GOVERNMENT OF SOMALILAND

 

 

 

 

 

MINISTRY OF TRANSPORT AND ROADS DEVELOPMENT (MOTRD) & ROADS DEVELOPMENT AGENCY (RDA)

 

 

 

 

 

Consultancy services for the feasibility study preliminary and detailed engineering design, Environmental and social Impact Assessment (ESIA) and preparation of Tender documents for upgrading of

Zeila-Asha Addo Road (22km)

Ref No.:  S/L/RDA/LFBR/SVS/2019-10/002

 

 

 

 

 

 

 

 

 

 

 

 

 

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (Final)

March 2025

 

 

 

 

 

 

CLIENT:	SOMALILAND ROADS DEVELOPMENT AGENCY (RDA)
FUNDING ORGANIZATION:	AFRICAN DEVELOPMENT BANK
PROJECT TITLE:	Feasibility Study, ESIA and Detailed Engineering Design and Tender Document Preparation of Zeila-Asha Addo Road Project
COUNTRY:	SOMALILAND
REPORT TITLE:	ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
PROJECT REF. NO:	S/L/RDA/LFBR/SVS/2019-10/002

 

Project team	Team leader	Nuru Netre
		Nega Abrha, Principal Environmentalist
		Asefa Ashango, Senior Sociologist
	Team members	Desta Tadesse, Hydrologist
		Selemon Asefa, Material Engineer
		Hilu Kenea, Socio-Economist
		Abderhuman, Junior Environmental Engineer
Somaliland Roads Development Agency (RDA)	Project Implementation Unit	Abdillahi Ibrahim, Project Manager Jimcale Dahir, Chief Project Engineer Ahmed Mohamed, Project Engineer

 

 

 

 

 

 

 

 

Table of Content

Table of Content ix

List of Tables. xii

List of Figures. xiii

Acronyms and Abbreviations. xiv

EXECUTIVE SUMMARY.. xv

1.       INTRODUCTION.. 1

1.1. Introduction and Purpose. 1

1.2. Analysis of Alternatives. 1

2.      PROJECT DESCRIPTION.. 5

3.       LEGAL, REGULATORY AND INSTITUTIONAL CONSIDERATIONS. 7

3.1. General 7

3.2. Relevant National Policies. 7

3.3. The Relevant International Conventions and Protocols. 8

3.4. Africa Development Bank Operational Safeguard Policy. 9

3.5. Institutional Framework. 13

4.      APPROACH AND METHODOLOGY.. 15

4.1. Review of Literature, Guidelines, and Previous study. 15

4.2. Field Visits. 15

4.3. Stakeholders Consultation. 15

4.4. Method of Impact Prediction and Evaluation. 16

4.5. Mitigation Measures. 17

5. BASELINE CONDTION OF THE EXISTING ENVIRONMENT.. 18

5.1. Physical Environment 18

5.1.1. Topography. 18

5.1.2. Geology. 18

5.1.3. Soils. 19

5.1.4. Climate. 19

5.1.5. Water Resources and Drainage. 20

5.1.6. Land use and land cover. 21

5.2. Biological Environment 22

5.2.1. Flora. 22

5.2.2. Wildlife. 23

5.2.3. Environmentally Sensitive Areas. 24

5.3. Socio economic condition. 24

5.3.1. Administration. 24

5.3.2. Demography, Ethnicity, Language and Culture. 24

5.3.3. Population in the Project Area. 25

5.3.4. Economic Activity and Livelihood. 25

5.3.5. Social Services and Infrastructures. 26

6. PUBLIC CONSULTATION AND PARTICIPATION.. 30

6.1. Identification of Stakeholders. 30

6.2. Consultation Processes and Outputs. 30

6.3. Summery Consultation Outputs. 31

7. GRIEVANCES REDRESS MECHANISM... 33

7.1. Need for Grievance Redress. 33

7.2. Types of Grievances. 34

7.3. Sources of Grievances. 34

7.4. Grievance Management Approach. 35

7.5. Grievance Redress Mechanism... 35

7.6. Dispute procedure. 37

7.7. Role of PAP’s Representatives in Grievance Redress Committee. 38

8. IMPACT IDENTIFICATION AND EVALUATION.. 39

8.1. Identification of Impacts. 39

8.2. Evaluation of Impacts. 40

9. IMPACT MITIGATION AND ENHANCEMENT MEASURES. 42

9.1. Positive Impacts of the Project 42

9.1.1. Local Income-generation During Construction. 42

9.1.2. Gender Impacts. 42

9.1.3. Economic Growth. 43

9.1.4. Traffic Safety. 43

9.1.5. Local Social and Socio-economic Benefits during Operation. 43

9.2. Negative Impacts. 44

9.2.1. Impacts on Water Pollution from Sanitary and other Wastes and Spillages. 44

9.2.2. Impacts of Competition for Water Resources. 45

9.2.3. Impacts on Natural Vegetation. 46

9.2.4. Impact on Land Resources. 47

9.2.5. Air Pollution. 48

9.2.6. Noise Pollution. 49

9.2.7. Impacts of Public Health and Safety. 49

9.2.8. Impacts of occupational Health and Safety. 51

9.2.9. Impacts on Wildlife Corridor. 51

9.2.10. Impacts of Coastal land plain Activities on Red Sea. 52

9.2.11. Impacts of Construction Spoils. 52

10.        OUTLINE ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (ESMP). 54

11.     Conclusion & Recommendations. 60

11.1. Key Aspects to Include in Bidding Documents. 60

11.2. Recommendations. 60

ANNEX I    List of Contacted Officials/Persons. 62

ANNEX III Minor drainage structures on the Zeila-Asha Addo road project 63

ANNEX III Minutes of Meeting during public consultation. 64

 

 

List of Tables

Table 1 Summary of Major Impacts and Mitigation Measure. xviii

Table 2 Comparison between Do nothing & Construction of the road. 2

Table 3 Comparison of construction technologies (option & option) 2

Table 4 the Project Description. 5

Table 5 Geographic location of Towns along the Project Road. 5

Table 6 Relevant National Acts & Policies. 7

Table 7 Relevant International Conventions & Protocols. 8

Table 8 Applicable AfDB Operational Safeguards (OS1-Os10). 9

Table 9 Institutional Framework relevant to the implementation of the project 13

Table 10 Pictures showing flat of the project 18

Table 11 Vegetation type in the Zeila-Asha Addo Road Project 22

Table 12 Major wildlife species in the project area (fauna). 23

Table 13 Settlements along the proposed corridor. 24

Table 14  Water sources along the proposed corridor. 27

Table 15 Health Facilities alongside the road project 27

Table 16 Health professionals alongside the road project 28

Table 17 Number of Schools alongside the road project 28

Table 18 Identification and Evaluation of Potential Environmental Impacts: Zeila-Asha Addo Road Project road project 41

Table 19 Environmental and Social Management Plan. 55

 

 

 

 

 

List of Figures

Figure 1 Location Map for Zeila-Asha Addo Road Project (Line 2B). 6

Figure 2: Nature of an Environmental Impact before and After Project Initiation (Glasson, 1999). 17

Figure 3:  Showing Topography (Elevation) along the project area. 18

Figure  4 Geological map of the project area (Source Geological Map of Somali land). 19

Figure  5 Pictures depicting soils in the project area/ On the Coastal low lands. 19

Figure  6 Water Source along the Route on the low coastal plain. 20

Figure  7 Watershed map of Road Project 21

Figure  8 Pictures Depicting Land covers of the  project area near Zeila, top and loss of structures in Asha Addo (bottom). 22

Figure  9 Pictures illustrating the Flora of the project area (Coastal land vegetation). 23

Figure  10 Pictures illustrating consultation. 32

 

 

 

 

 

 

 

 

 

 

 

 

 

Acronyms and Abbreviations

 

ADB	African Development Bank
SE	SABA Engineering
CBO	Community Based Organization
CBD	Convention on Biological Diversity
CPA	Comprehensive Peace Agreement
EHS	Environmental Health Safety
EIA	Environmental Impact Assessment
ESIA	Environmental and Social Impact Assessment
ESAP	Environmental and Social Action Plan
ESMP	Environmental and Social Management Plan
FGD	Focus group discussions
GoSL	Government of Somali Land
MoAL	Ministry of Agriculture and Livestock Development
MoH	Ministry of Health
MoLPSHRM	Ministry of Labor, Public Service and Human Resources Management
NGO	Non-Governmental Organization
PPP	Polluter pays Principle
SLRA	SomalilandRoads Authority
RAP	Resettlement Action Plan
SLDP	SomalilandDevelopment Plan
TA	Traditional Authority
UNFCCC	United Nations Framework Convention on Climate Change
WB	World Bank

EXECUTIVE SUMMARY

Introduction and Background

The demand for roads within Somaliland has increased tremendously as the mobility of urban, suburban and regional commuters has increased, as has the transport of assorted agricultural produce, industrial raw materials and finished products. The demand has further increased since road transport has become the means of personalized transport. The remarkable economic growth achieved in the last few years by most developing countries in the Horn of Africa and the East African region has put a daunting pressure on infrastructure development, of which roads are the starting point. Consequently, the construction, expansion and upgrading of the national road (Zeila-Asha Addo in Somaliland) network was already a major aspect of the economic development program in Somaliland in and in the Horn of Africa countries.

