07 - Chapter 7 - TransportationPlan Rye Brook
Chapter 7: Transportation 81
7. TRANSPORTATION
The Village of Rye Brook’s transportation system is comprised of highways, streets, a bus system
and a sidewalk network. I-287 (Cross-Westchester Expressway) and the Hutchinson River
Parkway, as well as Bowman Avenue, Westchester Avenue and Anderson Hill Road, traverse the
village in a general east-west direction, while King Street, Ridge Street and Lincoln Avenue are the
primary north-south corridors. These roadways, together with Westchester County’s Bee-Line Bus
System, form the backbone of Rye Brook’s transportation system. The village’s development
pattern relies heavily on auto transportation, and Metro-North stations in the neighboring
communities of Rye and Port Chester represent the main alternative transportation mode for
residents commuting to New York City. The Bee-Line bus service provides routes to Harrison via
Anderson Hill Road, the Westchester County Airport and Armonk via King Street and Port Chester
and White Plains via Westchester Avenue.
Most of the major thoroughfares that traverse the village are maintained by the State: I-287 is
part of the U.S. Interstate highway system and the New York Thruway system. The highway runs
southeasterly through Rye Brook and provides access to Port Chester and Rye to the east, and
points such as Harrison, White Plains and Tarrytown to the west, before crossing the Hudson River
and connecting to Rockland County and New Jersey. The Hutchinson River Parkway runs
northeasterly through the village and runs largely parallel to I-95, extending north to the
Connecticut state line (where it becomes the Merritt Parkway) and south to the Bronx. The other
State roads in Rye Brook are King Street and Westchester Avenue, both of which are designated
as Route 120A in Rye Brook.
Westchester County-maintained roads in the village are Bowman Avenue, Ridge Street and
Anderson Hill Road. The rest of the roads in Rye Brook are Village-maintained, except for private
roads, which are located throughout the village but clustered at BelleFair, Doral Arrowwood, the
Arbors, Avon Circle and Brookridge Court. As part of an agreement with Westchester County, the
Village will own Ridge Street from Westchester Avenue to King Street, following the completion of
designated road and sidewalk improvements.
7.1 Road System
There are approximately 30 miles of roadways in Rye Brook, and each is designed to serve a
specific function to move people and goods in an efficient manner. Transportation planners and
engineers have devised standard categories for roadways so that roads can be designed based
on their function. Certain roadways are intended to carry high volumes of through traffic, while
others are primarily for local traffic and providing access to adjacent lands. When conflicts occur
in the use of roadways, congestion and accidents are usually the result. The functional
classification of Rye Brook’s road system is depicted in Figure 14 and is as follows:
RYE BROOK, NY
PLAN RYE BROOK
SOURCE: WESTCHESTER COUNTY DEPARTMENT OF PLANNING
FIGURE 14: FUNCTIONAL CLASSIFICATION OF ROAD NETWORK
Æb
N RI DG E ST
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MAP NOTE: Road source - Navteq.
HARRISON
Legend
Parkways and Interstates
State Arterial Roads
Collector Roads
Local Roads
Westchester
County Airport
Blind Brook
Country Club
Blind Brook
School
Rich
Manor
Park
Crawford Park
HUTCH
I
N
S
O
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RIVER
P A RKW
A
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Port
Chester
Middle
School
St.
Mary's
Cemetery
T
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N
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H
Plan Rye Brook
Chapter 7: Transportation 83
7.1.1 Limited Access Highways
These roads provide regional access to vehicles traveling through the village. They primarily carry
high-speed and long-distance through traffic. All access and egress occurs via grade-separated
interchanges, and access to individual properties along the rights-of-way is prohibited. I-287 and
the Hutchinson River Parkway are the two limited access highways in Rye Brook. While the
interstate has no direct access points within the village, the Hutchinson River Parkway can be
accessed at three points in Rye Brook: Exit 28, Lincoln Avenue; Exit 29, North Ridge Street; and
Exit 30, King Street. The parkway is limited to passenger cars only.
7.1.2 Arterials
Arterials are designed to carry traffic throughout and between Rye Brook and surrounding towns
and villages, and are generally state roads. The width of the pavement of the arterial should be
sufficient to permit the movement of traffic in both directions. Along with direct access (driveways,
curb cuts), on-street parking should be discouraged along arterials. There are two major arterials
in the village: Westchester Avenue and King Street (both State Route 120A).
7.1.3 Collector Roads
Collector roads carry and circulate traffic within neighborhoods and connect local roads to
arterial roads, balancing access and mobility. Collector roads in Rye Brook include Lincoln
Avenue, Bowman Avenue, Ridge Street and Anderson Hill Road. These roads are typically
somewhat wider than local roads to permit the passage of one lane of traffic in each direction
without interference from parked or standing vehicles.
