Tuesday, August 31, 2010

MyCiTi fares shows creativity of the people behind the project though much still need to be done.

What a great idea.........if you are working at the Cape Town International Airport you will get a discounted unlimited trips of R400 per month when using MyCiti IRT. Yes, unlimited trips at only R400 per month. But the trips are not transferable, so you can not buy a ticket and give it to your mom to go to the airport. No, you can not even borrow your dad a ticket to go the CBD. But just how are they going to ensure that the owner of the ticket becomes the only person who make use of it is unclear. There are options that can be used and the following comes into mind;
  • A photo of the designated user can be attached to their coupons;
  • Designate users to put on their thumps on a machine that recognizes it whenever they board the bus;

Though this is good for airport users, what about those who work along the route to the airport or those who work near the airport? I don't know how well the public transport in Cape Town operates but I am sure that there may be some passengers from the Cape Flats who would want to catch a bus at the Airport to the city center. Will they also given a discount as well or will they have to pay a normal price which will probably be higher?

Another good news is that children under 11 travelling along the airport route or shuttle as they call it will pay the half price, while those under 4 will travel for free.

On the airport shuttle, tickets for children aged four to 11 will cost R25.00 each – half the standard R50.00 adult fare. Children under the age of four can travel for free.
I am tempted to say that mini - taxis pioneered this idea in SA as it was when taking taxis back in Venda that I first learned about this but I know I will be wrong. I wonder if children under the age of 4 used to pay before the modern taxis came. Remember it used to be the private cars such as Chevrolet that were used as taxis in the 70s. I also ask myself why senior citizens were never given free seats but common sense tells you that its because you can not hold a senior citizen while a child who don't pay for a trip seats on the lap of the person travelling with. But why don't they offer this vulnerable group a discount? Agg...these are wish list isn't it? Why would I expect all these things to be done by taxis? Taxis do not get subsidized and the monopolistic position they have through their operating licenses discourages innovation in the industry.

Ahh...a little voice behind my head is saying to me "even PUTCO don't offer discounts to senior citizens and worse to children under 4 so why should I expect taxis to pay?". True, PUTCO buses I take don't even offer discounts to scholars. Only Metro buses and Tswane buses does offer discounts to the disabled/scholars/senior citizens and under under age children (except Metro Buses) while the one year old Rea Vaya does not offer non of that and not even a monthly ticket. MyCiti should immediately offer these discounts to these designated group.

So I ask, how do you know that I child is under the age of 4? Do you just take a look at make a personal judgement? Do you use an average height to make a judgement? Or do you require those under these ages to also have a special coupon which can be purchased with a proof of age? Mmmm...interesting.

Another great idea that made me say "wow" is the fact that the city is encouraging public transport usage by tourists.

Visitors to the city can purchase a ticket which provides one day of unlimited travel at R15.00.

Isn't that a great idea? I think its a cool and I will definitely make use of the MyCiti buses when I go to Cape Town. This just tells you how creative the people behind this project are and many cities have so much to learn from this. However, other special groups need to be included. However, I hope this will be included in the future.


I sent an email to Dawie Bosch asking about some of the reservations I had about MyCITI and here is our email correspondence;

Dear Mulaudzi
Thanks for the positive feedback!
MyCiTi is not at present offering concessions for scholars and senior citizens. However, we will be investigating this for future use.
Your feedback and comment in you blog is apprciated.
Dawie Bosch
Business Plan and Integration
Integrated Rapid Transit Project
City of Cape Town

Tel (021) 400-9135
Cell 082-557-8597

From: Erick Mulaudzi [emulaudzi@ingerop.co.za]
Sent: 02 September 2010 11:57 AM
To: Dawie Bosch
Subject: RE: Comments

Any discounts for the disabled/senior citizens and the scholars?

I recently bloged about you’re pricing on my blog and I will welcome your comments. You can also comment there for this question that I asked you. The link to the blog is found below;


Thanks and all the best.

From: Dawie Bosch [mailto:Dawie.Bosch@capetown.gov.za]
Sent: 02 September 2010 07:51 AM
To: emulaudzi@ingerop.co.za
Cc: Beverley Ball
Subject: Re: Comments

Dear Mr Mulaudzi

The R400 monthly ticket is available to all. The press release merely states that this ticket "was aimed at" airport employees.

The ticket should be available for sale from 20 Sept, but. Is valid for a calendar month, so a Sept ticket will expire end of Sept.