The Somaliland Roads Authority acting as a duly representative of the Ministry of Transport and Road Development of the Government Republic of Somaliland in the road sector decided to construct the Zeila-Asha Addo Road Project. Pertinent to the above concept the Government of the Republic of Somaliland, represented by the Somaliland Roads Authority, an implementing agency of the Transport and Road Development, has been allocated grant funds from the African Development Fund towards Feasibility studies, Environmental and Social Impact Assessment, Resettlement Action Plan (RAP), Detailed Engineering Design, Cost Estimates and Preparation of Bidding Documents for Upgrading to Paved (Bitumen) Standard of Zeila-Asha Addo Road Project(22km).

The above mentioned project will be part of Borama-Hargeissa corridor. The project road Zeila-Asha Addo road starts at Ziela town, which is located in Eastern part of the Awdal region. The start point of the project is around 270km North East of Borama. The geographic coordinates is start and end point of the project road are Easting 333469 Northing 1255372 and Easting 329751 and Northing 1235409 respectively. The road will solve the prevailing nationwide transportation cost, transportation efficiency and serve as strategic link between Somaliland, Ethiopia and Djibouti, the link is approximately 15km away from Zeiela.

The Road Development Agency believes that infrastructure development and environmental protection should go hand in hand. ESIA is understood as an integrated part of the planning and construction process devoted to characterize socio-environmental impacts due to the realization of a project. It also seeks to define policies and strategies required to monitor and control such impacts. Hence, in order to understand the impact of the proposed road project on various socio-environmental factors and to propose appropriate measures to overcome adverse impacts, ESIA is taken as part of the Zeila-Asha Addo road project. According to the AfDB’s Integrated Safeguards System (ISS), which has operation safeguards / systems 1-10 (OS 1 – OS 10), the project is classified as Category 1 which calls for a full ESIA to be carried out.

Institutional and Legal Frameworks

Somaliland has been functioning as an independent state since 1991 despite the lack of international recognition. In pursuance of the resolutions of the Conference of the Somaliland Communities held in Burao on 27th April to 5th May 1991, which reaffirmed (their) independence with effect from 18th May 1991; and noting that the Conference of the Elders of the Somaliland Communities held in Borama from 24th January to 25th May 1993 adopted a National Charter. Therefore, cognizing the major reasons of paramount importance Country level through judicial procedures including National beliefs and cultural aspirations and through participation of all stakeholders; the people of Somaliland approved on 31st May, 2001

There are also different relevant policies and strategies:

• National Environment Policy, 2015
• Macro-economic Policy Issues
• National water policy
• Somaliland Tenure policy
• National Forestry and Wildlife Conservation Low-Act No. 69/2015
• International Conventions and
• Polluter Pay Principle (PPP), 1974
• Convention of Biological Diversity
• The United Nations Framework Convention on Climate Change (UNFCCC)
• The World Commission on Environment and development
• The Rio Declaration
• Africa Development Bank Policy; Bank’s Operational Safeguard.

Major Institutional that are applicable to the project are:

At the national and state level, The Ministry of Transport, The Ministry of Environment and Rural Development and the RDA are the most responsible organ in coordinating and organizing the implementation of the project. Zeila district administration together with the sectorial representatives such as education, health, agriculture including the security will play a vital role in assisting the implementation of the project through creating conducive atmosphere in regard to security and close follow up during project implementation. The Ministry of Environment importance shall be involved protecting the environment and sustainable development.

The African Development Bank (AfDB or the Bank) through its Bank’s Operational Safeguard shall assist the project in funding and overall monitoring and evaluation of the project road. The implementation of the project shall be influenced by various international organizations through their International guidelines, agreements, conventions and treaties that have environmental implications/provisions and as such cannot be contravened during project development phases.

 

 

ESIA objectives

The fundamental objective of this ESIA is to ensure that upgrading of the project is environmentally sound and contributes to the development. This report provides information on major environmental issues which needs due consideration during construction and operation stages of the project. It is also expected to provide a means whereby the overall environmental performance can be enhanced through.

• Identification and evaluation of the potential impacts associated with the project implementation and operation
• Preparation of plans and recommendations regarding measures that would minimize the adverse impacts and enhance the beneficial impacts.

Summary of the existing Environment to be impacted by the road project

Physiographic Setting: Zeila-Asha Addo road upgrading project is located on the Northern part of the Somaliland. The elevation of starting point is about 0 m above sea level, while that of end of the project is about 4 m above sea level. The proposed project centreline passes through flat terrain.

Population: There is no exact statistics defining the demography of the Country. The population of Awdal region, where the project road corridor is located is estimated at 673,264 (UNFPA 2014).

Climate: The project area is located in the then Awdal region and the current Salal Region in the Coastal plain zones where hot climate is predominating. The Coastal Plain is the zone with high temperatures and low rainfall. Summer temperatures in the region over 38 °C. However, temperatures come down during the winter as it reaches up to 45 °C during the hottest days. The climatic condition of the project area lies is arid. The average annual rainfall in the region is 446 millimetres (17.6 in) while the coastal zone, which is arid climate and receives less precipitation than the surrounding area. The major, rainy season (late March, April, May, and early June) experiences the heaviest rainfall in the coastal range gets rain while the plateau and the mountainous area are in dry condition.

Geology: Near the coast these terrestrial deposits merge into littoral marine deposits. Stratigraphically the plain is divided into four concentric zones, truncated by the sea coast: (i) the Older Boulder Beds; (ii) the younger gravels; (iii) the Zeila plain "laterite"; and (iv) the Coastal Marine beds.

Soil Type: In the low lying flat lands and coastal plains Alluvial and colluvial deposits are soils which are deposited after transportation by means of water and gravity respectively. Mostly alluvial and colluvial deposits in the project stretch are found in the valley and flat topography. Sand, silt and clay intermixed with gravel sized rock fragments are the dominant lithologies. 

Land use and Land Cover: The land use on the Zeila and Asha Addo town areas is with occurrence of few housing units utilities include telephone and electric poles. However, The ROW problem is insignificant in the rural areas in between Zeila and Asha Addo or ROW obstruction is expected in Ashado town only in the whole stretch from Zeila to Ash Addo as settlements are very sparse.

Fauna and Flora: The vegetation has adapted to these severe ecological conditions and consists mainly of Xerophyllous species with a mosaic of grassland, bush land and scrubland. The impact on land use is dependent on the encroachment to new land where those vegetation resources are available. In the low land coastal plains, the vegetation occurrence is very sparse in the saline plain but the hard grass, which is adaptable to saline environment occurrence is cosmopolitan.

Environmental Impacts and Mitigation Measures

Both beneficiary and adverse socio-environmental impacts are anticipated from the road development project. The implementation of the project will create employment besides the contribution to the improvement of economic development of the Republic of Somaliland such import and export opportunities and facilities as it will be linked to the Ethiopia-Somali Land-Djibouti corridor.

Table 1 Summary of Major Impacts and Mitigation Measure

Public Consultation

Major stakeholders identified with whom consultation was made include: Ministry of Transport and Road development, Road and Tranport Agency (RDA), Borama Region and major institutions (health, education, water), political class (deputy governor), local administration (area chiefs) and Zeila District Administration, as well as members from the community of Asha Addo and its surrounding villages. Methods implemented to conduct consultation was Focus group discussion (FDG) in Borama and Zeila stakeholders’ meetings and questionnaires and interviewing sectoral professionals was implemented to gather sectorial information in Borama, the regional capital from March 17/20121 till March 19/2021. Additional consultations were done by project team on 7th April 2025. The discussions during the public consultations focused on the following issues: the progress on the implementation of the road project; the construction timelines; the impact on the community and the environment; preparedness of the community as well as resettlement and compensation. Major outputs of consultation both Zeila and Borama attendants underlined the route should go via Zeyila town as it is the historical port and regional capital of Selal. Major outputs from Borama Region sectoral instructions are also gathered and use to develop baseline information of this ESIA.

Environmental Mitigation and management cost

In this report, the impacts are assessed and quantified. As far as the proposed mitigation measures are implemented properly, the overall project impact would be acceptable and positive impacts would overcome the adverse negative impacts. The overall environmental ESMP cost RAP cost is estimated to be approximately USD 106,000.00, USD 1,020,617.18 respectively.

