CRITICAL ANAYLISIS OF TRANSPORT INFRASTUCTURE FOF THE DEVELOPMENT OF TOURISM IN TANZANIA

*Ms. M. A. Msamba and Mr.Abel Ansporthy Mamboleo Department of Accounting and Finance

St. Augustine University of TanzaniaP.O. Box 307, Mwanza

*Email: meedo54@yahoo.com. ebbo54@yahoo.com.

ABSTRACT

The purpose of this article was to investigate where the government could have done or should do better to develop the tourism industry in Tanzania. The authors reviewed, summarized and analysed secondary data, government reports, journals, books, local and international tourism reports, and other literatures about transport modes, networks and infrastructures. Tanzania as a vast country with significant distances between tourists’ entry points and attractions. There are also considerable distances between these attractions within the country. Hence, Tanzania needs a sophisticated transport infrastructures, networks and modes. However, such development is limited by the weak economy and complex geography of the country. The road mode of transport in Tanzania is more developed than other modes because it is relatively affordable and accessible to a majority of Tanzanians and domestic tourists. Air transport is relatively safer and more expensive than other modes. Railway transport is relatively cheaper but more unreliable and unpredictable than other modes. The majority of international tourists prefer using air transport to other modes. Consequently, the continuing efforts of the government of infrastructures improvements and development are gravely needed for economic development and not just specifically for tourism development. The government should improve all modes of transport and make them become one network

for effective and competitive development of Tanzania as a tourist destination.

Keywords: Tourism, Transport, Mode of Transport, Infrastructure, Development and Network

1.0 INTRODUCTION

Tanzania is a geographically huge country with substantial distances between tourism centres and attractions. The potential growth of the tourism industry is largely dependent upon the government’s ability to provide appropriate access to the various tourism attractions. This paper investigates the contribution of sophisticated transportation modes and infrastructures to the development of tourism industry in Tanzania. Tourism is an extremely resilient sector contributing significantly to global economic growth, job creation and development (UNWTO, 2011). Tourism is one of the world’s largest sectors, but it is also one of the most complex sectors, impacting on and impacted by countless actors and actions.

Tanzania has a variety and immeasurable natural and cultural assets for tourism. Spectacular and diversified tourism assets attract countless visitors to this destination. It is therefore important for the country to have reliable and sophisticated modes of transport and transport infrastructures for enhancement of tourism activities. Transportation is one of the sectors that challenge in a negative way the development of the tourism sector in

Tanzania. Today’s tourists search for spectacular and unique destinations that are fresh, properly interconnected, innovative, exciting, creative, cost conscious and with comprehensive transport networks, modes and infrastructures. The transportation network and infrastructure are fundamental parts of the tourism industry (Sorrupia, 2005)

The basic means of transport in Tanzania is primarily by road, followed by railway, water ways and air transport. Road transport accounts for over 90% of transportation of freight and passengers in Tanzania. Therefore, it plays a pivotal role in supporting economic and social development programs (ADB, 2011). Road network in Tanzania is relatively poor as many roads are not tarmacked. Dust roads are hardly passable during the rainy season. Air transport is unaffordable for the majority of Tanzanian people. The tourism industry requires reliable and sophisticated modes of transport to facilitate the movement of tourists to and also within the destination. About 60% of tourists use air transport as their basic mode of transport. Due to the infancy of the airline industry in Tanzania, tourists are forced to use road transport which in some areas is rough and dusty.

With the above background and bearing in mind Tanzania’s National Tourism Policy of giving utmost attention to sustainable tourism development, the authors have structured this paper so as to give tourism stakeholders a clear picture of the status and historical development trends of the transport system and infrastructure in the relation with the performance of tourism industry in Tanzania. This information will be used in the course of time for guiding the development and operational performance of this sector to support the overall development objectives of tourism.

