A 10-year master plan · Rye, New York · 2026–2036

America's most
walkable
town.

A bold, specific, and achievable plan to transform Rye, NY — a 5.85-square-mile Westchester city — into the nation's foremost model of pedestrian-first, car-secondary urban design.

Explore the plan See the timeline
5.85 Square miles — bikeable in 20 min
39m To Grand Central by train
454+ Acres of parks & open space
10yr 3-phase transformation plan

The vision

Built for people,
not for cars.

"Rye already has the bones of a great walking city. Now let's build the body."

Rye, NY is uniquely positioned to become something rare in America: a small city where residents of all ages can meet their daily needs entirely on foot or by bike. At 5.85 square miles, you can cross it in 20 minutes on a bicycle. It has a functioning train connection to NYC, 454 acres of open space, a charming downtown, and five schools — all within cycling distance of nearly every home.

The plan doesn't ban cars. It relegates them — making driving convenient but never free, never prioritized, and never necessary for daily life within Rye's borders. Streets become places for people first, vehicles second.

The precedents are already there. The Boston Post Road diet (2008) proved Rye can narrow a major arterial. The removal of traffic signals on Purchase Street proved the city can simplify car access downtown. This plan accelerates and completes that transformation.

🚶

Every local trip walkable

No child should need a car to reach school, parks, or downtown. Continuous sidewalk network, safe crossings, destinations within walking distance of every home.

🚲

A complete bike network

Protected lanes on all arterials. Low-stress routes through every neighborhood. Bike share at the station. You can ride from any neighborhood to any other, safely.

🅿️

Cars are guests, not owners

Eliminate free parking downtown. Remove minimum parking requirements citywide. Make driving one option among many — but never subsidized or prioritized.

🌊

The waterfront for people

A continuous promenade from Rye Town Park to Playland to Greenhaven — pedestrians and cyclists only. Rye's 14 miles of coastline become its greatest public amenity.

🏘️

Mixed-use near the station

Allow and incentivize mixed-use infill within half a mile of the Rye station. More residents walking to transit means fewer cars on Boston Post Road.

🏅

A national model

By 2036, Rye publishes its playbook for small American cities. Platinum walkability and cycling designations. Zero traffic fatalities. 50%+ of local trips on foot or bike.

The plan

Three phases,
one transformation.

Each phase builds political capital and physical infrastructure that makes the next phase possible. Start fast and cheap. Prove demand. Build permanently.

Quick win

Paint + posts: instant bike lanes

Protected bike lanes on Boston Post Road, Theodore Fremd Ave, and Forest Ave using paint and flexible delineator posts. Weeks to install, not years. Data collected before and after.
  • Boston Post Road: both directions
  • Theodore Fremd: station to downtown
  • Forest Ave: to Playland & waterfront
Quick win

Purchase Street weekend pilot

Close Purchase Street to through traffic on weekends. Widen sidewalks with planters and café seating. Measure foot traffic and business revenue. Let data make the case for permanence.
Quick win

Meter all free downtown parking

Install smart meters on all free surface lots within 3 blocks of Purchase Street. Dynamic pricing. Revenue dedicated to pedestrian and bike improvements. Ends free car storage subsidy.
High impact

Rye Station bike hub

Covered, secure parking for 200 bikes at Rye station. Bike share dock (20 bikes). E-bike charging. Repair station. Connects commuters arriving by train with the local bike network.
Safety first

Safe Routes to all 5 schools

Audit every route to Midland, Milton, Osborn, Rye Middle, and Rye High. Fix the top 3 dangerous crossings at each school within 6 months. Raise crosswalks at all school entrances.
Foundation

Baseline data collection

Count pedestrians, cyclists, and vehicles on every major corridor monthly. Survey mode of travel for school, work, and errands. Establish before-measurements for every future intervention.
Safety first

Roundabout at Purchase St / Boston Post Road

Replace the signalized intersection of Purchase Street and Boston Post Road with a modern single-lane roundabout. This is one of Rye's most congested daily bottlenecks — rush-hour backups in both directions are a fixture of life here. A roundabout eliminates the stop-start cycle entirely, keeping traffic flowing continuously while dramatically reducing the speed and severity of any conflicts. Studies consistently show roundabouts reduce injury crashes by 75% compared to signalized intersections.
  • Eliminates daily morning and evening rush-hour gridlock
  • Reduces vehicle conflict points from 32 (signal) to 8 (roundabout)
  • Raised pedestrian crossings on all four approaches
  • Splitter islands force slow entry speeds, protecting pedestrians
Safety first