7.1.4 Local Roads
Local roads are all other streets in Rye Brook. They provide direct access to the properties located
along them, and should not be designed to carry through traffic. They have very limited mobility,
with average speeds topping at 20 mph, and a high degree of accessibility. Local roads serve as
connectors to collector roads. Since land use plays a large role in road classifications, local roads
will only serve residential neighborhoods.
Road classification is not precise, and considerable variation exists from one road to another or
from one area to another, mainly due to land use. According to the Federal Highway
Administration, a local road may change its classification as surrounding development changes.
For example, Westchester Avenue functions as both an arterial and a local commercial road.
Plan Rye Brook
Chapter 7: Transportation 84
7.1.5 Roadway Maintenance
The Village’s roadway network is extensive and in need of ongoing attention. A Pavement
Management Study by VHB, completed in 2007 and updated in 2013, documented Rye Brook’s
roadway conditions and highlighted recommended improvements with an analysis of long-term
strategies and funding scenarios to keep the network in fair condition.
The pavement condition survey conducted as part of the study found that the average Pavement
Condition Index (PCI) of Village roads in 2013 was 78 (up 1 point from the original 2007 study),
an average similar to that of communities of similar size throughout New England and Long
Island. The survey indicated that pavement conditions were fairly balanced throughout Rye Brook,
with slightly more roadway mileage in the higher (better condition) PCI range. This distribution
suggested that the Village would be best served by a roadway program that allows for repairs at
every level, yet emphasizes maintenance work such as crack sealing and surface treatments.
The original Pavement Management Study recommended that Rye Brook increase its annual
roadway maintenance budget to $500,000 and maintain its current pavement management
strategies. This strategy was envisioned as allowing the Village to improve its network pavement
conditions, while helping to maintain or reduce the total repair backlog. The current adopted Rye
Brook budget (fiscal year 2013-2014) includes $500,000 for road resurfacing.
7.2 Traffic Conditions
7.2.1 Traffic Volume
Traffic volumes are shown in Figure 15 and Table 16. The traffic data shown are Annual Average
Daily Traffic (AADT)10. Table 16 summarizes 2011 traffic data from the New York State
Department of Transportation for roads within the village and the major roadways surrounding
Rye Brook. The 2012 data are gathered by the Westchester County Department of Public Works
and only include the major roadways in the village. The table also includes the 2010 traffic data
collected in the County Planning Base Studies report. The 2010 data reflect both the roadways in
the village from the County DPW and major highways surrounding the village from the NYSDOT.
As may be expected, the highest volumes are on I-287 and the Hutchinson River Parkway. The
2011 AADT was 89,916 for the segment of I-287 between Purchase Street in Harrison and Route
1 in Rye, and 50,152, 50,424 and 48,211for the Hutchinson River Parkway at Exits 28, 29 and
30S, respectively. High-volume arterial and collector roads include Westchester Avenue, King
Street, Anderson Hill Road, Bowman Avenue and Ridge Street.
10 AADT is an estimate of the total volume of traffic on a road segment for one year, divided by the number
of days in the year. The number shown is the total two-way traffic volume.
RYE BROOK, NY
PLAN RYE BROOK
SOURCE: WESTCHESTER COUNTY DEPARTMENT OF PLANNING
FIGURE 15: TRAFFIC VOLUME
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E Port Chester
HARRISON
Crawford Park
HUTCH
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RIVER
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WHITE
PLAINS
HARRISON
00.510.25
Miles
Westchester
County Airport
Legend
Average Annual Daily Traffic (AADT)
Under 5000
5000 - 9999
10,000 - 14,999
15,000 - 24,999
25,000 - 49,999
50,000 - 125,000
125,000 - 160,000
Plan Rye Brook
Chapter 7: Transportation 86
Table 16: Traffic Volumes for Major Roadways in Rye Brook, 2010 vs. 2011/2012
Roadway From To
AADT
2010 2011 2012
By
State
By
County
By
State
By
County
120A/Westchester Ave. Route 120 Lincoln Avenue 15,590 15,176
120A/Westchester Ave. Lincoln Avenue King Street 15,590 18,516
120A/King St. North Pearl Street Putnam Avenue 12,310 7,230
120A/King St. Putnam Avenue Hutchinson River Pkwy 12,310 12,255
120A/King St. Hutchinson River Pkwy Anderson Hill Road 17,000 16,931
