Public Meeting #2 Summary
Central Avenue & Parsons Road Improvements

Public Meeting Summary

Overview

A combined in-person Public Information Meeting (PIM) was held for the Central Avenue and Parsons Road Improvements Projects on April 23, 2026, from 5-7 PM at Alston-Bailey Elementary School in Summerville, South Carolina. This meeting was conducted drop-in style, without a formal presentation.  In addition, a project-specific webpage hosted on Dorchester County’s Transportation website allowed community members to review materials and provide feedback at their convenience, expanding access beyond in-person meetings.

Upon arrival, attendees were asked to sign in and provided a project handout outlining the project purpose and need, preferred alternative, potential impacts, anticipated schedule, and instructions for submitting comments. Dorchester County staff and their representatives were stationed throughout the meeting room. Eleven display boards were arranged in stations around the perimeter of the room, presenting information on the project location, project development process and schedule, purpose and need, preferred alternative, future traffic, environmental and community resources, potential impacts, noise evaluation process, traffic safety facts, and right-of-way acquisition process. In addition, roll plots showcasing the preferred alternative were available for attendees to review and discuss with project team members. All materials presented at the public meeting were also made available on the Dorchester County – Central Avenue & Parsons Road Project Webpages:

Welcome Handout Background Typical Sections Environmental & Community Resources Noise Evaluation Process Traffic Noise Handout Traffic Data Traffic Safety Facts Right-of-Way Acquisition Process Public Input: PIM #1 Roll Plot

Summary of Public Comments Received

The public was invited to submit comments or questions via the project website, email, mail, or in person at the PIM. A total of 40 comments were received during the comment period from April 23, 2026, through May 23, 2026.

Central Avenue Improvements Overview

Dorchester County proposes roadway widening and improvements along Central Avenue from Orangeburg Road to Parsons Road. The Project Study Area extends along Central Avenue for approximately 2.8 miles through the Town of Summerville, SC.

The preferred alternative for Central Avenue includes 5 lanes from Orangeburg Road to Parsons Road. The proposed roadway will also include curb and gutter, enclosed drainage, shared use path (SUP), sidewalk, and associated improvements.

• Two 12-ft. travel lanes in each direction
• 15-ft. two-way left turn lane
• 10-ft. SUP on the north side
• 5 to 8-ft. sidewalk on the south side
• Roundabout at the intersection of Central Avenue and White Gables Drive/Carraway Lane
• Curb and gutter
• Enclosed Drainage
• 40 mph speed limit

What We Heard

Support

• Long-Term Solution – Designed to accommodate projected traffic volumes over time.
• Increased Capacity – Expected to reduce congestion at key intersections.

Concerns

• Property Impacts – Some residents were concerned that the 5-lane design requires too much right-of-way and impacts to residential and commercial properties.
• Safety & Noise – A wider roadway may encourage higher travel speeds and increase traffic noise for nearby homes and businesses.

• Drainage & Flooding – Comments reflected widespread concern regarding the potential for the project to exacerbate existing drainage and flooding issues along the corridor.

Parsons Road Improvements Overview

Dorchester County proposes roadway widening and improvements along Parsons Road from Central Avenue to W Richardson Avenue. The Project Study Area extends along Parsons Road for approximately 1.37 miles through the Town of Summerville, SC.

The proposed 3-lane roadway widening will include curb and gutter, shared use path (SUP), sidewalk, enclosed drainage, and associated improvements.

• One 12-ft. travel lane in each direction
• 15-ft. two-way left turn lane
• 10-ft. SUP on the west side
• 5 to 8-ft. sidewalk on the east side
• Curb and gutter
• Enclosed Drainage
• 40 mph speed limit

What We Heard

Support

• Increased Capacity - The addition of a median turn lane has garnered support from residents living along Parsons Road.

Concerns

• Visibility – Many commenters expressed concern regarding the lack of visibility around the curve of Parsons Road and suggested a traffic signal at the Parsons Road/Mt. McKinley Drive intersection to improve safety for residents entering and exiting the Summit neighborhood.
• Speed – Comments included concern from residents regarding continued speeding along Parsons Road, even after the speed limit is lowered.
• Property Impacts – Residents are concerned about impacts to property and neighborhood entrances.

Common Themes

The following sections summarize the most common themes identified in public comments received during the comment period and provide responses to frequently asked questions raised by residents and stakeholders.

Project Development Process and Timeline

Commenters requested additional information regarding the project development process, evaluation criteria, and opportunities for continued public involvement as the project advances.

How can I stay informed about project updates as the project advances?

