Category Archives: info

Traffic Department in East London

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Update: Included Vehicle Licensing & Registration offices at end of post. Also added Gonubie Traffic Department.

I recently moved to East London for work, my first day here I had to go sort out some things at the traffic department. But I really battled to locate the traffic department.

The Buffalo City website was less than helpful. Listing several numbers and services but no address. No amount of Googling helped, and not even the Yellow Pages website could help. Alas I didn’t have a hard copy of this, although I don’t know how helpful that would have been.

I did phone the department and after being put through to the right person, was told they don’t have a physical address, they were just located at ‘Ziphunzana’, note, I heard something similar to that and Googled it without result.

So eventually I phone a friend who grew up here. After a bit of umming and ahhing he had to go on Google Maps and then direct to where it’s located. I did eventually find it, and the service was acceptable, slightly less waiting than what I experienced in Port Elizabeth, but it felt more disorganised with multiple disjointed rooms and corridors.

So for anyone looking for the Testing Centre in East London, also known as Braelyn- or Buffalo City Traffic Department, it’s located at the Ziphunazana Bypass in Braelyn, East London. See the map below for reference. At this centre you can book for driver’s (all codes) or learner’s licences, renew driver’s licences and pay traffic fines as well as do vehicle roadworthiness tests.


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I believe the building below, in Oxford Street, is the location of the Vehicle Licensing centre. The windows to the right of the streetview image now have large signs in them saying Vehicle Licensing.

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Gonubie Traffic Department. You apparently can’t do everything at this traffic department, mainly for testing. Give them a call if you’re unsure.


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And Wilsonia Traffic Department while we’re about it:

Mechatronics (in South Africa)

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or Mechatronic Engineering, humourously (but incorrectly) referred to as Megatronics at times. In Afrikaans Megatronika or Megatroniese Ingenieurswese. What is it? What can you do with it? When I started studying I didn’t know, after 5 years I think I have a vague idea. So below I’m going to post what I know.

In it’s simplest form it’s a combination of Mechanical and Electronic Engineering. If I really don’t feel like explaining, I simplify it to robotics. This is certainly a large portion of Mechatronics, but by no means a limiting factor.

Mechatronics as a named profession is fairly new, but the idea has always been there. In the South African context, UCT have had an accredited BSc (Eng) Mechatronics course since 1997 (although how long it has actually been running is uncertain), NMMU a BEng since 2007 (first graduates) and Stellenbosch since 2005 [1]. Potchefstroom University (NWU) are apparently aiming to start a course in the next few years [2]. Although not offered in the BEng format, UKZN do offer Masters through their Mechatronics and Robotic Research Group [3]. [EDIT: added list of BTech degrees and Diplomas offered at the bottom of the post]

Mechatronics at Stellenbosch [2]

I completed my BEng Mechatronics at Stellenbosch University in 2011. The Mechatronics course was presented by the Department of Mechanical and Mechatronic Engineering in a four year course. The first two years were identical to that of those studying towards a BEng Mechanical. The first year course is identical for all engineering students. In the third and fourth years, the two courses still followed similar routes, with the Mechatronics course replacing several Mechanical courses with some courses presented by the Department of Electronic and Electrical Engineering. In third year these included Electronics and Computer System’s courses and fourth year Electronics and Electronic Design Courses. Losing out on some Strength of Materials and Thermo-Fluid Mechanics.

The department put it this way [6]

The most important difference between the mechanical engineering programme and the mechatronic programme is that mechanical engineers are equipped to develop mechatronic systems with existing controllers (computers, PLC’s, etc.), while mechatronic engineers are also equipped to develop specialised controllers (e.g. for embedded controllers) and the relevant electronics themselves.

At the time, the Head of Department felt that Mechatronics as an entity was still too new. Employers weren’t advertising for Mechatronic Engineers, and didn’t really know what to do with them when they did get them. This resulted in the close ties between the Mechanical and Mechatronic courses. I was often unhappy about this, having would of preferred more focus on the Electronics, but in the end it worked out. And the HoD’s opinions were/are valid.

When I chose Mechatronics, I didn’t know where I was going to work, I chose the course because it sounded interesting. It wasn’t until my final year that I found a direction to work towards. Course setups at different universities are going to be different, and will put emphasis on different subjects, that doesn’t necessarily make one better than the other. Either way you’re going to come out of it with a degree and a fair amount of knowledge. Most importantly though (and this is true for any engineering degree) is you’ll know how to learn.