Pedestrian signal at Theodore Fremd / Purchase St

Install a full pedestrian signal with Leading Pedestrian Interval (LPI) at the intersection of Theodore Fremd Avenue and Purchase Street. Currently there is no pedestrian indicator of any kind at this crossing — one of the busiest in Rye — leaving walkers to guess at gaps in traffic. This is among the most dangerous and most easily fixed gaps in the entire network.
  • High-visibility HAWK or full traffic signal with pedestrian phase
  • Leading Pedestrian Interval: walkers get a 7-second head start before cars move
  • Audible signals for visually impaired pedestrians
  • Raised crosswalk to enforce yielding by turning vehicles
High impact

Redesign Rye Station: dedicated pedestrian infrastructure

The area surrounding Rye's Metro-North station is currently the most pedestrian-hostile environment in the city — a free-for-all of cars, taxis, buses, and commuters with no dedicated sidewalks, no marked crosswalks, and no clear separation between people and moving vehicles. For a town with walkability ambitions, this is the worst possible first impression. A complete redesign is needed immediately.
  • Dedicated sidewalk network connecting all station entrances and exits
  • Marked and raised crosswalks at every vehicle crossing point
  • Separated pick-up/drop-off zone fully removed from pedestrian paths
  • Wayfinding signage directing arriving passengers to downtown, parks, and bike share on foot
  • Continuous sidewalk link from station to Theodore Fremd Ave and Purchase Street
Major capital

Rebuild Boston Post Road

Convert the full length through Rye: one travel lane each direction, raised concrete bike track (curb-protected), wider sidewalks, street trees every 25 feet. Coordinate with utility work.
  • Raised concrete bike track replaces paint
  • Pedestrian refuge islands at all major crossings
  • Remove right-turn slip lanes at Playland Pkwy
Signature project

Purchase Street permanently car-free

Make the weekend pilot permanent. Rebuild as a pedestrian plaza from Elm to Purdy: granite pavers, removable bollards, deliveries 6–10am only. Shade trees, public seating, year-round programming.
Policy lever

Zoning overhaul: end parking minimums

Remove all minimum parking requirements within half a mile of the train station and downtown. Allow mixed-use by-right in the CBD and near the station. Convert excess parking to housing and plazas.
Landmark amenity

Coastal promenade

Continuous off-road multi-use path: Rye Town Park → Playland boardwalk → Greenhaven waterfront. Bikes and pedestrians only. Rye's 14 miles of coastline become its greatest public space.
Network

Complete neighborhood bike grid

Low-stress bike routes through all residential neighborhoods. Diagonal diverters block cut-through car traffic while allowing cyclists. Connect every neighborhood to the Purchase St and BPR spines.
Key corridors

Milton Road & Forest Ave

Rebuild both corridors with protected bike lanes, raised crosswalks, and 20 mph speed limits. Milton Road: school street closures at Milton School. Forest Ave: lower speed near Playland pedestrians.
Transformation

Residential streets: 15 mph default

Lower all residential limits to 15 mph. Physical redesign: narrow lanes to 9 feet, speed tables at every intersection, chicanes on straight high-speed segments. Every block feels like a shared space.
Land use

Parking lots → mixed-use

Convert or redevelop downtown surface parking and underutilized garage structures into mixed-use housing with ground-floor retail. Adds residents who walk to everything; removes car storage from the core.
Vision Zero

Zero traffic fatalities by 2036

Formal Vision Zero policy with binding targets. Every fatal or serious crash triggers an automatic engineering review and physical intervention within 90 days. Non-negotiable safety commitment.
Culture

School Streets program

Permanently close streets adjacent to all 5 schools during school hours. Children arrive by foot or bike as the default. Walk/Bike to School becomes a cultural norm, not an exception.
Recognition

National model & awards

Pursue NACTO Street Design Award, Walk Friendly Community Platinum, and League of American Bicyclists Platinum. Publish Rye's playbook as a replicable model for small American cities.
Permanent

Charter amendment

Amend the City Charter to require all road projects demonstrate pedestrian and cyclist benefit. Create a permanent Office of Active Transportation with dedicated budget — beyond the reach of budget politics.