Kind regards

Dawie Bosch

Dawie Bosch
Business Plan and Integration
Integrated Rapid Transit Project
City of Cape Town

Tel (021) 400-9135
Cell 082-557-8597

From: Beverley Ball

Date: Thu, 2 Sep 2010 07:04:59 +0200

To: Dawie Bosch; Dawie Bosch

Subject: FW: Comments


Please reply to Erick with regard to the ticket prices.


From: Erick Mulaudzi [mailto:emulaudzi@ingerop.co.za]
Sent: 31 August 2010 12:04 PM
To: Beverley Ball
Subject: Comments

Hi Beverly,

You just recently announced that ticket prices for those who work at the Airport will be discounted. What about those who work along the Airport? And what is the definition of Airport workers….does this include those who work near the airport? I think everyone who is a commuter, irrespective of where they work should be given a discount, especially those who work along the airport. The idea is great though…cant wait to get to Cape Town.

Enter the vehicle green tax

I thought I should post this article from Autodealer.co.za, since from tomorrow the vehicle emission tax will be kicking in. So, if you are thinking of buying the car tomorrow, why not buy it today, especially if the car you intend buying is a big polluter?

Wednesday sees the introduction of the CO2 vehicle emissions (green) tax which will have a significant price and insurancae cost impact on consumers opting for the more luxury double cab and 4×4 models.
The South African government has made clear its intention to introduce environmental taxes and incentives to ensure that our economic growth is directed towards a more sustainable path.
In the 2009 Budget, the Minister of Finance announced a reform of the ad valorem excise duty on motor vehicles (both motor cars and light commercial vehicles) to include a CO2 emissions component.
This was in line with an earlier proposal by the then Department of Minerals and Energy (in 2004) to encourage the use of more fuel efficient vehicles through the taxation of ‘gas guzzlers’, meaning vehicles with a high engine capacity such as double cabs and 4×4s which are not fuel efficient.
Research also indicated close correlations between vehicle engine size, fuel efficiency, and CO2 emissions.
It is in this context that the 2009 Budget proposal to tax vehicle CO2 emissions was framed.
After consultation with the National Association of Automobile Manufacturers of South Africa (NAAMSA), it was agreed that the implementation of the proposed vehicle CO2 emissions tax would be delayed and reformed into a specific tax.

Amendment taking effect next Tuesday
This amendment was announced in the 2010 Budget, to take effect on 1 September this year. The industry also requested that the tax be limited to passenger vehicles because there was no data on CO2 emissions by light commercial vehicles, which is why the 2010 Budget Review only refers to passenger vehicles.
It was always the intention that the definition of passenger vehicles would include double cabs and by inference small bakkies because these are often used as passenger vehicles.
The one legal hurdle was that the harmonised code of classification in terms of the Customs and Excise Act, under whose umbrella the CO2 emissions tax is being implemented, defines double cabs (4X4) and some smaller bakkies as light commercial vehicles.

The VAT Act partially addresses this problem by defining a passenger vehicle as including ‘a motor car, station wagon, minibus, double cab light delivery vehicle and any other motor vehicle of a kind normally used on public roads, which has three or more wheels and is constructed or converted wholly or mainly for the carriage of passengers.
Since it was not possible to use VAT definition of a passenger car for the purpose of implementing CO2 emissions tax under the umbrella of the Customs and Excise Act, National Treasury decided to include in the definition of a passenger car all categories of light commercial vehicles, as defined in the harmonised code of classification, but excluding light trucks.

The motor industry has objected to the inclusion of double cabs and small bakkies as passenger vehicles in the proposed vehicle CO2 emissions tax net.
The industry argues that these vehicles are classified as light commercial vehicles which should be excluded from the CO2 vehicle emissions tax.
In addition, the industry says that emissions data for light commercial vehicles are not available.

Treasury response
National Treasury has always intended to include double cab vehicles in the first phase of the implementation of the CO2 vehicle emissions tax.
This is in line with the intent of the VAT Act and the fact that double cabs are mainly used as passenger vehicles.
Including double cabs in the CO2 vehicle emissions tax net is also in line with the original intent of this proposed tax: the taxation of high engine capacity vehicles to discourage the use of vehicles not fuel efficient and encourage the shift to the more fuel efficient ones.
In addition, the National Regulator for Compulsory Specifications, a subsidiary of the South African Bureau of Standards (SABS), has also confirmed that data on CO2 emissions expressed as g/km is available for all vehicles.
It is also possible to calculate a vehicle’s CO2 emissions based on its engine size.
Since most small single cab bakkies and their double cab equivalents have similar engine sizes, these two categories of vehicles should be treated the same for the purpose of the vehicle CO2 emissions tax.
Against this background, the request by the industry to exclude double cabs and small bakkies from the vehicle CO2 emissions tax can therefore not be accepted.