120A (King St. - CT) Anderson Hill Road International Drive 15,720 13,300
120A (King St.) International Drive Lincoln Avenue 12,210 12,158
I-287 Route 120/120A Route 1 93,580 89,916
Hutchinson River Pkwy I-287 Exit 28 (Lincoln Ave.) 50,210 50,152
Hutchinson River Pkwy Exit 28 (Lincoln Ave.) Exit 29 (Ridge St.) 48,000 50,424
Hutchinson River Pkwy Exit 29 (Ridge St.) Route 120A/ King St. 46,480 48,211
Anderson Hill Rd. Harrison T/L Conn. S/L 10,989 6,152 8,680
Bowman Ave. Harrison T/L Port Chester V/L 9,516 7,468 5,541
Betsy Brown Rd. N. Ridge St. Port Chester V/L 3,995 2,690 3,307
South Ridge St. Rye C/L/High Street Route 120A 8,078 6,458 N/A
North Ridge St. Route 120A Hutchinson River Pkwy SB Ramp 8,078 6,014 6,907
North Ridge St. Hutchinson River Pkwy SB Ramp Conn. S/L N/A 6,014 3,977
Lincoln Ave. Anderson Hill Road Hutchinson River Pkwy N/A 3,259 5,077
Lincoln Ave. Hutchinson River Pkwy Westchester Avenue N/A 3,259 4,677
Sources: Westchester County Department of Planning, NYS DOT, Westchester County Department of Public Works
Analyzing existing traffic conditions on the major roadways in Rye Brook helps determine where
capital improvements are needed. However, the highways, arterials and collector roads are not
under the Village’s jurisdiction, but are controlled by the New York Thruway Authority (I-287), the
NYS DOT (the Hutchinson River Parkway, King Street and Westchester Avenue) or Westchester
County (Bowman Avenue, Ridge Street and Anderson Hill Road). The highest-volume portion of
roadways directly under the Village’s jurisdiction includes Betsy Brown Road and Lincoln Avenue.
The 2000 Rye Brook Vision Plan raised concerns about rising traffic volumes in the village, and
participants in the public workshops for this Comprehensive Plan also noted traffic issues,
particularly along King Street, North Ridge Street and Westchester Avenue at rush hours and
school pick-up/drop off. However, as noted in the Village of Rye Brook Planning Base Studies and
shown in Table 7.1, traffic appears to be on the decline throughout the village. This likely reflects
the continuing impact of the economic downturn in the United States and region, resulting in low
job growth and under-capacity employment centers in and around Rye Brook.
Nonetheless, the Village should continue to monitor traffic volumes on key roadways due to their
impact on safety and quality of life for both residents and visitors. For example, in 2005, the Rye
Brook Village Board recognized an area of particular concern at the King Street intersection with
the Hutchinson River and Merritt Parkways. This area was the subject of a joint study between the
Plan Rye Brook
Chapter 7: Transportation 87
Village and the Town of Greenwich, Connecticut. The study concluded that replacing the existing
interchange with a dual roundabout interchange would best meet the overall goals of improving
traffic flow and safety, preserving neighborhood character, minimizing property acquisition and
pavement and accommodating pedestrians and bicycles. The exact configuration of the two
roundabouts (i.e. single-lane or two-lane) would depend on capacity needs.
The King Street interchange study recommendations were never implemented, primarily because
at the time, the NYS DOT was not generally supportive of roundabouts on State roads. However,
because these types of traffic management devices have become more accepted by the State’s
transportation officials, now may be the time to revisit the study’s proposals. This is particularly
true given that traffic volumes along King Street appear to be decreasing, resulting in changes to
capacity needs that could make a dual roundabout more feasible.
In the interim, the Village continues to explore pavement marking improvements with the Town of
Greenwich, to improve traffic flow and to clarify lanes of travel and turning lanes. Any such
improvements should be reviewed and completed by the NYS DOT.
7.2.2 Accident Data
BFJ obtained the vehicular crash reports collected by the Village of Rye Brook Police Department
for the years of 2011, 2012 and 2013. There were about 330 reported vehicular crashes in the
village during the three-year period. As shown in Figure 16, there are a significant number of
crashes on Ridge Street at the intersections with Westchester Avenue and Bowman Avenue. In
addition, there were a high number of crashes at the intersection of Westchester Avenue with
Lincoln Avenue and the intersection of King Street and Hutchinson River Parkway/Glen Street.
There are a total of 10 pedestrian involved crashes and 4 bicyclist involved crashes during the
past 3 years in the village (see Figure 17).