Street by street

Every corridor,
transformed.

From Rye's main arterial to the quiet residential grid — here's exactly what changes on each corridor and when.

Phase 1  ·  2026–28

Theodore Fremd Ave

Station connector

4 lanes, no bike lane, wide crossings, no pedestrian signal at Purchase St

→

2 lanes + protected bike lane, raised crosswalks, pedestrian signal with LPI at Purchase St, 25 mph

Phase 1

Purchase St / Boston Post Rd

Key intersection

Signalized intersection, daily rush-hour gridlock, 32 vehicle conflict points

→

Modern roundabout, continuous traffic flow, raised pedestrian crossings on all 4 approaches, 75% fewer injury crashes

Phase 1

Rye Station Area

Transit gateway

No sidewalks, no crosswalks, cars and pedestrians mixed without separation — the most dangerous area in Rye

→

Dedicated sidewalk network, raised crosswalks at all vehicle crossings, separated drop-off zone, wayfinding to downtown on foot

Phase 1
Phase 2  ·  2028–32

Purchase Street

Downtown core

2 travel lanes, car access, stop signs

→

Full pedestrian plaza, bollards, café seating, deliveries 6–10am only

Phase 2

Boston Post Road

Main arterial (US-1)

1 lane each way, no bike infrastructure

→

Raised concrete bike tracks both sides, pedestrian refuges, street trees, 25 mph

Phase 2

Forest Avenue

Waterfront access

2-lane arterial, no cycling, high speed near Playland

→

Protected bike lane, 20 mph near Playland, raised crosswalks

Phase 2

Milton Road

North-south spine

Residential arterial, no bike infrastructure, school adjacency

→

Protected bike lane, school street closure at Milton School, 20 mph

Phase 2

Coastal Promenade

New route

Fragmented paths, no continuous waterfront route

→

Continuous off-road path: Town Park → Playland → Greenhaven, bikes + peds only

Phase 2
Phase 3  ·  2032–36

All residential streets

City-wide

20–25 mph posted, minimal traffic calming

→

15 mph, diagonal diverters on cut-through routes, speed tables at intersections

Phase 3

Intersection concept

Boston Post Rd / Purchase St
Walk & Bike Without Fear

Cars get the small inner circle; walking and cycling get their own physically separated rings on the outside, with raised crossings set back a full car-length so drivers must stop and yield to people before they reach the circle. North up — schematic, not to survey scale.

Protected cycle track
Separated footpath
Buffer / landscaping
Car circulatory (small, slow)
Raised crossings
Refuge islands
Yield: cars stop for people

How this protects people on foot and bike

  • Separate rings, not shared lanes. Cyclists ride a continuous protected track and pedestrians walk an outer path — both physically buffered with landscaping from the car circle. People never mix with moving traffic.
  • Crossings set back a car-length. Every walk/bike crossing sits one vehicle back from the circle. An exiting driver clears the circle, then faces a raised crossing where they must yield — eyes already on the people, not the traffic behind them.
  • Raised tables = slow cars. Each crossing is a speed table that drops car speeds to roughly 15 mph — the range where a crash is survivable and usually avoided entirely.
  • One lane at a time. Generous refuge islands mean you only ever face a single direction of traffic before reaching safety — huge for kids, strollers, wheelchairs, and older walkers heading to the Library, City Hall, or the YMCA.
  • Cars are the guest. The inner circle is deliberately tight to keep speeds low. The design geometry itself — not just signs — enforces it. People-priority is built into the shape.
  • Still conceptual. US-1 is a state route, so a real build needs NYSDOT review, ADA-compliant ramps, a capacity study, and right-of-way coordination. This is an illustration of intent.

The timeline

Ten years.
Seven milestones.

A clear, measurable progression from quick wins in 2026 to a nationally recognized model by 2036. Each milestone builds on the last.

2026 → 2036

2026

Launch & Vision Zero resolution

Adopt Vision Zero resolution. Launch Purchase Street Open Streets on weekends. Install bike lanes on Theodore Fremd with paint and posts.

2027

Safety fixes & station hub

Safe Routes audit complete. Top 3 dangerous crossings fixed at all 5 schools. Rye Station bike hub opens. Downtown parking meters go live.