Tax administration
The CO2 vehicle emissions tax will be collected and paid over to the South African Revenue Services by the vehicle manufactures and /or importers.
A part (or all) of the CO2 vehicle emissions tax is thus likely to be built into the price the manufacturer or importer charges their clients. It will be good practice if dealers could reflect on the invoices to their clients the CO2 emissions of each vehicle and the estimated total CO2 emissions tax.

• The tax will be levied at R75 per g/km on vehicles emitting more than 120 g/km CO2.
• According to McCarthy CEO Brand Pretorius, South Africa is unique in an international context because it is the only country that is imposing a carbon tax on light commercial vehicles from 1 September.
• The proposed tax would add about R10 000 to R20 000 to the price of a light commercial vehicle, depending on the model.
More vehicle owners opt for these vehicles and their reasons include:
* They are more spacious/comfortable;
* Being higher, they offer better visibility;
* They can go anywhere, which suits outdoor SA lifestyles;
* They are seen as safer for their occupants in a crash;
* They can ride the potholes better – road conditions off the main roads have deteriorated;
* They equal or exceed the luxury of the best saloon cars;
* They convey an adventurous “tough guy” image.
The CO2 emissions tax might now add a significant amount to the purchase price of these vehicles – making it more expensive not only to buy, but also to insure. One can expect further consultation between the motoring manufacturing industry and the Treasury, but – whatever the outcome – vehicle owners would have to be sensitive to not only what vehicle they purchase, but also how they go about insuring this vehicle.

Source: http://www.autodealer.co.za/zululand/?p=1165

Monday, August 30, 2010

Congratulations to Rea Vaya

Rea Vaya is celebrating its one year anniversary today. Congratulation to the team....I firmly urge them to keep up the good work. I hope that in years to come, we should still be proud to make use of the buses and every person within the City of Johannesburg should be connected.

The journey just begun.

Picture: iafrica.com

Business Day's Opinion and Analysis on the Durban - Jo'burg High Speed Train

Its not only me who is questioning the idea to build a high speed train from Durban to Johannesburg. Two columnist from Business Day have since wrote against the idea here and here.

Tuesday, August 24, 2010

Durban - Johannesburg Rapid Rail: Freight or Passengers?

When I read that Mr. Sibusiso Ndebele is in China in a state visit with Mr. President Zuma, the first thing that came into mind was that they should not forget to visit the area bordering North Korea which is devastated by floods in recent weeks. While there, they can also visit Pyongyang, a capital city of North Korea and do anything they want to do without risking being featured on the press. Some of the things that Mr. Zuma can do is to go out to movies with anyone Kim Jong-il chooses for. Mr. Sbu Ndebele can also accept any gift (say a Mercedes) from any high ranking official without any newspapers there criticizing the deal - not that they will anyway because everything is owned by the government and that is why they don't have a Media Tribunal.Yappieeee what a country!

Anyway, back to Zuma's state visit (not that I was deflecting from it) I read that one of the agreements to be signed related to transport are as follows;

· MoU on Cooperation in Transport and Related Matters,

· MoU on Cooperation in Railways and Related Matters

I just wonder if the railways and related matters relates to the Durban - Johannesburg Rapid Rail but what I have read is that the government is planning to give the job of building the line to the Chinese. Whether that is true or not its not important....wait it is...no its not.......maybe it is but I am not gonna talk about it here because I don't want to end being seen to be asking the Chinese' capabilities of building railways. What I am going to ask is whether a line between Durban and Johannesburg is ideal for rail or passengers. On its address to the media recently, the Department of Transport seems to be going for a passenger rail;

A high-speed rail link would ease congestion on the road, as such a means of transportation was proven to be the most efficient mass mover of individuals.

However, Ndebele added that a lot planning was still needed, and significant finance would be required to undertake such a project

So, what should it be? Passenger rail as suggested by S'bu (Sbusiso) or freight rail? Or should it be both passenger and freight as suggested by Lucky Montana? I believe that a country needs to choose whether they want to invest heavily in passenger trains or freight - you can not be best at both. For instance, the USA has one of the best freight rail services whereas European countries have the best passenger rail systems - neither of them have the best of both.