2.0 LITERATURE REVIEW

Transport is one of the major components of the tourism product (ITB, 2011). Transport is used both to move tourists to their destination and to help them get around within the destination (Rodolfo, 2004). Tourism activities have been possible in areas where transportation networks are already in place (Sorrupia, 2005). Several authors have pointed out the importance of transport, including Crouch (1999) and McElroy (2003). They have mentioned that the transport system and infrastructure base of a country as a potential determinant of the attractiveness of a destination. In developed countries such as the USA and South Africa, tourism activities have been influenced by the transportation networks (Hall, 2002). However, tourism demand itself can also influence the development of transport infrastructures and networks (Sorrupia, 2005).

It is evident in developed countries where sophisticated transport infrastructures and networks have attracted many tourists and therefore, have extensively increased tourism activities and national income (King and Bowie, 2007). Tourists and transport are essential parts of tourism industry that used to be spatially separated (Lyall, 2005). Traveling has always been an important feature of any society. Before colonization, European explorers travelled around the world to learn more about the geography of the world and make intensive explorations of potential markets and natural resources. With improved technology, transportation has become reliable, comfortable and attractive. Therefore tourism has been easy and daily activity taking place in an organized environment (Rodrique, 2013).

The development of transport infrastructures and systems in Tanzania can be subdivided into three interconnected phases: the pre-colonial phase, the colonial phase and the after independence phase. These are interconnected phases moving from one form to another form of modes of transport (URT,

2004). Transport services are a function of demand generated by other economic sectors and activities (Hall, 2002). Initially, the construction of transport infrastructure and networks in Tanzania was primarily for boosting the economy of the nation, not by a desire to increase the number of tourists. The transport accessibility of the country has improved significantly. The major part, however, has been taken over by road transport (SUMATRA, 2011). The competitiveness of railway, water and road transport is still low in the Tanzania. The dominance of road transport could be environmentally risky (Williams and Shaw, 1998). Road transport causes adverse impacts such as water pollution, noise emissions, or the introduction of alien species. A number of negative social impacts include carnages, congestions and injuries (Rogerson, 2004 and SUMATRA, 2008).

Tourism has become a significant component of economic development in many developing countries and local communities. Therefore, it is important for transportation planning processes to focus and make serious improvements in the tourism transportation infrastructure (Aubrey and Bowie, 2007). The growth of international tourism has a significant impact on the discipline of transport geography (UNWTO, 2011). As of 2010, 877 million international tourist receipts came from more than 10% of the global population (Rodrique, 2013). Travel by air dominates international tourism, whereas travel by private car is the most popular form of transportation for domestic tourism (Lyall, 2005).

At present 40% of the incoming traffic by air in the world consists of tourists (Bonfinger, 2008). Because of geographical reasons, the vast majority of tourists (90%) visiting developing countries arrives and departs by air. Some tourists, after arriving in Tanzania, are again largely dependent on chartered air transport for their movements within the

country (URT, 2002). This is so because of the geographical set up of the country and is quite unlike developed countries where road and railway modes of transport offer the necessary quality of service and choice. The four major modes of transport prevalent in Tanzania are road transport, rail transport, water transport and air transport (URT, 2004 and SUMATRA, 2011).

Road transport is one of the most promising means suitable for domestic tourists. It provides the basic infrastructure for bringing the majority of tourists to the area of specific attraction. It is flexible, reliable, and speedy. It is also supplementing and increasing the efficiency of the other modes of transport. It opens up the way to interior and remote attractions and is relatively cheaper and less capital intensive. In the year 2006, Uganda received about 539,000 visitors, of whom 336,000 arrived in the country by road. This is due to the fact that most visitors into the country come from mainland Africa especially from Kenya and Rwanda. Air transport recorded about 200,000 arrivals in the same year and most of the visitors by air came from overseas mainly from Europe and America (Uganda Bureau of Statistics, 2008). URT (2002) estimated that a considerable proportion (40% to 50%) of tourists to Tanzania arrive from Kenya while 3% came through Tunduma.

