# General plan documents — albuquerque-new_mexico Assembled by OpenPublica from the documents it serves for this government. Each section below is a separate publication by the government; page anchors (``) refer to pages of that section's own source PDF, linked in its heading. **Contains 4 documents.** OpenPublica has pinned these slots for this government: circulation, housing, land_use, open_space. That is what we have looked for, not a statement that the government publishes nothing else — a plan element absent here may simply not have been reviewed yet. Last reviewed 2026-08-09. --- ## Land Use — 5 Land Use EFFECTIVE.pdf - Source: https://documents.cabq.gov/planning/UDD/CompPlan2024/5%20Land%20Use%20EFFECTIVE.pdf - Pages: 56 - Covers: land_use “Placemaking promotes a simple principle: if you plan cities for cars and traffic, you get cars and traffic. If you plan for people and places, you get people and places.” ~ Gary Toth, Senior Director, Transportation Initiatives <
> PLAN ELEMENT Chapter 5 # LAND USE <
> Image Credit: City of Albuquerque PLAN ELEMENT # LAND USE # 5.1 Background & Analysis ### 5.1.1 Introduction How land is used, and the spatial relationship between different land uses, profoundly shapes our lives. The buildings we work in, the way we travel between home and school, and the quality of the air we breathe are just a few aspects of our daily experiences influenced by land use. In general, it is important to protect public health and safety by separating residential and industrial land uses and ensuring adequate buffering, separation distances, or mitigation measures between incompatible uses. It is also important to encourage mixed-use areas – those with compatible residential and non-residential uses within walking distance of each other – to promote better access to goods and services from home and work, encourage walking and biking as viable active transportation options, leverage transit investments, and increase mobility for all residents. Other areas that keep residential and non-residential uses separate tend to be more auto-dependent and result in suburban development patterns, with lower density residential areas and lower intensity non-residential areas. The land use policies in this chapter seek to provide a range of appropriate areas for needed land uses and encourage a variety of urban, suburban, and rural places to thrive. Unfortunately, we have learned that past development trends in the Albuquerque area focused too heavily on single-use, suburban development, particularly on the edges of our metropolitan footprint. Low-density, single-use development, often referred to negatively as sprawl, is associated with high transportation and infrastructure costs, negative social impacts, higher water use, and higher consumption of natural resources than targeted investment in mixed-use, infill development. Identifying and supporting opportunities to create great places throughout our region is paramount. This chapter tackles how to accommodate growth primarily in and around Centers connected by key Corridors. The goals and policies in this chapter link our vision for growth to the reality of how it will be achieved—through zoning codes, development standards, and infrastructure investments. This chapter provides guidance for long-term, large-scale land use decisions. To be successful, those decisions need to be coordinated with transportation, economic development, and natural resource protections, among other areas of City and County governance. These policies are intended to enrich our sense of place and support long-lasting, meaningful changes to our community. # Applying the Guiding Principles Each element of the Comp Plan uses guiding principles as the basis for its goals, policies, and actions. The six guiding principles and their definitions were developed from input received during the public involvement process, detailed in the Vision chapter. Here, we apply the guiding principles to **land use** goals, policies, and actions. ### STRONG NEIGHBORHOODS * An appropriate mix of land uses protects and enhances neighborhood character and vitality. * Adequate infrastructure and community facilities support growth at the desired intensity of each neighborhood. ### MOBILITY * Coordinated land use and transportation support desired development and character while increasing transportation options. * Higher-density and intensity uses focused around transportation networks with safe pedestrian and bicycle facilities maximize the success of transit investments. ### ECONOMIC VITALITY * Mixing land uses in Centers creates desirable places to live and work, attracting a skilled workforce and major employers. * A healthy mix of uses in the right locations protects regional capacity for new jobs and industrial activity. ### EQUITY * Allowing a variety of housing types better meets the needs of a range of households. * Locating jobs and community facilities near housing lowers household transportation costs. ### SUSTAINABILITY * Focusing more intense uses in Centers preserves open space, agricultural land, and sensitive natural areas. * Infill and redevelopment require fewer natural resources for new infrastructure than greenfield development. ### COMMUNITY HEALTH * Buffering incompatible land uses protects people from health hazards. * A greater mix and intensity of uses in Centers makes active transportation options more viable. * Planning the Community Green Space network increases opportunities for outdoor recreation. PLAN ELEMENT # LAND USE # In the future... Our region will grow and develop as a network of active Centers connected by vibrant Corridors that work in conjunction with Development Areas to preserve and enhance our distinct neighborhoods and most treasured cultural and natural assets. Redevelopment and infill strategies will target existing centers of moderate- and high-density mixed land uses to concentrate social and economic activities and reduce urban sprawl, auto travel, and service costs. Walking and biking options will increase throughout the region and provide connections between existing and new neighborhoods and a high-quality Open Space network. Downtown and Urban Centers will be more dense than other areas and support activity 18 hours a day. Employment Centers will offer a range of employment opportunities through industrial, commercial, and office activity. Activity and Village Centers will serve residents’ needs through smaller, less dense development that is compatible with the surrounding area. These smaller centers will offer retail, schools, parks, and local services to limit the need for longer trips. In the County, Development Areas (in conjunction with Centers and Corridors) will guide growth at appropriate densities to protect and enhance existing communities. In the City, growth and redevelopment will be focused in Areas of Change with existing infrastructure and where mixed-use development can be served by transit. Areas of Consistency (mostly single-family neighborhoods and green spaces outside of Centers and Corridors), will experience limited new development. Change that does occur will reinforce or enhance the existing character of those neighborhoods. Physical and visual buffers will ease the transitions between disparate uses or changes in development intensity between Areas of Change and Areas of Consistency. <
> Image credit: City of Albuquerque ## 5.1.2 Context & Analysis ### 5.1.2.1 ACCOMMODATING GROWTH SUSTAINABLY Albuquerque and Bernalillo County are predicted to continue growing steadily into the future. The county’s total population is forecasted to increase 46 percent by the year 2040, translating into a total of almost one million people. This growth will add approximately 310,000 people, 120,000 homes, and 130,000 jobs within the county. The majority of that growth – 95,000 housing units and 112,000 jobs – is projected to be located within Albuquerque. Population and employment growth together present us with various land use choices and outcomes for our future. #### Growing Inward vs. Outward The physical distribution of growth in the Albuquerque area is constrained by land owned by tribes, other municipalities, and the federal government. Developable land in the county is further constrained by topographic features, including the Rio Grande valley, mountain ranges to the east, volcanic escarpment to the west, and the steeply sloping Rio Puerco valley farther west. The unincorporated area of the county includes over 500 square miles. Almost 50 percent of this land is preserved as a natural area or park or is otherwise constrained from development. Of the remaining area, approximately 120 square miles are already developed, leaving around 160 square miles of vacant, unconstrained land (see **Table 5-1**). In the unincorporated county area, most development is expected to be low density and low intensity. Higher-density and more mixed-use development will require approval as master planned communities in the Reserve or Rural Development Areas or in designated areas within County Area or Sector Development Plans. Already approved Master Plans, such as Westland and Santolina, are anticipated to develop as higher-density and intensity land uses in Centers, connected by Corridors, and surrounded by lower-density residential and lower intensity non-residential uses. In the city, less than fifteen percent of the available land is vacant and buildable – totaling 24 square miles. The Volcano Heights area and Mesa del Sol are the two largest areas in the city that remain vacant and undeveloped (see **Table 5-1**). <
> To achieve our vision the City and County need to address key **challenges** and **strategies**. ### CHALLENGES * How to accommodate future growth sustainably, discourage sprawl, and reduce water consumption. * Pressures on historic land use patterns that may adversely impact rural and semi-rural lifestyles. * Lack of coordination between land use and transportation decisions and other infrastructure investments. * Imbalance of jobs and housing east and west of the Rio Grande. ### STRATEGIES * Directing growth to Centers and Corridors. * Protecting character and lifestyles in rural areas in the county and Areas of Consistency in the city. * Encouraging high-quality development and redevelopment, particularly in Areas of Change. * Aligning land use decisions and transportation investments with the Comp Plan Vision. * Expanding multi-modal access to goods and services, homes, and jobs. * Providing a mix of land uses in Centers that encourage pedestrian-friendly districts. * Improving the balance of jobs and housing west of the Rio Grande. <
> PLAN ELEMENT # LAND USE Much of the already developed land may be ripe and appropriate for redevelopment under its current zoning, particularly in Areas of Change. Carefully considered land use policies that protect the places we love will facilitate the addition of new housing and jobs in a way that not only maintains, but highlights, the distinctive character of surrounding neighborhoods, commercial centers, and natural areas. The challenge from both a regional and environmental perspective is to encourage infill development that provides a viable alternative to suburban sprawl and reduces development pressure in rural areas and single-family neighborhoods. Successful strategies will: * Remove barriers for high-quality infill and desired development types that implement the community vision. * Recognize the true cost of development by considering transportation costs, social benefits, and other impacts. * Support opportunities for high-quality, affordable infill, which tend to be rare. <
> **Figure 5-1: Vacant Land in Albuquerque & Unincorporated Bernalillo County** Source: MRCOG | | DEVELOPED SQ. MI. (APPROX) | VACANT SQ. MI. (APPROX) | TOTAL DEVELOPABLE LAND SQ. MI. (APPROX) | TOTAL UNDEVELOPABLE LAND SQ. MI. (APPROX) | | :--- | :---: | :---: | :---: | :---: | | Albuquerque | 89 | 24 | 113 | 76 | | Unincorporated Bernalillo County* | 120 | 160 | 280 | 259 | **Table 5-1: Developed and Vacant Land, Albuquerque & Unincorporated Bernalillo County** *Unincorporated Bernalillo County includes Federal Lands, such as Cibola National Forest, the Petroglyph National Monument, and the Reserve Area. It does not include Kirtland Air Force Base, tribal lands, or other municipalities. ### Improving the Jobs-Housing Balance on the West Side On a regional scale, balancing housing and jobs east and west of the river increases access and mobility for residents and workers, reduces congestion, and improves air quality. At the neighborhood scale, having convenient access to goods and services near your home is an important factor in your quality of life. Providing goods, services, and employment opportunities near residential areas makes walking, biking, and transit more convenient choices, which can reduce the number of long trips by car for commuting and errands. As of 2016, there are 20 percent more jobs than households in Albuquerque, which indicates a good situation for our economy and our residents. West of the Rio Grande, however, there is only one job for every two households, meaning that many residents are commuting across the river every day for work. The imbalance of jobs and housing on the West Side is one of the main causes of traffic congestion on river crossings. Over the years, commercially zoned land on the West Side has changed to residential zoning, resulting in single-family subdivisions built in locations with poor access to goods and services. Striving for more job opportunities and services west of the river is a major priority for the region. This will help both with building complete communities, where people can access nearby goods and services, as well as managing traffic congestion. While employment is expected to grow on the West Side by over 20,000 jobs by 2040, this represents only 11 percent of all the job growth expected in Albuquerque. At the same time, the West Side is expected to grow by over 25,000 households, almost 30 percent of those expected in Albuquerque. Unless development patterns change, the imbalance of jobs and housing will continue to increase, resulting in increased commutes and congestion on river crossings. Ensuring adequate land on the West Side for future employment opportunities, as well as more options for higher-density housing that can be better served by transit and located closer to jobs and services, are important strategies to address the jobs-housing balance and improving quality of life for West Side residents. ### Coordinating Land Use & Transportation to Create Great Places Land uses are most successful, and create the most successful places, when coordinated with the streets that serve them. Best practices in planning in the mid-20th century emphasized keeping land uses separate. To support this single-use development pattern, transportation investments prioritized the automobile, which further perpetuated sprawling, <