Conclusion and Recommendation

According to the AfDB’s Integrated Safeguards System (ISS), which has operation safeguards / systems 1-10 (OS 1 – OS 10), the project is classified as Category 1 which calls for a full ESIA to be carried out.  The road project is technically and economically feasible. If the benefit enhancement and mitigation measures recommended in this Environmental Impact Statement are adopted, there is no environmental ground for not proceeding with implementation of the project in the form in which it is presently envisaged. Such a worth full road upgrading development, which will bring net benefit of improving import and export to Nation in general and the improvement of living standard of local communities in particular, should be implemented at the earliest possible date.

 

 

1. INTRODUCTION

1.1. Introduction and Purpose

The Zeila-Asha Ado Road project has been selected to pass through detailed Feasibility Study, Environmental and Social Impact Assessment, RAP, Detailed Engineering Design, Cost Estimates and Preparation of Bidding Documents for upgrading to Paved (Bitumen) Standard, which is needed to establish the fully substantiated detail economic justification for alternate types, rehabilitation measures and investment strategies for the specified project.

The construction of Zeila-Asha Addo road project shall provide The Zeila-Asha Ado Road project connects Zeila and Asha Addo. In order to create smooth transportation system, RDA has planned the captioned road for the passenger’s traveling from Zeila to Asha Addo and vice versa. The road serves also as a strategic link with the proposed Lowyiaddo-Borama, which is linked to the Somaliland Capital Hargessa.

The Somaliland Roads Development Authority (RDA) believes that infrastructure development and socio-environmental protection should go hand in hand. ESIA is understood as an integrated part of the planning process devoted to characterize socio-environmental impacts due to the upgrading of a project. It also seeks to define policies and strategies required to monitor and control such impacts. Hence, in order to understand the impact of the proposed road project on various physical, biological and socio-environmental factors and to propose appropriate measures to overcome adverse impacts, ESIA is taken as part of the project feasibility study.

The fundamental objective of this ESIA report is to ensure that upgrading of the project is environmentally sound and contributes to the development. It is also expected to provide a means whereby the overall environmental performance can be enhanced through.

• Identification and evaluation of the potential impacts associated with the project implementation and operation
• Preparation of plans and recommendations regarding measures that would minimize the adverse impacts and enhance the beneficial impacts.  

1.2. Analysis of Alternatives

Alternative comparison was done 1) between do nothing scenario versus construction 2) construction technologies including Option1: Complete reconstruction & widening with double surface (DST) versus Option2: Complete reconstruction with asphalt concrete dressing with their advantages & disadvantages. The comparison between do nothing versus constructing the road and the comparison of construction technologies (option 1 and 2) is given on Table 2 & Table 3 respectively together with summarized conclusion as below.

 

 

Table 2 Comparison between Do nothing & Construction of the road

Table 3 Comparison of construction technologies (option & option)

Conclusion:- Both asphalt and concrete have environmental impacts, including greenhouse gas emissions and energy consumption. However, asphalt has a greater impact due to its petroleum-based composition. 

DST uses asphalt binder material and mineral aggregate & concrete causes damages to the most fertile layer of the earth, the top soil. Concrete is more recyclable than asphalt, which makes it a more sustainable choice.  However concrete is more resistant to high temperatures than asphalt. Asphalt can soften and deform under extreme heat, leading to ruts and surface damage. Concrete has a longer lifespan and is less prone to cracking and deterioration compared to asphalt, especially under the stress of high temperatures and UV exposure. Therefore, from environmental perspectives and climate of the project area Option2: Complete reconstruction with asphalt concrete dressing is proposed to be more feasible construction technology.

Availability of road construction materials

Initial investigations indicate that there are several possible sites, on the Asha Addo-Areweren stretch, next section from Zeila to Asha Addo that can yield adequate construction materials. A through material investigation should be conducted to confirm or refute this assentation. There was however no discernible indicator of surface water during the dry season in the absence of which thorough hydrological survey is necessary to assess the ground water potential of the road alignment.

 

 

 

2. PROJECT DESCRIPTION

The Project Road Zeila-Asha Ado is found in Salal regions of the Republic of Somaliland. The distance between Zeila to Asha Addo is 22 Km by road. The project road is in some cases very narrow (4-6 metres) and requires encroachment both sides to attain the intended standard. The Zeila-Asha Ado Road is an important trade road which connects Djibouti, North Somaliland, and Ethiopia with a significant regional integration and economic development potential. From start to end, the project road crosses Zeila and Asha Addo. The geographic coordinates is start and end point of the project road are Easting 333469 Northing 1255372 and Easting 329751 and Northing 1235409 respectively, the elevation of starting point is about 0 m above sea level, while that of end of the project is about 4m above sea level. The proposed project centreline passes through flat terrain. After its completion, the upgraded road will improve the overall socio-economic aspect of the Republic of Somaliland and contribute its own share towards reducing travel time, maintenance cost and the riding quality of traffic movement along the route. The following Table shows the project description.

                              Table 4 the Project Description

Along the route, there are two towns. Detail of towns along the road is shown on the table bellow

                         Table 5 Geographic location of Towns along the Project Road

No	Village/Town Name	Geographical location UTM Zone 38N Datum WGS84
		Easting	Northing	Elevation
1	Zeila	333469	1255372	2
2	Asha Addo	329751	1235409	4

 

 

          Figure 1 Location Map for Zeila-Asha Addo Road Project (Line 2B)

             

3. LEGAL, REGULATORY AND INSTITUTIONAL CONSIDERATIONS

3.1. General

This chapter provides an overview of the legal, regulatory, and institutional framework pertinent to environmental management policy, Environmental Impact Assessment (EIA) legislation and procedures in the Somaliland, and the Integrated Safeguards System (OSs) of the African Development Bank triggered by the project. Additionally, it outlines relevant international conventions, treaties, and protocols ratified by the country, as well as the African Development Bank's (AfDB) Operational Safeguards policies and standards that will guide the development and implementation of the Environmental and Social Impact Assessment (ESIA).

3.2. Relevant National Policies

The relevant national policies that will guide the project implementation are given in Table 4.1.

Table 6 Relevant National Acts & Policies

3.3. The Relevant International Conventions and Protocols

The Republic of Somaliland is committed to various international conventions, treaties, and agreements relevant to this project. The ones relevant to the project are presented in Table 4.2.below:

Table 7 Relevant International Conventions & Protocols

3.4. Africa Development Bank Operational Safeguard Policy

The Zeila-Asha Addo road project expects that the Africa Development Bank (AfDB) will finance the Project.  AfDB likely require the Project to comply with applicable international environmental and social sustainability guidelines & standards. The AfDB has articulated a comprehensive approach to integrate environmental and social considerations into the implementation of development projects. Ensuring environmental and social sustainability is pivotal for achieving successful development outcomes, and the AfDB is committed to systematically mainstreaming these considerations, especially the updated AfDB’s Integrated Safeguards System (ISS) into its Program and Project Management Cycles.

Table 8 Applicable AfDB Operational Safeguards (OS1-Os10)

3.5. Institutional Framework

The institutional framework including the RDA, which is the most responsible organ in coordinating and organizing the implementation of the project at the national label, is given under Table 4.4 below.

Table 9 Institutional Framework relevant to the implementation of the project

 

 

4. APPROACH AND METHODOLOGY

4.1. Review of Literature, Guidelines, and Previous study

Literatures were reviewed to have some understanding about the ecology and landscape of the road to be upgraded. The literatures include similar ESIA documents and documents which deal about existing policies, environmental guidelines, regulation, environmental proclamations, applicable international conventions and previous studies made on the Country where the project is located.

Key reports, policies and legislations that were reviewed include the Africa Development Bank’s Integrated Safeguards System, particularly the Policy Statement and operational Safeguards, (December 2013), Constitution of the Republic of Somali Land, 31st May, 2001. National Environmental Policy, 2015, Somaliland tenure policy, National Water Policy, National Forestry and Wildlife Conservation Low-Act NO. 69/2015; the Coastal and Marine Resources Policy of Somaliland and National Agricultural Strategic Plan.  Please refer chapter 2.0 through 2.10.

The review of relevant documents also informed the development of this ESIA report and assisted the team to have a thorough understanding of the social, economic and environmental situation of the project in relation to the national and regional situation.

4.2. Field Visits

Field visits were made (from March 15 till March 23/2021) to collect and assess primary baseline environmental data and information that would be affected by the very presence of the project. The RDA team led by members from the Project Implementation Unit (PIU) carried additional site visits on 7th April 2025. These include Land use, economic activities, health, education characteristics and the biodiversity (fauna and flora). Topographic maps, digital camera and a hand-held GPS were used to survey the area. Physical observation has been made along the road corridor to acquire primary data of both the physical and biological environment (flora and Fauna).

4.3. Stakeholders Consultation

To acquire social aspects throughout the project corridor, during the field visit consultation were made as annexed. During the consultation, checklists and interviewing methods have been used to gather official information.