Road Transport has also different sub-modes like tourist coaches, buses, tourist cars and taxis of various types. The tourist car is the type of transport that allows the tourist to decide where, when and how he is going to get to a destination. It is normally cheaper since roads fees are not directly paid but rather raised from taxes. The whole journey, from door to door can be achieved without even stopping. Rodrique (2013) asserts that tourist car transport dominates (77%) all journeys in the world tourism, notably because of its flexibility, price, and independence. International tourists will often

rent cars to journey within their destination from car rental companies adjacent to airports, train stations and touristic venues. In Tanzania, this is kind of transport is adopted by a majority of international tourists. Coach or bus traveling is well suited for domestic mass tourism. It can be destructive if it takes place in the form of buses with large numbers of passengers. In Tanzania, buses are used for inter destination movement. URT (2004) affirms that buses account for 13% of all vehicle classes in the country.

Railway transport is one of the principal modes of tourists transport in the world. The number of train passengers in Tanzania decreased from 2,037,000 in 1999 to 1,705,000 in 2003 (URT, 2004). Railway transport is the traditional mode of mass public transport before the invention of the automobile. The railway network usually serves more the commercial needs of the national economy than tourism. Therefore, rail infrastructure and network have a limited potential to serve as a catalyst for tourism industry. Due to the outstanding scenery provided, rail transportation can also be a touristic attraction in itself. Rodriquez (2013) suggests that several rail tracks which have no commercial potential can be been converted for tourism.

Water transport existed before the coming of road, air and railway modes of transport. It is the oldest mode of transport in the world, which carried goods and persons from one place to another (Hall, 2002). There are two broad categories of water transport in Tanzania, which are marine transport and lake or inland transport. There are three major seaports in Tanzania namely Dar es Salaam, Mtwara and Tanga ports. Smaller seaport facilities also exist in Kilwa, Lindi, Mafia, Pangani and Bagamoyo. Lake ports include Mwanza, Bukoba and Musoma ports on Lake Victoria; the Kigoma port on Lake Tanganyika; and the Itungi and Mbamba Bay Ports on Lake Nyasa (URT, 2004). Such ports

can be essential links to different terrestrial and aquatic attractions in Tanzania.

Global air transport has risen to about 123 million seats annually between 2004 and 2007. The figures for Africa show high growth in all types of scheduled air travel: intercontinental traffic, international traffic within Africa, and domestic travel. The growth and development of international air transport and tourism positively influence each other. In recent times, driving forces in their performance included liberalization, privatization, and emergence of new business models of low-cost carriers in the world (Rodolfo, 2004). In the case of Tanzania, liberalization and privatization of air transport services have maximized the gains for the tourism industry and the expansion of air transport services in the country. According to Shirima (2002), about two decades ago many countries dominated air transport. Liberalization emerged from the USA in late 1970s, and finally spread over to other countries all over the world. In Tanzania, the national carrier, Air Tanzania Company Limited was the sole service provider of domestic air travel. The government liberalization policy on domestic air services came into existence and created the opportunity for other private domestic airlines to be established in Tanzania from the early 1990s. This fueled the emergence of Low Cost Carriers (LCCs).

Transport contributes significantly to socio economic needs (URT, 2010). The transport industry facilitates movements of tourists from one place to another through various modes of transportation. Therefore, the development of tourism also depends on the transport industry (Hall, 2002). A tourist always thinks of safe, comfortable and convenient mode of transport. Lyall (2005) asserts that cost and time are also important considerations while deciding on the mode of travel. Travel and tourism can be as good as technology advances. This means as transport

technology advancements, tourism tends to grow. Tourism as an industry can only be developed in the time taken to cover the long distances. Thus time should be cut to the minimum. Consumer psychology is as present in tourist industry as in any other service industry. Thus, tourists like to maximise the returns on their spending by covering in their tour itinerary as many places as possible within a limited timeframe.