> Vibrant and accessible spaces improve quality of life for all residents. PLAN ELEMENT # LAND USE ### IMPLEMENTING LAND USE POLICY The County will continue to rely on Area, Corridor, and Sector Development Plans to guide commercial and higher-density residential development within Centers and Corridors. As of 2016, there were more than 800 Special Use (SU) Permits shown in the County Zone Atlas, many of which are outside designated commercial areas. Sector planning may help reduce the number of SU Permits on properties in the County. As of 2016, the City has over 1,000 policies and over 235 individual zoning designations from Area, Corridor, and Sector Development Plans. Policies have been incorporated into this Comp Plan to guide development decisions. In order to better implement the Centers and Corridors vision and ensure that new development respects existing neighborhoods, zoning and design regulations will be overhauled and adopted as an Integrated Development Ordinance. In the future, proactive planning through Community Planning Area assessments will identify development issues, desired development patterns, and recommendations for updates to policies in the Comp Plan and/or regulatory changes to zoning standards (see **Appendix E** for more about this process). suburban development patterns, where people depend almost exclusively on cars to access daily needs. As of 2016, the City and County have both adopted Complete Streets Ordinances, which emphasize transportation investments to enhance transportation options and improve mobility for pedestrians, cyclists, and transit users (often referred to as different “modes” of travel). Paired with land use policies that encourage a mix of uses close to residents, multi-modal streets can help support districts where people can live, work, learn, and play. Well-designed streets add to, rather than detract from, the safety, beauty, and uniqueness of the built and natural environment. Coordinating land use and transportation helps with placemaking when the interface between streets and the edge of private development is carefully designed. The Mid-Region Metropolitan Planning Organization’s (MRMPO) Metropolitan Transportation Plan (MTP) also emphasizes the need for and benefits of changing land use patterns and transportation investments to create more walkable places and expand multi-modal options. The MTP proposes strategies to change land use patterns in order to reduce automobile traffic while increasing transit, pedestrian, and bicycle use. Key changes include balancing jobs and housing west of the Rio Grande, promoting mixed-use development, and focusing growth and redevelopment in Centers and Corridors rather than expanding the urban footprint. The MTP quantifies the benefits of these strategies related to traffic congestion, air quality, and economic development. Coordinating the Comp Plan’s land use and transportation policies with regional policies is an effective tool to realizing common community goals. While the MRMPO is made up of elected officials from each jurisdiction in the four-county region, it is up to individual jurisdictions to adopt plans and regulations that change land use patterns and implement transportation projects that support desired land uses. The 2016 Comp Plan update represents an effort to realize the potential benefits outlined in the MTP. Additional policies related to placemaking through design of streets and at the edges of private development can be found in the **Urban Design chapter**. Additional policies governing the design of key Corridors can be found in the **Transportation chapter**. PLAN ELEMENT # LAND USE <
> **Figure 5-2: Vision Map with Center Boundaries** PLAN ELEMENT # LAND USE ### 5.1.2.2 DIRECTING GROWTH In order to plan for balanced growth in appropriate locations, the Comp Plan designates places in the city and county where most development is expected and encouraged. Identifying and mapping these areas helps decision makers and stakeholders target, plan, and implement new growth and infill. Centers and Corridors and Development Areas identify areas most appropriate for new growth and development and guide appropriate densities and design. These policies serve as a guiding framework for zone changes, new plans and policies, and revised zoning standards in the future. ### Centers & Corridors The Comp Plan designates Centers as areas of more intense development with a variety of uses that allow many different activities connected by Corridors that include a mix of uses and transportation connections within walking distance (see **Figure 5-2**). Designated Centers and Corridors are intended to accommodate the most future growth in the city and county. Instead of growing primarily at our edges, growth is encouraged in Centers and along Corridors, where development can be connected by transportation networks and efficiently served by utility infrastructure. Different Center types guide development at appropriate scales to serve and relate to surrounding neighborhoods. Different Corridor types accommodate the full range of travel modes to enhance access and mobility via cars and trucks, transit, bicycles, and pedestrians. Centers and Corridors policies encourage higher-density and higher-intensity development in appropriate places to create vibrant, walkable districts that offer a wide range of services and recreational opportunities. ### Development Areas Since 1975, the Comp Plan has identified Development Areas in the city and county to guide growth to appropriate areas that match the intensity and density of proposed development. The Development Area designations, in conjunction with Centers and Corridors, guide where new growth should go, how intense it should be, and how it should be designed. City and County Development Areas are discussed in more detail in **Sections 5.1.2.4 and 5.1.2.5**, respectively. In the county, Development Areas are based on natural features, degree of urbanization, settlement patterns, density, and land uses. Development Areas include Reserve and Rural areas, where new development is intended to be low density and low intensity unless it is approved as a master planned community with Centers and Corridors surrounded by lower density and intensity uses. Semi-urban and Developing and Established Urban Areas guide development at higher intensities and densities (see **Figure 5-5**). | DEVELOPMENT AREA (APPROXIMATE) | SQ. MI. (AS OF 2015) | | :--- | :---: | | Reserve | 65 | | Rural | 300 | | Semi-Urban | 15 | | Developing Urban | 20 | | Established Urban | 10 | **Table 5-2: County Development Area Profile** | DEVELOPMENT AREA (APPROXIMATE) | SQ. MI. (AS OF 2015) | | :--- | :---: | | Areas of Consistency | 115 | | Areas of Change | 45 | **Table 5-3: City Development Area Profile** PLAN ELEMENT # LAND USE In the city, there are two Development Areas – Areas of Change, where growth is encouraged and best served with transit and other infrastructure, and Areas of Consistency, where any development that happens should be designed carefully to reinforce the character, scale, and intensity of surrounding neighborhoods or non-residential development (see **Figure 5-6**). Areas of Change include most Centers and Corridors, approved business and industrial parks, and some Metropolitan Redevelopment Areas. The rest of the city is mapped as Areas of Consistency, which include single-family neighborhoods, parks and open space, development along Commuter Corridors, and non-residential development outside of Centers. ### Community Green Space The Comp Plan also maps the system of City and County parks and Open Space, along with state and federally owned open space, which together make up a network of “Community Green Space.” This general term used in the Comp Plan for the larger collective of open spaces doesn’t presuppose that they all have the same goals, priorities, or mandates for land management as County-owned Open Space or City-owned Major Public Open Space. See the **Parks & Open Space chapter** for more information about Open Space owned or managed by the City or County. Portions of the Community Green Space system may allow recreation, while others preserve natural spaces, sensitive lands, and rare habitats that are unsuitable for development and less suited for public access. Community Green Space includes the Sandia Mountain foothills, the Rio Grande Bosque, the Volcanoes, the West Mesa escarpment, the Rio Puerco escarpment and sand dunes, agricultural lands in the north and south valleys, and the systems of arroyos and acequias (see **Figure 5-3**). Many of these areas have been purchased or dedicated to the City or County or are owned by other agencies, including the U.S. Forest Service, National Park Service, U.S. Fish and Wildlife Service, Albuquerque Metropolitan Arroyo Flood Control Authority (AMAFCA) and the Middle Rio Grande Conservancy District (MRGCD). Community Green Space also includes a system of developed parks and recreation facilities, including regional parks, community centers with outdoor spaces, aquatic facilities, and smaller neighborhood parks throughout the city and county. Connecting all of these areas and facilities to each other and to the rest of the city and county is a network of recreational trail corridors, drainage channels (arroyos), and irrigation and drainage ditches (acequias). Some arroyos and acequias have official trails, with license agreements for recreational use. It is important to note that the AMAFCA arroyo system and the MRGCD ditch and drain system are not maintained as recreational facilities, and any recreational use must be managed so that it does not interfere with their primary uses (see the **Infrastructure, Community Facilities & Services chapter** for more information on these drainage, flood control, and irrigation systems). Other corridors have been unofficially used for recreation and transportation because they are inviting spaces with natural characteristics within the developed city. Local residents identify natural and cultural landscapes as one of the identifying features of our community (see the **Heritage Conservation chapter** for more information about this topic). As part of our natural and cultural identity, Community Green Space is an important quality-of-life factor contributing to livability in the city and county. It helps create an attractive setting for development. PLAN ELEMENT # LAND USE <
> Figure 5-3: Community Green Space #### 5.1.2.3 CENTERS & CORRIDORS The Centers and Corridors Vision was first adopted in the 2001 Comp Plan update. Center boundaries were established based on existing development and future high-density and high-intensity areas identified in adopted Area Plans, Master Plans, Sector Development Plans, or zoning actions. Center designations were assigned to reflect a desire for regional- versus neighborhood- or village-scale development. Those Centers where development is anticipated but not on the ground are referred to as Developing Centers. In 2016, nine Centers that had been adopted by the County in separate planning efforts were added. The Centers and Corridors designations were updated to clarify the intended character of each Center and Corridor type, reflect more recent planning efforts, and ensure that key goals could be implemented (see **Figure 5-4**). **Tables 1-1 and 1-2** outline the transition to new Center and Corridor designations, including the following new considerations: * Downtown was identified as its own Center type with the most intense, walkable, mixed-use environment in the Albuquerque area. * Uptown and Volcano Heights were designated as intense, walkable Urban Centers. * The remainder of smaller-scale centers were designated as either Activity Centers (primarily in the city), Village Centers (in the county only), or Employment Centers, a new Center designation focused on encouraging jobs and industry. * A Premium Transit Corridor designation was added to identify key Corridors for high-capacity and/or high-frequency transit service. * Multi-Modal and Main Street designations were added to promote walkability along key corridors. Where Centers and Corridors overlap, the Urban Design chapter describes the following hierarchy of policies: * Premium Transit Corridors * Downtown / Urban Centers * Main Streets * Employment / Activity / Village Centers * Major Transit / Multi-Modal / Commuter Corridors With the exception of Premium Transit Corridors, whose policies override all others, Center policies generally take precedence over Corridor policies to encourage nodes of activity along Corridors. Within Centers, for example, vehicle travel lanes may need to narrow to allow for wider sidewalks for pedestrians. Within this framework, the Main Street designation operates like a Center, overriding Employment, Activity, or Village Center policies to ensure continuity of the best pedestrian-oriented environment possible. This hierarchy protects the significant public investment needed for viable and convenient premium transit service from end to end along designated Corridors. Downtown, Urban Center, and Main Street policies override other Corridor policies to protect the integrity of these walkable environments. Employment, Activity, and Village Center policies take precedence over the remaining Corridor types to protect the viability of the activities and environments they are intended to encourage. PLAN ELEMENT # LAND USE ### Centers There are five types of Centers in the Comp Plan, each describing a varying level of intensity and market area size. The Centers in the city and county may vary in their degree of urbanization and walkability. Many of the Centers in the county are in currently rural areas. In the city, most Centers will have, or strive for, a high degree of walkability, and should be well-served by transit. Other Centers focus on providing jobs where they are needed most throughout the region. Policies that guide development in Centers can be found at the end of this chapter and in the **Urban Design chapter**. <
> #### DOWNTOWN Albuquerque's Downtown serves as a regional hub for concentrated job and commercial activity supported by high-density housing. Downtown includes a wide variety of land uses, including private and government offices, multi-family housing, retail, restaurants, and entertainment uses. Downtown is intended to have the highest-intensity of employment and commercial uses in the region and to offer the highest-quality environment for pedestrians. This mixed-use district should include multiple transportation options, the tallest buildings in the region, the highest densities, the smallest blocks, and alleys for delivery of goods. Streets should have trees for shade, wide sidewalks, and easy-to-use wayfinding signs. Multi-story buildings should feature ground-floor shops with large, street-facing windows. Plazas and other open spaces should provide an inviting atmosphere for pedestrians and support a diversity of uses, generating activity throughout the day and evening. <
> #### URBAN CENTERS Urban Centers are intended to be distinct, walkable districts that incorporate a mix of employment, service, and residential uses at a density and intensity lower than Downtown but higher than the neighborhood-oriented Activity Centers. Urban Centers serve a smaller regional area than Downtown, while Activity Centers serve the immediate surrounding area. Similar to Downtown, Urban Centers can be important areas for economic growth, offering employment opportunities and a range of housing options. They feature moderate building heights and block sizes. Some offer opportunities for regional shopping destinations and job centers. These mixed-use districts, including Uptown and Volcano Heights, are easily accessed by transit and provide opportunities for people to live, work, learn, shop, and play. Urban Centers are intended to become more walkable over time through investments in streetscape amenities, by attracting infill development with high-quality design that supports walkability, and by locating services closer to nearby residents. On-street parking, wide sidewalks, and active public spaces work together to create an appealing streetscape that deepens a distinct district identity. <
> ### EMPLOYMENT CENTERS Employment Centers are intended to remain predominately industrial, business, and retail centers. Employment Centers tend to be auto-oriented and need to provide excellent access for trucks and connections for freight. For this reason, Employment Centers should be located near major intersections or along highways or major arterials. Additionally, because land uses are typically separated by parking lots or arterial roads, street design should emphasize efficient movement of vehicles and pedestrian accommodation within business parks. Once Employment Centers are largely developed, it may be appropriate and beneficial to introduce mixed-use and/or higher-density residential development. <
