blog

Blog

Turning pro - starting out

August 14, 2014

One of the most common questions I'm asked is (to paraphrase) "how do I get started as a pro bike photographer?"

It's a fair question. The trouble is, it always reminds me of a column I read - as a teenage wannabe pro back in the early 1980s - in a photo magazine. The column was a regular written by a press photographer and, on this particular occasion, he was dealing with exactly the same kind of query. He discussed it for a few paragraphs, before concluding (and again, I'm paraphrasing), that if you had to ask the question you probably weren't going to make it as a pro.

That advice has stuck with me ever since and, although it's a tad harsh, it still rings true. One of the qualities a pro photographer needs - now more than ever - is the ability to just get things done. Whether it's pitching for a job, sorting out arrangements for a location or getting the VAT return in on time, there's no-one looking over your shoulder and, for most pros, no guarantee of any work beyond the last job you did. 

See where that 80s columnist was coming from?

Still, I'm always happy to give advice when I'm asked. The biggest obstacle is often that the questions are too broadly phrased. For example, I can't possibly answer the question in the first paragraph above without writing a book (maybe I should ;)). But here's some general advice:

- Now is not a good time, so don't give up the day job (or plan B education or training, if that's where you're at). Western economies are struggling. Wages are stagnant or in decline. There's over-supply in the labour market generally, and particularly in photography. As a result, it's a buyer's market. That means competition is fierce, rates are low and there are too many photographers chasing too few jobs. 

Still here? ;) OK...

- The gear doesn't matter. Really. Buy the best you can afford, but don't obsess over it. Learn to use it properly. That means knowing what everything on your camera does, as well as being able to shoot full manual (focus, exposure, everything) without getting into a blink funk. Practice, practice, practice. Your gear is just your tool set. Nothing more, nothing less. You should be able to use it with your eyes closed (er, not literally...)

- Take a small business course. This matters, because if you can't figure out how to make the numbers add up you'll never be able to earn a living. Boring, but true. Budget. Do your projections. Keep an eye on cash flow. Don't use credit - only buy stuff you really need.

- Talk to people. Contacts are everything, so don't rely on a great website and a Facebook profile to pull in work (because it won't). Talking doesn't necessarily mean selling - it can just mean letting people know, in a friendly and non-sales-pitch kind of a way that you exist and that you can help them with their photo needs.

- Don't undersell yourself. This is one of the most common mistakes. "I'm just starting out, so I can't charge too much". Look around. What business sets up on the back of under-charging their customers? That's right - succesful startup businesses don't. You'll always find willing clients if you undercut all the competition, but don't kid yourself they'll stick around when you decide to hike your rates to a sustainable level - because they'll simply move on to the next wannabe. You don't want that kind of customer anyway...

- Understand your market. Another big mistake. Just because you love bikes and riding and enjoy taking pictures, that doesn't mean there's a market for your work. What makes your images stand out (from your clients' point of view)? What's your competition up to? Who are your potential clients? How are you going to sell to them? How much do you need to sell to make the sums add up? You need to figure all this out, in exactly the same way as you'd need to research your market if you were (for example) thinking of launching a new //widget// into the marketplace.

- Passion matters, but only to you. Your love of photography, of bikes (or whatever), of being self-employed... it'll help keep you going. But that passion should be in the background. What matters to your clients is that you're professsional (in all senses of the word), creative, able to deliver on time and within budget, and so on. Don't fill the bio on your website with paragraphs about your first camera and how your passion drives everything you do. No-one cares.

You might have noticed I've barely touched on gear, let alone actually taking photographs. That's because 90% of being a pro photographer has nothing to do with either of these things. Surprised? You shouldn't be. If you don't fancy the reality of running a small business on your own, I refer you back to the first bullet point in the list above :)

class of 2014

July 09, 2014

It's taken a while (because I've been busy with other things), but here's the pick of the 2014 photo course pics:

Jörg's shot of Sam getting airborne in a Quantock combe was one of his first attempts to get to grips with off-camera flash. Working with dappled sunlight under tree cover is one of the toughest gigs; it looks attractive to the naked eye, but the contrast levels make it incredibly hard to get usable results. Flash helps by lighting the subject in an even, predictable way (provided you're lighting mostly the shadowed side).