One of the various obstacles to achieving an increase in international tourism in Tanzania is the serious deficiency in travel facilities from the main points of arrival in the country to the tourist attraction which the tourists want to visit and stay at. The growth of air travel capacity during the next decade will have to cater to this requirement (URT, 2002). Road transport plays a major role in short and long distance travel. However, the share of buses is only 1.3% while cars, jeeps and taxis constitute 7.8% of the total road traffic. Hence, it is inadequately developed (URT, 2004). The role of luxury coaches and rent-a-car system is virtually insignificant in Tanzania and has only a symbolic existence in and between certain metropolitan cities. The service through this mode offered today is lacking in comfort and choice and is thus an impediment in the growth of domestic as well as international tourist (ASIR, 2004). Road traffic, in spite of its shortcomings, is one of the major modes of transport for inland tourists.

No tourism activity can take place without tourist transport (Lyall, 2005). Operation of tourist transport is a highly skilled activity and requires a high degree or sense of imagination. Primarily the operations management requires foresight, planning and deep knowledge of geographical areas in which the operation of tourist transport is taken place (King and Bowie, 2007). Management of tourism transport can be categorized into two segments: for the up-market travelers and low budget travelers.

The up market travelers use luxury coaches, tourist taxies or chauffeur driven and self-driven cars. Low budget travelers use buses operated by state transport undertaking, tourist cars and coaches, conducted tours operated by private and government agencies for sightseeing and excursion and contract carriage buses operated by private agencies on inter-state routes.

3.0 METHODOLOGY

The purpose of this article was to investigate and also enable stakeholders to share with authors their concrete experience so that it may assist the government of United Republic of Tanzania by pointing out where the government could have done or should do better to develop tourism industry. To achieve such objectives, the rest of this paper has been arranged to reflect on a brief exposition of the current status of modes of transport and infrastructures in relation to tourism activities and tourism assets in Tanzania. The scope of the article was limited to reviewing the validity of the theory that linked transport modes, networks and infrastructures with tourism sector. The article reviewed, summarized and analysed secondary data, government reports, journals, books, local and international tourism reports, and other literatures about transport modes, networks and infrastructures. Through these retrospective strategies, interviews of different tourists, destination managers, tourism experts, transport managers, aviation analysts and engineers were carried out by different authors and organizations.

4.0 FINDINGS

4.1 Road Transport and Infrastructures

Road infrastructures as the basic foundation of road transport system for tourists are relatively poor and unreliable. URT (2004) asserts that in Tanzania the road network is classified on the basis of administrative

division which entails trunk roads, urban roads, regional roads, district roads and unclassified roads. However, the trunk road system has remained the same in its

orientation since independence at which there were only about 400 kilometers of bitumen trunk road.

Table 1: Length of Road Transport in Tanzania (by kilometers)No. Road Class Paved Unpaved Total1 Trunk Roads 3,830 6,470 10,3002 Regional Roads 100 24,600 24,7003 District Roads 30 19,970 20,0004 Unclassified Roads 0 27,550 27,5505 Urban Roads 470 1,980 2,450

TOTAL 4,430 80,570 85,000Source: Ministry of Communication and Transportation of Tanzania (2004)

The tourists’ choice for a particular mode of transport depends on a variety of factors including availability of different modes of travel, transport cost for the chosen mode, status of infrastructure, type of experience, distance, time, safety, geography, status and comfort. A tourist always considers safe, comfortable and convenient modes of transport. Cost and time are also important considerations while deciding on the mode of travel. Road network connecting Tanzania’s main centres and the country can hardly be crossed in both a north-south and east-west direction via tarmacked roads. Access to many of the main tourism attractions is limited to gravel roads which are mostly only navigable by means of 4-wheel drive vehicles and only in dry season.

ASIR (2004) described public transportation safety in Tanzania as poor and unorganized. Buses are often old, poorly maintained and very overcrowded. Luxurious buses are somehow more comfortable, expensive and make fewer stops than conventional ones. Bus drivers tend to overspeed and ignore traffic signals and signs, and many drive for extended hours. Mini buses or dala dala are not a good travel option because they are slower and more dangerous than buses and serve shorter routes. Dala dala are often overcrowded, operated unsafely, and poorly

maintained. Passengers often hang out of doors and may jump on or off while the vehicle is moving, and petty theft is a problem. BICO (2006) estimates that in 2006 alone, there was a total economic loss of Tsh 508,019 million which is equivalent to US $446 million or 3.4 percent of the GDP due to the reported 2,838 fatalities and more than 15,855 personal injuries and damaged motor vehicles.