> ### ACTIVITY CENTERS Activity Centers provide convenient, day-to-day services at a neighborhood scale to serve the surrounding area within a 20-minute walk or a short bike ride. They are intended to provide a mix of neighborhood commercial and residential uses at a slightly higher density than the surrounding single-family homes. These smaller centers should incorporate good pedestrian friendly design and are appropriate for mixed-use and multi-family housing. Most Activity Centers will be smaller geographic areas than Urban Centers, with buildings that range from one to three stories and development patterns that support access by all transportation modes. <
> ### VILLAGE CENTERS Village Centers serve rural areas and semi-urban areas. Like neighborhood-serving Activity Centers, they may include a variety of retail and commercial services, but Village Centers will also provide gathering spaces for local events such as festivals, markets, and street fairs. In general, Village Centers will draw from a larger geographic area than Activity Centers and will meet the needs of lower-density rural areas. Village Centers should be a focal point for tourism in scenic and historic parts of the County such as the East Mountains and the South Valley. PLAN ELEMENT # LAND USE ## Corridors The Comp Plan establishes a network of five different corridor types for major public streets. This range of Corridor types is intended to balance the street system by identifying different streets that prioritize bicycling, walking, or transit use in and between Centers. The Corridor types also provide policies for limited-access and automobile-priority streets to meet a full range of mobility and access needs. The character of the Corridor and adjacent land uses should change within Centers and near low-density neighborhoods to reduce auto travel speeds and increase pedestrian safety. Each Corridor type has land use policies found in this chapter, policy objectives for street design and transit service in the **Transportation chapter**, and development form policies in the **Urban Design chapter**. <
> ### PREMIUM TRANSIT CORRIDORS Premium Transit Corridors are anticipated to be served by high-quality, high-capacity, and high-frequency public transit. These Corridors are planned for mixed-use and transit-oriented development within walking distance of transit stations, with transitions to single-family neighborhoods beyond the Corridor. Interactive public spaces should be encouraged to add vitality, pedestrian amenities, and "eyes on the street" to aid public safety. The Premium Transit designation acts as an overlay on other Corridor designations. Until premium transit projects have identified transit station locations and funding has been secured, development policies for the underlying Corridor apply. Once stations and funding have been identified, Premium Transit Corridor policies kick in. The design and operation of premium transit service will vary according to the land use context and underlying Corridor designation. Much of Central Avenue is also designated as a Main Street Corridor with pedestrian-oriented development, so stations are planned every quarter mile. On other Premium Transit Corridors, if they have lower densities and less street connectivity, transit stations may be spaced farther apart to serve nodes of higher-intensity, pedestrian-oriented activity. <
> ### MAIN STREET CORRIDORS Main Streets are intended to be lively, highly walkable streets lined with local-serving businesses, modeled after the American tradition of Main Street as a place for living, working, and shopping. Examples of this type of street include Central Avenue in Nob Hill and Bridge Boulevard in the South Valley. Main Streets should have one- to four- story buildings, usually placed right up to the sidewalk. Parking should be on-street and to the sides of or behind buildings. Away from the Main Street, density should quickly decrease to minimize impacts on nearby neighborhoods. This development pattern should be well-served by transit and contain safe and pleasant walking environments with street trees, landscaping, and wide sidewalks. Public investments in these areas should prioritize street and walkway improvements. Although Main Street is classified as a Corridor type, the intent is for it to function more like a linear Center that guides the appropriate land use forms along the Corridor. Because this designation is primarily about urban design and the relationship between buildings and the street, a Main Street will often also have other Corridor designations that primarily relate to road design. Within the private realm, the Main Street policies override; within the public right-of-way, the other Corridor designation would override. <
> ### MAJOR TRANSIT CORRIDORS Major Transit Corridors are anticipated to be served by high frequency and local transit (e.g. Rapid Ride, local, and commuter buses). These corridors prioritize transit above other modes to ensure a convenient and efficient transit system. Walkability on these corridors is key to providing a safe and attractive pedestrian environment, as well as good access for pedestrians, cyclists, and transit users to goods and services along these Corridors and the Centers they connect. Development along Major Transit Corridors should be transit- and pedestrian-oriented near transit stops, while auto-oriented for much of the Corridor. Building heights and development densities may be higher in Centers along these Corridors but should be stepped back behind the Corridor to respect established neighborhoods. . <
> ### MULTI-MODAL CORRIDORS Multi-modal corridors are intended to encourage the redevelopment of aging, auto-oriented commercial strip development to a more mixed-use, pedestrian-oriented environment that focuses heavily on providing safe, multi-modal transportation options. The development of these corridors will enhance the environment for pedestrians and transit users, while nearby parallel streets will serve bicycle travel. The density and scale of development behind Multi-Modal Corridors should diminish quickly to minimize impacts on existing neighborhoods and respect established development patterns. <
> ### COMMUTER CORRIDORS Commuter Corridors are intended for long-distance trips across town by automobile, including limited-access streets. These roads tend to be higher-speed and higher-traffic volume routes. Development along these corridors should be more auto-oriented, but where the Corridors pass through Centers, development should include more mixed-use, pedestrian-oriented uses. Though Commuter Corridors can be attractive for developing a strip of retail, this type of development pattern would quickly lessen the utility of the corridor for its main purpose. Access controls on these corridors influence the location and mix of land uses and the design of development. Land uses along Commuter Corridors should be buffered from the corridor, and retail uses concentrated along Multi-Modal Corridors and in Centers. PLAN ELEMENT # LAND USE <
> ### Figure 5-4: Centers and Corridors | Centers | Corridors | | :--- | :--- | | ![icon] Downtown | ![icon] Main Street Corridor | | ![icon] Urban Center | ![icon] Premium Transit | | ![icon] Developing Urban Center | ![icon] Major Transit | | ![icon] Employment Center | ![icon] Multi-modal Corridor | | ![icon] Developing Employment Center | ![icon] Commuter Corridor | | ![icon] Activity Center | | | ![icon] Developing Activity Center | | | ![icon] Village Center | | # THE RAIL TRAIL The various Comprehensive Plan Center & Corridor designations (Premium Transit, Main Street and Major Transit corridors, Activity Centers and the Downtown Center) are designed to encourage development in the most appropriate places for growth, change, and investment. These districts are prime for infill growth due to high prevalence of vacant land, population density, access to public transit, redevelopment opportunities, and existing concentrations of activities and amenities. The Rail Trail will travel primarily through areas designated for this type of growth. It is simultaneously a transportation corridor, equitable investment, and economic development project. This multi-jurisdictional investment will be a critical catalyst for growth and investment in Central Albuquerque. At the intersection of historic transportation routes such as El Camino Real, Route 66, and the AT&SF Rail Line, the Rail Trail envisions the creation of a localized and convenient multi-modal connection across Downtown. Through public-private partnerships, the City of Albuquerque seeks to reinvigorate the local economy by providing unique activities along the trail that will draw people to Downtown. The project will link the Downtown core to: * Nearby Neighborhoods * Mass Transportation Options * The Rail Yards Redevelopment Site * Entertainment and Museums * Employment Opportunities * Activity Centers The 7-mile Rail Trail Loop will connect key destinations in the greater downtown area that include the National Hispanic Cultural Center, BioPark, Old Town, Sawmill District, Indian Pueblo Cultural Center, Convention Center, and Rail Yards. <
> PLAN ELEMENT # LAND USE ### 5.1.2.4 BERNALILLO COUNTY DEVELOPMENT AREAS #### Reserve Areas (County only) Reserve Areas encompass approximately 65 square miles on the western and southern edge of Bernalillo County. Reserve Areas were originally designated for undeveloped land that was not contiguous with other growing areas. Development in Reserve Areas can occur following Rural Area policies for low-density or agricultural development without special review. <
> Much of the unincorporated county consists of low-density development and open space, with special criteria for more dense development to protect the character of the area. In order to develop at higher densities, however, projects must follow Reserve Area policies designed to encourage the development of large, self-sufficient, planned communities that include employment, a variety of housing types and residential densities, services, a street network, and recreation opportunities and Open Space. The communities must also demonstrate careful attention to preserving the significant environmental, archaeological, and paleontological features of the land. As the metropolitan area has grown, several large communities, which will include urban centers, employment districts, and varying residential uses, have been approved in the Reserve Area, including Mesa del Sol (2008), Westland (2009), and Santolina (2015). As of 2016, some development in Westland and Mesa del Sol has occurred, with all the communities expected to continue to develop over the next 50 years. Since the last major revision to the Comp Plan in 1988, the Planned Communities Criteria (PCC) were adopted by both the City and the County to provide additional policies and guidelines for development in Reserve Areas. Although the City is not retaining Reserve Areas, the PCC still apply to approved master planned communities in the city. The PCC must be addressed for approval of master planned communities at each level of planning (Level A, Level B, and Level C) and in increasing degrees of detail. They are grouped in the following topics: Land Use, Transportation, Environment and Open Space, and Government and Public Service (see Table 5-4). A planned community is to be approved only if all public infrastructure and service needed primarily to serve proposed areas is provided at no net expense to the government. ## Rural Areas ### (County only) Rural Areas encompass approximately 300 square miles in Bernalillo County, the largest of any Development Area. They include characteristics that are commonly associated with rural lifestyles, including large-lot residential developments, agricultural uses, the existing irrigation ditch (acequia) network, and limited commercial development in designated areas and specific corridors. Rural Areas are located in the South Valley, North Valley, North Albuquerque Acres, East Mountains, and the Rio Puerco area. Similar to Reserve Areas, the development of Rural Areas may follow two possible planning tracks. One track is for conventional development following Rural Area policies. Residential density is limited to one dwelling unit per acre, and new commercial development should be neighborhood-scale and located in designated areas, such as Rural Village Centers. New Rural Area development should recognize the character and environmental conditions of the site and its surroundings in assessing site suitability and potential impacts of development. Cluster housing with dedicated areas of open space or farmland is especially attractive for Rural Areas in the Rio Grande Valley. Traditional irrigation systems should be preserved and protected in the land development process. Many properties in the Rural Area lack access to public water and sewer service. The second Rural Area development track is for Master Planned Communities. Such large-scale, mixed use communities may also be allowed in the Rural Area if they follow the Policies and Requirements of the Reserve Area and the Planned Communities Criteria (as described below in **Table 5-4**). | CRITERIA | GENERAL REQUIREMENTS - WITH INCREASING SPECIFICITY AT EACH PLANNING LEVEL | | :--- | :--- | | Land Use | Mix of uses that promote self-sufficient development, including a hierarchy of Centers, employment areas, and residential areas with an overall density of up to three dwelling units per acre. Designation of open space network, phasing plan required. | | Transportation | Comprehensive transportation system to serve the development; accommodation for different modes of transportation, including pedestrians, bicycles, and transit. | | Environment & Open Space | Identify and conserve environmental resources; identify depth to groundwater and legal water availability, quantity, and quality. Strategy for wastewater and waste management. | | Government & Public Services | Provision for services, including schools, parks, and other public facilities, strategy for funding of infrastructure, and a development agreement to codify the master plan and the funding strategy. | **Table 5-4: Planned Communities Criteria (Summary)** ## Semi-Urban Areas ### (County only) Semi-Urban Areas are generally characterized by development limitations due to topography, soil conditions, water quality, flood potential, scenic qualities, and recreational potential. They also provide a transition between Rural Areas and Developing Urban or Established Urban Areas. Semi-Urban Areas, which total approximately 10 square miles in the county, are found in the North and South Valley and in an PLAN ELEMENT # LAND USE <
> <