There's lots to like in this shot, from the trail leading the eye in from the left hand side to the inclusion of out of focus foliage in the foreground, which adds extra depth.

Over the course of the weekend Linda could usually be found hiding somewhere: behind a tree, in a ditch or under a bush; wherever no-one else was. Although it wasn't always immediately obvious what she was up to, she'd invariably spotted a point of view that added something different to the mix.

Quantock riding is full of water splashes - the challenge is to come up with a different way of shooting them. I like this shot for its painterly quality, the wall of water distorting the view of the bike and the frozen droplets implying speed.

If Linda had a tendency to scout out unspotted angles, David took that a stage further by finding pictures where there weren't any.

His eye was caught by the combination of tree roots and meandering stream; all this shot needed was some careful lighting and a rider (on a trail that wasn't strictly there). There are two flashes in this shot; one adding a subtle lift to the shaded side of the foreground tree and the other throwing some light on the rider. It's a nicely seen shot that shows how patience, planning and attention to detail can all pay off.

As always, it was a great weekend full of interesting discussions about photography and bikes. I'm currently weighing up whether to run another course. If you'd be interested, drop me a line.

Last camera: the D800 in use

April 23, 2014

The arrival of my D800 has forced major changes: in the way I work (software change, primarily) and the gear that I use (from lenses to cards to drives to computer). It's one reason that it's been such a long time coming - my previous setup worked extremely well and the costs (both financial and in terms of time) to gain a few megapixels were a big disincentive. But the time was right, and the new camera is gradually easing into my workflow.

The obvious question is this: do I need 36 million pixels? And the answer is equally obvious: not really. But my clients might, both now and in the future. And that means that both they and I have more flexibility. In essence, the D800 provides files that are as future-proof as reasonably possible. Tight crops? No problem. Billboard sized images? Piece of cake.

It's hard to see the need for anything else, except for a couple of wrinkles. The first is one that Thom Hogan has written about recently: focus performance. The D800 is a ruthlessly unforgiving camera and there's nowhere to hide technique or hardware flaws. SLRs have always prioritised focus speed over focus accuracy; 36 million pixels simply show this to be true.

The second is frame rate. There's absolutely nothing wrong with the overall speed of operation of the D800. Feed it with current UDMA 7 cards and there's no discernible lag in the controls. As with all Nikon's better dSLRs, shutter lag and viewfinder blackout are both minimal. However, 4fps isn't exactly rocketship performance. Given the quantity of data the camera's shifting around, the low frame rate isn't surprising. But still. We've become used to 5fps as a kind of de facto minimum.

Here's the thing, though: I'm finding that it doesn't matter as much as you might expect. Digital has tended to make all of us lazy. Why take two or three shots when you could take ten times that number and edit later? The D800's vast files and slower frame rate force a more considered approach that anyone who remembers the days of film will remember. And before anyone screams "what about the shots you'll miss?", I'll just point out that a single well-timed release is infinitely preferable to a second's worth of 10fps nonsense in which the ideal moment escaped anyway. If you're using a shutter speed of, say, 1/250sec at 10fps you're missing 96% of that second's worth of action anyway. That's a lot of gaps. 

So I'm enjoying slowing down, considering each shot carefully and practising getting the timing right. Even the D800's low light performance is astoundingly good, considering. All of which makes me wonder: will this be my last camera for a long time?

 

Rise of the machines: e-bikes are coming

February 25, 2014

This blog post marks a departure from the norm. I mostly write about photography and media matters here, but while researching a feature on e-bikes recently I ended up with a lot of surplus material. It hasn’t found a home, so I’m publishing it here instead. It’s a lot longer than my normal blog posts, but if you’re into bikes and have more than a passing interest in the new generation of electric motor-assisted bikes, it’s well worth a read. You won’t find this interview anywhere else.

E-bikes are coming - and the massed hordes of internet nay-sayers aren’t happy. A cursory glance at bike forums reveals any number of vocal doubters and haters, eager to cast e-bikes as ‘cheating’, ‘not real mountain biking’ and so on. Plus ca change, as the French might shrug.