I’m quite confident that specific things that I learn in my first year of work will be of more value to my career than a specific subject at varsity, but having struggled through several subjects, I know I can figure out most things that come my way. I know where to look and how to go about solving problems.

In my final year we were a class of 85 Mechanical/Mechatronic students, of which I’d say about 30-35 received their BEng Mechatronics in 2011.

Mechatronics at NMMU [2]

NMMU have a slightly different setup. Mechatronics is presented by the Mechatronics school of the Department of Engineering, the Built Environment and IT. Mechatronics is the only Engineering degree they offer. As such, first year physics and maths are taken alongside BSc students and after the first year, courses taken are aimed only at Mechatronics students. The format of the course is still identical to that of when it started giving a good balance of subjects. The University also offers an array of BTech degrees in other Engineering fields.

I’m currently pursuing my master’s degree at NMMU. Their 4th year BEng Mechatronics class has roughly 25 students in it and the 3rd year class about 30. First year applications are limited to 60, with the most recent 1st year class starting with 50 students. The Mechatronics department is currently sponsored by General Motors South Africa (who have a plant in PE) and also have close ties to the Volkswagen plant in Uitenhage.

Mechatronics in General

Mechatronics as a career is still finding its feet. Meaning many consider it a jack of all trades, master of none type of situation, and although the course may feel that way, it’s certainly not the end of the story.

Mechatronics isn’t a new field, it’s just finally been given a name. When you tell people you’re a Mechatronic Engineer they don’t know what that is. I had a month stint at a large production facility as part of vacation training and I was asked to choose between focusing on their Mechanical or Electrical divisions, eventually settling for a bit of time at each. But that’s how businesses in SA are structured. This will change.

Several Mechatronic Engineers that I know have taken up Automation maintenance posts. Nothing wrong with this, personally it’s not where I want to be. Contrary to this though, my first job next year will be in automation maintenance. I however plan to use this as a stepping stone into a design career.

Automation is fun, and whereas I am going into automation in a production sense, automation also relates to smaller and/or more technical situations. The recent landing of the Curiosity rover on Mars is a perfect example of Mechatronic systems. There are several elements here, from the automated landing system to the remote control of the device.

In the motor industry, systems such as traction control, ABS and ESP are all examples of Mechatronic systems. Heavily complicated systems that rely on the processing of data from sensors to enable control of actuators. As such a Mechatronic Engineer can make him/herself home in  many different industries. These include the Automotive, Aerospace, Manufacturing, Medical and Communications Industries.

Mechatronic Engineers can register with ECSA to become Professional Engineers [4]. The industry is governed by the South African Institute for Mechanical Engineers. I don’t see Mechatronics separating from this tree any time soon. The degree, being accredited by ECSA also means that the degree will be recognised internationally in many countries thanks to the Washington, Sydney and Dublin Accords [5]

So what do you do when you have your degree? You do whatever you want. You’ll find something. I’m not aware of any of my colleagues who are currently not pursuing a post-graduate degree or are employed. Not all of them are in Mechatronic specific posts. Some have opted for more mechanical orientated jobs, while others have gone entirely into areas such as electronic design or programming. And that’s one thing, a degree in Mechatronic Engineering in no way limits you. Very few engineering degrees will actually.

After re-reading what I’ve written, I think I’ve put forward some information relating to Mechatronic Engineering, but it’s still left fairly vague, maybe it’s just because none of us know what we’re really doing :)

"This is silly, of course. The enemy will be born in the Network"

From xkcd.com

 

A National Diploma in Mechatronics (for registration as a Professional Engineering Technician) can also be had from the following institutions [7]:

  • Tshwane University of Technology
  • UNISA
  • Cape Peninsula University of Technology

A BTech in Mechatronics (for registration as a Professional Engineering Technologist) from [8]:

  • Tshwane University of Technology
  • UNISA
  • Cape Peninsula University of Technology

and to reiterate, a BEng, or BScEng (for registration as a Professional Engineer) [1]:

  • Stellenbosch University
  • University of Cape Town
  • Nelson Mandela Metropolitan University

Note: Although other institutions may offer courses in Mechatronics, or Mechanical Engineering with a focus on Mechatronic elements, the ones listed above are the only ones recognised by ECSA for registration as a mechatronic professional. Information was correct at time of posting, but may have changed since.