> Image credit: Bernalillo County *Farming is a way of life in Rural and Semi-Urban Areas.* area adjacent to the West Mesa south of I-40. Semi-Urban areas in the valley contain some of the County’s best farming soils and irrigation opportunities. An overall gross residential density of up to three dwelling units per acre is allowed in the Semi-Urban Area where municipal water and sewer service are available, unless otherwise specified in a county Sector Development Plan, or under clustered housing with open land. Semi-Urban Area policies seek to address or preserve important natural features and the viability of agricultural uses. ## Developing Urban Areas (County only) Developing Urban Areas have recently undergone or are planned or programmed for future residential and commercial development that will result in more urban land uses and patterns. Because the development may be relatively recent, these areas may be subject to area and sector planning, special design treatment, and phasing of infrastructure. These Developing Urban areas, which total about 21 square miles in the county, are generally adjacent to established residential neighborhoods and located along the West Mesa and in the southeast quadrant of the County from I-25 in the east to Second Street in the west. Developing Urban Area policies encourage a full range of land uses and generally allow an overall density of up to five dwelling units per acre, with more specific densities and commercial opportunities identified in area and sector plans and centers and corridors in the Comp Plan. Policies also recommend measures that minimize impacts of new development on existing development. ## Established Urban Areas (County only) Established Urban Areas are generally long-standing, older neighborhoods that include residential and non-residential development that are established or undergoing or may require redevelopment efforts along with more specific area and sector planning. The Established Urban Areas historically have been mainly within the city, and they will be guided by the Comp Plan language for Centers and Corridors, Areas of Consistency and Change, and other applicable policies. The Established Urban Areas in the county (around seven square miles) are generally adjacent to the more urban areas of the city and are located in the South Valley between Bridge Boulevard and I-40, with a few remaining tracts scattered in the North Valley, particularly along Edith Boulevard. Established Urban area policies encourage a full range of urban land uses and generally allow an overall density of up to five dwelling units per acre, with higher densities and commercial opportunities identified in area and sector plans, with a number of policy recommendations for redevelopment. Redevelopment strategies are also discussed within the context of the **Economic Development chapter**. PLAN ELEMENT # LAND USE <
> **Figure 5-5: County Development Areas** PLAN ELEMENT # LAND USE ### 5.1.2.5 CITY OF ALBUQUERQUE DEVELOPMENT AREAS Directing growth to Areas of Change is intended to help preserve and protect established neighborhoods in Areas of Consistency. Areas of Change and Consistency are designed to be complementary to protect the scale and character of distinctive neighborhoods while accommodating new residents and jobs in areas already well served by infrastructure and transit. #### Areas of Change (City only) Designated Centers and Corridors, along with Metropolitan Redevelopment Areas and Master Planned Areas, have been mapped as Areas of Change. Areas of Change policies allow for a mix of uses and development of higher density and intensity in areas where growth is desired and can be supported by multi-modal transportation. The intent is to make Areas of Change the focus of new urban-scale development that benefit job creation and expanded housing options. By focusing growth in Areas of Change, additional residents, services, and jobs can be accommodated in locations ready for new development. Development in Areas of Change will still need to consider the ability of utilities to adequately serve infill and redevelopment. To better understand the benefits and potential outcomes of focusing growth in Areas of Change, the planning team modeled the capacity for household and employment growth within urbanized land. The analysis demonstrated that 89 percent of projected new housing and 97 percent of projected new employment that is anticipated in the city between 2016 and 2040 could be accommodated in Areas of Change. #### Areas of Consistency (City only) Neighborhoods designated as Areas of Consistency will be protected by policies to limit densities, new uses, and negative impacts from nearby development. While these areas may see some infill development and new uses, new development or redevelopment will need to be compatible in scale and character with the surrounding area. Some Areas of Consistency are experiencing a different set of pressures than those posed by incompatible infill development. These areas may have a high home-occupancy rate, <
> *Focusing growth and development in Areas of Change will accommodate many of the additional residents and jobs expected in the city through mixed-use development and multi-modal transportation options, while protecting established residential neighborhoods and Open Space in Areas of Consistency.* yet face deteriorating infrastructure, land use conflicts, such as those between industrial and residential uses, or a lack of basic services such as grocery stores or parks. These areas will benefit tremendously from targeted reinvestment in nearby Areas of Change. ### MAPPING AREAS OF CHANGE & AREAS OF CONSISTENCY Areas of Change and Consistency are mapped according to criteria listed below, based on platted parcels (for more details on the methodology, see **Appendix I**). After adoption of the Comp Plan, this map will be updated periodically as part of future Comp Plan updates and as needed to reflect platting and/or zone changes that affect the status of property as an Area of Change or Consistency. #### AREAS OF CHANGE INCLUDE: * Comp Plan Centers * Parcels along Premium Transit, Major Transit, Multi-Modal and Main Street Corridors * Park and Ride facilities and parcels around Transit Centers * Parcels within Metropolitan Redevelopment Areas (MRAs) with adopted MRA plans, according to the priorities established by those plans * Properties within approved Master Development Plans (site development plans with detailed design standards), such as business and industrial parks and master planned communities #### AREAS OF CONSISTENCY INCLUDE: * Single-family residential zones and parcels with single-family residential uses * Parks, Open Space, and golf courses * Cemeteries * Airport runways and fly-in zones * Other parcels outside Change areas, regardless of zoning or current use ### Implementing Areas of Change & Areas of Consistency The Areas of Change and Consistency strategy is designed to identify places designated for higher intensity uses and denser housing, and that can accommodate new residents and jobs, while enhancing the unique qualities of established neighborhoods that are looking for new ways to preserve their character and quality of life. As a guidance tool, Areas of Change and Consistency direct more dense development to areas where growth is desired (Areas of Change). In parallel, it is used to apply policies limiting new development to an intensity and scale consistent with places that are highly valued for their existing character (Areas of Consistency). Development in Areas of Change and Consistency will be tracked over time. Similar to County Development Areas, this map may be updated periodically as part of future Comp Plan updates to reflect platting and/or zone changes that affect the status of property as part of an Area of Change or Consistency. Regulatory changes will be needed to require building and lighting heights to step down where Areas of Change abut Areas of Consistency, along with other protections for neighborhood edges. PLAN ELEMENT # LAND USE <
> Figure 5-6: City Development Areas – Areas of Change and Areas of Consistency # 5.2 Goals, Policies & Actions for Land Use ## Goal 5.1 Centers & Corridors Grow as a community of strong Centers connected by a multi-modal network of Corridors. ## Goal 5.2 Complete Communities Foster communities where residents can live, work, learn, shop, and play together. ## Goal 5.3 Efficient Development Patterns Promote development patterns that maximize the utility of existing infrastructure and public facilities and the efficient use of land to support the public good. ## Goal 5.4 Jobs-Housing Balance Balance jobs and housing by encouraging residential growth near employment across the region and prioritizing job growth west of the Rio Grande. ## Goal 5.5 County Development Areas Use Development Areas to foster the distinctness of communities in the unincorporated County by guiding their form, character, and density. ## Goal 5.6 City Development Areas Encourage and direct growth to Areas of Change where it is expected and desired and ensure that development in and near Areas of Consistency reinforces the character and intensity of the surrounding area. ## Goal 5.7 Implementation Processes Employ procedures and processes to effectively and equitably implement the Comp Plan. Policies are organized to support each Goal. Many Policies have supporting Sub-polices, cross-references to other relevant policies, and implementing Actions to more clearly guide decision making. PLAN ELEMENT # LAND USE [ABC] indicates a policy or action for both the City and County [BC] indicates a policy or action for Bernalillo County [A] indicates a policy or action for the City of Albuquerque # Goal 5.1 Centers & Corridors ## Grow as a community of strong Centers connected by a multi-modal network of Corridors. ### POLICY 5.1.1 **Desired Growth: Capture regional growth in Centers and Corridors to help shape the built environment into a sustainable development pattern. [ABC]** a) Create walkable places that provide opportunities to live, work, learn, shop, and play. b) Structure capital investment and land use regulations to direct growth to Centers, in particular those in need of public and private reinvestment. c) Encourage employment density, compact development, redevelopment, and infill in Centers and Corridors as the most appropriate areas to accommodate growth over time and discourage the need for development at the urban edge. d) Encourage the development of multi-unit, multi-story apartments and mixed-use residential buildings in Downtown, Urban Centers, and Activity Centers to increase housing density and expand housing options and affordability. e) Encourage platting with a range of residential lot sizes to support choice in housing and to meet the needs of all income levels. f) Discourage the development of detached single-family housing as an inappropriate use in Centers and along Corridors. g) Encourage residential infill in neighborhoods adjacent to Centers and Corridors to support transit ridership.[^p29-7] h) Encourage all new development, especially in designated Centers and Corridors, to address transit connections, linkages, and opportunities within the proposed development. i) Locate industrial development in Employment Centers or in existing industrial zones within the I-25 and I-40 corridors. j) Follow development form policies in **Urban Design Policy 7.1.3**, **Table 7-3** for Centers, and **Table 7-4** for Corridors. k) See **Policies 5.1.3-5.1.12** below for uses appropriate in each Center and Corridor. l) See **Policy 5.2.2** below for appropriate uses outside of Centers and Corridors. m) See **Goal 5.3** below for policies that promote efficient development patterns. n) See **Policies 5.5.1 and 5.6.1** below for community green space protection. o) See **Community Identity Goal 4.1** for policies to protect and enhance existing neighborhoods and **Goal 4.3** for area-specific policies. [^p29-7]: Encourage residential infill in neighborhoods adjacent to Centers and Corridors to support transit ridership. p) See **Transportation Goals 6.1 and 6.2** for policies that guide development in the public right-of-way. q) See **Urban Design Policy 7.1.1** for the hierarchy of Centers and Corridors policies. r) See **Housing Goal 9.3** for policies related to housing development. s) See **Parks & Open Space Goal 10.1** for parks and Open Space facilities. t) See **Heritage Conservation Policy 10.1.1** for preservation of agricultural heritage. u) See **Infrastructure, Community Facilities & Services Goal 12.2** for policies about locating community facilities in Centers. v) See **Infrastructure, Community Facilities & Services Policy 12.5.3** for public investment in infrastructure to direct growth. w) See **Resilience & Sustainability Goal 13.5** for community health considerations. ### ACTIONS #### 5.1.1.1 Adjust development standards and ordinances to remove obstacles to achieving the pedestrian- and transit-orientation necessary in appropriate Centers and Corridors. [ABC] #### 5.1.1.2 Explore direct (e.g. public investment or partnerships) and indirect (e.g. zoning regulations or incentives such as density bonuses) approaches to promote higher density and infill development in Centers and along Corridors. [ABC] #### 5.1.1.3 Evaluate existing land uses and development trends to identify opportunities for increased land use intensity to support transit-oriented development within 660 ft. of transit stations along Premium or Major Transit Corridors. [ABC] #### 5.1.1.4 Promote ongoing public-private cooperation necessary to create private market conditions that support intensified development of jobs and housing in Transit Corridors. [ABC] #### 5.1.1.5 Identify obstacles to infill development, including infrastructure capacity and public investment priorities. [ABC] #### 5.1.1.6 Work with utilities and transportation representatives to identify infrastructure capacity and possible expansion requirements to adequately serve infill and redevelopment. [ABC] #### 5.1.1.7 Consider differential taxation of land and improvements to incentivize infill development. [BC] #### 5.1.1.8 Reassess zoning capacity every five years for at least 20 years of growth within Centers, Corridors, and City Areas of Change. [A] #### 5.1.1.9 Update zoning codes to allow the highest-density development in Downtown and Urban Centers. [A] #### 5.1.1.10 Structure capital investment and land use regulations in support of creating additional housing and jobs within Transit Corridors. [A] #### 5.1.1.11 Adopt zoning and design standards requiring appropriate transitions between development and single-family residential neighborhoods, such as step-backs, setbacks, landscape buffers, etc. [A] #### 5.1.1.12 Provide an expedited review and approval process for projects in Centers and Corridors. [A] #### 5.1.1.13 Partner with the private sector and neighborhood organizations to redevelop vacant and under-utilized properties and incentivize adaptive reuse of distressed structures. [A] **5.1.1.14** Incentivize a wide range of housing types and affordability levels in Downtown and Urban Centers. [A] **5.1.1.15** Monitor building permits and zone change requests by Community Planning Area and by Center and prepare an annual review of development trends. [A] **5.1.1.16** Promote updates to the Integrated Development Ordinance (IDO) that incentivize affordable housing developments. [A] ## POLICY 5.1.2 ### Development Areas: Direct more intense growth to Centers and Corridors and use Development Areas to establish and maintain appropriate density and scale of development within areas that should be more stable. [ABC] a) See **Goal 5.5** for County Development Areas. b) See **Goal 5.6** for City Development Areas. ## POLICY 5.1.3 ### Downtown: Strengthen Downtown’s identity as a regional hub for the highest-intensity development, with concentrated job and commercial activity supported by the highest-density housing. [A] a) Support pedestrian-oriented development. b) Support mixed-use development. c) Ensure opportunities for public and private employment, civic uses, and cultural and entertainment activities. d) Ensure that there are multiple transportation options to access and circulate within Downtown. e) Encourage plazas and other open spaces to provide an inviting atmosphere for pedestrians and support a diversity of uses. f) Create an 18-hour Downtown that generates activity throughout the day and evening. g) Minimize the potential negative impacts of Downtown development on abutting neighborhoods. h) See **Urban Design Goal 7.1** for development form and priority street elements in Downtown. i) See **Economic Development Policy 8.1.1** for creating places that support economic development. j) See **Infrastructure, Community Facilities & Services Policy 12.3.4** for public safety service provision. ### ACTIONS **5.1.3.1** Promote Downtown as a center for arts, cultural, and public facilities/ activities while recognizing its importance as the historic center of the City. [A] **5.1.3.2** Develop, maintain, and market Downtown as though it were a single mixed-use project. [A] **5.1.3.3** Support efforts to upgrade neighborhoods surrounding Downtown and create links between residential areas and