Public Meeting #1 Summary
Central Avenue & Parsons Road Improvements

• Alternative 1 includes widening to 3 Lanes from Orangeburg Rd to W Butternut Rd and widening to 5 Lanes from W Butternut Rd to Parsons Rd.
• Alternative 2 includes widening to 5 Lanes from Orangeburg Rd to Parsons Rd.
• Both alternatives include curb and gutter, enclosed drainage, a 12-foot shared use path, a 5-foot sidewalk, and associated improvements.

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• Central Avenue Improvements – construction is anticipated to begin in early 2029 and take approximately 3 years to complete.
• Parsons Road Improvements – construction is anticipated to begin mid-2028 and take approximately 2.5 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.
• Daytime road closures are not anticipated at major intersections such as Central Avenue at Orangeburg Roadway, Old Parsonage Road, West Butternut Road and Parsons Road, and Parsons Road at West Richardson Avenue.

• The general project limits were identified during development of the Dorchester County Transportation Sales Tax referendum and further refined through completion of the project-specific traffic study and conceptual design alternatives.
• Widening Central Avenue from Orangeburg Road to US Highway 17A is not included with the project scope and was not identified as a project under the current Sales Tax Program; however, it may be considered for future programs.

• Yes. The traffic analysis shows 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. See table of Traffic Data here: https://dorchestertransportation.com/application/files/8617/4957/4822/Traffic_Data.pdf
• All alternatives being considered are designed to improve traffic flow and are expected to enhance performance at major intersections within the project area.

• The decision to propose a roundabout or a traffic signal is based on 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 did not meet signal warrant criteria as established by the SCDOT.  As a result, a roundabout was presented as an alternative to the current stop-controlled intersection.
• The stop-controlled alternative would function similar to the existing White Gables Drive intersection, allowing left turns both into and out of the subdivision. This alternative also includes a new left-turn lane onto Carroway Drive, improving upon current conditions. Both roundabout alternatives would maintain all existing turning movements at the intersection.

• The improvements at Pinewood Drive are needed due to the reconfiguration and added turn lanes on the Parsons Road side of the intersection. To align with the new Parsons Road lanes, the through lanes must be shifted. This shift also creates space for a dedicated left-turn lane, which will help improve traffic flow and overall operations at the intersection.

• While a traffic signal was not warranted based on the traffic study, turn lane improvements are proposed to address safety and access concerns.
• A northbound left-turn lane and a southbound right-turn lane are proposed on Parsons Road to improve turning movements onto Mt McKinley Drive and support safer access into and out of the Summit neighborhood.

• While a traffic signal was not warranted based on the traffic study, turn lane improvements are proposed to improve traffic flow and safety concerns at the following locations:
  • an eastbound left-turn lane from Central Avenue onto Henry Myers Boulevard
  • an eastbound right-turn lane from Central Avenue onto Woodward Boulevard
  • a westbound left-turn lane from Central Avenue onto Woodward Boulevard

• A SUP is an off-street facility designed for both bicyclists and pedestrians, offering a wide, physically separated space that supports two-way, non-motorized travel.
• A dedicated bike lane is an on-street facility designed for bicycle use only. It typically runs in the same direction as vehicle traffic and is separated by paint or flexible posts.
  • Dedicated bike lanes are not included in this project.

• 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, has fewer conflicts at driveways, and minimizes impacts to residential homes and other roadside features. The design of these facilities is currently being re-evaluated and may be refined in response to feedback received.

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

• 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. 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.
• Safety improvements include:
  • Dedicated turn lanes to reduce rear-end collisions.
  • Design includes a curb and gutter on the outside that has a tendency to slow traffic compared to the open shoulder condition that exists today.
  • Address clear zone along the corridor by removing obstructions within 16 feet of the travel way and providing clear sight lines when turning right and left from sideroads.
  • We are making slight adjustments to the roadway curvature when appropriate to ensure compliance with clear zone requirements.

• The project team will coordinate closely with local emergency services throughout construction to ensure that emergency access is maintained at all times.
• Construction phasing and detours will be planned to minimize disruptions to response times and critical access routes.

• The proposed design for Parsons Road does realign the roadway to flatten or increase the curve radius for the two curves along the corridor.  By flattening the curves, motorists will have better visibility through the curves and safer conditions.

• The Central Avenue and US 17A. intersection is outside the limits of the current Dorchester County project. However, the South Carolina Department of Transportation (SCDOT) is planning safety improvements at this intersection. A roundabout is proposed as part of that project; additional information is available on SCDOT’s project portal: https://projectportal.scdot.org/17ARoundabout.

• Yes. 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 of curb inlets and pipe that will meet SCDOT capacity standards and maintain existing outfall locations.  Stormwater management reports can be available upon request at final design stages of the project.

• 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. Any trees removed as part of the roadway construction will be mitigated in accordance with Dorchester County Tree Ordinances.

• A noise analysis is currently being conducted in accordance with applicable federal and state guidelines to determine whether the project will result in increased traffic noise for adjacent development.
• If the analysis shows that noise impacts exceed acceptable thresholds, noise abatement measures, such as noise walls, will be considered where feasible and reasonable.
• Additional information will be shared once the analysis is complete.

• The current project does not include relocating overhead power underground.  Relocation decisions and costs related to taking overhead power underground will be the responsibility of the utility owner and assessed through the Utility Coordination process.

• Any existing fiber optic lines impacted by the proposed improvements will be relocated along the corridor.  No new fiber optic lines are proposed as part of the roadway project. 

• In some areas, ROW acquisition will be necessary to accommodate the proposed improvements. The County is committed to minimizing impacts to private property wherever possible.
• A preferred alternative has not yet been selected. Once selected, potential impacts to individual properties will be evaluated and calculated.
• If your property is affected, you will be contacted directly by a member of the ROW team to discuss the specifics.
• Property owners are entitled to just compensation in accordance with state and federal laws.

• The traffic analysis includes projected growth models for the project area to determine the necessary capacity and operation improvements needed to maintain acceptable operations and minimize traffic congestion through the design year of 2050.

• All new developments are required to meet applicable County and State requirements. This includes preparing a traffic impact analysis, and constructing any required traffic mitigation measures, if the proposed development meets established thresholds.