So Mr. Lucky Montana's idea can not be supported at all...which leaves us to passenger rail or freight rail. As already mentioned, the USA is the leader in freight rail services but this does not mean that they do not have passenger rail. In fact, they have local trains which serves their cities (though plans are there to invest in long distance trains) supported by other modes of passenger transport. So for SA a choice need to be made whether we want to invest heavily on long distance rail system of local rail system (as we already done with the Gautrain) as we can not do both and I am afraid we can't build a long distance rail system.

Why you ask? Well our cities are too far away from each other with local transport still in shambles. Besides, we already have an efficient (but with a lot of room to improve) air transport that operates between major cities. The best thing to do is to keep on improving the air industry in South Africa so that small cities can also be served by private ear lines. Another reason why we should not go for long distance trains is because we already have them, though they are slow. Like we messed up with the Gautrain, we should not solve the problem by building another high speed rail between Durban and Jo'burg or any where but fix the current situation. We can do what in Australia call Tilting, a rail technology that increases rail speed. In Australia the service between Brisbane and Cairns by the QR Tilt Train claims to be the fastest narrow-gauge train in the world, running at 160 km/h - a distance of more than 1000 kilometers between the two areas. At this speed, its speed can be compared to that of the Gautrain's and its technology can be used in urban areas, with massive savings to be incurred.

So passenger rail out and this leaves us with freight rail. If you have to believe The Road Freight Federation (SARF) that it make more sense to build a dedicated truck route then perhaps we should have a feasibility study for that as well. But I doubt the politicians will give this a thought, especially with some experts saying we should encourage more businesses to move to the coast though I believe this will not materialize. Why? Manufacturing companies in Johannesburg are near to other African countries and as soon as growth in South Africa starts to deteriorate companies are going to look for opportunities in Africa (in fact, some companies are doing that already - PnP, Shoprite and Massmart).

But then do you really need freight to move at the speed of 300 km/h? No, remember that its not about speed but reliability - yes, you can have a good speed freight train but only arrives 3 hours late. So why not increase the reliability of the current freight line? We can do this by introducing competition between Transnet and other rail private companies? I think this is the way to go. Also if tilting is possible on freight rail, we can still get goods to customers on a more acceptable times.

Which ever way the politicians and experts end up opting for, we should bare in mind that SA still have a lot of local passenger transport issues to take solve and we can not be thinking of high speed rails that will require massive government subsidies.

Thursday, August 19, 2010

Where are the Transport Economics students?

Why does it seems like this profession (Transport Economics) is not a profession that most people want to pursue? If so, why is it the case? While at the University of Johannesburg (UJ) in 2006 and 2007, the University had more Logistics (more than 100) student than Transport Economics (less than 20) in our Honours class and most (90%) of the Transport Economics student came from the North West University (NWU) while most (95%) of the Logistics student came from UJ. This either means that transport economics student in undergraduate class where non-existent or preferred not to continue with their studies at honours level or switched to Logistics.

I suspect that there was not enough student at undergrad level and I also suspect that this trend is still continuing today. This is not only at UJ but also at other universities. Just take a look at the Stellenbosch University (SUN)'s Logistics Department which has at the moment no student registered for Masters in Transport Economics while Logistics and Operational Research Masters class has more students. So where are all the Transport Economics students?

Going back to the UJ dilemma, the worse thing was the fact that student with a degree in Marketing preferred to switch to Logistics at honours level than to transport economics nor there were students with a degree in Economics switched to Transport Economics. The question is this the case? Is it because there is lack of awareness about transport economics as a career? This is disturbing, considering that South Africa has one of the most ineffective public transport in the world. Do I hear you saying civil engineers/traffic engineers will take care of the problem? Besides SA not producing enough engineers, civil engineers alone are not capable enough to solve the challenges facing the country, as much as transport economics are not cable enough to solve them.

It does not help that few Universities offer the course at undergraduate level; At the moment, only UJ, NWU and SUN and UNISA are the only Universities that offers the course while UCT only offers a M.Phil in Transport Studies for postgraduate students. It also don't help that Transport Economics student don't get appropriate training or job opportunities after graduation. It is difficult to be hired to work as a Transport Economist in a private industry/government hence most students end up working in the logistics industry. I know this because most of the students who were in class with me at honours level are now employed by freight moving companies. If they were lucky like me, they ended up working for government or for consulting companies, but we are very few that ended up in this route.