cultural, arts, and entertainment facilities Downtown. [A] **5.1.3.4** Promote the redevelopment of existing commercial parking lots and restrict all new commercial parking lots in surrounding neighborhoods. [A] **5.1.3.5** Work with residents and stakeholders through the CPA assessment process to analyze and recommend adjustments to policy and/or regulatory protections for existing single- and two-family homes within the Downtown Center. [A] **5.1.3.6** Work with residents, stakeholders, and property owners to analyze the boundary for the Downtown Center and modify it as necessary to best match existing and desired future development, promote access and connectivity, ensure appropriate transitions to surrounding neighborhoods, and support economic development efforts. [A] ## POLICY 5.1.4 ### Urban Centers: Create highly accessible and walkable Urban Centers that provide a range of employment opportunities and higher-density housing options. [A] a) Encourage mixed-use development. b) Encourage pedestrian-oriented design, transit-oriented development, and infrastructure improvements that make Urban Centers more walkable over time. c) Encourage plazas and other open spaces to provide an inviting atmosphere for pedestrians and support a diversity of uses. d) Ensure opportunities for regional shopping destinations, entertainment activities, and employment centers. e) Create 18-hour Urban Centers that generate activity throughout the day and evening. f) Prioritize transit investment to provide access to and within Urban Centers, potentially spurring additional private investment and transit-oriented development. g) See **Urban Design Goal 7.1** for development form. h) See **Housing Goal 9.3** for policies related to housing development. ## POLICY 5.1.5 ### Employment Centers: Create Centers that prioritize employment opportunities and foster synergy among businesses. [ABC] a) Prioritize office and commercial employment in areas with good access via automobile and transit. b) Prioritize industrial employment in areas with good connectivity for freight routes. c) Until 80 percent of the available land in Employment Centers has developed with uses associated with employment opportunities, discourage residential uses on the ground floor. d) After employment has been established on 80 percent of the available land, encourage mixed-use development to PLAN ELEMENT # LAND USE introduce high-density residential uses that bring housing to jobs. e) Allow Employment Centers to develop as auto-oriented areas. f) Provide safe and convenient pedestrian and bicycle access to and mobility within Employment Centers. g) Provide good transit access to Employment Centers and connect transit stops/stations to businesses via pedestrian walkways and bikeways. ## POLICY 5.1.6 ### Activity Centers: Foster mixed-use centers of activity with a range of services and amenities that support healthy lifestyles and meet the needs of nearby residents and businesses. [ABC] a) Incorporate a compatible mix of commercial and residential uses with a range of higher-density housing types. b) Provide neighborhood-oriented commercial, retail, institutional, and public services. c) Encourage gathering spaces for festivals, markets, and street fairs. d) Ensure that Activity Centers are pedestrian-friendly and provide convenient pedestrian connections to nearby residential areas. e) Provide good connectivity via bicycle between Activity Centers and nearby residential areas and multi-use trails. f) See **Urban Design chapter** for discussion of neighborhood-scale development and pedestrian-friendly design. ## POLICY 5.1.7 ### Village Centers: Capture higher-intensity growth within Village Centers as places with a mix of uses that serve the needs of residents in order to protect rural lifestyles and surrounding land use patterns. [BC] a) Encourage a variety of shopping opportunities. b) Provide gathering spaces for festivals, markets, and street fairs. c) Focus on tourism in scenic and historic parts of the county in Village Centers. d) Allow a range of housing types and densities. ## POLICY 5.1.8 ### Premium Transit Corridors: Foster corridors that prioritize high-capacity, high-frequency transit service, with mixed-use, transit-oriented development within walking distance of transit stations. [ABC] a) Encourage higher-density residential developments within ¼ mile of identified transit station locations. b) Minimize negative impacts on nearby neighborhoods by providing transitions between development along Transit Corridors and abutting single-family residential areas. c) Encourage active public spaces and plazas within 660 feet of identified transit station locations and balconies and decks overlooking transit station areas. d) Apply Premium Transit policies after station locations have been identified and project funding has been allocated. e) See **Transportation Policy 6.1.4** for Premium Transit Corridors. f) See **Urban Design Goal 7.1** for development form. ## POLICY 5.1.9 ### Main Streets: Promote Main Streets that are lively, highly walkable streets lined with neighborhood-oriented businesses. [ABC] a) Prioritize street and walkway improvements, such as street trees, landscaping, lighting, wayfinding, and wide sidewalks, to create safe and comfortable pedestrian environments. b) Minimize negative impacts on nearby neighborhoods by providing transitions between Main Street development and abutting single-family residential areas. c) Ensure that Main Streets are well-served by multi-modal transportation. d) Follow Main Street policy guidance for private property and follow other Corridor designation policies for decisions related to the public right-of-way when a corridor has both the Main Street and another Corridor designation. e) See **Urban Design chapter** for discussion of building and parking orientation. ## POLICY 5.1.10 ### Major Transit Corridors: Foster corridors that prioritize high-frequency transit service with pedestrian-oriented development. [ABC] a) Encourage higher-density residential developments within ¼ mile of transit stops or stations. b) Minimize negative impacts on nearby neighborhoods by providing transitions between development along Transit Corridors and abutting single-family residential areas. c) Encourage mixed-use development in Centers and near intersections. d) See **Transportation Policy 6.1.6** for Major Transit Corridors. e) See **Urban Design Goal 7.1** for development form. ## POLICY 5.1.11 ### Multi-Modal Corridors: Design safe Multi-Modal Corridors that balance the competing needs of multiple modes of travel and become more mixed-use and pedestrian-oriented over time. [ABC] a) Encourage the redevelopment of aging auto-oriented commercial strip development to a more mixed-use, pedestrian-oriented environment. b) Prioritize improvements that increase pedestrian safety and convenience and make bicycle and transit options more viable. c) Encourage lower auto traffic speeds and narrower traffic lanes to accommodate other modes of travel in more intense and active areas along the corridor. d) See also **Transportation Policy 6.1.7** and **Goal 6.2** for multi-modal policies. e) See **Urban Design Goal 7.1** for development form. ### POLICY 5.1.12 **Commuter Corridors: Allow auto-oriented development along Commuter Corridors that are higher-speed and higher-traffic volume routes for people going across town, often as limited-access roadways. [ABC]** a) Allow auto-oriented, single-use development, such as strip retail, large retail facilities, and business and institutional campuses along Commuter Corridors. b) Buffer residential land uses adjacent to Commuter Corridors. c) Support traffic flow by limiting new curb cuts, encouraging shared access of driveways and business access roads, or providing access from perpendicular local roads. d) See **Transportation Policy 6.1.8** for Commuter Corridors e) See **Urban Design Goal 7.1** for development form. # Goal 5.2 Complete Communities ### Foster communities where residents can live, work, learn, shop, and play together. ### POLICY 5.2.1 **Land Uses: Create healthy, sustainable, and distinct communities with a mix of uses that are conveniently accessible from surrounding neighborhoods. [ABC]** a) Encourage development and redevelopment that brings goods, services, and amenities within walking and biking distance of neighborhoods and promotes good access for all residents. [ABC] b) Encourage development that offers choice in transportation, work areas, and lifestyles. [ABC] c) Maintain the characteristics of distinct communities through zoning and design standards that are consistent with long-established residential development patterns. [ABC] d) Encourage development that broadens housing options to meet a range of incomes and lifestyles. [ABC] e) Encourage higher density housing as an appropriate use in the following situations: [ABC] i. Within designated Centers and Corridors; ii. In areas with good street connectivity and convenient access to transit; iii. In areas where a mixed density pattern is already established by zoning or use, where it is compatible with existing area land uses, and where adequate infrastructure is or will be available; iv. In areas now predominantly zoned single-family only where it comprises a complete block face and faces onto similar or higher density development; v. In areas where a transition is needed between single-family homes and much more intensive development. f) Locate quality commercial development and redevelopment in existing commercial zones and designated Centers and Corridors as follows: [ABC] i. In Activity Centers with development to serve adjacent neighborhoods with an emphasis on pedestrian and bicycle connections to nearby residential areas; ii. In larger area-wide shopping centers located near intersections of arterial streets and provided with access via transit; iii. Next to another shopping center at an intersection only when safe pedestrian crossings are provided to encourage shoppers to "park once" and walk to multiple stores; and iv. In contiguous storefronts along streets in established neighborhoods and Main Streets. g) Encourage infill development that adds complementary uses and is compatible in form and scale to the immediately surrounding development. [ABC] h) Discourage mineral extraction in highly scenic or prime recreational, agricultural, or residential areas. [ABC] i) Discourage zone changes to commercial, industrial, or office uses outside of Centers and Corridors. [ABC] j) Discourage zone changes to detached single-family residential uses on the West Side. [ABC] k) Discourage zone changes to more intense land uses within federally-defined accident potential zones located at the ends of runways, in conjunction with review and comment from KAFB. [ABC] l) Discourage zone changes to single land uses on sites larger than ten acres. [A] m) Encourage more productive use of vacant lots and under-utilized lots, including surface parking. [A] n) See Community Identity Goal 4.1 for policies to preserve distinct communities. o) See Community Identity Goal 4.3 for policies about community character in each Community Planning Area. p) See Urban Design Goal 7.1 for policies on development form. q) See Urban Design Goal 7.3 for policies on design elements that reinforce community identity. r) See Heritage Conservation chapter for protecting historic areas and scenic views. ### ACTIONS #### 5.2.1.1 Localize systems of production, for example agriculture and food processing, to reduce transportation time and emissions. [A] ## POLICY 5.2.2 ### Planned Communities: Include Centers and Corridors in master planned communities and follow the Planned Communities Criteria (PCC) as adopted by the City and County. [ABC] a) Acquire land within planned communities to preserve required Open Space. [ABC] b) Encourage a mix of single-family and townhouse lots with a range of sizes to support choice in housing and to meet the needs of all income levels. [ABC] PLAN ELEMENT # LAND USE c) Ensure coordination and phasing of Planned Communities in Rural and Reserve Areas that achieve the policies for each Development Area. [BC] d) Encourage appropriate jobs-housing mix by requiring that balanced employment be developed and established before additional residential development can be approved within a Planned Community at the end of a development phase. [BC] e) See **Policy 5.5.2** below for policies on Planned Communities in Reserve Areas. f) See **Policy 5.5.3** below for policies on Planned Communities in Rural Areas. ### ACTIONS #### 5.2.2.1 Negotiate phasing schedules with Planned Community developers within each master plan for infrastructure costs. [ABC] #### 5.2.2.2 Ensure that master plans establish land use mix, quantity, and location of each Planned Community. [ABC] #### 5.2.2.3 Develop mechanisms to ensure that Planned Communities will complement infill in urban areas. [ABC] #### 5.2.2.4 Require environmental, fiscal, and economic analyses that demonstrate development feasibility and plan phasing and plan submittals that establish boundaries for each Planned Community project. [ABC] #### 5.2.2.5 Include performance clauses or conditions of approval within approved Planned Community Master Plans that invalidate Master Plans if construction has not begun within a specified period of time. [ABC] #### 5.2.2.6 Coordinate the phasing of Planned Communities with the County's Capital Improvements Program, Utility Extension policy, and regional economic justification and impacts. [BC] #### 5.2.2.7 Coordinate Master Plans in Rural and Reserve Areas for Planned Communities with landowners and implement them through zoning and other local land use regulations and utility policies. [BC] # Goal 5.3 Efficient Development Patterns ### Promote development patterns that maximize the utility of existing infrastructure and public facilities and the efficient use of land to support the public good. ### POLICY 5.3.1 **Infill Development: Support additional growth in areas with existing infrastructure and public facilities. [ABC]** ### POLICY 5.3.2 **Leapfrog Development: Discourage growth in areas without existing infrastructure and public facilities. [ABC]** ### POLICY 5.3.3 **Compact Development: Encourage development that clusters buildings and uses in order to provide landscaped open space and/or plazas and courtyards. [ABC]** ### POLICY 5.3.4 **Conservation Development: Encourage conservation development to promote private open space and preserve natural landscape, agricultural lands, and other features of the natural environment to encourage development that is sensitive to the open, natural character of the area and the geological and cultural conditions. [ABC]** a) Use conservation easements to limit construction and ecologically harmful activities to provide a buffer to ecologically sensitive areas. [A] b) Encourage use of development envelopes to define areas in which buildings (including accessory structures), landscaping, construction activity, walls and fences, and recreational activities are permitted. [A] c) Use cluster development to concentrate buildings on a portion of the site, in particular near floodplains or other natural features, to allow the remaining land to be used for recreation, open space, agriculture, or preservation of sensitive land areas. [A] d) See **Infrastructure, Community Facilities & Services Policy 12.5.3** for prioritizing public investment to direct growth. #### ACTIONS **5.3.4.1** Provide incentives for cluster housing development that is sensitive to natural constraints and adjacent development and includes open space in perpetuity. [ABC] **5.3.4.2** Consider adopting standards for homeowner associations, including provisions that would enable the City or County to bill the association for maintenance costs associated with common open space and/or private parks. [ABC] **5.3.4.3** Review City land use practices to address water shortages and determine best practices to conserve water while