It’s a fair bet – and entirely unsurprising – that the vast majority of nay-sayers have never tried an e-bike. I have. In fact, I’ve tried several. And, though I began with the same kind of scepticism that’s rife on the forums, I’ve become a convert. E-bikes have the potential to change the way we think about trail riding, in all kinds of ways. Steeper, more technical climbs become rideable. Longer riders are opened up. And so on. It’s all good.

A couple of months back MBUK published a piece of mine on Melbourne-based e-bike manufacturer Stealth (www.stealthelectricbikes.com). This small Australian company doesn’t march to the mostly Bosch-powered tune of the rest of the bike industry. Instead, they’ve struck out on their own and produced a bike that’s as close to a motocrosser as it is to a mountain bike.

That fact alone puts some of the concerns of mountain bikers into sharp relief. Founder and owner John Karambalis has some interesting things to say about all this but, inevitably, space constraints meant that much of his comments didn’t make it into the original feature.

His insight seems too good to waste. So here’s my complete transcript of the interview. It makes interesting reading, if only because it points to a direction the bike industry is likely to take over the next few years.

Seb: How did Stealth Electric Bikes come about?

John: “I started at uni. I got into electric bikes long before anyone else seemed to care about them, in early 2000. I had a final year project coming up and I wanted to do an electric bike. They told me I couldn’t do it cos it was a waste of time and blah blah blah. So I cancelled that and finished uni, and then I started working desinging motorcycles for about 5 or 6 years - internal combustion engines, chassis and stuff, but I was still hooked on the electric idea. Everyone was still telling me it was a crazy idea, but that just made me want to do it more.”

S: What was the appeal of electric?

J: “The quietness. I’m heavily into dirt bikes, and riding areas are being shut down because of the noise and erosion and all the rest. So it’s becoming harder and harder to just jump on your dirt bike and go for a ride. Whereas this type of bike gives you a bit of flexibility. You can ride it around in suburbia and no-one cares; you can ride it a 3 in the morning and no-one gets upset about it. You just can’t do that on a dirt bike. It’s something different - when you’re riding on a trail it’s a similar buzz but a different experience. And being silent has its advantages - if you’re riding in a group it’s kind of like riding a mountain bike, where you can yell out to the person in front of you to go quicker, or whatever. Whereas you just can’t do that kind of thing on a dirt bike. The other advantage is that, in terms of maintenance, it’s minimal compared to a dirt bike. Over the long term it actually works out to be a cheaper form of fun.

“Initially the idea was just to build one bike for myself, and then everyone else wanted one. The first one was build in 2007. It sort of took a while to debug it, to get it right. As the years progressed I developed more ideas and they evolved into what it is now.

“There are people springing up now… any number of competitors trying to crack into the market, but they come and go. Being the first in the market did help. We’re in that crossover area where we’re not quite a mountain bike and not quite a dirt bike. A dirt bike’s quite heavy compared with one of [our bikes], so we’re trying to get it as close to a mountain bike as we can without sacrificing the advantages of having the power that we’ve already go.”

S: So how are you going to achieve that?

J: “Keeping the pedals, reducing the weight, reducing the physical size… and still maintaining the mountain bike feel with the geometry and componentry and ergonomics that we use. Once you start moving over to dirt bike handlebars and wheels it essentially becomes a dirt bike. There’s still a weight constraint there, but it’s not as critical as it is on a mountain bike, where you’re chasing hundreds of grammes rather than kilos.”

S: A lot of the bulk and the weight must centre around the battery…

J: “Yes. Battery, motor… and on the Bombers it’s the transmission as well”

S: So you’re reliant on other manufacturers to push the design forward

J: “That’s right. We’re working with the motor manufacturers and the battery people in order to achieve that. The battery technology is progressing quite quickly now, so we expect that we’ll be gaining 25% more capacity for the same battery weight within the next 12 months. That’s a pretty significant step up. It gives us flexibility, because it means we can either design something that’s more lightweight, or for the Bomber, we’ll take the capacity.”