There are also several Universities of Technology and FET Colleges which offer courses in Mechatronics. CPUT is one of these institutions. Another training institution is Umbilo Training Specialists in Durban. They are running a free training course, once a month where anyone can come to learn more and expand their knowledge. Checkout their page for details.

For some more reading and a very complimentary view with some poignant remarks have a read here.

As part of my degree at Stellenbosch University I completed a project which can be seen here.

As part of my master’s degree at NMMU I completed a project which can be seen here and here.

If you’re looking for bursaries, try this website.

If you have any questions, feel free to ask in the comments section.

Velvet Sky Refund

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At the beginning of February I booked two very cheap tickets home to Cape Town for the weekend of the Pick n Pay Cape Argus Cycle Tour which I was set to ride. I happened to book them with Velvet Sky. I hadn’t previously flown with them, but people I had spoken said they were as good as the other low-cost airlines, and the tickets were about half the cost of the next best offer.

At the end of February newspaper reports started coming out about Velvet Sky being in a bit of trouble. Some flights were being cancelled, but then they seemed to get going again, before halting flights once more. Apparently they’ve been having a bit of financial difficulties, but they kept on assuring passengers that they’d be up and running soon. So it wasn’t till the week preceding the Argus that I get an e-mail from Velvet Sky stating that my flights have been cancelled.

They attached forms where you could apply for refunds, and I immediately filled them in and sent them back to Velvet Sky. I got tickets with another carrier and enjoyed my weekend. A few weeks later I hadn’t heard anything from Velvet Sky. So I sent them an email as they had indicated that one could expect a refund within the next month. The response I got stated that all there bank accounts were frozen, and that as soon as the court proceedings they were busy with were completed, payouts would commence. Another month later still no news.

Some time in April, Computicket refunded several million Rands worth of tickets to passengers whose flights were cancelled and had booked their flights through Computicket. I had unfortunately bought my ticket direct from Velvet Sky. But there was hope.

I had read in a few newspaper articles where reporters suggested attempting a “Chargeback” process on the transaction. I’m not fully sure what it’s all about, but it boils down to that all transactions made with a credit card have the ability to be reversed if one can prove that you did not receive the product/service that you paid for. It has something to do with the new Consumer Protection Act.

I’m not going to bore you with all the details of my dealings with Absa trying to get this right, I’m just going to post the necessary data. This is the statement I got from Absa, and apparently all the banks are sticking with it.

We refer to the recent news broadcasts and speculation pertaining to Velvet Sky.

Local banks have raised their concerns regarding cardholder rights pertaining to chargebacks. Internal discussions were held and Nedbank have come to the following conclusion: Velvet sky is still in operation, as no liquidation proceedings have taken place at this stage. Should the issuers feel the need to raise chargebacks for services not rendered they will be required to supply all of the following documentation to validate the chargebacks raised.

The documentation must consist of the following:

•             A cardholder letter.

•             Proof that the cardholder attempted to obtain a refund from the merchant but failed (a reference number for the call or an email from Velvet Sky confirming a request for refund submitted).

•             Ticket or booking confirmation of the scheduled flight that supposedly did not take place.

Please take note of the following :

•             Chargebacks may only be raised after the expected date of service has lapsed.

•             Return flights: only a partial amount will be accepted for the leg of the flight which did not take place.

If all of the above conditions have not been met, Nedbank will re-present the chargeback as invalid supporting documentation supplied.  Each case will be reviewed to validate whether it meets all of the above requirements.

I was slightly worried because I didn’t have any proof that Velvet Sky actually received my specific forms. I assumed they did, because I e-mailed them, but they did not reply or give any reference numbers. So I decided to just give them everything I had.

I created a folder dedicated to this process. I wrote out a full letter explaining when I purchased the cards, when I received cancellation emails, when I applied for refunds, everything I had that involved communication with them I listed. I also attached pdfs of every e-mail I sent them and every form I had filled in. I also mentioned occasions when I had phoned Velvet Sky.

Last week Friday after several backwards and forwards emails, I had compiled all this data and sent it in to disputes@absa.coo.za (the official e-mail for card disputes). Today (4 working days later) I got an e-mail from Absa saying that I had been refunded the full amount.

They do note however that

the merchant bank has 60 days (local merchant) and 45 days (international merchant) to respond.

If the merchant bank presents the transaction and provides us with the necessary documents, your account will be debited with the amount concerned. In event of the above, we will let you know and provide you with the documents concerned.