The team ensured that all those that have stakes in the project more especially the communities in the project area were consulted to give their views on the project. Specially designed stakeholder consultation data collection tools (checklist) were developed and used during the stakeholder consultation process. Apart from consultations with national level with the Ministry of Transport and Road Development Agency (MoTRA), the consulting team conducted stakeholder meetings and interviews at Zeila and Borama (Region level), and community levels targeting the executive administrators at village and/or town levels, traditional leaders, villagers in the project area, Business owners, transporters, cross border traders, and many other stakeholders. At community level, the consulting team conducted focus group discussions (FGD) and individuals interview with the identified stakeholders. The list of stakeholders consulted during the assignment is summarized in Annex-I.

4.4. Method of Impact Prediction and Evaluation

The purpose of identifying and evaluating the ways in which a proposed project is likely to affect its environment is to predict how those matters can be taken into account during later stages of project preparation, implementation and operation. It is a kind of project appraisal technique aimed at establishing, in broad terms, the nature and likely significance of impacts. Through the identification of key impacts, it is possible to provide guidance to the engineering team concerning the location of areas of high environmental and/or social sensitivity, which should be avoided as far as possible, when identifying potential project concepts or corridors for further recommendations. The objective of prediction is to identify the magnitude and other dimensions of identified change in the environment with a project or action, in comparison with the situation without that project or action. 

In the case of the Project under consideration, the primary objective of impact prediction and evaluation is to explicitly identify and (qualitatively or quantitatively) determine the nature and magnitude of the impacts resulting from undertaking the Project.

Once impacts have been predicted, there is a need to assess their relative significance. Criteria for significance include the magnitude of the likelihood of the impact and its spatial and temporal extent, the likely degree of the affected environment’s recovery the value of the affected environment, the level of public concern and the political repercussions.   

When choosing prediction methods, one should be concerned about the appropriateness of the methods for the task involved in the context of available resource. Methods or models for prediction could broadly be classified as explorative and normative approaches.  

Explorative methods include: approaches like trend analysis, scenarios, analogies and intuitive forecasting. On the other hand, the normative methods work backwards from desired outcomes to assess whether a project, in its environmental context, is adequate to achieve them.

In the context and framework of the road project under consideration, the explorative method is mainly adopted with combination of trend analysis or forecasting, analogies (transferring experience from other similar projects) and experience and professional judgment of the assessor.

The method of evaluation of impacts can be of various types including simple or complex, formal or informal, quantitative or qualitative, aggregated or disaggregated. The most formal evaluation method is the comparison of likely impacts against legal requirements and standards (like air quality standards, water quality standards, noise levels, etc.). The evaluation of the impacts of the project under consideration will depend on the qualitative, and wherever possible quantitative, approaches to evaluate the extent of the impacts in the short- as well as long-term.

4.5. Mitigation Measures

Mitigation measures are measures envisaged in order to avoid, reduce and, if possible remedy significant adverse impacts that have resulted from implementation of undertakings. Implementation of mitigation measures follow the hierarchy given below:

1. Avoid impacts at the source;
2. Reduce impacts at source;
3. Abate impacts at source;
4. Abate impacts at receptor;
5. Repair impacts;
6. Compensate in kind;
7. Compensate by other means; and
8. Enhance

Figure 2 below shows the generic trend in nature of an environmental impact in time with and without project.

Figure 2: Nature of an Environmental Impact before and After Project Initiation (Glasson, 1999)

As shown in Figure 2, even though mitigation measures are applied or implemented properly, there would still be remaining or residual impacts that cannot be mitigated at all. In other words, environmental resources cannot always be replaced; once destroyed, some would be lost forever. That is why the distinction between reversible and irreversible impacts is a very important one, and the irreversible impacts, not susceptible to mitigation, can constitute particular significant impacts in an ESIA. 

 

5. BASELINE CONDTION OF THE EXISTING ENVIRONMENT

5.1. Physical Environment

5.1.1. Topography

The Zeila-Asha Addo road project is located on the South Eastern part of the Republic of Somaliland. The topography of the surrounding area is generally characterized by flat. The altitude of the project area is in the range from 0 m.a.s.l.(Zeila) to 4 m.a.s.l. (Asha Addo), the average altitude is about 2 m.a.s.l. It is relatively higher near the end area, Asha Addo town, which is about 4 m.a.s.l. The altitude falls to 0 m.a.s.l. on Zeyila town.

                             Table 10 Pictures showing flat of the project

 

                      Figure 3: Showing Topography (Elevation) along the project area

5.1.2. Geology

Near the coast these terrestrial deposits merge into littoral marine deposits. Stratigraphically the plain is divided into four concentric zones, truncated by the sea coast: (i) the Older Boulder Beds; (ii) the younger gravels; (iii) the Zeila plain "laterite"; and (iv) the Coastal Marine beds.

Project Road

 

Figure 4 Geological map of the project area (Source Geological Map of Somali land)

5.1.3. Soils

The soil Characteristics for the sandy soils, they are with less water holding capacity as they water drains during the rainy season and are with high evaporation capacity during the dry season. The clay soils types are prominent in southern Somalia are low-lying alluvial plains; associated with upstream rivers. Those soils were recognized to leave salts of calcium carbonate on the surface of the ground.

Figure  5 Pictures depicting soils in the project area/ On the Coastal low lands

5.1.4. Climate

The Coastal Plain is a zone with high temperatures and low rainfall. Summer temperatures in the region easily average over 38 °C. However, temperatures come down during the winter as it reaches up to 45 °C during the hottest days. The climatic condition of the project area is arid. The average annual rainfall is 446 millimeters (17.6 in) in most parts of the project area while the coastal zone, which is arid climate and receives less precipitation than the rest of the project area. The coastal range gates rain while the plateau and the mountainous area are in dry condition. This constitutes the period of fresh grazing and abundant surface water.

5.1.5. Water Resources and Drainage

5.1.5.1. Water Resources              

The primary source of water is rainfall and the Project Road crosses numerous small drainage which is connected to the Gulf of Aden drainage system. The Project Road drainages drain to red Sea with in the Gulf of Aden river basin. Local enquiries indicate that in most cases these streams are dry outside the wet season except with the back flow accumulations on the coastal land. On the coastal land plain especially to Zeila it is very close to water body and in some cases water transgresses.

The contractors will require considerable volumes of water with various aspects of the works. Water supply for works such as compaction, mortar and concrete works of the road project and these will probably be drawn from water courses adjacent to the road, where flows are limited during the dry season. Wells and springs can be used as an alternative water sources. Maximum care must be taken as those areas are also the main sources of potable water for both human and livestock animals.

Figure 6 Water Source along the Route on the low coastal plain

 

 

 

 

 

 

 5.1.5.2. Drainage (Watershed)  

There are some streams draining across the project site originating from the relatively high altitude areas. The drainage follows from a relatively highlands areas adjacent to the road alignment to the low laying area villages mostly very close to the end portion of the project road and finally drain to the Gulf of Aden Basin System. Dendrite drainage does exist in the coastal land plain transacted by the project area. Furthermore, a number of hydraulic structures are requiring minimizing fluid hazard as the road is to be constructed as a high fill. The numbers of minor drainage crossings traversing the project area are 36 refer Annex 3.

                                                                                                             

 

 

 

      Figure 7 Watershed map of Road Project

5.1.6. Land use and land cover

Assessments done through field observation, and available information from the local administrations transacted by the project road revealed that the major land use/cover of the low land coastal plain which is predominated by arid and semi-arid thorny grass species sparsely existing with some dwindling semi-arid trees in the interface. There exist also in some cases dense bush land forming patches of vegetation inhabiting the wet lands and/or flood plains closest to the red sea. Such vegetation was observed on the section between Zeiela to Asha Addo.   

The human settlement in this project area are mainly include per urban towns and villages mixed with cattle camps near the homestead, the houses include grass thatched, wood with Plastic roof houses, concrete structures and Fences, some with corrugated iron and containers which may last for a few years and then renewed. In Asha Addo a number of housing unit which belonging to business (19) and residence (21) are being affected. In total the number of people affected by the project is assumed to be greater 40 (Forty).  The villages and towns along the proposed road project are listed in section 1.3, Table 4.

5.2. Biological Environment

5.2.1. Flora

The Zeila-Asha Addo road project is predominantly located in the Awdal Region and has three distinct topographical zones in relation to the vegetation occurrences. The project area belongs to the coastal zone, the description and classification of those zones is indicated below.

 

Table 11 Vegetation type in the Zeila-Asha Addo Road Project

 

Figure 9 Pictures illustrating the Flora of the project area (Coastal land vegetation)

5.2.2. Wildlife

Based on the assessment, the number of wildlife species in the project area is reasonably low as the project area has faced transactions from previously existing vegetation to land degradation mostly occurred on the mountainous topographic zonation. The current relative existence of variety of wildlife species can be correlated to environmental disturbance which had happened in the earliest days. Therefore, more wild life is expected to live in the coastal zone and the mountainous zone than the upland zone.