Many tourists would not prefer such mode of transport as it jeopardizes not only their lives, health status, insurance coverage but also their humanity. Khadaroo (2007) asserts that most tourists, being citizens of developed countries are accustomed to modern and efficient transport infrastructure. They expect to experience in the destination country comforts similar to home. By reducing congestion and increasing country liveability, public transport may deliver a number of important tourism economic benefits and diversify tourism products and services in both urban and rural settings. Public road transport is the most preferred and affordable mode of transport for domestic tourists. A well-run and safe public transport system is at the heart of ensuring that Tanzania’s tourist attractions are accessible, sustainable and productive.

Well-designed public road transport systems can also strengthen the movement of tourists even to remote inaccessible attractions. Transport system is responsible for connecting tourism generating countries to destinations as well as providing transport within destinations. However, from a conservation perspective, sometimes an undeveloped road system can be applied as a control mechanism to maintain the wilderness character of the destination and some tourists would take it as an adventure. Although the provision of adequate and appropriate transport infrastructure is a vital for tourism development, the government should be extra careful in upgrading some of the gravel access roads to and within the parks. For example, the controversial SENAPA road through the Serengeti National Park.

4.2 Railway System and Infrastructure

The railway is the principal mode of transport used for interregional transport. In 2003 a total of 1,705,000 passengers in Tanzania used it for transport (URT, 2004). However, road transport also plays a very significant role because the train transport does not cover the whole country and is also due to the limited capacity of the existing railway companies. Tanzania has two railway systems: Tanzania Railways Limited Company, (TRL) and Tanzania Zambia Railway Authority (TAZARA). The TAZARA railway line is 1,860 kilometers long and extends between the Dar es Salaam port in Tanzania to New Kapiri Mposhi in Zambia. The gauge is 1.067 meters compatible with railways of Southern African countries. It passes nearby to Mikumi National Park, Seolus Game Reserve, Jukumu Wildlife Management Area, Udzungwa Mountain National Park, Ulugulu Nature Reserve, Kihansi Partial Game Reserve and Kilombelo Forest Reserve. TAZARA also connects the country with Zimbabwe and South Africa. TRL is fully owned by Tanzania Government while TAZARA is owned jointly by Tanzania and Zambia on 50/50 basis (URT, 2004).

Table 2: Number of Railway Passengers in TanzaniaYear TRL Passengers TAZARA Passengers Total Railway1999 615,000 1,422,000 2,037,0002000 631,000 1,543,000 2,174,0002001 728,000 1,541,000 2,269,0002002 685,000 1,069,000 1,754,0002003 683,000 1,022,000 1,705,000

Source: Ministry of Communication and Transportation of Tanzania (2004)

The competitiveness of railway speed, comfort, reliability and the safety of trains compared with road transport is relatively higher in Tanzania. There are international railway tracks connecting Tanzania with neighboring countries. Railway transport, therefore, facilitates accessibility of the country for both domestic and international

tourists. It is worth noting that the construction of railways in Tanzania was primarily initiated for boosting the economy and friendship in the East and Central African Region, not by a desire to increase the number of tourists. However, the country may diversify and designate the usage of railway tracks for tourist attraction and tourist

transport. By using gorgeous and scenic natural features alongside existing tracks (such as Game Reserves, open areas, rivers, lakes, National Parks and mountains sections with bridges and tunnels) it can attract a number of visitors. Some of the attractions can easily and only be accessed by railway transport.