7.2.3 Traffic Management
Traffic Calming
The speed and volume of traffic can detract from the quality of life in a neighborhood. In
addition, the most important factor in the severity of a crash is the speed of the vehicles. Traffic
calming addresses negative impacts of traffic intrusion into residential neighborhoods or other
areas with dense pedestrian activity, through strategies that reduce speeds and limit the degree of
vehicular freedom in a neighborhood without completely prohibiting traffic. Any traffic calming
device in Rye Brook should be carefully reviewed in consultation with the Police Department,
Village Board, Planning Board, Traffic Commission and Department of Public Works.
RYE BROOK, NY
PLAN RYE BROOK
SOURCE: WESTCHESTER COUNTY DEPARTMENT OF PLANNING
FIGURE 16:
VEHICULAR CRASHES ON MAJOR ROADS (EXCLUDING LOCAL ROADS), 2011-2013
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RYE BROOK, NY
PLAN RYE BROOK
SOURCE: WESTCHESTER COUNTY DEPARTMENT OF PLANNING
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FIGURE 17: PEDESTRIAN AND BICYCLE CRASHES 2011-2013
Plan Rye Brook
Chapter 7: Transportation 90
Access Management
Access management seeks to reduce conflicts between
vehicles by requiring consolidation of access points along a
roadway for more efficient traffic flow and greater safety.
Among the benefits of a managed roadway are increased
public safety, reduction of congestion, extended life of the
roadway and enhanced aesthetics of the built environment.
Access management also preserves both the transportation
functions of roadways and the long-term property values
and economic vitality of abutting development.
An access management program can seek to minimize the
most hazardous movements (left turns in and out).
Reducing the number of driveways/curb cuts decreases
traffic conflicts on a street. If an off-street connection exists
between two businesses, drivers could go from one to the
other without entering the street. Where possible, turning movements should be grouped by
encouraging connections between adjacent properties or shifting driveways to side streets. Some
existing curb cuts could be eliminated.
Rye Brook’s land-use authority offers the primary opportunity for access management strategies.
These techniques would be most effectively applied to commercial properties along Westchester
Avenue, Bowman Avenue and South Ridge Street, allowing them to more safely accommodate
current and future traffic volumes. The Village would need to study the land uses, lots and
driveways along these roads, to map potential connections between adjacent sites. As specific
properties seek site plan or subdivision approval, the strategies can be required.
7.3 Public Transportation, Bicycling and Pedestrians
7.3.1 Commuter Vehicle Characteristics
Mode Share
Mode share describes the number or percentage of travelers using a particular type of
transportation. Commuter patterns are surveyed by the Census Bureau, which tracks
characteristics for workers aged 16 and older. In the Village of Rye Brook for the five-year period
from 2007-2011, there were 3,928 workers 16 and older commuting, with the majority (69%)
using an automobile. Of these workers, nearly all (95%) drove alone rather than carpooling.
Another 21% of village workers took either a train or bus to work. Less than 1% of Rye Brook
workers walked to work, while 7.4% worked from home.
Chart 8 shows mode share data for the village compared with surrounding areas and
Westchester County. As indicated, a higher percentage of Rye Brook commuters drive alone to
work than nearby municipalities and the county, and considerably fewer commuters walk to work.
Access Management Concept
BFJ Planning
Plan Rye Brook
Chapter 7: Transportation 91
65.8
3.4
20.6
0.4 2.3
7.4
52.9
2.5
32.9
1.4 2.3
8.0
55.1
5.7
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11.2 10.4
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3.9
19.2
6.4 3.5 3.2
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7.6
20.4
5.2 1.9 4.7
0
25
50
75
Drove Alone Carpooled Public
Transportation
Walked Other Means Worked at HomePe
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16
an
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Ov
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Transportation Mode
Rye Brook Rye City Port Chester Harrison Westchester County
Interestingly, however, a relatively high proportion of the village’s workers use public
transportation (train or bus) compared with most other surrounding communities, which is
significant given that Rye Brook does not have a train station. This suggests that many commuters
from the village are driving to Port Chester or Rye to access those Metro-North stations, or are
taking the Westchester Bee-Line bus service to employers along the I-287 and I-684 corridors. In
fact, according to the U.S. Census Bureau, for the 2007-2011 period, nearly 87% of Rye Brook
commuters who use public transportation to get to work take a train, while about 5% use the bus.
Chart 8: Commuter Mode Share: Rye Brook and Surrounding Communities
Source: U.S. Census, 2007-2011 American Community Survey 5-Year Estimates
Commute Time
Transportation mode has a clear connection to commuting times. In Rye Brook, the mean travel
time to work is 32.4 minutes, with about 52% of workers having a commute of 29 minutes or
less, and 22% of an hour or more. Table 17, below, provides commuting time for surrounding
communities and the county. As shown, workers from Rye Brook have a longer median travel
time than most adjacent areas and the county, and more face a commute of an hour or more,
suggesting that many village residents do not choose to live close to their place of work.