respecting private agricultural needs and practices. [A] ## POLICY 5.3.5 ### School Capacity: Discourage zone changes from non-residential to residential or mixed-use zones when affected public schools have insufficient capacity to support the anticipated increase of students based on proposed dwelling units. [ABC] a) See **Housing Goal 9.1** for policies that encourage mixed-income neighborhoods. b) See **Infrastructure, Community Facilities & Services Policy 12.4.3** for improved coordination with APS. ## POLICY 5.3.6 ### Reassembly and Replatting: Encourage property owner coordination to reassemble areas prematurely subdivided or platted that have inadequate right-of-way or drainage before infrastructure and services are extended. [ABC] #### ACTION **5.3.6.1** Provide public reassembly assistance, including bringing landholders and private developers together to re-plan and re-subdivide problem areas (e.g. title problems, obsolete platting). [ABC] ## POLICY 5.3.7 ### Locally Unwanted Land Uses: Ensure that land uses that are objectionable to immediate neighbors but may be useful to society are located carefully and equitably to ensure that social assets are distributed evenly and social responsibilities are borne fairly across the Albuquerque area. [ABC] a) Minimize the impacts of locally unwanted land uses on surrounding areas through policies, regulations, and enforcement. b) Ensure appropriate setbacks, buffers, and/ or design standards to minimize offsite impacts. c) See **Policy 5.2.1** above for desired land uses to support complete communities. d) See **Community Identity Goal 4.1** for policies to preserve distinct communities. e) See **Community Identity Policy 4.2.1** for the Community Planning Area assessment process. f) See **Infrastructure, Community Facilities & Services Policy 12.3.9** about behavioral health services. g) See **Resilience & Sustainability Goal 13.5** for protecting community health and welfare. #### ACTIONS **5.3.7.1** Identify and map objectionable land uses and concentrations of such uses as they are identified through the CPA assessment process. [A] **5.3.7.2** Analyze existing policies, regulations, and processes that address objectionable land uses and recommend changes to mitigate negative impacts on the immediately surrounding area. [A] **5.3.7.3** Coordinate with New Mexico Regulation and Licensing Department to include public health criteria in the alcohol licensing process. [A] ### POLICY 5.3.8 **Solar Protections: Protect solar access to encourage solar energy collection and healthy living conditions. [ABC]** a) Encourage platting and street layout that facilitates solar access. b) See **Infrastructure, Community Facilities & Services Policy 12.1.6** related to energy systems. c) See **Resilience & Sustainability Policy 13.4.3** for energy conservation policies. #### ACTION **5.3.8.1** Establish stepbacks and/or setbacks between structures to protect solar access. [ABC] # Goal 5.4 Jobs-Housing Balance ## Balance jobs and housing by encouraging residential growth near employment across the region and prioritizing job growth west of the Rio Grande. ### POLICY 5.4.1 **Housing near Jobs: Allow higher-density housing and discourage single-family housing near areas with concentrated employment. [ABC]** a) Prioritize higher-density housing where services and infrastructure are available. b) Prioritize mixed-use development near where substantial employment exists in Employment Centers. c) See **Housing Goal 9.1** for policies about housing supply and affordability. #### ACTIONS **5.4.1.1** Coordinate with MRMPO to monitor the balance of jobs and housing east and west of the Rio Grande based on population and employment projections and development trends. [ABC] **5.4.1.2** Develop adjustments to land use policies, regulations, and incentives to improve the jobs-housing balance. [ABC] ### POLICY 5.4.2 **West Side Jobs: Foster employment opportunities on the West Side. [ABC]** a) Ensure adequate capacity of land zoned for commercial, office, and industrial uses west of the Rio Grande to support additional job growth. b) Prioritize employment opportunities within Centers. c) Prioritize incentives and support for employers providing base employment on the West Side. d) Promote the clustering of employment opportunities within business parks or industrial parks served by transit. e) See also **Policy 5.1.5** above for policies about Employment Centers. f) See **Economic Development Goal 8.1** for policies about planning for and targeting employment growth. g) See **Infrastructure, Community Facilities & Services Policy 13.1.2** on water and wastewater infrastructure. # Goal 5.5 County Development Areas ## Use Development Areas to foster the distinctness of communities in the unincorporated County by guiding their form, character, and density. [BC] ### POLICY 5.5.1 **Community Green Space: Provide visual relief from urbanization and offer opportunities for education, recreation, cultural activities, and conservation of natural resources by setting aside publicly-owned Open Space, parks, trail corridors, and open areas throughout the Comp Plan area as mapped in Figure 5-3. [BC]** a) Maintain existing irrigation systems as Community Green Space to help ensure agricultural lands in rural areas. b) See **Urban Design policy 7.3.1** for design that preserves natural and cultural features. c) See **Urban Design policy 7.6.1** for drainage infrastructure design. d) See the **Parks & Open Space chapter** for discussion of community green space and policies to acquire and preserve land. e) See **Heritage Conservation Goals 11.1 and 11.3** for rural heritage and cultural landscapes. f) See also **Resiliency & Sustainability Goal 13.4** for policies to preserve natural resources. ### ACTION **5.5.1.1** Develop setback standards for and encourage clustering of open space along the irrigation system. ### POLICY 5.5.2 **Reserve Areas: Allow opportunity for future development of high quality, mixed-use, largely self-sufficient planned communities, bounded by permanent open-space, in appropriate outlying areas, and protect and maintain the non-urban development areas as Rural unless such planned communities are developed. [BC]** a) Use **Figure 5-5** to determine where Reserve Area policies apply. b) Accommodate a portion of growth in new planned communities in Reserve Areas. Such communities should meet the following guidelines: i. Provide employment, goods, and public services, with at least one type of Center within each planned community as adequate to be substantially self-sufficient. ii. Ensure that housing quantity, type, price, and location correspond to employment opportunities. iii. Negotiate service cost sharing between the developer and the local government, with water, sewer, and street systems installed to meet County requirements to ensure that planned communities are not a net expense to local governments. iv. Provide transit/para-transit service within planned communities and connect with other urban areas. v. Separate and distinguish new communities from existing Urban Areas with dedicated Open Space. vi. Provide a viable and sustainable mix of housing types to be affordable for a range of income levels. vii. Ensure contiguous acreage for each planned community that meets the above guidelines. c) Maintain open space and densities under three dwelling units per acre in areas outside of planned communities and use density transfer (clustering) to accomplish appropriate urban densities within planned communities. Prescribe housing densities, land use mix, open space, infrastructure size and location, and other public services and facilities through Level A and B plans. i. Transfer development rights to local government to ensure the permanency of the pattern. ii. Calculate density using all land except publicly owned land (whether fee or easement), including Indian Tribal lands. iii. Conduct a carrying capacity analysis of each planned community area to identify constraints and opportunities presented by environmental, historical, cultural, archaeological, and infrastructure factors. d) Require development within Reserve Areas to take place either in accordance with an approved planned community master plan (up to three dwelling units per acre), or in accordance with the standards applicable to Rural Areas. e) Implement the Comp Plan by reviewing planned community master plans per this section and the Planned Communities Criteria (PCC) as adopted by the City and County and denying planned community master plans that fail to demonstrate a sense of place, self-sufficiency, environmental sensitivity, separation from the contiguous Albuquerque urban area by permanent open space, and provision of infrastructure at no net expense to the local government(s). f) Require compliance with both the PCC and the Comp Plan policies for Level A, Level B, and Level C plans. g) See **Policy 5.2.2** above for planned development. h) See **Policy 5.5.1** above for community green space. i) See **Policy 5.7.2** and associated actions below for former Comp Plan “Possible Implementation Techniques” that apply to all County Development Areas. j) See also **Urban Design Policy 7.3.2** for design that reflects community character. ### ACTIONS **5.5.2.1** Develop and evaluate additional mechanisms that ensure that the Reserve Area policies are achieved. **5.5.2.2** Zone County Reserve Area land that is not expected to develop from one to twenty acres per dwelling unit based on environmental characteristics. **5.5.2.3** Zone County Reserve Area land within approved Master Planned Communities with PC (Planned Community Zoning) as specified in the Bernalillo County Zoning Ordinance. **5.5.2.4** Continue to coordinate with APS regarding identification of school needs, pertaining to capital investment, within new and proposed Master Planned Communities in accordance with current policies and procedures required for approval of such large-scale development proposals within Bernalillo County. **5.5.2.5** Prepare environmental, fiscal and economic analyses that demonstrate development feasibility and plan phasing. Prepare cost of service studies for water supply and infrastructure service requirements. Establish boundaries by submitting a plan for each planned community project. **5.5.2.6** Negotiate schedules with Planned Community developers within each master plan for infrastructure costs. ## POLICY 5.5.3 ### Rural Areas: Maintain the separate identity of Rural Areas as alternatives to urbanization by guiding development compatible with their open character, natural resources, and traditional settlement patterns. [BC] a) Use **Figure 5-5** to determine where Rural Area policies apply. b) Retain the rural character of areas designated as Rural Areas on the Development Area map by allowing development consisting primarily of ranches, farms, and single-family homes on large lots, with overall gross densities not exceeding one dwelling unit per acre. Development in these areas should follow these guidelines: i. Allow higher-density development at appropriate locations within Village Centers, rural villages, or planned communities, but retain appropriate overall-area gross density through dedication of open space. ii. Define Rural Area density patterns through lower rank plans. iii. Encourage clustered development, setbacks from ditches, and conservation easements to preserve farmland, ditches, and open space. iv. Each higher density area is to be controlled by a site development plan and is to be located well away from other such higher density areas. v. Allow small "rural villages" with compact housing areas - usually no more than 100 dwellings - and very few stores to serve the village. vi. Follow Reserve Area policies for planned communities within rural villages, but with lower gross density requirements. vii. In the East Mountain area , allow urban densities, to be determined by lower ranking plans. viii. Approve new rural villages and planned communities only if all public infrastructure needed to serve the proposed areas is provided at no cost to the County. c) Ensure that development in Rural Areas is compatible with natural resource capacities, including water availability, acequias, soil capacity, community and regional goals, and includes trail corridors where appropriate. Maintain rural densities where water and sewer service is not available. d) Carefully control development in floodplains and valley areas where flood danger, high water table, soils, and air inversions inhibit extensive urbanization. e) Maintain, to the extent feasible, land that is suitable for agriculture in agricultural production using a variety of techniques, including conservation easements, acquisition of properties, and agricultural zoning, to discourage non-agricultural development in these areas. f) Guide development of inhabited rural settlements of a distinctive historic and cultural character using the following policies: i. Maintain and integrate existing buildings, features, and landscapes determined to be of significant local, State, and/or National interest as viable elements of the community. ii. Ensure that new rural development is sensitive to existing historic, cultural, and economic patterns. g) Control development in the East Mountains and the Valley to prevent environmental deterioration and ensure compatibility with the resource base and natural recreational and scenic assets. h) Guide industrial and commercial development in Rural Areas using the following policies: i. Encourage small-scale, local, or owner-operated industries which employ few people and may sell products on the same premises as the most desirable commercial or industrial use. ii. Discourage mineral extraction in highly scenic or prime recreational, agricultural, or residential areas. iii. Regulate noise and pollution levels and require restoration of land where mineral extraction and industrial development occurs. iv. Allow neighborhood and/or community-scale commercial centers as appropriate uses in rural areas. PLAN ELEMENT # LAND USE v. Discourage strip commercial development and, instead, encourage clustered commercial development at major intersections, in Employment Centers, and within designated mountain and valley Village Centers. vi. Discourage special use permits for commercial and industrial uses outside of Village Centers and limit special use permits for non-residential uses to terms of no more than five years, except for utilities. i) Extend County public services and facilities to Rural Areas only where: (1) public health and safety are threatened and there is no safe alternative; (2) a planned community is approved and being developed, for which extension of certain services and facilities is economically feasible and environmentally sound; or (3) the extension is part of an adopted policy of metropolitan area service. j) See Policy 5.5.1 above for community green space. k) See Policies 5.5.4 and 5.5.6 below for requirements for higher density development. l) See Policy 5.7.2 and associated actions below for former Comp Plan "Possible Implementation Techniques" that apply to all County Development Areas. m) See also Urban Design Policy 7.3.2 for design that reflects community character. n) See Heritage Conservation Goal 11.1 for rural and agricultural heritage. o) See Infrastructure, Community Facilities & Services chapter for additional policies on infrastructure provision. ### ACTIONS **5.5.3.1** Develop and adopt County zones that limit development densities to between 1 to 20 acres per dwelling unit based on land carrying capacity. **5.5.3.2** Amend the County Zoning Ordinance to add cluster principles and to include Cluster Housing as a permissive or conditional use. **5.5.3.3** Map low density zoning districts in environmentally sensitive areas. **5.5.3.4** Map agricultural zone districts on land qualifying for greenbelt tax status. **5.5.3.5** Monitor development and use of agricultural lands through a