There is rich vegetation and relatively dense vegetation along the banks of dry rivers in the coastal plains, some of which with running streams. Locals also reported the presence of wild animals such as elephants, Ostrich, Salt’s dick dick and different types of birds. Major wild lives existing in the project area are listed under the Table below. According to locals’ animal movements evident from Zeila partial reserve, this is approximately 20-25 kms long from the project road. The movement is from this reserve to the project area in search food and water.

              Table 12 Major wildlife species in the project area (fauna) 

       Source: Zeila District Administration

5.2.3. Environmentally Sensitive Areas

Owing to the extreme variations in climate and terrain, and comprising most ecological systems from altitude 1450 masl to -2masl, the route corridor possesses one of the largest and most diverse plant genetic and wildlife resources in the world. In Somali land, wildlife species live in diverse ecosystems, from the desert lowland coastal plain to the highest elevation of the project end. The Valley and the peripheral lowlands and mid altitudes of the country have also abundant wildlife and plant populations with huge sum of endemism.

Based on the information obtained during first hand interview to dwellers and documents reviewed there are 5 National Parks in the Republic of Somaliland include Daallo Mountain, Hargeisa National Park, however no parks, and priority forest areas along the proposed route corridor. Concerning wildlife sanctuaries (game reserve) there exists Zeila partial reserve, approximately 20-25 kms away from the project road; with a large number of wild lives occupying the harsh climatic condition of the project route areas. Regarding the overall influence area during prioritization has been well screened in all the routes.

Besides to the information gathered regarding fauna and flora verification of the mentioned routes have been done which of the routes are critically in touch with Environmentally Sensitive areas include National Parks and other gazette areas of valuable importance. In this case no National Parks and gazetted areas do exist in the whole influence area.

5.3. Socio economic condition

5.3.1. Administration

The Zeila-Asha Addo road project route is envisaged to link two towns (Zeila and Asha Addo) under the Selal Region (newly established Region); which is not officially/legally approved.  Borama & Zeila are serving as Headquarters of Awdal and Selal serve Regions respectively. Following the existing Lowyiaddo-Borama road Lowyiaddo-Garisa belongs to Selal Region and Garisa-Borama belongs to Awdal Region.

                          Table 13 Settlements along the proposed corridor

No	Town/village	Easting	Northing	Elevation(m)
1	Zeila	333469	1255372	2
2	Asha Addo	329751	1235409	4

5.3.2. Demography, Ethnicity, Language and Culture

The population of the project road influence area predominantly inhabited by the Somali ethnic groups with Gadabuursi subclan of Dir especially well represented and considered the predominant clan of the Region. There are no major conflicts reported so far between tribes for personal interests. However, there are minor conflicts emanating between tribes for natural resource use.

There are no ethnic minorities or tribal people in and alongside the project counties at area whose traditional lifestyles could become compromised through the development of the proposed Zeila-Asha Addo road project. The Somali group covers 90% of the residents in the project area. It is also noted that the remaining 10% accounts to the non-Somalia groups include Bantus, Bajunis, Ethiopians, Indians, Pakistanis, Persians, Arabs, Italians, Swedes, and Britons, and the Like. The population distribution in the respective as well as religious distributions and languages used are available in the sections following. Somalia has been described as the most ethnically homogenous nation in Sub-Saharan Africa, ahead of Botswana, which is four-fifths Tswana. Somali is the official language Somali, other languages spoken are English, Arabic and Italian.

Somalis constitute the largest ethnic group in Somalia, at approximately 90% of the nation's inhabitants. They are organized into clan groupings, which are important social units; clan membership plays a central part in Somali culture and politics. Clans are patrilineal and are typically divided into sub-clans, sometimes with many sub-divisions. Through the xeer system (customary law), the advanced clan structure has served governmental roles in many rural Somali communities.

Somali society is traditionally ethnically endogamous. So to extend ties of alliance, marriage is often to another ethnic Somali from a different clan. Thus, for example, a recent study observed that in 89 marriages contracted by men of the Dhulbahante clan, 55 (62%) were with women of Dhulbahante sub-clans other than those of their husbands; 30 (33.7%) were with women of surrounding clans of other clan families (Isaaq, 28; Gedabursi, 3); and 3 (4.3%) were with women of other clans of the Darod clan family (Marehan 2, Ogaden 1).

5.3.3. Population in the Project Area

There is no exact statistics defining the demography of the Country, according to the estimates prepared by the Population Department of the United Nations the population of 16,843,368 in the year 2019. The growth rate, birth rate, death rate and average life expectancy is 6.23% (2008), 25.27 births/1,000 population (2011 est.), 8.23 deaths/1,000 population (July 2011 est.) and 62.4 years (2008) respectively. The population of Awdal region, where the project road corridor is located is estimated at 673,264 (UNFPA 2014).           

5.3.4. Economic Activity and Livelihood

Livestock rearing is the major source of wealth and prestige and power. Sale of livestock and livestock products provide the main financial capital for agro-pastoralists. This is practiced throughout the year due to the type of livestock reared and fed using crop fodder in paddocks (semi-zero grazing) even during the dry season. Normal rains ensured normal pasture, fodder and crop harvests, which translated to good livestock body conditions, improved livestock production, enhanced marketability of saleable animals and increased incomes and purchasing power of HHs. In spite of this, livestock production is constrained by lack of veterinary services, with agro-pastoralists relying on indigenous knowledge to manage parasites. In some instances, agro-pastoralists purchase drugs from veterinary centers. Women from all wealth groups sell most of livestock products. Those in the middle and better-off wealth groups engage in petty trade and in small business, like selling food, sea cucumber trade, charcoal selling and transportation.

The Coastal Zone dwellers: Livestock rearing in the coastal zone include rearing of camel, sheep and goats. During the summer seasons as the temperature of the coastal zone reaches up to 45^oc and the people move in to the mountainous zone. After years of livestock losses from droughts and multiple crises, fish have become a lifeline source of food for nutrition and income for coastal communities. The coasts sandy soils are not suitable for crops, and fishing and livestock are the main livelihoods.

Other Economic Activities: - According to locals, livelihood of citizen at the project areas are also engaged on traditional construction materials mining, catering services and other small scale business which are largely practice by town residents.

5.3.5. Social Services and Infrastructures

It has been observed during discussions in the consultation meeting that access to and utilization of services within the project area and its environs are very limited except telecommunication. In most cases people travel far to access almost any type of service, safe water supply points, health facilities, market centers, grain mill sites, access to credit facilities and the like. Since the Market centres are limited to Zeila and Asha Addo, people use those market centres travelling from the place they live to either Zeila or Asha Addo. However, settlements are very sparse and are available close to those towns, approximately 6 km far from each town. Therefore, settlers travel more than 1 hour to access mills and market centres. All these scenarios negatively impacted the health and wellbeing of family members in general and most importantly women including girls and children.

5.3.5.1. Transportation

All weather roads, mainly of loamy soils, form the main transport systems in project route corridor. These roads run across river beds and are inaccessible during the wet seasons when flash floods render these roads impassable. The situation worsens where rivers/streams intersect. This consequently increases transport costs which indirectly affect the market prices of essential food commodities and a decrease in the general livelihoods of the local communities.

5.3.5.2. Telecommunication

Most of the villages have access to cellular services. About 4 cellular agencies (Telesom, Telecom, Somtel, and Nation link) operate in the Project route corridor. Communication services facilitate remittance flows, trade, information and local money transfers. Agro-pastoralists benefit from the use of telecommunication services by receiving and passing information on rainfall and pasture availability, water tracking and market prices of commodities.

5.3.5.3. Water Infrastructure

The main water sources in the project route corridor are water catchments and shallow wells. Most of the water sources, particularly those bordering Coastal low lands, have at least 1 berkad (water reserviour used in arid area used to collect water during wet season). However, about 20-30% of the berkads were in poor condition (cracked) due to ageing and a small number had been rehabilitated. During most of the year, water is available freely for livestock and for human use, but in the dry (Jilaal) season, water is purchased (at sometimes high costs) for 3-4 months.

   Table 14  Water sources along the proposed corridor

No.	Town/village	Hand dug well	Shallow well	Deep well	Ponds	Barked
1	Zeila		-	1
2	Asha Addo		1	-
Total			1	1

5.3.5.4. Health

Health and sanitation condition in an area is an indicator of the living standards of the communities concerned. However, the ratio of health facilities to population in the project is by far below the WHO's standard. The number of health institution in the same are also far below the required size, and accordingly become a major cause for a low health coverage. Locations of health institutions are other problems to improve health coverage. The long distance to the health institution and lack of transport facility seriously limit health coverage. Moreover, rapid population growth could not cop-up with the number of health institutions being constructed. A substantial size of health infrastructures are said to be not operational due to lack of health professional, lack of medical supply and equipment and in some case lack of repair and maintenance of facilities.