Table 17: Commute Time
Rye Brook Rye City Port
Chester Harrison Westchester
County
Mean travel time (minutes) 32.4 35.5 24.3 27.6 31.8
Commute Under 30 minutes 52%48.7% 68.4% 62.7% 52.2%
Commute Over 1 Hour 21.5%28.1% 9.4% 16.1% 17.8%
Source: U.S. Census Bureau, 2007-2011 American Community Survey
Plan Rye Brook
Chapter 7: Transportation 92
Vehicle Ownership
As discussed, most of Rye Brook’s working residents use an automobile to get to their jobs, and
that is reflected in the village’s high rate of vehicle ownership. More than half of owner-occupied
housing units have at least two vehicles, according to U.S. Census figures. Renter-occupied units
have an almost equal split of 37.8% of households with one vehicle and 38.6% of households
with two vehicles. Owner-occupied housing units have more vehicles; nearly 20% of renter
households report having no vehicles, while about 2% of owner households are without
automobiles (see Table 18).
Table 18: Vehicle Ownership
Rye Brook Rye City Port
Chester Harrison Westchester
County
Owner-Occupied Units 2,873 4,083 4,507 5,763 214,765
No Vehicle Available 62
2.2%
84
2.1%
336
7.5%
215
3.7%
10,440
4.9%
1 Vehicle Available 625
21.8%
1,084
26.5%
1,631
36.2%
1,198
20.8%
64,797
30.2%
2 Vehicles Available 1,533
53.4%
2,028
49.7%
1,773
39.3%
2,670
46.3%
94,154
43.8%
3+ Vehicles Available 653
22.7%
887
21.7%
767
17%
1,680
29.2%
45,374
21.1%
Renter-Occupied Units 503 1,465 5,501 2,916 131,143
No Vehicle Available 99
19.7%
220
15%
1,736
31.6%
363
12.4%
39,607
30.2%
1 Vehicle Available 190
37.8%
784
53.5%
2,305
41.9%
1,572
53.9%
61,667
47%
2 Vehicles Available 194
38.6%
435
29.7%
1,190
21.6%
799
27.4%
24,876
19%
3+ Vehicles Available 20
4%
26
1.8
270
4.9%
182
6.2%
4,993
3.8%
Source: U.S. Census Bureau, 2007-2011 American Community Survey
7.3.2 Public Transportation
Passenger Rail
Although Rye Brook is not directly served by commuter rail service, Metro-North New Haven Line
stations are available in Port Chester and Rye, with frequent service to New York (see Figure 18).
The Metro-North Port Chester station, located at 3 Broad Street, has 665 privately operated
commuter parking spaces with both monthly and daily payment options. The station provides
local and semi-express service to and from Grand Central Terminal, with the travel time to New
York typically running around 50 minutes and monthly commuting costs of $263.
The Metro-North Rye station, located at 2 Depot Plaza, has 675 City-operated commuter parking
spaces with both monthly and daily payment options. Local and semi-express service to Grand
Central Terminal runs about 45 minutes, with monthly commuting costs of $263.
RYE BROOK, NY
PLAN RYE BROOK
SOURCE: WESTCHESTER COUNTY DEPARTMENT OF PLANNING
FIGURE 18: PUBLIC TRANSPORTATION
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Chapter 7: Transportation 94
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Port Chester
Rye
As shown in Chart 9, average daily peak period ridership for the Port Chester and Rye stations
has differed, despite the stations’ similar parking capacity, travel times and commuting costs.
From 1990 to 2012, ridership at Port Chester generally rose, with the exception of two dips which
likely reflect conditions in the wake of the 2001 World Trade Center attack, which significantly
disrupted transportation systems throughout the region, as well as the economic recession
following the nationwide 2008 housing crisis. In contrast, ridership at Rye grew through the mid-
1990s but has been on a downward trend since. Since 2000, both stations have experienced
comparable ridership trends, and have experienced fairly stable ridership since 2009.
Chart 9: Average Weekday Peak Period Ridership from Port Chester and Rye Stations
Source: Metro-North Railroad, prepared by BFJ Planning
For points outside of the region, train service is available to residents via the Amtrak station in
New Rochelle. Service is provided from Springfield and Boston, Massachusetts, to Lynchburg and
Newport News, Virginia, and all points in-between along the Northeast Corridor.
Bus
Bus service within the village is offered by Westchester County’s Bee-Line: (see Figure 18):
Route 12 runs from Armonk to Westchester County Airport and then on to White Plains,
with stops in the village along King Street and Anderson Hill Road.