The chance for further improvement of railway transport services in Tanzania is always there. The government should integrate TAZARA and TRL tracks into one railway transport system. This will interconnect several cities in the SADC region with the major tourist attractions. Railway networks are like trees; they cannot succeed without roots and branch lines. Improved service parameters include regular intervals, new comfortable carriages, new stops to bring trains into city centres, airports and tourist resorts, as well as using the existing railway tracks and constructing new ones. The government should increase the attractiveness of railway lines and also improve the quality and reliability of railway networks and infrastructures. Globally, passenger trains normally function as long distance intercity travel, intracity travel or local urban transit services. They can normally be divided into two operations: intercity railway and intracity transit. All train services are equally important as far as tourism activities and transport are concerned. Tanzania has currently commenced intracity train transport in Dar es Salaam to trim down the transport congestion problem. The government decision to establish and expand intracity train transport system will facilitate timely movements of tourists in the city though there are always doubt about safety, sustainability, comfortability and train fare of the project.However, there are serious abnormalities with the timetable, issuance of tickets, booking, train cancellation and train arrangements in Tanzania and therefore, these cause inconveniences to tourists. Most regional

trains are hardly run perfectly on time. Serious delays are not handled properly in a way that passengers would be satisfied. Many railway employees are not customer oriented. For railway companies to cope with modern tourism business practices, they should change the system of railway ticketing in Tanzania. They could opt for an internet based rail ticket booking and cancellation system through their websites and mobile phones. They should also offer loyalty program for frequent railway travelers. Through this program, passengers can avail themselves of discounts on all tickets booked round the year by paying an upfront annual fee. Also, railway companies should designate train categories and coach classes such as ordinary, express and royal trains for domestic and international tourists as independent packages.

4.3 Water Transport and Infrastructure

Tanzania has five major marine ports namely Dar-es-Salaam, Tanga, Mtwara, Zanzibar and Pemba. Smaller marine ports are Lindi, Kilwa and Kilindoni on Mafia Island. The major ones are used for international as well as coastal shipping whereas the smaller ones are entirely for coastal shipping. Dar-es-Salaam is the largest and accounts for 87% of total ports’ traffic. Apart from these ocean ports there are lake shipping services in the three largest lakes which are Victoria, Tanganyika and Nyasa where the major ports are respectively Mwanza, Musoma and Kemondo Bay, Kigoma Itungi and Mbamba Bay. There are many inaccessible aquatic tourism attractions as many of water vessels do not make scheduled trips to these attractions. In land water vessel services in Tanzania are dominated by 8 water vessels of which 4 are in Lake Victoria, 2 in Lake Nyasa and 2 in Lake Tanganyika. The total passengers capacity for all vessel is 4, 037. MV Victoria has the highest capacity of 1,200 passengers while MV Iringa has lowest capacity of 139 passengers. URT (2004) asserts that the oldest

inland water vessel is MV Liemba which was manufactured in 1913 while MV Serengeti is

the only modern water vessel manufactured in 1983.

Table 3: Number of Passengers of Inland Water Transport in TanzaniaPort 1999 2000 2001 2002 2003

1. Mwanza 144,193 113,798 106,173 126,866 118,7422. Bukoba 73,121 67,637 68,991 67,788 80,1063. Musoma N/K 1,480 4,740 4,380 2,8694. Kigoma 18,458 13,208 13,182 39,594 15,5145. Itungi Port 7,848 8,225 6,608 11,983 8,1806. KemondoBay 10,068 9,773 8,777 8,781 9,3787. Mbamba bay 3,234 2,445 2,520 3,500 1,3988. Nansio 75,640 67,500 68,450 58,316 35,198

TOTAL 332,562 284,066 279,441 321,208 271,385Source: Ministry of Communication and Transportation of Tanzania (2004)

Dar es Salaam port provides marine transport for passengers arriving by several cruise vessels travelling to Zanzibar, Bongoyo Island, and Mtwara. It serves nearly 23 major international shipping lines offering transport services between Dar es Salaam and Southern Africa, Western Africa, Canada, Persian Gulf, India Sub Continent, the Gulf and Europe, and the Far East. The major scheduled operators in the Dar es Salaam - Zanzibar route are AZAM Coastal Fast Ferries Limited, Star Ferries Limited (Sea Express), Sea Star Services, Seagull Company Limited and Flying Horse Limited. The local marine vessels’ capacities range from 450 to 200 passengers. The fare ranges from Tsh. 13,000 to Tsh, 25,000. There are also few vessels that are purely on hire for tourists and sightseeing purposes (SUMATRA, 2011).