2028

Zoning reform & permanent streets

Parking minimums eliminated near station. Boston Post Road reconstruction begins. Purchase Street Open Streets made permanent year-round.

2030

Coastal promenade & BPR complete

Boston Post Road raised bike tracks complete. Coastal promenade Phase 1 opens: Playland to Rye Town Park. Purchase Street fully pedestrianized with granite pavers.

2031

Network complete; zero fatalities

Neighborhood bike grid with diagonal diverters complete. Milton Road and Forest Ave bike lanes open. Pedestrian fatalities at zero for two consecutive years.

2033

Residential redesign & School Streets

Residential streets redesigned to 15 mph. School Streets at all 5 schools. Applied for NACTO and Walk Friendly Platinum designation.

2036

America's most walkable town

Charter amendment enshrines active transportation priority. National model playbook published. 50%+ of local trips made by foot or bike. Rye recognized nationally.

Learning from America

Six cities
already proving it.

Rye isn't a pioneer — it's a fast-follower. These communities have already done the hard political and engineering work. Their results are the evidence base for everything in this plan.

"The cities that transformed their streets didn't wait for perfect conditions. They started, measured, and built from there."

Hoboken

New Jersey  ·  Pop. 54,000

7 yrs consecutive years without a traffic death (2017–2024)

Vision Zero + 20 mph citywide, bike lanes on 47% of streets, raised intersections, daylighting program

Injuries down 41%. Serious injuries down 62% from 2022–2023. Bike lane network expanded 38% in under two years. The most directly applicable model for Rye.

Carmel

Indiana  ·  Pop. 100,000

152 roundabouts replacing signalized intersections

Walkable downtown built from scratch on the Monon Trail; 25 years of consistent pedestrian-priority zoning and street design

Traffic accidents stayed under 200 despite population tripling. Injury crashes 47% lower at roundabout sites. Named "best-designed suburb in America" by multiple national outlets.

Boulder

Colorado  ·  Pop. 105,000

70mi of multi-use paths plus 500 miles of sidewalk

Pearl Street pedestrian mall; strong land-use integration; highest retail sales per sq ft in Colorado on pedestrianized street

Consistently ranks #1 among small cities for walkability. Cycling accounts for a larger share of commute trips than any comparable US city.

Portland

Oregon  ·  Pop. 650,000

Platinum Walk Friendly Community — one of only 4 nationally

Comprehensive connected bike network; strong zoning reform for mixed-use; decades of political consistency

Highest Walk Friendly Community designation. The national benchmark that Rye should target for its 2036 goal.

Madison

Wisconsin  ·  Pop. 270,000

1,200mi of sidewalk; 200+ miles of biking and hiking trails

Pedestrian-scale block structure; school crossing guard program; experimental car-free street pilots

Gold-level Walk Friendly Community. Ranked among safest cities for pedestrians in the country. Model for school safety infrastructure.

Decatur

Georgia  ·  Pop. 25,000

Gold Walk Friendly Community — closest in size to Rye

Dense mixed-use downtown walkability plan; active transportation emphasis in all zoning; proof that small cities can lead

Cited nationally as the model for small-city pedestrian planning. Proves Rye's scale is a feature, not a limitation.

Deep dive · Most applicable model

How Hoboken went 7 years without a traffic death

Hoboken's transformation was deliberately incremental. Rather than expensive multi-year reconstruction projects, the city embedded safety improvements into every routine maintenance cycle. Every time a block was repaved, it received curb extensions, high-visibility crosswalk paint, and daylighting — removing corner parking that blocked sight lines. The 2022 citywide speed limit reduction to 20 mph was the single highest-leverage action. Studies show pedestrian fatality risk drops from 45% at 30 mph to just 5% at 20 mph.

Key lesson for Rye Embed pedestrian improvements into every routine maintenance project. When a street gets repaved, it also gets safer crosswalks and better curb extensions. This multiplies impact without multiplying budget.

Deep dive · The suburban transformation model

How a car-dependent suburb built itself a downtown

Carmel, Indiana proves that even a pure American car suburb can be completely reimagined. Starting in the 1990s with 30,000 people and no walkable downtown, Carmel built 152 roundabouts, created a downtown from scratch along the Monon Trail corridor, and attracted serious mixed-use investment — all while reducing accidents. The political constant was a mayor who pursued the same strategy for 25 years, outlasting every objection.