comprehensive data base and mapping system. **5.5.3.6** Develop mechanisms for agricultural and greenbelt easements, land banks, land trusts, and voluntary agricultural districts. **5.5.3.7** Consider amending the County Zoning Ordinances to require buffering of residences and other sensitive uses in Rural Areas from environmental impacts of commercial and industrial activities. ## POLICY 5.5.4 ### Semi-Urban Areas: Maintain the character and identity of the Semi-Urban areas that have environmental, social, or cultural conditions limiting urban land uses. [BC] a) Use Figure 5-5 to determine where Semi-Urban Area policies apply. b) Enforce development limitations imposed by topography, acequia easements, soil conditions, groundwater quality, agricultural potential, flood potential, scenic qualities, recreation potential and existing development for Semi-Urban areas, as defined by the Plan map. c) Maintain overall gross density up to three dwelling units per acre, or as specified in County Sector Plans. d) Include trail corridors, where appropriate in Semi-Urban areas. e) Encourage development that is compatible with economic policies and historical and socio-cultural values. f) Maintain and integrate existing and new buildings and spaces of local significance into the community. g) Encourage agricultural uses, particularly where access to acequias and other forms of irrigation is available. h) Encourage cluster housing to preserve farmland and open space and setbacks from ditches and conservation easements to preserve farmland and ditches. i) Guide industrial and commercial development using the following policies in Semi-Urban areas: i. Encourage neighborhood- and community-scale commercial centers as appropriate; ii. Discourage strip commercial development in favor of clustered commercial development in Village Centers or along designated corridors; iii. Create mixed-use areas that protect residential uses in the area, while offering a variety of local employment opportunities; iv. Discourage mineral extraction in highly scenic or prime recreational, agricultural, or residential areas; v. Discourage special use permits for commercial and industrial uses outside of Village Centers or along designated corridors. Where non-residential permits are requested and deemed appropriate, they should be limited to terms of no more than 5 years, except utilities. j) See Policy 5.7.2 and associated actions below for former Comp Plan “Possible Implementation Techniques” that apply to all County Development Areas. k) See Urban Design Goal 7.1 for policies on designing rights of way. l) See Heritage Conservation Goal 11.1 for rural and agricultural heritage. m) See Heritage Conservation Goal 11.3 for cultural landscapes and view protection. ## POLICY 5.5.5 ### Developing and Established Urban Areas: Create a quality urban environment that perpetuates the tradition of identifiable, individual, compact, but integrated communities within the metropolitan area and that offers variety and maximum choice in housing, transportation, work areas, and lifestyles, while creating a visually pleasing built environment. [BC] a) Use Figure 5-5 to determine where Developing and Established Urban Area policies apply. b) Allow a full range of urban land uses resulting in an overall gross density up to five dwelling units per acre within Developing and Established Urban Areas as shown by the Plan map, with higher densities specified in area or sector plans. PLAN ELEMENT # LAND USE c) Develop and adopt sector development plans stating density patterns. d) Develop and enforce special requirements for low-density holding zones to allow for sector planning, special design treatments, and phasing of infrastructure in keeping with capital investment priorities in Developing Urban Areas. e) Where needed to guide more detailed planning, combine major portions of the Established and Developing Urban Areas and adjacent Plan map areas into districts that correspond to Community Planning Areas, using the following process: i. Determine boundaries for each area plan based upon design character, social and cultural identity, and visual and environmental features. ii. Determine content of each area plan based upon needs analysis, including but not limited to characteristics, conditions, trends and opportunities in land use, the built and visual environment, and social and economic environment. iii. Determine development potential of each plan area in keeping with density objectives of the Comp Plan. iv. Determine Center appropriateness and character for each area in coordination with the area-wide Centers implementation planning, as developed in future planning efforts. f) Encourage the location, intensity, and design of new development to respect existing neighborhood values, natural environmental conditions and carrying capacities, scenic resources, acequia easements, and resources of other social, cultural, and recreational concern. g) Accommodate new growth through infill and compact development in areas where vacant land is contiguous to existing or programmed urban facilities and services and where the integrity of existing neighborhoods can be ensured. h) Encourage clustering of homes to provide larger shared open areas and houses oriented towards walkways or bikeways. i) Ensure that development is carefully designed to conform to topographical features and include trail corridors and dedicated Open Space where appropriate. j) Encourage higher density housing as an appropriate use in the following situations: i. Within designated Centers and Corridors; ii. In areas with excellent access to the major street network and transit; iii. In areas where a mixed density pattern is already established by zoning or use, where it is compatible with existing area land uses, and where adequate infrastructure is or will be available; iv. In areas now predominantly zoned single-family only where it comprises a complete block face and faces onto similar or higher density development: up to 10 dwelling units per net acre; v. In areas where a transition is needed between single-family homes and much more intensive development: densities will vary up to 30 dwelling units per net acre according to the intensity of development in adjacent areas. k) Ensure that employment and service uses are located to complement residential areas and are sited to minimize adverse effects of noise, lighting, pollution, and traffic on residential environments. l) Locate new commercial development in existing commercially zoned areas and PLAN ELEMENT # LAND USE designated Centers and Corridors as follows: i. In small neighborhood-oriented centers with parking located in the back and side and pedestrian and bicycle connections to nearby residential areas; ii. In larger area-wide shopping centers located at intersections of arterial streets and with access via transit; iii. More than one shopping center should be allowed at an intersection only when safe pedestrian crossings are provided to encourage 'park once and walk' opportunities; iv. In free-standing retailing and contiguous storefronts along streets in older neighborhoods. m) Encourage quality and innovation in design that is appropriate to the Plan area in all new development, including solar orientation and panels, cisterns and water harvesting, xeriscaping, adobe and rammed earth construction, and other green technologies. n) Encourage urban and site design that maintains and enhances unique vistas and improves the quality of the visual environment. o) Reassemble or sector plan areas prematurely subdivided with problematic ownership, platting, inadequate right-of-way, or drainage before service extension is assured. p) Continue to redevelop and rehabilitate older neighborhoods in the Established Urban Area. q) Develop and use cost-effective redevelopment techniques, including Metropolitan Redevelopment Areas, Tax Increment Financing Districts, Main Street Districts, and others. r) See **Policy 5.7.2** and associated actions below for former Comp Plan "Possible Implementation Techniques" that apply to all County Development Areas. s) See **Urban Design Goal 7.1** for policies on designing rights of way. t) See **Heritage Conservation Goal 11.3** for cultural landscapes and view protection. # Goal 5.6 City Development Areas **Encourage and direct growth to Areas of Change where it is expected and desired and ensure that development in and near Areas of Consistency reinforces the character and intensity of the surrounding area.** ### POLICY 5.6.1 **Community Green Space: Provide visual relief from urbanization and offer opportunities for education, recreation, cultural activities, and conservation of natural resources by setting aside publicly-owned Open Space, parks, trail corridors, and open areas throughout the Comp Plan area as mapped in Figure 5-3. [A]** a) Maintain existing irrigation systems as Community Green Space to help ensure agricultural lands in rural areas. b) See **Urban Design policy 7.3.1** for design that preserves natural and cultural features. c) See **Urban Design policy 7.6.1** for drainage infrastructure design. b) See **Parks & Open Space chapter Goals 10.1 and 10.3** for open space facilities, access, acquisition, and protection. c) See **Heritage Conservation Goals 11.1 and 11.3** for rural heritage and cultural landscapes. d) See also **Resiliency & Sustainability Goal 13.4** for policies to preserve natural resources. ### ACTION **5.6.1.1** Develop setback standards for and encourage clustering of open space along the irrigation system. ### POLICY 5.6.2 **Areas of Change: Direct growth and more intense development to Centers, Corridors, industrial and business parks, and Metropolitan Redevelopment Areas where change is encouraged. [A]** a) Use **Figure 5-6** created according to the methodology described in **Section 5.1.2.5**, to determine where Areas of Change policies apply. b) Encourage development that expands employment opportunities. c) Foster a range of housing options at various densities according to each Center or Corridor type. d) Encourage higher-density housing and mixed-use development as appropriate land uses that support transit and commercial and retail uses. e) Encourage job creation in business and industrial parks, near freight routes, and where adequate transitions and buffers can be provided to protect abutting residential uses. f) Minimize potential negative impacts of development on existing residential uses with respect to noise, stormwater runoff, contaminants, lighting, air quality, and traffic. g) Encourage development where adequate infrastructure and community services exist. h) Encourage development in areas with a highly connected street grid and frequent transit service. i) Discourage zone changes from industrial uses to either mixed-use or residential zones. j) See **Goal 5.1** above for policies on relevant Centers and/or Corridors. k) See **Goal 5.4** above for policies on improving the jobs-housing balance and targeting employment opportunities. l) See **Policy 5.6.4** below on appropriate transitions where Areas of Change abut Areas of Consistency. ### ACTIONS **5.6.2.1** Provide financial and process incentives for infill and desired growth in Areas of Change. **5.6.2.2** Prioritize Areas of Change for public investment and infrastructure improvements to catalyze desired growth and development. **5.6.2.3** Update the Change and Consistency Map every five years to reflect development trends and future growth projections. **5.6.2.4** Coordinate with utilities to upgrade infrastructure as needed to accommodate and serve additional development. ## POLICY 5.6.3 ### Areas of Consistency: Protect and enhance the character of existing single-family neighborhoods, areas outside of Centers and Corridors, parks, and Major Public Open Space. [A] a) Use **Figure 5-6** created according to the methodology described in **Section 5.1.2.5**, to determine where Areas of Consistency policies apply. b) Ensure that development reinforces the scale, intensity, and setbacks of the immediately surrounding context. c) Carefully consider zone changes from residential to non-residential zones in terms of scale, impact on land use compatibility with abutting properties, and context. d) In areas with predominantly single-family residential uses, support zone changes that help align the appropriate zone with existing land uses. e) In areas with predominantly non-residential uses, carefully consider zone changes from non-residential to mixed- use or residential zones for potential impact on land use compatibility with abutting properties, employment opportunities, and historic development patterns. f) Limit the location of higher-density housing and mixed-use development to areas within ¼ mile of transit stations and within 660 feet of arterials and Corridors as an appropriate transition to single-family neighborhoods. g) Provide stepbacks and/or setbacks to protect solar access and privacy on abutting single-family residential properties. h) See **Policy 5.6.4** below on appropriate transitions where Areas of Consistency abut Areas of Change. i) See **Community Identity Policy 4.1.4** to preserve and enhance distinct communities j) See **Heritage Conservation Goal 11.3** for policies on appropriate development near to parks and open space areas. ### ACTION **5.6.3.1** Update the City's Zone Map Amendment policies and criteria to reflect special considerations for zone map amendment requests in Areas of Consistency. ## POLICY 5.6.4 ### Appropriate Transitions: Provide transitions in Areas of Change for development abutting Areas of Consistency through adequate setbacks, buffering, and limits on building height and massing. [A] a) Provide appropriate transitions between uses of different intensity or density and between non-residential uses and single-family neighborhoods to protect the character and integrity of existing residential areas. b) Minimize development's negative effects on individuals and neighborhoods with respect to noise, lighting, air pollution, and traffic. c) See **Policy 5.3.7** above for addressing objectionable land uses. ### ACTION **5.6.4.1** Create design and/or use standards for properties in Areas of Change that provide transitions to Areas of Consistency. # Goal 5.7 Implementation Processes ### Employ procedures and processes to effectively and equitably implement the Comp Plan. #### POLICY 5.7.1 **Coordinated Public Investment: Prioritize public investments and program funding by the City and County to be consistent with and to implement Comp Plan land use goals and policies. [ABC]** a) Prioritize investment in Centers and Corridors. [ABC] b) Prioritize investment in Areas of Change with existing infrastructure that needs to be upgraded. [A] c) See **Community Identity Policy 4.1.4** for partnerships and investment in existing neighborhoods. d) See **Transportation Policy 6.7.1** for public investment and partnerships to improve the transportation system. e) See **Infrastructure, Community Facilities & Services Goal 12.5** for policies related to public investment in infrastructure, facilities, and services. #### ACTIONS **5.7.1.1** Align capital investment to implement the Comp Plan Vision and land use policies. [ABC] **5.7.1.2** Use special assessment districts, issuance of public revenue bonds, tax increment financing, and/or tax incentives for improvements to ensure high-quality development, protect natural resources, and provide amenities. [ABC] #### POLICY 5.7.2 **Regulatory Alignment: Update regulatory frameworks to support desired growth, high quality development, economic development, housing, a variety of transportation modes, and quality of life priorities. [ABC]** a) Create pathways for economic growth and support the business ecosystem by providing clear development codes and processes. [ABC] b) Limit the use of Special Use Permits (SU-Permits) in the County through the following mechanisms: [BC] i. Inventory and map all SU-permits by