Introduction
Somaliland declared itself as a separate independent country in 1991, but International recognition is yet elusive for Somaliland। It still is considered a region of Somalia, however Somalia continues to be plagued by conflicts amongst different clan and militia groups, and has not legitimate government।
Somaliland has arduously formulated its independent constitution and Government and has moved ahead with peace and development initiatives। It is undoubtedly a most unusual circumstance for a country। Whatever the current status, historically Somaliland was very much connected to Somalia, and they share a common history.
Somalia as a nation state is a 20th century phenomenon, earlier it comprised of large clans residing in the geographical area governed by their own clan norms and values। The clan structure and affiliations have historically dominated, and continue to do so, the socio-cultural and political canvass of Somalia. During the colonial era different regions of Somalia were either occupied or colonized by different European countries. Given their strategic interest in the port of Aden, the Northern part became the Protectorate of the British, the French captured former French Somaliland (now the Republic of Djibouti), the Italians moved into southern Somalia in 1893, and the Ethiopian emperor, Menelik annexed the western Somalia in the late 19th century.
Depending on the political interest of the colonizing countries, the administrative and development approach differed in each of these regions। The physical and administrative infrastructure in each of these regions therefore differed vastly. The syndrome of somewhat illogical mergers or divisions, that accompanied many a colonies independence applied to Somalia too. In June 1960 the Somali Republic was established by merging the Italian `Trust Territory’ and the British Protectorate. At its independence the Somalia Republic had inherited, the clan and the colonies politics, a situation hardly conducive to Nation building.
The initial years after independence were therefore characterized by internal tensions, coupled with the feeble and relatively unsuccessful attempts of the new government towards governance and nation building। In 1969 General Mohamed Siad Barre, overthrew the civilian Government and established a Government, which professed scientific socialism and lasted till 1991. Although there were some positive steps taken during these years, the Barre years were characterized by favoritism and partisan clan based politics on one hand, on the other hand it became involved in the cold war politics.
As a matter of fact, neither Somalia nor Somaliland –an independent state but not recognized yet has not been improved the structural elements that provide the framework supporting an entire structure mainly roads due to lack of resources and civil wars।
The Situation of the Roads
The major roads are very poor condition despite the constructed road by Italian and Chinese during the previous Government of Said Bare। The worst area include the northwest region of Awdal, which has been remained as a forgotten region in terms of developmental programs for both grants from World Bank & other donors through the governments of Somalia and Somaliland, the major roads that join Borama to other main parts of the region remained very deprived। It is quite funny to note that Borama has good strategic and geographical location hence there are poor infrastructure, which has impacted the business of the town। This has a philosophical consequence on the town since the movement of trade is no longer promising।
The Landscape of the Town
On the other hand, central Borama town is well laid out, but recent developments on the periphery appear unplanned. The District itself is slowly recovering from civil unrest and subsequently the provision of public utilities has suffered. Borama has road links with other districts in the region. The two major links are to Hargeisa and to Djibouti through Zeila. There is a constant flow of traffic on these two roads, about 30km of Hargeisa-Borama road is unluckily very rough. Another road runs between Borama, Baki and Lughaya. Other economically important roads include those through Borama to Ethiopia. Many of the roads have however been eroded by run off water from the surrounding mountains, and the roads are generally in poor condition. Thus, transportation costs are high and these costs have impacted significantly on the economic growth of Borama town.
Diaspora:
Diaspora people play significant role and made impressive progress for contributing to their homeland, initially this people worked very hard and supported in the educational activities for Amoud University, and thought-provoking primary educations। Furthermore, funding health projects was also such remarkable success though the roads were less prioritized at that time.
Dreams of Dilla-Borama Road
Additionally, movements began in cohorts and many people come to dream, and I believe that every body living in Borama who has sense of dreaming can dream the construction of Dilla-Borama road, but the matter is how the dreams can be put in to action, the poor infrastructures mentioned in the above paragraph have resulted fortunately the formation of Awdal Roads Network Association led by Abdirahman Mohamoud Muse and Abdikadir Aden Nour।
Friends of Development Forum
On top of this, we as a Friends Development forum (a body of young concerned intellectuals through out the world) established on February 2007, want to play a major role in supporting to ARNA in the implementation of its program, the formation of this forum was to develop a project proposal for the poor roads of Awdal region, the idea of this was initiated by Abdirahman Aden a first batch graduate of Amoud University and a humanitarian development worker of UN-Habitat, after being developed an article entitled Borama Dark dots (you can find this article from http://www.horusocod.blogspot.com/) this article has upshot to discuss and analyze and further the establishment of this forum has been introduced।
In addition to this the forum who were from all over the world have taking place the discussion through Google groups, the participants were also very engaged and interested about the construction of Dilla-Borama road, and letter presented the prioritized needs assessment। Some of the participants were Mr. Ridwan Osman, Mukhtar H. Maidene who was the facilitator of the forum, A/rahman Aden, Ahmed Yasin, Yurub A/rahman, A/lahi Mead Hori, Sa’ed M. Dahir, Moh’ed Farah, Wais Kasim, Mahdi Omer Sheikh and so on. More over Mohamed Barkhad Riyale who works with UNHCR was also an active member for this group.