Key lesson for Rye Rye already has what Carmel had to build from scratch: a real downtown, historic buildings, a train station. The lesson is political will and consistency across administrations — embedded in policy, not dependent on any individual.

Accountability

What gets measured
gets built.

Every target is publicly reported annually. If a metric falls behind, an engineering review is triggered automatically. No vague commitments — only specific numbers with specific deadlines.

50% reduction by 2030

Pedestrian & cycling crash rate

Every fatal or serious crash triggers an automatic engineering review and physical intervention within 90 days. Non-negotiable.

Baseline 2026Target 2030
30% of trips by 2030, 50% by 2035

Residents walking or cycling for daily trips

Measured by annual travel survey and counting stations on all major corridors. Commute trips, school trips, and errands tracked separately.

Est. 10% todayTarget 30% by 2030
30mi of protected infrastructure by 2035

Protected bike network miles

15 miles of protected lanes by 2028 (Phase 1 + 2). 30 miles fully connected by 2035. No gaps allowed — a disconnected network is no network.

0 mi todayTarget 30 mi by 2035
2× pedestrian count increase by 2030

Foot traffic on Purchase Street

Monthly pedestrian counts establish baseline in 2026. Weekend Open Streets pilot expected to show 50%+ increase immediately. Permanent pedestrianization targets double baseline.

Baseline 2026Target 2× by 2030
5,000 bike share trips per month by 2030

Bike share ridership

Bike share launches at Rye Station in 2027. Docking stations added at Purchase Street, Town Hall, and Playland by 2029. Tracks real adoption, not just infrastructure build.

Program not yet launchedTarget 5,000/mo by 2030
50% of eligible students by 2030

Children walking or biking to school

The most powerful long-term culture change. Measured at all 5 schools. Safe Routes audit and school zone redesign in 2027 establishes baseline. School Streets program by 2033.

Est. <10% todayTarget 50% by 2030

Addressing concerns

We've heard
the objections.

Every transformative urban project faces resistance. Here's how the evidence and design respond to Rye's most common concerns.

We'll lose business if Purchase Street closes to cars.

Every major pedestrian street conversion — from NYC's Broadway plazas to Oslo's city center — showed retail revenue increases of 20–40% after car removal. Rye will pilot the closure on weekends for six months, measure business revenues, and let the data make the case. Businesses that survived the removal of traffic signals on Purchase Street will adapt.

Residents need cars to commute to NYC and beyond.

Rye already has 39-minute Metro-North service to Grand Central. This plan doesn't eliminate cars — it makes them one option among many. The goal is that no one is forced to drive for local trips. Inter-city commuters can park in peripheral garages and walk or bike to the station.

This is a wealthy suburb — people here want to drive.

High-income residents are often the most vocal supporters of walkable urbanism once they experience it. Research shows walkable neighborhoods command significant property value premiums. This is an amenity upgrade that increases home values and quality of life, not a restriction on how people live.

Removing parking hurts residents who can't bike.

Parking reform means pricing and relocating, not eliminating. Elderly and disabled residents are accommodated through accessible drop-off zones, subsidized car share, and improved accessible pedestrian infrastructure. The plan specifically designs for those who will never bike.

Paying for it

Four funding
streams.

No single source funds this plan. A diversified strategy combines federal grants, local revenue, state programs, and developer contributions.

🏛️

Federal: RAISE & SAFE grants

USDOT's RAISE grants fund transformative street projects. SAFE Streets grants specifically target pedestrian safety improvements. Rye should apply annually with a dedicated grant writer and coordinator.

💰

Parking revenue reinvestment

All revenue from new downtown meters and any future congestion pricing is legally dedicated to the pedestrian and cycling improvement fund — a self-reinforcing loop where driving funds walking.

🏗️

Developer impact fees

New development near the station pays into a Transportation Demand Management fund. Buildings without parking minimums contribute to bike share and pedestrian infrastructure instead.

🗺️

NY State TAP & CMAQ funds

NYS Transportation Alternatives Program and Congestion Mitigation Air Quality funds are specifically designed for active transportation. Westchester County can co-apply for regional connectivity projects.

Join the movement

Rye can be
different.

This plan is a starting point, not a final word. It requires residents, business owners, parents, cyclists, and city officials to push for it together. The best time to start was 2008. The second best time is now.

Read the full plan See the timeline