slide it into a Packlite bag to carry a smaller camera system with them, separate from the much larger bag or rolling case.
In 2 above, this would be aimed at backpackers, campers, hikers and other outdoor enthusiasts who will often be carrying a large 60-80 liter backpack, and the BYOB insert provides the necessary camera protection from everything else packed within that large backpack. Once the large backpack has been stowed somewhere, the Packlite bag provides a compact and lightweight carry option for the camera gear that is stored within the BYOB insert inside the large backpack.
While the tagline may be a bit misleading, when the Packlite is combined with a BYOB, a useful camera bag is created. Unfortunately, the way the Packlite is advertised, it could lead buyers to expect it to be more than it is unless it is combined with a BYOB.
While this combination would not be everybody’s idea of a general-purpose camera bag, if you fit one of the groups of users mentioned above, then this is the solution to your challenges.
- For more information, visit http://www.tenba.com/
Samsung unleashes the beast
Most new smartphone releases of the past few years have been like cat-and-mouse games with consumers and each other. It has been as if morsels of cheese are thrown into the box to make it more interesting: a little extra camera here, a little more battery there, and incremental changes to size, speed (more) and weight (less). Each change moves the needle of innovation ever-so-slightly. Until we find ourselves, a few years later, with a handset that is revolutionary compared to six years ago, but an anti-climax relative to six months before.
And then came Samsung. Probably stung by the “incremental improvement” phrase that has become almost a cliché about new Galaxy devices, the Korean giant chose to unleash a beast last week.
The new Galaxy Note 9 is not only the biggest smartphone Samsung has ever released, but one of the biggest flagship handsets that can still be called a phone. With a 6.4” display, it suddenly competes with mini-tablets and gaming consoles, among other devices that had previously faced little contest from handsets.
It offers almost ever cutting edge introduced to the Galaxy S9 and S9+ smartphones earlier this year, including the market-leading f1.5 aperture lens, and an f2.4. telephoto lens, each weighing in at 12 Megapixels. The front lens is equally impressive, with an f1.7 aperture – first introduced on the Note 8 as the widest yet on a selfie camera.
So far, so S9. However, the Note range has always been set apart by its S Pen stylus, and each edition has added new features. Born as a mere pen that writes on screens, it evolved through the likes of pressure sensitivity, allowing for artistic expression, and cut-and-paste text with translation-on-the-fly.
(Click here or below to read more about the Samsung Galaxy S Pen stylus) Samsung Galaxy S9 Features)
SA ride permit system ‘broken’
Despite the amendments to the National Land Transport Act, ALON LITS, General Manager, Uber in Sub Saharan Africa, believes that many premature given that the necessary, well-functioning systems and processes are not yet in place to make these regulatory changes viable.
The spirit and intention of the amendments to the National Land Transport Act No 5 (NLTA), 2009 put forward by the Ministry of Transport are to be commended. It is especially pleasing that these amendments include ridesharing and e-hailing operators and drivers as legitimate participants in the country’s public transport system, which point to government’s willingness to embrace the changes and innovation taking place in the country’s transport industry.
However, there are aspects of the proposed amendments that are, at best, premature given that the necessary, well-functioning systems and processes are not yet in place to make these regulatory changes viable.
Of particular concern are the significant financial penalties that will need to be paid by ridesharing and e-hailing companies whose independent operators are found to be transporting passengers without a legal permit issued by the relevant local authority. These fines can be as high as R100 000 per driver operating without a permit. Apart from being an excessive penalty it is grossly unfair given that a large number of local authorities don’t yet have functioning permit issuing systems and processes in place.
The truth is that the operating permit issuance system in South Africa is effectively broken. The application and issuance processes for operating licenses are fundamentally flawed and subject to extensive delays, sometimes over a year in length. This situation is exacerbated by the fact that it is very difficult for applicants whose permit applications haven’t yet been approved to get reasons for the extensive delays on the issuing of those permits.
Uber has had extensive first-hand experience with the frustratingly slow process of applying for these permits, with drivers often having to wait months and, in some cases more than a year, for their permits.
Sadly, there appears to be no sense of urgency amongst local authorities to prioritise fixing the flawed permit issuing systems and processes or address the large, and growing, backlogs of permit applications. As such, in order for the proposed stringent permit enforcement rules to be effective and fair to all role players, the long-standing issues around permit issuance first need to be addressed. At the very least, before the proposed legislation amendments are implemented, the National Transport Ministry needs to address the following issues:
- Efficient processes and systems must be put in place in all local authorities to allow drivers to easily apply for the operating permits they require
- Service level agreements need to be put in place with local authorities whereby they are required to assess applications and issue permits within the prescribed 60-day period.
- Local authorities need to be given deadlines by which their current permit application backlogs must be addressed to allow for faster processing of new applications once the amendments are promulgated.
If the Transport Ministry implements the proposed legislation amendments before ensuring that these permit issuance challenges are addressed, many drivers will be faced with the difficult choice of either having to operate illegally whilst awaiting their approved permits and risking significant fines and/or arrest, or stopping operations until they receive their permits, thereby losing what is, for many of them, their only source of income.
As such, if the Ministry of Transport is not able to address these particular challenges, it is only reasonable to ask it to reconsider this amendment and delay its implementation until the necessary infrastructure is in place to ensure it does not impact negatively on the country’s transport industry. The legislators must have been aware of the challenges of passing such a significant law, as the Amendment Bill allows for the Minister to use his discretion to delay implementation of provisions for up to 5 years.
Fair trade and healthy competition are the cornerstones of any effective and growing economy. However, these clauses (Section 66 (7) and Section 66A) of the NLTA amendment, as well as the proposal that regulators be given authority to define the geographic locations or zones in which vehicles may operate, are contrary to the spirit of both. As a good corporate citizen, Uber is committed to supplementing and enhancing South Africa’s national transport system and contributing positively to the industry. If passed into law without the revisions suggested above, these new amendments will limit our business and many others from playing the supportive roles we all can, and should, in growing the SA transport and tourism industries as well as many other key economic sectors.
What’s more, if passed as they currently stand, the amendments will effectively limit South African consumers from having full access to the range of convenient transport options they deserve; which has the potential to harm the reputation and credibility of the entire transport industry.