The Mid-Region Metropolitan Planning Organization (MRMPO) serves as a forum for bicycle and pedestrian planning activities throughout the region. The MRMPO is working to place particular emphasis on promoting the bicycle as a means of alternative regional transportation and improving the non-motorized transportation network.
Read a recently-completed study by MRCOG and Healthy Here:
Communities Leading Healthy Change on the effectiveness of the South Valley pedestrian hybrid beacon
Bicycle and pedestrian travel serves regional transportation in a variety of ways in the Albuquerque Metropolitan Planning Area (AMPA). This may be a new concept for some, but when a person completes a long-distance trip on the train or bus by foot, the ability to walk to final connections makes these pedestrian trips regionally significant. Bicycle trips, on average, in the AMPA, are a little under 3-miles long. Although the trips are relatively short, given the minimal space needed for bicycle parking and the speed over walking, bicycle trips are ideal for larger, dense areas like UNM or Downtown.
The basis for making walking and bicycling efficient and easy, first involves land use that does not segregate people too far from destinations such as work, school and shopping and, second, involves roadways that provide reasonably direct and comfortable routes.
The principles of the Preferred Scenario address these land use components. The Preferred Scenario identifies locations that currently have or are planned to have connections to transit and a mix of land uses. These “activity centers” are ideal candidates for encouraging trips made by transit, walking and bicycling. For people who travel to activity centers with a single-occupancy vehicle, there is a “park once” approach where people driving to these locations can park once and then walk or take bike share to a variety of destinations.
The second aspect of providing direct and comfortable routes is addressed in the Long Range Transportation System Guide. This guide provides recommendations on connectivity and conceptual design based on the surrounding land use.
The Long Range System maps provide the designated layers for different modes. Each map identifies current and future planned connections that will allow travel by different modes to major destinations. The maps communicate to a wide variety of stakeholders where proposed network connections are needed. This helps ensure that important network links are not overlooked as opportunities to improve the roadway arise.
MRCOG provides data and planning assistance to local governments for bikeway and pedestrian projects. However, local governments are responsible for determining which projects they will implement in the near and long-term. These projects are included in the 2040 Metropolitan Transportation Plan. In the near-term, every two years, local governments apply for federal funding to implement new or recurring transportation projects. The Project Prioritization Process helps inform which of these projects receive funds and becoming part of the Transportation Improvement Program.
The PCI is a tool to help prioritize roadways for pedestrian improvements. The PCI uses regional data to compare aspects that deter pedestrian travel (speed, traffic volume, crashes) to aspects that generate pedestrian travel (transit, land use, households with no motor-vehicles). Roadways with both high deterrent and high generator scores indicate that they have pedestrian travel demand, but they are lousy places to walk, thus making them priority canidates for pedestrian improvements. This tool helps to compare roadways and it provides a wide variety of pedestrian-related data. However, it does not provide details such as the presence and width of sidewalks, which is necessary to calculate pedestiran level of service. Nor does it provide information on future demand for walking.
The DowntownABQ MainStreet Initiative and MRCOG partnered to implement Albuquerque’s first bike share program, called BICI (pronounced “BEE-see”). BICI bike share is working with bike sharing leader Zagster to provide bicycles that can be shared by residents and visitors at locations within the downtown Albuquerque area. Bike share is a revolution in transportation, extending personal mobility through a network of publicly available bicycles that can be checked out at stations. Bike share also complements existing public transit, providing the first and last mile connectivity by filling in gaps where no other mode exists. Bike share is a healthy, sustainable and affordable form of public transportation. As of July 2015 there are 15 stations and 75 bicycles available for public use.
The conceptual transit system outlines future transit routes and expected types of service for the routes. Like the other system maps, the conceptual transit system helps to identify roadways that are planned to include transit so that current projects can preserve right-of-way or plan for other elements that may be needed in the future. To assist in the planning of a multi-modal system, data is collected at permanent trail count locations and from historical pedestrian and bicycle intersection counts taken from 2002-2008.
More recently, in collaboration with the Healthy Here: Communities Leading Healthy Change Initiative, bicycle and pedestrian counts were collected and analyzed at specific locations in Albuquerque’s International District and the South Valley to illuminate potential contributing factors influencing non-motorized user volumes and behaviors. Findings are compiled in the following report: Pedestrian and Bicycle Travel Monitoring Report September 2016.
MRMPO has developed the Long Range Transportation System Guide (LRTS Guide) to respond to the growing need for transportation networks to become more efficient at addressing congestion, providing multi‐modal options for all users, supporting economic development, and improving public health.
The Future Albuquerque Area Bikeways and Streets (FAABS) document was first developed in 1965. It was used to guide the growth of the regional transportation network prior to the federal creation of metropolitan planning organizations (MPOs) in 1975. Currently several member governments reference the FAABS documents in their development review processes for regional guidance on right-of-way dedication, roadway access, and long range systems planning and design.
The FAABS was last updated in 2004. View the 2004 FAABS.
On July 15, 2011, the Metropolitan Transportation Board passed a resolution ( R-11-09MTB -- FAABS) directing MRCOG staff to collaborate with member governments to update the FAABS.
This update is now complete and is called the Long Range Transportation System Guide (LRTS Guide).
The updated FAABS document (The LRTS Guide) incorporates Complete Streets principles and provides a rationale for making decisions on right-of-way sized for roadways based on current and future land use, proximity to activity centers, modal connectivity and the accommodation of all modes of transportation.
The document provides guidance on roadway design based on adjacent land use and the accommodation of all people using the street -- pedestrians, bicyclists, transit riders, and motor vehicle drivers -- as well as people of all ages and abilities.
Comprehensive plans are traditionally referred to as "rank one" plans and lower ranking plans must be compatible with higher ranking plans. The general purpose of development process manuals is to carry out goals of the comprehensive plan. The LRTS Guide has been made consistent with member governments' comprehensive plans and provides guidance on the design of transportation related infrastructure for governments' development process manuals.