The prevalence of HIV/AIDs, which is one of the deadly diseases which have no cure so far, is in the project urban areas. It is believed that communicable diseases will be a major concern during construction since the construction activity attracts an influx of construction work force that will be intermingled with local community. More data and information will be collected to discuss in detail about health and sanitation situations of project affected area and the possible mitigation measures how to mitigate project induced health problems. The health institutions and health professionals along the road towns and/or villages are given in the following Table.

The most commonly reported out-patient diseases are malaria, Helminthiasis, upper Respiratory infections, Gastritis, skin disease, eye disease & diarrhoeal diseases. In general, most of the diseases are related to poor personal hygiene, in adequate & unsafe water supply & lack of basic sanitary facilities. Though it is not included among the top prevailing diseases, HIV/AIDS, CORONA Virus are increasing health and social problems along this road.

        Table 15 Health Facilities alongside the road project

No.	Town/village	Health Post	Health Centre	Clinics	Hospital
1	Zeila	0	1	2	0
2	Asha Addo	0	1	0	0
Total		0	2	2	0

      Source: Awdal Region Health Office

          Table 16 Health professionals alongside the road project

No.	Town/village	Doctors	Nurses (all type)	Pharmacist	Technician (all type)
1	Zeila	1	8	3	4
2	Asha Addo	0	3	1	1
Total		1	11	4	5

      Source: Awdal Region Health office

5.3.5.5. Education

As per the preliminary assessments conducted during reconnaissance, the rural parts of Somaliland in general and that of the project route corridor in particular has limited access to education. The illiteracy rate was more pronounced among female community members than males. Both formal and non-formal schools are available in most villages, although the quality of formal education is low due to lack of qualified teachers, limited equipment and poor educational infrastructure. Enrolment and attendance is regular for children in the better-off wealth group, while children in the poor and middle wealth groups attend school irregularly or do not attend school at all. More boys (60%) than girls (40%) attend formal schools. The better-off send at least 2 boys and 1 girl to school, whereas the poor and middle only send 1 boy or girl to formal schools. As much as children from the better-off wealth group access more educational opportunities, lack of secondary schools limit progression.

The distribution of schools and school facilities is therefore an indicator for the level of fulfilment of these basic rights of the communities concerned. The quality of education such as qualification of teachers, student-to-teachers ratio, student-to-classroom ratio, student-to-book ratio, commitment of teachers for their profession, etc. is also important parameters. According to previous studies, student-to-classroom ratios, qualification teachers and their commitment, school facilities, etc. are said to be not good. Data on this issue is not currently available and attempts will be made to collect those data and subsequent analysis will be made during detailed study phase of the project.

It may be good to reach the substantial number of pastoralist community through developing an alternative basic education centres in their areas. This strategy may help achieve a higher impact on the remote and marginalize communities.

      Table 17 Number of Schools alongside the road project

No.	Town/village	Elementary	Secondary	Higher Education
1	Zeila	1	1	0
2	Ashado	1	0	0
Total		2	1	0

     Source: Awdal Region Education office

5.3.5.6. Historical, Cultural, Religious and Archaeological Resources

New road construction should avoid destroying or downgrading sites of importance be it aesthetic, historical, religious, mineral, archaeological or recreational. Currently there are no historical or cultural sites reported and/or observed; which could be affected by the road project. No Burial places were also observed along the proposed alignment.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

6. PUBLIC CONSULTATION AND PARTICIPATION

6.1. Identification of Stakeholders

For the assessed Project, the other categories of primary stakeholders were identified as neighbors such as the community. Secondary Stakeholders were identified as government and Regional and respective town administrations in charge of diverse sectors, and people who will be impacted by the project. This category was also consulted as key informants on sectorial policy, sectorial baseline information development and to advise this ESIA study on mitigation measures to be put in place so as to minimize future impacts in respective sectors. In this category also included local policy makers and Regional officials. Major stakeholders identified with whom consultation was made include:

1. Ministry of Transport and Road development in Hargessa City and at Lowyiado
2. Road and Transport Agency (RDA) in Hargessa
3. Borama Region and major institutions (health, education, water) in Borama City
4. Selel Regional Administration
5. Village Administration Represented by the Village Heads
6. Members from the Project Affected Persons (PAPs)
7. Traditional Leaders and other Members from the Larger Community
8. NGO’s (International Refuge Council (IRC), World Food Program (WFP)in Zeila

6.2. Consultation Processes and Outputs

Two sets of consultation process was done as part of this ESIA: phase 1 from March 17/20121 till March 19/2021. Additional consultations (phase 2) were done by project team on 7th April 2025.

 

6.2.1 Phase 1 consultations – March, 2021

The main reasons, for carrying the consultation were:

• To gather the opinions and attitudes of the community towards the project.
• To ensure community participation in such development projects.
• To identify anticipated project impact on the socio-cultural life of the community.
• To obtain commitment of the respective offices/authorities in providing support and cooperation during project planning and through project implementation.
• To ensure that their voices are heard and their views integrated with regard to the project

Discussions and/or meetings have been taken place in Borama (Awdal Region capital), Ziela (Selel Region Capital). Moreover, the benefit of the proposed project had been described to the local communities and administrators adequately and the issues and interest of the communities have been heard and incorporated. The discussions were facilitated by the team of consultants and the discussion points include:

• Briefing about the development plan to implement the road project.
• Propose possible routes and select the pest route
• Discuss about the effect of road development on properties and compensation issues for the PAPs
• Determination of town section width and length
• Getting the opinions and attitudes of the local community towards the proposed project.
• Anticipated positive impacts of the project on socio-economic life of the community.
• The need of community participation at different stages of project activities.
• The means to avoid and/or mitigate anticipated adverse impacts of the proposed project.

The outcomes of the meetings include:

• In general, the consulted officials appreciated the planned road project and highlighted its benefits to the local communities. The meeting participant underlined that construction of the proposed road has a paramount importance for their economic and social development. The local officials’ and community representatives believe that construction of the proposed road will bring socio-economic improvement in the Region and in the country as a whole.
• The participants of the community and states also present their interest concerning the route. They all insisted that we follow as much as possible the existing road underlining socioeconomic importance of the route that gives access to a larger settlement around the project route.

Although the discussions were held at different levels, very similar opinions were expressed with regard to most the points of discussion mentioned above. The discussions were also concerned on the negative and the positive impacts of the project. The following points reflect the general opinion of the consulted community on various positive and negative aspects of the project.

The envisaged Zeila-Asha Addo road project will solve the problem as it introduces asphalt road, which is safer and good riding quality road. People are looking for better access to get better health facilities, market and enhance their economy in general. The present road is impacting their desire because it was taking long time to get their neighbouring towns and State and County administration divisions. Hence they expressed that they are glad to see this development project becoming operational in the near future. Apart from employment opportunity, some of the expectation by the people from the project is that it would help in giving training on best income generating practices such as on diversification of smallholders’ business. Furthermore, the following positive and negative impacts were speculated by the local people /administrators and consultants’ elaborations.

6.2.2 Summery Consultation Outputs

The summery of consultation conducted in Ziela, the district centre of the project area is summarized as below

Zeila

• The Zeila attendants underlined the route should go via Zeyila town as it is the historical port and Regional capital of Selal.
• We understand the benefits of the road; therefore, they will work together to support this development in terms of security, society and environmental aspects
• The centreline of the road should be designed so as to keep trees and houses; otherwise Project Affected Peoples (PAPs) need to get compensation.
• The width and length of town sections shall be determined by the design consultant based on the RDA design manual.
• The “cut of date” shall be decided after the alignment centreline is known.
• PAPs need to be compensated by identifying, registering and implementing compensation process based on the Republic of Somaliland rules and regulations.

Borama

The ideas are almost similar to the outputs of Zeila in all the above aspects except their attitudes given on the alignment of the route.

Figure 10 Pictures illustrating consultation

Consultaion with Zeyila; Selal Region adminstraion
Consultation in Borama, Awdal Region Capital (Regional Governor)
Consultation at Zeila district (local residents)

6.2.3 Phase 2 consultation – May 2025

On 7th April 2025, a team from the Somaliland Roads Development Agency (RDA) met with members from the community of Asha Addo and its surrounding villages to discuss the multinational Nagad/Lowyaddo – Borama road project funded by the African Development Bank. The discussion focused on the following points:

The progress on the implementation of the road project; the construction timelines; the impact on the community and the environment; preparedness of the community as well as resettlement and compensation.

The RDA team led by members from the Project Implementation Unit (PIU) met with the Selel regional administration, village administration represented by the Village Head Mr. Mohamed Said Abdillahi, members from the Project Affected Persons (PAPs), traditional leaders and other members from the larger community. The participants and the community were briefed on the status of the road construction (Lowyacaddo – Zeila Phase I) which is now in the bidding stage while the commencement of the actual works is envisaged in August 2025. The team informed the community that they should expect potential contractors and consultants coming to the area to study and familiarize the terrain and topography of the area before the commencement of the works.