Velvet Sky didn’t give me the service, and haven’t paid me a refund, so I don’t see how this will happen.

So in the end I got my money back :) I was adequately satisfied with the e-mail communication with Absa, and will admit that I was quite surprised that I got my chargeback so soon after applying for it. Note that you must apply for an Absa charge back within 120 days of the failed service. Other banks may have shorter or longer periods.

Speed Camera POIs for Garmins

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EDIT: For info on community compiled data, scroll to the bottom of the article.

I bought a Garmin GPS a few years ago, and one of the first things I did was to load data relating to the position of speed cameras in South Africa. Recently I had someone ask where to get the data, and all that I could remember was that I got it from Garmin’s official website. Searching for such files proved fruitless until I came across the following site, which I believe I used originally.

The data is provided by Garmap, [EDIT – In July 2012 Garmin removed the free access to this data, it now needs to be purchased via Garmin Cyclops. A free trial is available], who release a file weekly with an updated listing of speed cameras and other hazards that they refer to as “Road Safety Data”. To download this data Garmap claim you must register your device with Garmap, a fairly straightforward process requiring you to install the Garmin Communicator Plugin (20MB Firefox Plugin). You will need your Unit ID, which can be found in the about page on your Garmin device and the serial number. But it appears that you can get the data without registering your device or installing the plugin.

There are two methods to load the data. There is a new method which allows you to download straight from the computer to the Garmin (this requires the plugin and is discussed later), or the old method which makes use of the Garmin POI Loader software. This can be downloaded from Garmin’s website here. Click the download link on the right hand side (install was 8.67MB).

After you install it, go to the Garmap website, click on the “Road Safety Data” button in the bottom left. Download the file you want from the “Advanced Users” box. Generally just the Road_Safety_Data_<date>.zip file.

Once downloaded, unzip the folder. Look through the files and delete those folders you don’t want added to your Garmin.The GPX folder is the one in question. Camera Hazards are fixed speed cameras. Mobile Hazards refer to places where cops have been known to regularly trap. Other hazards can be things such as high winds or dangerous areas.

Plug your GPS into the computer and wait for it to be ready. Open the POI Loader. Select Garmin Device and click next. The software should automatically find your device, if not click “Find Device”. If you still have no luck, make sure the GPS is connected and try again. Click Next, here you can choose to erase the previous POIs or if you just want the new ones added on top. It’s worthwhile to note that these POIs are only those added separately and does not include the lists of shops or favourite locations you added while making use of the Garmin.

Click Next. If you choose to delete the previous POIs, you have to finish and reload the program. Browse for the folder you extracted and select the GPX folder. One should select the express install here, else if manual is selected, you have to select options for each file in the folder.

You should now receive a message saying that the POIs have been successfully installed. Click Finish and Safely Remove your GPS from the computer and you should be ready to go.

later: If you choose the “Normal Users” option, you are required to have installed the Garmin Communicator Plugin for your browser. Plug in your device and browse to the Road Safety Data webpage. Select the hazards you would like added, and a “Detect GPS” button should appear. Click this button and if you’ve plugged your GPS in, it should appear in a drop down menu. Make sure it’s selected and click “Download Data”. The text should change to “Downloading” and a notification should appear when it’s complete.

You can check if the data has been loaded by going on your Garmin to “Where to?”, scrolling down to “Extras” and looking in the “Custom POIs” folder. Here you should see a lot of content relating to the POIs you’ve added.

If you ever have issues with the POIs they can be deleted fairly easily by browsing your Garmin from a computer. Search through the drives and you should come across a folder called POI. Depending how you loaded this data there will either be one or several files in the folder. Simply delete this files. Different models may store the data in different locations. Either on the external SD card memory, or the internal memory, just look around.

In my search I have also come across GPS Data Team. They have data covering a range of categories and countries. I have no idea how trustworthy their data is or how often it’s updated, but it’s located here for anyone interested.

Community Compiled Data
In the comments Ivan has given a link to a website run by POIEditor which supplies up to date Road Safety Information. It’s compiled by members of the community and specifically relates to South African RHD. He recommends it mentioning that it is better than the Cyclops generated data. I won’t be able to test it for a while, but give it a go and give feedback.
The data itself is compiled by users on the GPS-Users-Forum. Check them out at their new website, where amongst other things, you can download the data directly.