Besides all these challenges, one must complement the Department of Transport for encouraging students to take up Transport studies in universities around the country through its Center of Development. This initiative also led NWU starting its own Transport and Logistics courses in 2003, of which I was part of. Through the initiative, millions of Rands were spent on bursaries for students to study either Transport Economics or Logistics at undergraduate level while any transport related courses were encouraged in post graduate level. But it seems like students who benefited from this initiative are not being employed by the Department of Transport, which is worrying.

Permanent transport tariff regulator mooted

Just what does it mean for public transport users when there is a transport regulator that oversee tariffs and infrastructure development across all public transport modes? Could it mean that passengers will have more say before Putco increases its prices unlike at the moment, where they increase their prices without consulting their customers? Or will this mean that the regulator will force public transport operators to reduce their services as a result of the regulator denying them to increase their prices? Whatever will happen, the DoT, which is considering to introduce this regulator need to be careful that the regulator does not make it difficult for operators to conduct business.

We also have to ask ourselves if it will be wise to regulate all public transport modes, especially considering that road based transport is more competitive. It would be wise, for instance to regulate those public transport service providers that are monopolistic in nature (e.g. ACSA, PRASA (excluding its road based transport), Gautrain,etc) and ensure that there is more enforcement of "rules of the game" in road based transport. Let me know If you think otherwise.

Though I am not sure about her reasoning, Ms Monhla Hlahla (yes, the MD whose Monopolistic company offered R400 000 to World Cup soccer fans after the King Shaka Airport fiasco) cautioned against grouping all modes of transport together as "there was so much to be done to public transport in SA, we as Acsa would not like to be compromised by other transport sectors which are not yet at the same level of development as we are", she may be having a point and the department need to be careful before making any decision.

Tuesday, August 17, 2010

Vehicle emissions tax: The debate goes on

The debate about motor vehicle emissions tax continues and it gets interesting everyday. Ismael Momoniat, a deputy director-general: tax and financial sector policy at the Treasury wrote an article yesterday on Business Day defending why Treasury has included bakkies which was against the wishes of the motor industry.You will recall that I once wrote here that motor companies appealed to the treasury not to include bakkies as there is no information available regarding the emissions released by them. Another big issue that he defended was the criticism that the tax will become another source to raise government income.

You may read the full story here


The proposed vehicle emission tax will not apply to minibus and midibus taxis.

Monday, August 16, 2010

A blame game while Customers get stranded - PRASA and Transnet.

If you have a family member who relies on Shosholoza Meyl long distance trains, you will be saddened to hear that the Passenger Rail Agency of South Africa (PRASA) has cancelled Shosholoza's services for at least two weeks in order to evaluate its passenger rail corridors to determine which of its routes are viable. The company says that revenues have fallen far short of operating costs, and passenger trains are bedevilled by unreliable locomotives (The Times Live, 14 August 2010).

But the reasons given below where not be the real reason behind the suspension of the services which thousands of people rely on. The real reasons, according to Unions United Transport and Allied Trade Unions (Utatu) was because of a disagreement about train maintenance with Transnet (The Times Live, 14 August 2010). Transnet owns the tracks in which PRASA operates its trains and also maintains PRASA's trains. Ironically, PRASA bought Shosholoza Meyl for R100 from Transnet. PRASA, on its media statement confirmed this dispute which you can read here, though Transnet denies that the withdrawals of train services is related to the maintenance contract.

Even though PRASA assured passengers that they will provide buses to ferry passengers who have paid for their tickets or refund them, I find it hard to believe that they will do this efficiently and not all passengers will receive this information on time which will leave them stranded. This is disturbing, considering that billions of Rands have been wasted on Gautrain while other passenger rail services (e.g. Metrorail) are falling into disarray, despite the latter carrying far more people than the former.