The authority and the community of Asho Addo was updated on the additional funding of the 22km (Zeila to Asha Addo) which will be financed by ADB pending on the appraisal and approval of the Bank’s board. Like the first phase of the road (Lowyaccado – Zeila) there will be PAPs whom their houses, business and properties will be affected by the road alignment. These PAPs were identified during the project feasibility stage and are eligible and entitled to resettlement and/or compensation, therefore each PAP is required to sign a consent form to enable RDA to resettle or compensate the affected persons in line with the Bank’s resettlement guidelines and policies. All PAPs consented and signed the papers.

The Selel regional authority which Asha Addo falls under seemed to be well informed about the status of the road construction thanks to the frequent visits by RDA teams to their region. However, the additional funding of the 22km, environmental and social impact and RDA’s mitigation measures were discussed with them and were all agreed upon. The regional authority represented by the Deputy Governor mentioned that there has been no significant change since the completion of the Feasibility Study, Preliminary and Detailed Engineering Design, Environmental and Social Impact Assessment (ESIA) which was completed in 2022.

However, minor changes have since happened including some environmental degradation caused by flooding on the coastal areas of the region, some of the registered PAPs for Asha Addo have passed away, while some new families have moved into the town and might have erected properties there but according to the agreement between RDA and the regional administration, anyone or any structure that has been constructed around the road alignment after the agreed cut-off date will not be considered for resettlement hence the community were all sensitised on this. Finally, the Governor noted some administrative changes in Asha Addo and Zeila necessitated by the recent presidential elections (November 2024) but, he concluded that these changes have no impact on the road construction and the resettlement works.

Finally, the representatives from the authorities, Asha Addo community in general and the PAPs in particular were all informed about the progress of the Lowyacaddo – Zeila Road construction, the proposed additional funding from Lot II (Zeila – Asha Addo) and the resettlement plans in place. The communities seemed to have appreciative the consultation meetings and vowed to contribute and work closely with the regional authority, RDA, contractor and consultants who will be involved in the project.

Table 17: List of People Met During the Consultation Meetings:

 

 

7. GRIEVANCES REDRESS MECHANISM

7.1. Need for Grievance Redress  

It is human nature people find it hard to lose property and livelihood, even if it is for the good of the public. This feeling of discontent would be further aggravated if their expectations are not met as anticipated or promised in the loss or delay in compensation. Implementation of involuntary resettlement is a complex process, which can involve conflicts, disagreements, and grievances on the part of PAPs and other stakeholders, mainly because it involves the expropriation and compensation of land and other assets. To deal with such emerging issues, a Grievance Redress Committee will be constituted with a membership inclusive of representatives of the PAPs and those of local administrative units.

Both the Government of Somaliland laws as well as the AfDB OS2 include procedures for dealing with concerns or complaints rose by individuals or groups about the project land acquisition and associated mitigations, such as payment of compensation and livelihood restoration measures.

Therefore, to ensure that the basic rights and interests of PAPs are protected, that concerns are adequately addressed and that entitlements are delivered, a Grievance Redress Mechanism has been designed for the Asha Addo road project presented in the following sections.

The most important step in conflict resolution is conflict avoidance. Therefore, the consultative and participatory nature of decision-making under the implementation of this RAP is aimed at reducing the occurrence of disagreements and conflicting positions. For instance, where disagreements do occur, it is important that they are resolved quickly before positions harden and the conflict escalates.

Different approaches may be required according to the level that any conflict has reached. Recognizing that the earlier a potential conflict is recognized and dealt with, the higher the chance of a successful outcome. These phases of conflict development and appropriate interventions can be summarized as follows:

 

The best means of addressing any complaints or claims is through dialogue. Thus, when a PAP has a grievance, she/he will first discuss the issue with the Resettlement Committee (RC). If the RC is not able to address the grievance, the complaints should be passed on to the Grievance Redress Committee. The grievance redress system for the implementation of the RAP is outlined below.

7.2. Types of Grievances

It is recognized that, complaints are likely to arise which if not dealt with in a timely and fair manner, could lead to conflict between the community and other stakeholders, notably RAD, but also other Federal and Regional government entities.

Potentially, several types of grievances or disputes could arise that present a risk to a successful implementation of the Project. The following are some of the potential sources of project related grievances:

7.3. Sources of Grievances

In most road projects, the most common issues that can cause delays and calls for dispute resolution mechanism include:

• Technical errors during data entry that leads to delays in processing of compensation for the PAP
• Misidentification of assets or land owners due to registration errors or inaccurate or misleading information during assets surveys;
• Disputes among PAPs over ownership of an affected asset.
• Rejection of a compensation award by PAPs as inadequate or not representative of market value
• disagreement over the valuation or quality of an asset where compensation is payable;
• Emerging unprecedented cultural issues (e.g. relocation of graves, payment for compensation in a polygamous marriage etc)
• rates applied for monetary compensation for affected property;
• ownership disputes of the land and the assets affected;
• Implementation of the livelihoods restoration program (e.g. eligibility and entitlements to restoration measures etc.);
• disagreement over the type, quality and quantity of measures applied to achieve livelihoods restoration;
• impacts of the construction and operation of Road Project; and
• Disagreement over the cut-off date applied.

The grievance redressing procedure is developed to meet the Government of Somaliland legal requirements relating to grievance resolution and international requirements for grievance management and is in line with AfDB’s Operational Safeguards. The following section sets out the procedures to be followed to manage grievances caused as a result of Asha Addo road project implementation.

7.4. Grievance Management Approach

Although it remains largely informal and traditional, communities in the Project area have effective community-based conflict resolution processes. For some of the potential conflicts that may arise in relation to the Project’s land acquisition, it is both less expensive and more appropriate to consider the use of a traditional conflict resolution mechanism. For example, issues such as PAPs’ land ownership (title deed) and boundaries between plots owned by different PAPs can best be resolved through traditional conflict resolution processes within the community. To enhance the effectiveness of the community-based conflict resolution processes, RAD will work with Local administration and community elders and develop a detailed protocol for their use.

RAD shall also maintain a transparent process that is gender and special needs-responsive, culturally appropriate, and easily accessible. This system shall be available to all project-affected people at no cost and without retribution. The proposed approach for grievance resolution provides multiple entry points to the system. For minor grievances between PAPs, or between PAPs on the one hand and other community members on the other, RAD will refer the matter to relevant community elders for resolution. If the grievances are deemed major, then RAD will facilitate mediation or negotiation between the parties.

Where a grievance relates to RAD’s management of the RAP process, the community-based resolution is not appropriate. Grievances relating to compensation will be dealt with in accordance with the grievance mechanism set out in this RAP. Project construction and operation impacts shall be managed in accordance with the grievance redress mechanisms prepared and presented below. Any grievances rose to RAD staff relating to construction or operational grievances will be referred to the appropriate entity in accordance with the grievance mechanism.

Based on consensus, the procedures will seek to resolve issues quickly in order to expedite the receipt of entitlements, without resorting to expensive and time-consuming legal actions. If the grievance procedure fails to provide a result, complainants can still seek legal redress procedures.

7.5. Grievance Redress Mechanism

Grievances relating to land acquisition, livelihood restoration, compensation, and related matters will need to be separated from grievances relating to the impacts of the project construction and operation on local communities. The former concerns the Project Office, the local government, and PAPs and/or their representatives. However, the latter mainly concerns the Contractor and subsequently, the developer (RAD), although the Project Office will continue to play a role in the resolution of such concerns.

Grievance Redress Committee (GRC) will be established with a membership consisting of representatives from PAPs, local administration units, RAD, etc. Grievances should be settled amicably whenever possible. The main function of the Grievance Redress Committee is to provide a forum for the PAPs to air their dissatisfaction arising from the compensation or implementation process of the project. This is an informal forum within the Resettlement Committee to fast-track addressing of emerging issues in a project that can derail a smooth implementation of a project. The Committee is to receive complaints from the PAPs through the project office either verbally or in writing and they endeavors to address the issue to the satisfaction of the complainant.

The redress committee will compile registers of all complaints received from the PAPs at the project office, the actions taken and the decisions arrived at. Initially, the Resident Engineer and his staff with secretariat of the GRC will handle the complaint. The GRC will examine the case (by hearing the testimonies of both parties) and pass its decisions and inform the PAP. If required, the GRC would undertake a site visit and ask for relevant information from the project Authorities, etc. Failure to arrive at a satisfactory answer, then the RE will refer the matter to the GRC that meets periodically. Whereas the GRC is constituted of people outside the Project Office of the Resident Engineer, the latter will be a coopted member together with the Contractors representative for expeditious resolution of the complaints regarding the project.