Route 13 travels from Ossining to Tarrytown and then on to Elmsford, White Plains and
Port Chester, running along Westchester Avenue within Rye Brook. Key stops in the village
include Lincoln Avenue and South Ridge Street. Route 13 provides a direct connection to
the Port Chester Metro-North station.
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Chapter 7: Transportation 95
Route 61 runs from the Bronx to New Rochelle and on to Port Chester, with service to
several Sound Shore communities. This route provides service on the Rye Brook border,
where it travels along High Street. Route 61 provides a direct connection to the Port
Chester and Rye Metro-North stations.
Bee-Line ParaTransit service is also available in Rye Brook by advance reservation, for users
unable to ride fixed-route Bee-Line buses. A pilot program is underway in White Plains giving
ParaTransit riders the option to take a taxi instead of a ParaTransit van, for the same fare. If
the program is successful, the County will look to expand beyond White Plains.
7.3.3 Westchester County Airport
Westchester County Airport is partially located in
the north end of the Village of Rye Brook, with
the remainder in the Town/Village of Harrison
and the Town of North Castle. The airport is
owned by the County and managed under a
contract by AvPorts.
The airport was built during World War II as an
air defense satellite base and currently serves
commercial, corporate and private aircraft.
Since, 1985, commercial traffic at the
Westchester County Airport has been restrained
by operation of a Terminal Capacity Agreement.
These restrictions were further extended and signed in law in September 2004, into what is
known as the Terminal Use Regulation. This limits the number of passengers to 240 per half hour
and the number of commercial flights (either arriving or departing) to four at any time. A
Voluntary Restraint from Flight (VRFF) agreement is also in place, for the hours between midnight
and 6:30 a.m., but is not followed by all airlines.
According to statistics from the Westchester County Department of Public Works and
Transportation (WCDPWT), the airport averages 32,000 commercial flights per year via seven
commercial airlines, with an average of 1.9 million annual passengers (arriving and departing).
It also serves 70,000 corporate/charter operations and has 300 light aircraft based at the
airport. WCDPWT estimates that the Westchester County Airport generates 1,300 on-site full-time
jobs, as well as spillover employment throughout the region.11
As shown in Table 19, the number of passengers at the airport has fluctuated since 2000, with
growth from 2005 to 2010 as airport usage has shifted from a primarily business-oriented
traveler to a higher proportion of leisure travelers, particularly with more flights to destinations in
11 Village of Rye Brook Planning Base Studies, Westchester County Department of Planning, 2012.
Westchester County Airport
BFJ Planning
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Chapter 7: Transportation 96
Florida. Since 2010, however, passenger enplanements (boardings) have declined significantly.
Service at the airport is generally provided by small, fixed-base operators, which are not subject
to the voluntary flight restrictions.
Table 19: Total Passenger Enplanements, 2000 to 2012
Year Enplanements Change Year Enplanements Change
2000 507,145 2007 823,478 61%
2001 456,296 -10% 2008 904,482 9.8%
2002 461,448 1.1% 2009 964,927 6.7%
2003 426,864 -7.5% 2010 999,831 3.6%
2004 462,981 8.5% 2011 972,385 -2.7%
2005 462,256 -0.2% 2012 893,184 -8.2%
2006 511,559 10.7%
Sources: Westchester County Department of Planning, 2012, Federal Aviation Administration
7.3.4 Pedestrian and Bicycle Transportation
Walking and bicycling are means of transportation that are energy-efficient, generate no air
pollution and provide the health benefits of exercise. For these reasons, the NYS DOT,
Westchester County and local governments are creating a selective network of bicycle and
pedestrian facilities where appropriate in the county. For example, the Westchester County
Department of Planning has delineated an off-road pathway planned to travel through Rye Brook
along the Hutchinson River Parkway. This pathway, which would form part of the planned East
Coast Greenway, would connect to other pathways in Westchester and Fairfield Counties,
allowing residents a connection to the regional trailway system.
In addition, the 2000 Village of Rye Brook Vision Plan indicated a desire to study a pathway along
the Blind Brook, starting at the SUNY Purchase campus in Harrison and continuing south through
neighborhoods in Rye Brook. Chapter 6 of this Plan recommends exploration of a trail network
on the 16-acre Village-owned parcel along Lincoln Avenue, across from the Westchester County
Airport. Public access to the Blind Brook would be a key component of such a network, providing
significant scenic value for Rye Brook and its surrounding region.