• Project updates, upcoming milestones, and construction information will be shared through the Central Avenue and Parsons Road project websites and other County communication channels such as the County’s Transportation Sales Tax Program E-mail Distribution list.
• Residents and stakeholders are encouraged to visit the project website regularly for the latest information, project materials, schedules, and announcements related to the project.
• Individuals may also contact the project team directly using the contact information provided on the project website with questions or requests for additional information.

When will construction begin, how long will it take, and how will residents be notified of changes or disruptions? Will there be detours or road closures?

• Construction for both projects is anticipated to happen concurrently beginning in early 2029 and take approximately 3.5 years to complete.
• Residents and businesses will be notified of major changes or disruptions through general project communications, public notices, and/or posted signage. Construction phasing and traffic impacts will be shared in advance to help minimize disruption.
• Full daytime road closures are not anticipated at major intersections such as Central Avenue at Orangeburg Road, Old Parsonage Road, West Butternut Road and Parsons Road, and Parsons Road at West Richardson Avenue.  Lane closures may occur at non rush hour traffic times but access to properties and emergency vehicles will be maintained at all times.

Additional Resources:

Project Schedule

 

Traffic Congestion & Speed Management

Residents consistently voiced concerns about congestion and speed management throughout the corridor, particularly in areas experiencing rapid development.

Traffic Data: Several commenters requested the completion of an updated traffic study, citing concerns that the traffic data may not adequately reflect current or future travel demand.

Are the traffic counts and projections up to date, especially with new housing developments near the corridor? Will a new or updated traffic study be completed before final design decisions are made?

• The Corridor Analysis Report was developed using 2023 traffic data for existing conditions. In addition, a supplemental traffic count was conducted in February 2025 at White Gables to inform roundabout design. The analysis indicates that without improvements, key intersections including Orangeburg Road at Central Avenue, Butternut Road at Central Avenue, and Parsons Road at Central Avenue, are projected to exceed their capacity and operate in failing conditions by 2050.
• At this time, a new traffic study is not planned for this project. However, all new developments on or near the corridor are required to meet applicable county and state requirements. This includes preparing a traffic impact analysis if the proposed development is expected to exceed established thresholds. 

Is the proposed design expected to be sufficient, given how quickly traffic has increased in recent years?

• The traffic analysis includes projected growth models for the study area, based on past patterns and future expected growth, to determine the necessary capacity and operation improvements needed to maintain acceptable operations and minimize traffic congestion through the design year of 2050.

Will improvements simply shift traffic problems elsewhere rather than solving them?

• The preferred alternative is designed to improve overall traffic flow and is expected to relieve congestion at major intersections within the project area, rather than shift congestion to other locations.
• The Dorchester County Transportation Sales Tax Program is developing projects on several of the surrounding roadways such as Orangeburg Road, Mallard Road, and Jedburg Road to provide network wide congestion relief.

Additional Resources:

Existing & Future Traffic

SCDOT Traffic Counts

BCDCOG Mapping & Data

Speed Management: Residents, particularly those along Parsons Road, expressed concerns regarding speeding and adherence to posted speed limits and requested enhanced speed enforcement measures.

What are the posted speed limits throughout the project corridor?

• The proposed posted 40 mph speed limit signage on Central Avenue will match existing conditions.  On Parsons Road, the current posted speed limit is 45 mph, with a reduction to 35 mph approaching the West Richardson Avenue intersection and curve warning signs with 35 mph advisory speed placards at two sharp curves. The proposed posted speed limit will be reduced to 40 mph and will maintain the 35 mph posted speed approaching the West Richardson Avenue intersection.  Curve warning signs will not be required in the proposed design due to the realignment of the two curves.
• Enforcement of posted speed limits is the responsibility of local law enforcement. Residents with concerns regarding speeding or requests for increased enforcement should contact the appropriate local law enforcement agency.

Additional Resources:

Dorchester County Sheriff's Office

 

Intersection Improvements & Safety Concerns

Residents consistently voiced concerns regarding safety and operations at key intersections throughout the corridor.

Central Avenue/White Gables Drive Intersection: Opinions on the roundabout were mixed. Some commenters supported the roundabout as a means to improve traffic flow and reduce crashes, others expressed concern about driver confusion, pedestrian safety and its ability to accommodate increasing traffic volumes as development continues along the corridor.

Multiple residents noted that the recent extension of Blue Bonnet Street to O’Leary Circle has increased traffic from the Six Oaks subdivision using the White Gables Drive intersection with Central Avenue. Commenters questioned whether the proposed roundabout would be capable of accommodating these increased traffic volumes.

Why is a roundabout being proposed at the Central Avenue and White Gables Dive/Carraway Lane intersection? Would a traffic light be safer or more effective? How will these changes affect turning in and out of the neighborhood?