The group has presented several times the need for construction of Dilla-Borama road in a written form and familiarized this idea। Fortunately the council of Borama district under the leadership of the Mayor of Borama A/rahman has made enormous achievement about the on hand construction of Borama road, the two kilometers highway in side the town is about to complete and this is a significant forward step.
One of the notable promises is that the local contributions already started by the communities including the businessman, a good example of this is TELESOM Company managed by A/kadir Aden Nour, the Vice Chairman of ARNA। Also there is a great need for contribution of International communities, international organizations, UN-agencies and Somali Landers where ever they are, to play a major role for this ongoing activities.
Bibliography of ARNA Chairperson
Doubt is the beginning of wisdom But Faiths will move mountains; here below is brief information about Abdi rahman Mohamoud Muse, currently the Chairman of Awdal Road Network Association। Abdi was born in Borama in 1950; he completed his elementary and intermediate education at Borama, while his high school was 1st July in Hargeisa। He finished his BSc Degree in Somali National University in 1974 majoring Chemistry। After a year or two in national service (being a teacher at high schools in different locations in Somalia) he left the country to Saudi Arabia where he had stayed until 1982। In that year he returned to Djibouti and resided there as a prominent businessman in Djibouti।
In 1985 he returned to Borama and started some businesses there। By this time, he was among the few educated men living in Borama as most of the academics were living in Mogadishu and Hargeisa. In 1986 he was a member of the founding members of the first local NGO (GUUS) to be established in Borama. GUUS was also among the first 5 NGO’s established throughout Somalia. Since then he carried out many rehabilitation activities in Awdal region. In 1997 he became an active member of Amoud University Technical Support Committee where he played very effective role in making Amoud a success institution in higher learning. Similarly, he was a member of the academics who introduced the alien concept Public-Private Partnership and as such founded SHABA Water Agency, where he is a member of its BOD. In the late of 1990s he also served as the Chairperson of Awdal Health Board. Later on he founded another NGO called SPSDRA that operates some parts of Awdal and Hargeisa regions. The organization is affiliated with IFAD and carries out soil and water conservation programs. He was the Agent of Idiris Muhumed Sa’ad, the founder of Rays Hotel and carried out the construction of that five-star Hotel on behalf of the owner. Now, he is an active member of local businessman who are attempting to replicate the success of SHABA to other sectors and trying to bring together the power supply companies in Borama to provide better and affordable services.
Last but not the least, he was elected the chairperson of AWDAL ROADS NETWORK ASSOCIATION, a post that he currently holds। Considering to his previous experience and implementing successful projects, I believe on the other hand that he can significantly exceed the requirements for such activities to be carried.
Recommendations Finally I have made the following recommendations if it is acceptable:
* Ongoing support to the road administrations is crucial and must be based on output driven achievements rather than the already over stated theoretical planning.
* Implementation of solutions for the previously identified needs is important.
* A clear definition and assessment of the supervisory requirements must be formulated to prevent unforeseen expenditure during the construction.
* Objectives must be aimed at economically and financially viable, socially acceptable and environmentally sound goals.
* Any future civil works components must extend to include the impact on overall road sector planning and maintainability and not just emergency type actions.
* A major area of focus for ensuring sustainability would be in relation to control of overloading, which appears to be a serious problem and will negatively affect all road repair actions, if not controlled.
* Dedicated road funding must be at a level, which is not disproportionate to funds available for other essential social services, including health and education.
* T he need for further assistance towards institutional development and road sector management must be set against definite conditions for assistance.
* Detailed investigation and formulation of engineer’s detailed cost estimates and the formulation of works-applicable appropriate specifications must be included in any future infrastructure projects.
* Broader based stakeholder inputs, in determining the needs and requirements of any future programmes, should be considered prior to finalization of institutional structures and civil works being initiated।
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