Whether the discussions that are taking place today between PRASA and Transnet are going to bare any fruits remains to be seen, but with both companies belonging to the government departments, it is clear that a political solution is going to be reached. Therefore a long term solution is needed and fast tracking the development of a Rail Policy/Act which will ultimately lead to the setting up of a Rail Economic Regulator. One of the toughest questions that the rail policy needs to answer are as follows;
  • Whether it is in the economy's best interest for Transnet to own rail tracks while at the same time operating the business of moving freight;
  • To whom will the Gautrain belong to once the PPP agreement with Bombela comes to an end;
  • Are PPP rail projects in the future the way to go and if so which passenger agency will be responsible for them (PRASA or Provinces?);and
  • The future of rail gauge.
Once this is answered, perhaps we can see a lasting solution that is to the beneficial to the economy. South Africa can not afford the situation that is happening between Transnet and PRASA.

Friday, August 13, 2010

Lets stand against the proposed media tribunal and the Protection of Information Act

Many of you may be aware of the proposed Media Tribunal and the Protection of Information Act. Under the Act, the state/departments have the power to classify information (for the sake of National Security) they see fit which means Journalists/reporters will not be able to get hold such information. If they do while they are still classified, they can be sent to jail for a maximum period of 25 years including their accomplices.

This clampdown on the media is something that one saw happening in Apartheid South Africa and we know what happened. With regard to the Media Tribunal, it will be empowered to oversee complaints laid by the public against the press and make judgement on them. Stories about politicians getting tenders to build shoddy roads may not be published so are stories about mismanagement of state entities. If this bill pass, newspapers/TV/Radio entities will be clapped to report about stories to inform you about the state of our national roads (if the Department of Transport sees it fit of course).

Experts and newspaper editors are not happy about this and they are calling for the bill to be re-drafted as they see the bill and tribunal going to undermine media freedom. But the ANC says they will not budge and the Editors of the major newspapers are not happy about it and have made a declaration to oppose the bill (see below). As a believer of media freedom, I too support the editors and the experts. Who knows which media is going to be a target next? Social media? Bloggers? I say No to this proposal that is supported by ANC politicians (frankly most of them are corrupt) and I call on you my fellow readers to say NO! Lets stand against the proposed media tribunal and the bill by adding our names to those of the editors.

The Auckland Park Declaration

We, the title editors of South Africa's major publications and members of the South African National Editors' Forum, are deeply concerned about attempts to curtail freedom of expression and the free flow of information in our country.

Free speech and access to information are the lifeblood of our democracy and were at the very heart of the struggle for freedom. Human dignity is indivisible from freedom of speech.

We vigorously oppose the restrictive clauses in the Protection of Information Bill and the proposed media appeals tribunal.

We appeal to the South African government and the ruling ANC to abide by the founding principles of our democracy, and to abandon these proposed measures.

We commit ourselves to join hands with all South Africans who value their freedom to defend these basic rights which are enshrined in, and are indeed the cornerstone of, our constitution.

1 Ainsley Moos, Volksblad
2 Alan Dunn, Daily News
3 Alide Dasnois, Cape Times
4 Andrew Koopman, Son & Sondag Son
5 Andrew Trench, Daily Dispatch
6 Angela Quintal, The Mercury
7 Barney Mthombothi, Financial Mail
8 Bongani Keswa, Sowetan
9 Bun Booyens, Die Burger
10 Charles Mogale, Sunday World
11 Chiara Carter, Weekend Argus
12 Chris Whitfield, Editor-in-Chief,
Independent Newspapers Cape
13 Clyde Bawden, The Independent on Saturday
14 Dirk Lotriet, Sondag
15 Ferial Haffajee, City Press
16 Fikile Ntsikelelo Moya, The Witness
17 Jeremy McCabe, Weekend Post
18 Gasant Abarder, Cape Argus
19 Heather Robertson, The Herald
20 Jovial Rantao, The Star
21 Liza Albrecht, Rapport
22 Makhudu Sefara, The Sunday Independent
23 Martin Williams, The Citizen
24 Moegsien Williams, The Star
25 Mondli Makhanya, Editor-in-Chief, Avusa
26 Nic Dawes, Mail & Guardian
27 Peet Kruger, Editor-in-Chief, Media24
28 Peter Bruce, Business Day
29 Philani Mgwaba, Sunday Tribune
3. Phylicia Oppelt, The Times
31 Ray Hartley, Sunday Times
32 Thabo Leshilo, Avusa Public Editor
33 Themba Khumalo, Daily Sun
34 Tim du Plessis, Beeld
35 Thulani Mbatha, Isolezwe
36 Zingisa Mkhuma, Pretoria News
37 Brijlall Ramguthee, The Post
38 Erick "googlingsa" Mulaudzi, publictransportsouthafrica.blogspot.com