• The selection of an intersection control type, such as a roundabout or traffic signal, is based on factors including traffic volume, safety, delay reduction, and long-term operational efficiency.
• Roundabouts have been shown to significantly reduce serious injury crashes, improve intersection efficiency during peak hours, and accommodate continuous movement, especially in congested corridors.
• A traffic signal was evaluated as an alternative to the roundabout, but the intersection did not meet signal warrant criteria as established by the South Carolina Department of Transportation (SCDOT).  As a result, a roundabout was presented as an alternative to the current stop-controlled intersection.

Does the proposed roundabout take into account the increase in traffic at the White Gables Drive intersection since the traffic study in 2023?

• The traffic study included projected traffic volumes up to the year 2050 based on historical growth in the region and future developments along the corridor.

Parsons Road/Mt. McKinley Drive Intersection: Community members repeatedly identified this intersection as a priority location for a traffic signal, referencing existing safety concerns and a history of collisions due to the curve on Parsons Road.

Was a traffic signal considered at the Parsons Road and Mt McKinley Drive intersection?

• A traffic signal was evaluated at the Parson Road and Mt. McKinley Drive intersection, however the volume of turning vehicles did not meet signal warrant criteria as established by the SCDOT.  The realignment of the curve approaching the intersection will provide more visibility to approaching vehicles. 

Dedicated Turn Lanes: Several commenters expressed concern that the addition of dedicated left-turn lanes could make it more difficult for oncoming traffic or vehicles on side streets to safely complete left turns due to the high volume of traffic traveling through the corridor.

• Central Avenue/White Boulevard Intersection: Several commenters raised concerns regarding the proposed dedicated left-turn lane into the Food Lion shopping center, noting that it could increase crashes involving vehicles turning left from White Boulevard onto Central Avenue.
• Central Avenue/Woodward Boulevard: Residents expressed concern with being able to turn left out of Woodward Boulevard across 4 lanes of traffic.

How were the locations of dedicated left-turn lanes determined, and how will they affect turning movements at intersections and driveways?

• The location and design of dedicated left-turn lanes are evaluated based on traffic volumes, turning movements, safety, roadway geometry, and access to adjacent properties and side streets. The project team is currently reviewing the locations of the proposed dedicated left-turn lanes and whether they will be included in the final improvements.
• As the design is refined, access and turning movements at individual intersections and driveways will continue to be evaluated to balance safety, traffic operations, and access to adjacent properties.

Additional Resources:

SCDOT Traffic Signals

 

Access Management

Raised Medians: Some commenters recommended incorporating raised landscaped medians in place of a continuous two-way left-turn lane, citing potential benefits for speed reduction while preserving the neighborhood’s character.

Have landscaped medians been considered?

• Raised medians, including landscaped or grassed medians, are not currently proposed throughout the corridor however, their use will be re-evaluated as the design is further refined.

Will changes to medians and turn lanes restrict access to homes and businesses?

• The proposed improvements are designed to maintain full access to adjacent residential and commercial properties where possible. While access patterns may be modified in some locations, access to properties will be preserved.

Property and Business Impacts: Several commenters expressed concern regarding the potential impacts of the proposed improvements on property access along the corridor.

How will residential or business driveway access be affected during and after construction?

• During construction, temporary access modifications or short-term disruptions may occur; however, access to all properties will be maintained.

Additional Resources:

SCDOT Access Management 

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Right-of-Way Impacts

Several commenters expressed concern regarding the potential impacts of the proposed improvements on existing residences and businesses along the corridor.

How will impacts to property be resolved? Will landscaping and fencing be put back?

• Where temporary or permanent impacts to private property occur, they will be addressed in accordance with applicable right-of-way acquisition and relocation procedures.  More information can be found here.
• Impacted landscaping, fencing, and other disturbed features within the project limits will be addressed directly with the affected owner during the right-of-way acquisition process.

Additional Resources:

SCDOT Highways and You Brochure

Uniform Relocation Assistance

 

Bicyclist/Pedestrian Infrastructure

Many commenters highlighted the need for improved pedestrian and bicycle facilities throughout the corridor, with particular emphasis on safe crossings, neighborhood connectivity, and access to nearby destinations.

Pedestrian & Bicycle Safety: Commenters frequently identified the need for safer pedestrian and bicycle crossings and improved visibility, especially near the Food Lion shopping center and Canebreak Apartments along Central Avenue and at Knightsville Elementary School on Orangeburg Road.

Are additional crosswalks being considered for high-use access points such as at the Food Lion shopping center, Canebreak Apartments, and Knightsville Elementary School?