S: You’re obviously conscious that some mountain bikers feel you’re encroaching on their territory…

J: “Yeah. We’ve had a few people push back when they see the bikes. Suddenly they have this misconception that we’re here to take over their sport, or we’re trying to push downhill or cross-country out of the game. But that’s the complete opposite of what we’re trying to do. We’re just trying to bring a new type of vehicle into the sport. It’s fine for people to push back when they’re young and fit, but as they get older and their fitness drops off, there is a need - or a possibility - that these bikes become more appropriate for those people. We’re not out to ruin anyone’s trails, we’re not here to get in anyone’s faces, we’re just here to have fun and ride bikes just like everyone else”.

S: What kind of response are you getting from the dirt bike guys?

J: “What we’re getting from the dirt bike community is ‘for that kind of money I could get a dirt bike’. But then, on the flip side, riding areas are being restricted. It used to be that you could drive half an hour from here and ride on a dirt bike, whereas now you’ve got to drive an hour. To try and fit that into a daily schedule where you’ve got to go to work and all the rest of it, makes it difficult. But we do have dirt bikers who appreciate that it’s a lot lighter than a dirt bike, and that the maintenance is much simpler. For the majority of dirt bikers having 40 horsepower is more than they need. A lot of guys are using [our bikes] as a cross trainer during the week, when they can’t get on their dirt bike. It helps to maintain their fitness and reflexes and skills. “

S: Where are most of your customers coming from?

J: “It’s a pretty even mix of both. We find it’s generally the older guys who aren’t all about doing all these gnarly downhills and backflips. They’re more into enjoying the ride - they’re not trying to compete with their mates. Our customers come from all different backgrounds. We’ve got F1 drivers who own the bikes, we’ve got people who are high up in big corporate companies here or in the UK or the US, then we’ve got guys who are just enthusiasts - it’s something different to put in the garage next to the mountain bike or the motorbike. We’ve got older guys who buy them to put on the back of their motorhome. We’ve got the military testing them at the moment… we’re talking to a few police departments… it’s so broad. They’re versatile. “

S: What about regulatory requirements?

J: “It’s an offroad only bike. When the bikes are delivered they’re power and speed-limited. You can actually ride them [legally] on the road, but that limitation turns them into a big, heavy bike that doesn’t have much power. Once they’re ungoverned, which the customer can do themselves, they’re unleashed.”

S: Your bikes are faster than any other e-bike out there. Is there a potential issue with the speed of your bikes relative to the speed of pedal-powered mountain bikes out on the trails?

J: “We are aware of all this, and it’s something that we’re beginning to talk to mountain bike clubs and associations about, because we don’t want to be a problem that no-one knows about and suddenly it’s there… we want to find a solution, because the long and the short of it is that people will always find their way into places that they shouldn’t be, so we want to do everything that we can to cover ourselves and make sure we’ve done the right thing.”

S: Are you going to develop something that’s a bit lighter and a bit closer to a mountain bike?

J: “Yep. We’re working on that now. There’s at least five designs on the table that’ll come to fruition in the next few years. “

Five ways to improve your bike photography in 2014

February 14, 2014

1. Buy the March issue of Outdoor Photography magazine, where you'll find a double page spread of technique tips written by me...

2. Buy the April issue of nPhoto magazine, which will feature 12 pages documenting the one-on-one masterclass I did recently with reader Andy McAllister and pro freerider Chris Smith.

3. Sign up to online coaching. I'll give you detailed, one-to-one feedback on your pictures by email. Just £120 for 8 sessions... contact me for more details.

4. Book a one day, one-to-one coaching session. The day will be tailored to your needs and you'll have my undivided attention for the whole time. Work on your panning skills, composition, remote flash... it's up to you. £280 per day.

5. Grab one of the remaining places (just two at time of writing) on my May 2014 photo course. £395 for 2 1/2 days of riding, taking pictures, talking pictures, good company and great food in the beautiful Quantock hills. Details here.

From the archive...

Looking for the old blog? My typepad archives are still online at sebrogers.typepad.com.

Get the feed...

Catch my blogs as they go live, subscribe to the RSS feed.