To ease traffic flow and reduce congestion, the Dhaka-Aricha highway has been expanded. Alongside increasing the number of lanes, separate lanes have been introduced for local and long-distance vehicles using road dividers. Several U-turns and U-loops have also been constructed, including one in the Pakiza area of Savar and another near the Genda kitchen market.

However, instead of reducing congestion, these U-turns are now causing more trouble. Buses stopping at one end and rickshaws and other vehicles trying to cross from the other side are creating gridlocks. At times, traffic jams stretch up to 1.5 to 2 kilometers on both sides of the highway. With Eid-ul-Azha approaching and traffic expected to increase, transport workers fear even longer tailbacks.

Urban planners point out that U-turns should be built in areas with wide roads and no structures, crowds, or markets. Ideally, there should be no connecting roads within 200 meters of a U-turn, and the distance between a U-turn and a branch road should be 300 to 400 meters to ensure smooth traffic movement.

U-turns or U-loops are not the primary solution to traffic congestion, according to Professor Dr. Hadiuzzaman, former director of the Accident Research Institute (ARI) at Bangladesh University of Engineering and Technology (BUET). He pointed out that many of the U-turns across the country are unscientific and poorly planned. “We have numerous U-turns in the country placed without proper planning or scientific reasoning,” he said. “Unfortunately, these are often designed and implemented by non-professionals, and due to the lack of expert involvement, they have ended up doing more harm than good.”

Explaining further, Professor Hadiuzzaman said, “In Bangladesh, we drive on the left. When a driver needs to turn right, that’s when a U-turn becomes necessary. On highways, direct right turns are not allowed, so drivers need U-turns to go right or cross the road. If a driver takes a U-turn and tries to immediately enter a connecting road, it disrupts traffic on the main road and increases the risk of accidents. That’s why there should be at least a 200-meter gap between a U-turn and a branch road.”

He added, “Ideally, if the U-turn is placed 300 to 400 meters away, the driver will have enough time and space to gradually move to the left and enter the branch road smoothly. This improves road efficiency. Scientifically speaking, U-turns should not be placed where traffic is heavy. They should be located in open spaces to avoid interference with the main lane’s traffic.”

According to local sources, the U-turn in the Pakiza area of Savar is flanked by two branch roads—one leading through the Bank Colony to Savar Government College, and the other toward Majidpur. Additionally, the eastern side of the highway houses a large industrial factory named Pakiza, while on the western side, there are bus counters for long-distance routes to both northern and southern parts of the country.

In nearby areas like the Savar Bazar and Thana Stand, local and through lanes have been separated by road dividers. However, to save time and avoid traffic, local public transports often avoid the designated local lanes and move through the main lanes. As a result, most passengers board or get off buses right around the Pakiza U-turn. With buses stopped on one side and a mix of autorickshaws and other vehicles crossing from the other, severe traffic congestion builds up at this area. At times, the traffic tailbacks stretch as far as 1.5 to 2 kilometers on both sides of the highway.

On the other hand, the U-turn at Genda is located near Savar’s largest wholesale market. Trucks and autorickshaws carrying vegetables from the northern and surrounding areas often stop directly on the Dhaka-bound lane of the highway to unload goods. Similarly, buyers load produce onto autorickshaws and mini-trucks from the same spot. This causes heavy congestion on the Dhaka-bound lane every morning from dawn until around 9 am.

Explaining the situation, ASM Tanvir Rahman, engineer of Dhaka’s Kallyanpur Road Subdivision, told Bonik Barta, “The area from Savar Radio Colony to Ulail is very densely populated. Wherever a U-turn is made along this highway, there is either a connecting road or a large structure nearby. There is no empty space anywhere. When the divider was installed near the Savar bus stand, a U-turn was necessary there to allow vehicles and pedestrians to cross. Since no alternative route was available, the U-turn had to be made at Pakiza.”

Regarding the possibility of a flyover or overpass in Savar, the engineer said, “We have heard about traffic congestion there before. The available space on the main road and near the U-turn is roughly the same. However, traffic jams worsen due to autorickshaws and vehicles moving against traffic flow. If the traffic or highway police can control these properly, the problem would be significantly reduced. Besides, there are plans to build an overpass to address this issue in the future. But it will take some time.”