Bicycle and Pedestrian Transportation Improvements Plan
Many Westchester communities, in an effort to encourage walking and bicycle use, have
prepared a transportation and pedestrian improvements plan. Typically this includes a study of
reported accidents, key pedestrian and vehicular conflict points, traffic volumes and existing
sidewalk conditions. Then a list of improvements is proposed based on the data and field
observations. The public survey conducted as part of this Plan indicated that only a small number
of Rye Brook residents currently bike or walk (nearly 16% of respondents reported walking once a
week, and 4.2% respondents said they biked once a week). However, the survey also suggested
residents would like to engage in these activities. The primary reasons given for not walking or
biking were a lack of sidewalks or bike lanes, and a feeling that walking or biking in the village is
unsafe. To address these concerns and promote the varied benefits of non-vehicular
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Chapter 7: Transportation 97
transportation, this Plan recommends that Rye Brook prepare a bicycle and pedestrian
transportation improvements plan, to establish a priority list of capital improvement projects and
potential funding sources. Some preliminary concepts are discussed below.
Designated Bike Lanes and Shared Bike/Auto Lanes
The Village should explore the potential for designed bicycle lanes and shared
bicycle/automobile lanes, or some combination of these, on key roadways. At a
minimum, this infrastructure should be considered for the village’s arterial roads.
Creating designated or shared bike lanes does not necessarily require major capital
improvements, and can be accomplished with fairly inexpensive measures like road
striping and signage.
Secure and Covered Bike Storage Facilities
One of the most significant impediments to the use of bicycles is the perception that bikes
will not be safe from possible theft or damaging weather effects. The Village should work
with commercial property owners to add bike storage facilities that are both secured and
protected from outdoor elements. In addition, bike storage should be encouraged for new
commercial or residential complexes within Rye Brook.
Sidewalk Plan
As part of a comprehensive pedestrian and bicycle plan, the Village should implement a
sidewalk plan, primarily in the commercial area to connect key attractions by filling in
gaps where sidewalks are missing and by improving the design of existing sidewalks.
Such improvements could be made a condition of site plan approval for new
development.
One specific area of focus identified in this Plan is the sidewalk along the northern side of
Bowman Avenue, from Ridge Street to Port Chester Middle School. This area experiences
significant pedestrian congestion during school rush hours. While sidewalks are present,
they are intermittent and should be both extended and widened (to 6-8 feet) to provide a
continuous walkway from Ridge Street west to the school’s baseball field. Another area of
possible improvement is on Ridge Street near Crawford Park. The Village should explore
the potential for a new pedestrian crossing on Ridge Street from the sidewalks on the
eastern side of the roadway to the park entrance on the western side.
7.4 Parking
Rye Brook’s parking situation is somewhat unique among other Westchester villages. Because the
village does not have a traditional pedestrian-oriented downtown area, it does not generally
provide for public parking. However, the Village does issue free annual parking permits to Port
Chester High School employees allowing them to park in available spots along College Avenue,
Neuton Avenue and Tamarack Avenue. Overnight parking is prohibited on most Village streets.
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Most resident parking concerns are focused in the Village Center and in the relatively dense
residential area in the southern portion of Rye Brook. The public survey conducted as part of this
Plan indicated that, while about two-thirds of participants felt there was “just enough” parking in
the commercial area, another 20% felt there was too little. The Village should continue to work
with commercial property owners in the Village Center to ensure compliance with parking
standards and efficient use of parking capacity, including such strategies as shared parking
(promotion of uses with complementary parking needs) and parking management (allocating
employee spaces so that the most convenient parking is available for shoppers).
For the residential areas south of Bowman Avenue, continued strict code enforcement is required
to ensure that multi-unit buildings do not expand without proper approvals and create negative
impacts to on-street parking. Any new residential development should be carefully evaluated for
sufficient parking capacity. In this area, shared driveways may be promoted to provide for more
efficient off-street parking and increase available on-street parking by limiting curb cuts.
7.5 Issues and Opportunities
Address Traffic Congestion and Accident Hot Spots
While data indicate that traffic along key Rye Brook roadways has declined in recent years,
congestion issues remain, especially on north-south roadways such as King Street and at certain
times of day such as school rush hours. In addition, data from the Village Police Department
suggest that the intersections of South Ridge Street with Westchester and Bowman Avenues, as
well as along King Street, are problem areas for accidents. Potential strategies for the South Ridge
Street/Westchester Avenue intersection include lane striping improvements on Westchester
Avenue and consideration of a dedicated left turn from Westchester (both directions) onto South
Ridge. The Village should continue monitoring opportunities to enhance safety and function of
these areas, working closely with the police and County and State transportation departments.