The water mode of transport is one of the most adventurous ways for tourists to travel to and from a destination. It is not only a way to travel but a tourism experience in and of itself. Cruise tourism has been rapidly growing around the world, as both a means to travel to a destination and as an experience. Cruising has been a significant tourist industry as cruisers look like floating resorts where tourists enjoy luxury and entertainment while travelling towards different destinations. Transportation is not just about moving people from one point to another. It is about making the journey pleasurable and efficient, with good service and comfortable environment. The development of Tanzania as a cruise destination requires exhaustive economic, environmental and social assessment. This is because cruise tourism counteracts the development of local economy. This is because as much income as possible is spent by the tourists on the cruise ship itself in the form of gift shops, entertainment, casinos and bars or on island facilities owned by cruise shipping companies (WTTC, 2002).

Tanzania should consider the capacity of existing water tourism product, water transport infrastructure, transport services and tour operations to meet the escalating needs of water tourism market. Efficient and luxurious water vessels often set the tone for water tourism and leave impressions that can last for a lifetime. Intensification and extension of coastal shipping services through privatization, modernisation and government intervention to shipping services may also increase the number and type of tourists to inaccessible marine attractions. Movements of tourists from the coast side to isolated cruising destinations of Bagamoyo, Kilwa, Mafia, Zanzibar, Lindi and Mtwara could be simplified. This could also shorten the inter destination movements between marine and some terrestrial attractions, for example Rufiji is closer to Selous Game Reserve, Kilwa Township, the Mafia Island, Lindi, Mtwara, and Saadani National Park (URT, 2011).

4.4 Air Transport and Infrastructure

Civil Aviation Industry of Tanzania commenced in 1977 after the collapsing of the East African Airways Corporation, the company which was jointly owned by the governments of Kenya, Tanzania and Uganda. Tanzania initiated the national charter company, then Air Tanzania Corporation (ATC), to provide air transport services within Tanzania and the rest of the world. Apart from being a National Charter, ATC was also the airline company offering domestic scheduled commercial air transport services until 1998. Scheduled air transport services are now liberalized. This has enabled private airline companies to provide domestic services. Initially, ATC monopolized and dominated domestic market of the scheduled services in the country. Its domination was fueled by the superiority of its equipment over other operators (Shirima, 2002 and URT, 2004).

Today, the ATC is limping with only very few operational aircraft. Private airline companies have dominated the entire domestic market share. Up to 2011 the domestic market share was

as follows: Precision Air Services 58.8%, Fast Jet 21.8%, Zan Air 4.2%, Auric Air Services 2.0%, Air Tanzania Company Ltd 0.4% and others 12.8%. From 1977 to 2000, domestic passenger traffic for both scheduled airlines and charters grew substantially from 86,000 in 1977 to 562,785 passengers in 1999. The number of operators increased significantly from 22 in 1996 to 29 in 1999. The hours flown also increased from 34,342 hours in 1996 to 76,944 hours in 1999 (TCAA, 2011).

According to Mrindoko (2013) civil aviation competition in Tanzania has intensified after the coming of FastJet, a Low Cost Carrier, which was a catastrophic challenge to local airlines including Precision Air and the Air Tanzania Company Limited (ATCL). But the main encounter remains between two giants: FastJet and Precision Air. FastJet has recently been granted permission to operate international flights from Tanzania to South Africa, Zambia and Rwanda making it the first African low cost network.

There are 66 government run airports and airstrips in Tanzania. Each regional headquarter has an airport and there are scheduled flights to some regional capitals. Of the 66 airports and airstrips the major ones are Julius Kambarage Nyerere International Airport, Songwe International Airport and Kilimanjaro International Airport. Major domestic airports at Mtwara, Mwanza, Dodoma, Tanga, Zanzibar and Pemba and other regional airports such as Tabora, Lindi, Bukoba, and Songea. As of November 2007, of an estimated 2,900 airports in Africa, there are 280 airports receiving regularly scheduled services (Bonfinger, 2008).