The GRC plays a critical role of providing PAPs with a fair playground to present their complaint over the compensation or its implementation process. Initially, the Resident Engineer and his staff with secretariat of the GRC will handle the complaint. If the matter is not resolved to the satisfaction of the complainant, then the RE will refer the matter to the GRC that meets periodically. This is an informal forum to fast-track addressing of emerging issues in a project that can derail a smooth implementation of a project. The Committee may receive complaints from the PAPs through office of the Resident Engineer verbally or in writing and it tries to address the issue to the delight of the complainant. If the issue could not be resolved amicably on time, the complainant then may have recourse to the Resettlement Committee. And if not yet satisfied by the decision of the RC, the complainant reserves the right to seek redress from the Court of law, but this option is lengthy and costly in most cases.

The findings of the GRC are binding on the RC. All complaints received by GRC will be recorded and logged into the complaints register. Under the proposed project, a set of forms are developed to be used for recording grievances, and the actions taken are prepared, as listed below (if required shall be translated into the local language).

1. Grievance Statement Form
2. Grievance Receipt Acknowledgement Form
3. Grievance Investigation Form
4. Grievance Investigation Outcome Form

The grievance mechanism applies to all complaints related to Asha Addo road project activities; and is comprised of the following steps:

Outline of the Grievance Redress Mechanism Steps

• Step 1 – Receive and Record Compliant (using the Grievance Receipt Standard Form). The grievance shall be registered in a ledger/ log book at the project site.
• Step 2 – Review Complaint and Allocate Actions (Complaints are screened, and actions then are allocated to investigate and resolve the grievance or refer the matter to the next level)
• Step 3 – Notify Complainant of Proposed Resolution (notify the complainant that the complaint has been received, how it is being dealt with, by whom and an approximate estimate of how long the process might take (this must happen within 5 days).
• Step 4 – Take Action and Update Complainant (undertake the proposed actions for resolution and update complainant when it is complete).
• Step 5 – Closeout & Lessons Learnt (occurs when both parties are happy with the proposed solution).
• Step 6 – Update Project Grievance Records (ongoing) (using standard forms, grievances will be maintained and stored including information for any outstanding actions)
• Step 7 – Reporting (to concerned/ defined parties).

Detailed feedback and Grievance Redress Mechanism (GRM) will be prepared by RAD. It will ensure that the grievance mechanism will include the necessary procedures for disclosure and resolution of environmental and social-related grievances of the project. Based on the AfDB’s Grievance Redress Service (GRS), project-affected communities and individuals may submit complaints regarding a Bank-financed project to the project grievance redress mechanism, appropriate local grievance mechanism, or the Bank’s corporate GRS. The broad procedures for dealing with grievances and complaints are illustrated schematically in Figure 9.

7.6. Dispute procedure

The filing of grievances has to be carefully recorded and properly kept. Complainants should be assisted by GRC members so that they can be able to address their issues in a satisfactory manner. Once a complaint is received at the complaints desk in the project office, it is registered and given a reference number for ease of following up. The Office will evaluate the application and determine whether the issue can be handled administratively or the Committee has to meet over the matter.

Where the Committee has to be convened, all its proceedings are recorded and minutes prepared of the deliberations. The minutes have to be confirmed at the next meetings and authenticated by the full sitting. All the resolutions agreed upon by the GRC have to be given prompt action so that the delay will not cause negative impact on the activities of the road project. Some issues that arise in-course of the project implementation are dealt with as they arise.

During the first months of the project, it is advised that the committee meet regularly every week since it will be common to receive many complaints from PAPs, which require the frequent presence of members for immediate actions and decisions. The frequency of the meetings can be reduced as the issues to be addressed decrease and the meetings may now be scheduled on periodic basis over months, until the completion of the project. The guiding principle in addressing the complaints is that the matters must be addressed as expeditiously as possible and within the dispute resolution mechanism, not more than a week should be taken before a decision is communicated to the complainant.

7.7. Role of PAP’s Representatives in Grievance Redress Committee

The involvement of PAPs in Grievance redress committees is very important in resolving disputes and complaints locally through engaging with their fellow affected community members. Among the many, they play the following key roles.

• • Accept the grievances of the PAPs and provide an early solution to those they are able to;
  • Bring in serious matters to the attention of the RC; and
  • Inform the complainants about the progress of their grievances and the decisions made by the RC.

 

8. IMPACT IDENTIFICATION AND EVALUATION

8.1. Identification of Impacts

According to the visual assessment of pavement condition on all existing roads, visual structural condition survey of drainage structures and an inventory of road furniture carried out. The existing pavement condition of the existing gravel road project road alignment can be divided in to two sections. The road along the flat and coastal plain i.e. from the start of the project Zeila-Asha Addo is an earth trail or earth track with no defined alignment that stretches on alluvial sand deposit with poorly ride able section. This section of the alignment has been interrupted by several small span seasonal streams emanating from the mid land highlands, where at some locations the road is going in the stream course. The Soil on low lying coastal Palin; which is close to the sea looks whitish due to salt deposited after the recession wetness evaporates.

The consultant believes the condition survey record will indicate the relative performance required during construction and stress sustainability of the road bed soils under the existing traffic.

Currently the road is rendering traffic movement mainly big trucks coming from Djibouti and medium vehicles coming from within the Somaliland towns and villages; which can cover the product transport of import and export goods although it is deteriorated. The road is therefore under the status of losing the required quality and causing traffic damages, generally under very poor condition. It is envisaged to improve the standard and the quality of the existing poor condition gravel road to bitumen standard (DC5).

The construction and operation of this road will result in a variety of environmental and social impacts. Many of the changes will be beneficial, particularly in terms of increasing the reliability of road transport and the potential to develop the local economy. There will nevertheless be some adverse impacts on the physical, biological and socio-economic environment. Major potential adverse impacts include:

Construction Phase

1. Loss/clearing of vegetation due to land acquisition for camp establishment, material site development and widening of the main road in narrow areas (It is estimated about 220m² areas is needed to construct 22km road.
2. Impacts on flora and fauna for development of sites indicated under number 1
1. Loss of land under various uses due to land acquisition for the right of way, realignments, culverts, detours, quarries and borrows pits, and for construction works. Which is expected to be more than 220 km²    
2. Increased soil erosion and sedimentation due to ground disturbance and alteration of drainage systems.
3. Impacts of flooding due to ground disturbance and waterlogging effects
4. Alteration to the drainage regime and water pollution due to redirecting of watercourses at culverts operation of quarries and borrow pits, disposal of wastes, etc. The road is located in flat land (coastal land plain) where dendrite drainage crosses the alignment. It is proposed to be constructed in a high fill road which also requires provision of hydraulic crossings to equalize water flow from both sides
5. Air and noise pollution due to construction activities and operation of construction machinery. This is more pronounced in Asha Addo and Zeila towns, those towns are very small and all social services including religious places are very close.
6. Increased risks of communicable diseases due to influx of people to the project area; water stagnation due to ground disturbance and disposal of material waste as the project site is totally malaria prone area.

Operation Phase

During operation many of the impacts are beneficial include travel time reduction, improvement in riding quality, reduction of dust and mud and improvement in drainage. The major negative impact expected is traffic accident.

8.2. Evaluation of Impacts

 A checklist method is proposed for evaluation of environmental impacts of the project road. A comprehensive checklist covering the range of impacts that may be associated with the road projects was developed (see Table 8.1.). The checklist is designed to suit as much as possible the particular environmental condition in the project areas and the nature and scope of the proposed project works. For each potential impact, the checklist provides (subdivided into groups according to the phase (pre-construction, construction, post-construction) in which they may occur): The character of the impact in terms of 6 key parameters (impacts type, effect, duration, change, periodicity and areal extents), and The evaluation of potential impact significance level based on 4 common characterization parameters (not significant, small, moderate or major).

 

 

 

  Table 18 Identification and Evaluation of Potential Environmental Impacts: Zeila-Asha Addo Road Project road project

		Effect		Duration			Change			Areal extent		Significance level without mitigation
	No change	Beneficial impact	Adverse impact	Unknown		Indirect	Short	Medium	Long	Reversible	irreversible	continuous	periodic Adverse impact	Irregular	Localized	Widespread	Extensive	Non- signif	Small	Moderate	Major
CONSTRUCTION PHASE
Impact on land resources (ROW)			X		X			X			X				X						X
Impact on vegetation			X		X				X	X						X				X
Wild life impediment			X		X				X	X					X					X
Pollution of water			X		X				X		X					X					X
Water resource conflict			X		X			X		X					X					X
Health and public safety			X		X			X		X					X					X
Solid and liquid waste			X		X			X		X										X
Occupational health			X		X			X		X					X					X
Construction spoils			X		X			X		X			X			X				X
Air pollution			X		X			X		X						X	X				X
Noise pollution			X		X			X		X				X		X					X
Coastal land plain activities			X		X					X					X		X				X
OPERATION AND MAINTENANCE PHASE
Noise pollution			X	X x				X X		X						X				X	X
															X					X	X
Traffic safety			X	X				X		X
Spill of hazardous materials (fuel & oil)			X	X		X		X			X					X					X
Runoff from drainage structures			X	X				X		X					X					X
Coastal land activities on Red sea			X			X		X		X	X						X			X