• Pedestrian crossings and access points were evaluated as part of the project development process. The proposed design includes pedestrian crossings at signalized intersections along the corridor and at the roundabout at White Gables Drive/Carroway Lane.  The existing mid-block crosswalk at Knightsville Elementary is included in the design. Any new unsignalized crossings would be required to meet a warrant analysis based on pedestrian volumes.

Shared Use Path (SUP): Many commenters supported sidewalks and SUPs, especially in areas near neighborhoods, to enhance active transportation options and improve overall connectivity.

Why is the SUP on one side and sidewalk on the other?

• The typical section and the placement of the SUP on one side of the roadway was recommended during project development to balance impacts to adjacent properties, limit number of driveway crossings, improve safety, and enhance bike and pedestrian connectivity. Typically, the preference is to keep the SUP on one side of the roadway to encourage recreational users on one side and intermittent connectivity of pedestrians via a sidewalk on the other side. The SUP on one side of the road also simplifies crossings at signalized intersections and minimizes impacts to residential homes and other roadside features.

Are ATVs or golf carts allowed on the SUP?

• No. SUPs are designed for non-motorized users such as pedestrians and bicyclists. ATVs, golf carts, and other motorized vehicles are not permitted.

Bike Infrastructure: Some commenters expressed interest in dedicated bike lanes instead of SUPs, as well as concerns regarding bike usage and safety overlapping roundabouts.

Why is bike traffic placed on the SUP instead of within the roadway?

• SUPs provide a physical separation between cyclists and motorists, reducing the risk of collisions. Placing bike traffic directly in the roadway (such as in dedicated bike lanes or shared lanes) can increase conflict points with cars, trucks, and other vehicles, especially at intersections. SUPs reduce these conflicts and allow for predictable, consistent travel patterns and is a preferred facility for inexperienced riders and parents of young riders.

Additional Resources:

Dorchester County Complete Streets 

Walk + Bike BCD

SCDOT Complete Streets 

 

Drainage & Flooding

Commenters noted that Parsons Road and Central Avenue both have several low-lying areas and experience recurring flooding. Many detailed comments requested upgrades to drainage systems, including culvert improvements and the use of sustainable stormwater management practices, to address existing issues and help prevent future flooding impacts to adjacent properties.

Will the project address existing drainage and flooding problems? Are there plans for stormwater management improvements?

• The project assesses existing flooding and will address stormwater conveyance within the right-of-way to include new grading to channel offsite surface waters to stormwater inlets or the existing outfalls.
• A 2022 Drainage Study performed by Town of Summerville has identified a potential issue with the existing culvert under Central Avenue west of Parsons Road.  The study will be used in conjunction with stormwater calculations to determine if an increase in culvert capacity will be necessary.   
• The proposed stormwater management improvements include an enclosed stormwater system with curb inlets and pipe to existing culverts and downstream ditches that will meet SCDOT capacity standards and maintain existing outfall locations.  Areas that experience flooding or standing water along the roadway will be drained into the new stormwater system.
• As design progresses, the need for detention ponds will be assessed to allow for stormwater storage within the right-of-way and reduce downstream stormwater impacts.   
• Stormwater management reports can be available upon request at the final design stages of the project.

Will improving road drainage along Central Avenue and Parsons Road negatively impact neighborhood flooding?

• The proposed improvements are designed to manage stormwater within the project limits and meet the existing conditions.  The pipe system is designed to include adequate storage capacity for stormwater on the corridor according to design standards.  The project will not increase flooding to adjacent neighborhoods.

Additional Resources:

Dorchester County Floodplain Management  

 

Environmental

Many commenters emphasized the importance of preserving the corridor's natural character and minimizing impacts to existing vegetation and landscaping.

Tree Preservation: Many commenters voiced opposition to the removal of mature and historic trees, particularly live oaks, and encouraged efforts to avoid or minimize tree impacts where feasible.

Will trees or green spaces be removed? Are there plans to preserve grand live oaks or natural buffers?

• The County is committed to preserving grand trees and maintaining natural buffers wherever feasible; however some trees and vegetation will need to be removed within the construction limits.  Design measures such as meandering of the sidewalk and SUP will be reviewed during final design to avoid and minimize impacts where feasible. 

Green Buffers: Commenters expressed a desire to maintain landscaping and minimize excessive paving to help preserve the corridor’s natural character. Concerns were also raised about the long-term maintenance of newly acquired green buffers, with recommendations to restore vegetation following construction.

Why are grass strips added next to the sidewalks and SUP, and who will maintain them?

• Grass strips are provided as buffers between the vehicular traffic and the sidewalks and SUPs, based on design guidelines for these types of facilities and to enhance safety for non-motorized users throughout the project corridor.
• These buffers and any other new right-of-way will be transferred to SCDOT for maintenance following the completion of the project.