There is still an immense demand for more airlines in the African continent and a need for more low-fare carriers and modern airports (Bonfinger, 2008). The African airline industry makes up only 4% of global air traffic (CAI, 2013). The reasons for taking such a small share of the aviation market are poor infrastructure, stalled liberalization, high taxes and fuel charges (ADBG, 2012). Air transport has become the most preferred mode of transport for tourists to and within Africa. It is because there are several parts of the continent that are still inaccessible with poorly developed road, poor harsh climatic condition and unreliable rail transport systems and networks. Africa’s airline industry is challenged by airline safety standards and operating problems. Statistics show that the continent accounts for the majority of the world’s fatal aircraft accidents (Zaki, 2012). World Bank asserts that an air passenger is 30 times more likely to die in a crash in Africa than in the world's safest country for aviation, the United States (CAI, 2013). The International Civil Aviation Organisation noted that over the period from 2001 to 2010, the accident rate associated with a relatively low number of commercial flights in the region was about four times higher than in other areas (ADBG, 2012).

Tanzania is facing serious demand for air transport. URT (2002) asserts that there is a poor access to international and local flights, and a high cost of internal transport. International tour operators claim that an international access to other destinations in East and Central Africa is easier and cheaper than Tanzania. Study by Intervistas for IATA concludes that the price elasticity of air transport within Africa is relatively high. Bonfinger (2008) describes air travel within Africa as considerably more expensive per mile flown than intercontinental travel (URT, 2002). According to the report, it is easier and cheaper for international tourist to buy international air ticket to and from Tanzania but it is absolutely more expensive for the same tourists and majority of domestic tourists to buy domestic air ticket for inter destination movement. Among other things, the country also struggles with a lack of routes linking cities, a lack of regular flights flying them and a lack of profitable airlines. Tanzania is endowed with enormous tourist attractions in the continent. The country ranks fourth among countries

south of Sahara with good opportunities in domestic air transport, but lacks reliable airlines and national flag carrier to fly in the destination. The open skies policy in Tanzania allows competition between airline companies within and outside its borders. Today, the stiff competition lies mainly in the hands of FastJet and the Precision Air.

The struggling growth of domestic air transport in Tanzania has been partly fueled by the escalating tourism industry as the only reliable, safe and fast mode of transport in Tanzania. Air transport overweighs sluggish water, road and railway modes of transport. Tourists take more than 12 hours to drive from Julius Kambarage International Airport to southern or northern tourist sites, while a chartered aircraft can cover the same distance in less than two hours. Hindrances to the growth of the domestic air transport include poor airport infrastructures and lack of airports in potential destinations such as Morogoro, Ruvuma, Iringa, Tabora and Kigoma regions that are counted as tourist hotspots due to their spectacular tourist attractions. Such destinations have small and substandard airports that can accommodate and only allow certain types of equipments. The airline industry today is promising due to the presence of several air operators, which offer competitive airfare and air services. But their services are limited to a few regions with adequate infrastructures. For example, the coming of the African Low Cost Carriet Fastjet to the aviation industry in Tanzania is seen as good news to air travellers following the reduction of fare, although it has only been possible to travel to four regions with adequate airports.

5.0 CONCLUSIONS

The government of the United Republic of Tanzania realizes the contribution of tourism industry to its national economy. It is therefore taking some adequate and considerable measures for the improvement of transportation infrastructures and networks for successful implementation of tourism activities. The modes of transport such as railways, air and water are completely underdeveloped due to inadequate investment and lack of seriousness as well as the complex geography of the country. Road transport is the only reliable and affordable mode of transport for both domestic and international tourists. The country lacks national air charter to facilitate reliable air transport for tourists. The coming of a low cost airline has simplified air transport in Tanzania in terms of air time and airfare though this has been limited by the capability, geography and capacity of the airports. Lack of modern and specific tourism transport infrastructure and networks may have contributed to low number of international tourists visiting Tanzania.

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