Undertake a Bicycle and Pedestrian Transportation Improvements Plan
At present, a fairly small number of Rye Brook residents walk or bike regularly. However, the
survey conducted for this Plan, and input at the public workshops, suggested interest in these
alternative transportation modes. Residents who reported that they would prefer to walk or bike
more cited a lack of sidewalks or bike lanes and safety concerns as the primary limiting factors.
Recognizing that pedestrian and bicycle infrastructure may not be appropriate in all locations,
and the need for targeted investments due to limited resources, this Plan recommends that the
Village prepare a bicycle and pedestrian transportation improvements plan to set a priority list of
capital improvement projects and potential funding sources. This plan would identify the areas of
greatest need and the most viable candidates for implementation of non-vehicular transportation
measures. For example, the sidewalk along the northern side of Bowman Avenue, from Ridge
Street to Port Chester Middle School, should be extended and widened to increase pedestrian
capacity and provide a continuous walkway from Ridge Street west to the school baseball field.
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Chapter 7: Transportation 99
Revisit King Street Roundabouts and Striping Plans
Participants in the planning process raised concerns about traffic congestion along the village’s
north-south roadways, with King Street identified as the most congested area. A key portion of
this roadway, the intersection with the Hutchinson River and Merritt Parkways, was extensively
studied in 2005 by the Village in conjunction with the Town of Greenwich. The study
recommended replacing the existing interchange with a dual roundabout interchange, a
suggestion that was supported by both municipalities. The study’s recommendations were never
implemented, mainly due to a lack of support by the NYS DOT for roundabouts on State roads.
However, given changing attitudes from transportation officials about the acceptability of
roundabouts – and slightly decreasing traffic volumes along King Street that may make a dual
roundabout more feasible – now may be the time to revisit these proposals to determine whether
they still have potential to address traffic issues for this important area of Rye Brook. The Village
should coordinate in this effort with Greenwich to ensure that both municipalities’ needs are met.
In addition, Rye Brook should continue exploring potential pavement marking improvements, in
coordination with Greenwich, to improve traffic flow and to clarify travel and turning lanes.
Coordinate with Westchester County on Potential New or Expanded Bus Routes
Another way to address traffic congestion on King Street may be to promote the use of mass
transit. Currently, bus service is only available on this corridor north of Anderson Hill Road,
providing access to SUNY Purchase, Reckson, the airport and office parks in northern Westchester
County. There is no direct bus link from southern Rye Brook (including its commercial area) to the
northern part of the village, and that lack of connectivity may be partially reflected in the low rate
of bus commuting by Rye Brook residents. To improve connectivity and promote more transit
alternatives, the Village should initiate discussions with the County on potential new or expanded
bus routes along King Street (and possibly other corridors). Clearly, any new or expanded service
would have to be carefully studied and balanced with the need to maintain traffic volumes along
Village roadways and quality of life in adjacent neighborhoods. Such study would also involve
coordination with the NYS DOT given its jurisdiction over King Street and Westchester Avenue.
Work with Westchester County on Mitigation Strategies for Airport Impacts
Residents at the public workshops were keenly aware of the potential impacts of the Westchester
County Airport on quality of life in certain areas of Rye Brook. Although the airport currently
operates under strictly controlled limits as to its passengers served and the number of commercial
flights, the Village should continue to work closely with the County on potential strategies to
further mitigate noise and other impacts.
7.6 Transportation Recommendations
Continue to monitor opportunities to improve safety and function of identified areas of
traffic congestion (including the intersections of South Ridge Street with Westchester and
Bowman Avenues, and along King Street), working closely with the Village Police
Department and County and multi-State transportation departments.
Plan Rye Brook
Chapter 7: Transportation 100
Undertake a bicycle and transportation improvements plan to establish a priority list of
capital improvement projects and potential funding sources for necessary infrastructure.
Extend and widen the sidewalk along the northern side of Bowman Avenue, from South
Ridge Street to Port Chester Middle School, to increase pedestrian capacity and provide a
continuous walkway from Ridge Street west to the school’s baseball field.
Explore the potential for a new pedestrian crossing on Ridge Street from the sidewalks on
the eastern side of the roadway to the Crawford Park entrance on the western side.
Revisit prior proposals for replacing the King Street/Hutchinson River Parkway interchange
with a dual roundabout interchange and/or roadway striping plan, coordinating with the
Town of Greenwich and the New York State Department of Transportation.
Initiate discussions with the County on potential new or expanded bus routes along King
Street (and potentially other corridors), based on existing data and studies and with the
goal of maintaining traffic volumes and minimizing impacts to adjacent residential
neighborhoods. Such study would also involve coordination with the NYSDOT.
Continue to work closely with the County on potential strategies to mitigate noise, air
quality and other impacts related to the Westchester County Airport.