use. ii. Specify and limit the types of uses that may be considered under SU-permits to uses not available in another zoning category. PLAN ELEMENT # LAND USE iii. Evaluate zones to expand list of permissible uses. iv. Consolidate zoning for parcels split between SU-permits and by-right zones. v. Allow home business permits when appropriate in place of SU-permits. vi. Use conditional use permits in place of SU-permits when practical. c) Avoid the use of SU-1 as a tool to negotiate design or use standards between stakeholders and limit its application to uses specified in the SU-1 zone. [A] ### ACTIONS **5.7.2.1** Review and revise zoning codes to achieve a mix of land uses and housing options within market constraints. [ABC] **5.7.2.2** Create mixed use zones that allow desired building types to be developed by right in appropriate Centers and Corridors with adequate buffers and transitions to single-family neighborhoods and Open Space areas. [ABC] **5.7.2.3** Adopt a Transfer of Development Rights Ordinance to help protect sensitive areas and Open Space and encourage higher-density and higher-intensity development in appropriate areas. [ABC] **5.7.2.4** Update the County Comprehensive Zoning Ordinance and Subdivision Ordinance to guide the location of development, control the intensity of uses, and incorporate detailed performance standards. [BC] **5.7.2.5** Minimize the use of Planned Developments and Special Use Permits by establishing by-right zoning for uses that implement the Centers and Corridors vision, with clear design standards for high-quality development and adequate transitions and buffers between uses of different intensity and scale. [BC] **5.7.2.6** Develop and adopt area and sector development plans to guide development, including the location of non-residential uses, in order to protect local resources and community values. [BC] **5.7.2.7** Include language in the Subdivision Ordinance and in sector development plans for the identification and preservation of traditional irrigation systems. [BC] **5.7.2.8** Consider a zoning ordinance amendment to specify that carrying capacity studies should accompany development applications in environmentally sensitive areas of County Development Areas. [BC] **5.7.2.9** Track acres of agricultural and vacant land that is developed over time. [BC] **5.7.2.10** Retain existing County A-1 zoning as the only Rural Agricultural zone intended to provide for agricultural activities and spacious development especially in Semi-Urban and Rural areas where such land is adjacent to irrigation ditches. [BC] **5.7.2.11** Calculate potential number of dwelling units per area based on vacant land and absorption rates, zoning, and applicable Comp Plan policies. [BC] **5.7.2.12** Develop strategies to coordinate compliance between the County Zoning Ordinance and its environmental health regulations. [BC] **5.7.2.13** Adopt an Integrated Development Ordinance that updates and consolidates the City's zoning code, subdivision ordinance, and planning ordinance. [A] **5.7.2.14** Simplify the zoning code and review process. [A] **5.7.2.15** Work to remove obstacles to private investment (e.g. obsolete platting, deteriorating building conditions, vacancies, obsolete land uses, and high crime areas) through changes in regulations and/or partnerships. [A] **5.7.2.16** Work with property owners to identify mismatches between existing land uses, zoning, and the Comp Plan vision and recommend City-sponsored zone changes for the future. [A] **5.7.2.17** Minimize the use of Planned Development zones by encouraging an appropriate mix of permissive land uses in residential, mixed use, and non-residential zones. [A] **5.7.2.18** Limit the list of uses allowed in the SU-1 zone to those that are unique, infrequently occurring, and not adequately addressed by other zones. [A] ## POLICY 5.7.3 ### Updated Centers and Corridors: Add, update, or delete Centers and Corridors as needed to shape the built environment in a manner consistent with the Comp Plan Vision for the future. [ABC] a) Identify potential changes to Centers and Corridors through community outreach and planning efforts, including Sector Developments Plans in the County and the Community Planning Area assessment process in the city. b) Analyze potential updates to Centers or Corridors in collaboration with City and County departments and other agencies. c) Propose changes to Centers or Corridors as amendments to the Comp Plan and Vision Map for adoption by the City and County. ## POLICY 5.7.4 ### Streamlined Development: Encourage efficiencies in the development review process. [ABC] a) Encourage and facilitate meetings between developers and residents to identify and address issues prior to the official submittal of projects for approval. b) Encourage and facilitate pre-application review by staff and relevant departments/ agencies to facilitate coordinated reviews and early identification and resolution of issues. c) Provide streamlined approval processes for projects that meet the intent of the Comp Plan. d) Provide by-right approval processes for projects that meet regulatory standards. e) See **Economic Development Goal 8.1** for policies to create places that support business development and success. PLAN ELEMENT # LAND USE ### ACTION **5.7.4.1** Analyze the approval timeframes for different development projects, zones, and locations and adjust processes as necessary to ensure timely approvals for projects that meet the intent of the Comp Plan. [ABC] ## POLICY 5.7.5 ### Public Engagement: Provide regular opportunities for residents and stakeholders to better understand and engage in the planning and development process. [ABC] a) Coordinate with developers and lenders to remove obstacles and identify effective incentives for desired development. [A] b) See **Community Identity Goals 4.2 and 4.3** for the CPA assessment process and City Leaders to engage the public on a regular basis. c) See **Infrastructure, Community Facilities & Services Policies 12.5.5 and 12.5.6** for policies about staff capacity and public input in public resource allocation. d) See **Appendix E** for a description of how the City will plan with communities in the future through the CPA assessment process and regular City Leaders programs. ### ACTIONS **5.7.5.1** Develop and offer a City Leaders program to explain the City's land use and transportation regulatory framework and the development process. [A] **5.7.5.2** Engage communities through the CPA assessment process to assess zoning regulations and adopted policies and recommend updates to the IDO or Comp Plan. [A] ## POLICY 5.7.6 ### Development Services: Provide high-quality customer service with transparent approval and permitting processes. [ABC] ### ACTIONS **5.7.6.1** Improve the One Stop Shop to provide premium customer service and transparency. [A] **5.7.6.2** Organize information about development projects, properties, and land use entitlements in an accessible, convenient, and understandable manner. [A] (blank page) --- ## Circulation — 6 Transportation EFFECTIVE.pdf - Source: https://documents.cabq.gov/planning/UDD/CompPlan2024/6%20Transportation%20EFFECTIVE.pdf - Pages: 60 - Covers: circulation (blank page) <
> PLAN ELEMENT Chapter 6 # TRANSPORTATION <
> Image Credit: City of Albuquerque PLAN ELEMENT # TRANSPORTATION # 6.1 Background & Analysis ### 6.1.1 Introduction Those who live, work, or travel in Albuquerque understand the everyday challenges that can occur when trying to get from one place to another. Highways and arterials can quickly become congested, and there are few convenient and efficient multi-modal transportation options. <
> The Central Ave. Bridge crossing the Rio Grande serves all travel modes. Throughout the process of updating the Comp Plan, residents expressed a desire for improved transportation options. They want to take advantage of the latest technology, from cars that can drive themselves to a greatly enhanced transit network. They also want safe and inviting streets and trails for walking and bicycling. The Centers and Corridors framework provides an approach to help the greater Albuquerque area achieve this multi-modal vision. Centers provide a mix of higher-intensity uses, with homes, jobs, services – all the things families need in daily life – closer together, making walking and bicycling viable alternatives to driving. Connecting Centers by transit, bikeways, and trails further provides options for residents to reach important destinations. The expansion of major roadways may temporarily ease congestion issues, but in time, commuting patterns are expected to adapt and create new demand on these routes. This should come as no surprise. No city has solved congestion by expanding roadway infrastructure for cars. In fact, congestion should be recognized as a sign of a successful and desirable place; the focus should be on managing rather than entirely eliminating it. As the region grows, the City and County should focus on other strategies to accommodate the people who will live and work in the region. Changing demographics are contributing to reductions in vehicle miles traveled (VMT) per capita nationally and locally. The number of seniors is expected to more than double, increasing from 13 to 21 percent of the population over the next 20 years. This demographic shift further emphasizes the need for improved public transportation and non-motorized transportation options as a growing number of people may no longer be able, or want, to drive themselves. Lifestyle preferences are also shifting. More people want to live in urbanized locations # Applying the Guiding Principles Each element of the Comp Plan uses guiding principles as the basis for its goals, policies, and actions. The six guiding principles and their definitions were developed from input received during the public involvement process, detailed in the Vision chapter. Here, we apply the guiding principles to **transportation** goals, policies, and actions. ### STRONG NEIGHBORHOODS * Complete neighborhoods with different types of housing and amenities support a greater range of transportation options. * Good connections to Centers via walking and biking make neighborhoods more desirable. ### MOBILITY * Increased transportation options improve mobility for people, goods, and services. * Aligning local transportation with regional planning strengthens networks throughout the metropolitan area. ### ECONOMIC VITALITY * Good transportation networks offer access to jobs via multiple routes and modes and allow efficient freight movement. * Increased public transit options and shorter trip times help reduce household transportation costs. ### EQUITY * Safe and connected networks for non-auto travel and public transit expands mobility for those who do not drive. * Universally designed, ADA compliant community design allows people of all ages and abilities to access goods and services by the transportation modes of their choice. ### SUSTAINABILITY * Increased options for non-auto travel and mass transit reduce greenhouse gas emissions and reliance on fossil fuels. ### COMMUNITY HEALTH * Improved networks for non-auto travel increase walking and biking opportunities. * Safer transportation options allow people to travel to more places without fear of harm or injury. PLAN ELEMENT # TRANSPORTATION ## In the future... People will have a variety of options to travel safely and efficiently throughout the region. Innovative solutions will help to accommodate not only the automobile but all modes and all users. We will focus on maintaining and enhancing the infrastructure that we already have, while filling in the multi-modal gaps that currently exist in the network. Transportation improvements will be tied closely with land use policy direction and emphasis will be on areas that can support multiple modes. Creating multi-modal Corridors that connect Centers will be an important element of mobility in the future. The reality is that large numbers of our population are unable to drive personal vehicles, due to their youth, age, or economic constraints. There is also a shifting preference for many individuals to live in "Complete Communities" where they do not have to drive to meet their daily needs. These choices are resulting in different transportation patterns as well. We will adapt for these changing mobility needs for a successful future. The City will provide access for cyclists, pedestrians, and trail users to all areas of Albuquerque. This will help encourage cycling and walking as viable transportation options and provide recreation opportunities, which result in an improved quality of life. Additional trails, wider sidewalks, and dedicated bike facilities will improve connectivity along and across major corridors. Better coordination for signals along highly congested corridors will reduce travel time and improve air quality. This multi-modal approach to connectivity will not only help movement within the region but will also help to make Albuquerque a more livable city. <
> with multiple transportation options. This does not specifically mean city centers, but rather complete communities where residents can live, work, learn, and play. These complete communities may be developed with enhanced infrastructure and new services within existing Centers and through the careful planning and phased development of new Centers, such as at Mesa del Sol. Strategies for improving transportation should center on shifting trips to more energy-efficient travel modes, providing more viable multi-modal options, and helping people avoid making unnecessarily long trips altogether by continuing to bring destinations closer together. Moving toward more mixed-use development patterns that are easily accessible by multiple modes of transportation will allow our region to meet the transportation demands of the future. To achieve our vision the City and County need to address key **challenges** and **strategies** summarized in this chapter: ### CHALLENGES * Lack of coordination between land use development and transportation investments. * Finding ways to enhance network connectivity in new development and to retrofit developed portions of the city to improve connectivity. * Underdeveloped multi-modal links between Centers and Corridors. * Over-reliance on the personal automobile and limited opportunities for biking, walking, and transit. * Current options for biking, walking, and transit are often inconvenient or uncomfortable for the majority of the population. * Disconnected bike and trail networks throughout the city and county. * Pedestrian safety on large arterials, particularly near transit stops. * Growing congestion in some areas of the city and county during peak commuting hours, particularly on river crossings. * Development patterns and an escarpment that constrain connectivity on the West Side. * Limited roadway connectivity on the West Side, particularly for trucks that serve retail and industrial activity. ### STRATEGIES * Coordinating the transportation network with the regional Metropolitan Transportation Plan to plan for connectivity, street design, and funding. * Coordinating land use development and transportation investments to be mutually supportive by matching street design to existing or desired character of land uses. * Planning, developing, operating, and maintaining the transportation system to support the planned or desired character of land uses. This involves balancing mobility needs with the need to create livable built and natural environments. * Improving network connectivity for pedestrians, bicyclists, and vehicles between Centers, roads, and different modes. * Prioritizing streets to be transformed into Complete Streets and complete networks. * Prioritizing key road network and trail improvements to increase opportunities for active transportation. * Planning and implementing pilot projects to explore safety improvements for pedestrians and bicyclists. * Encouraging the use of biking, walking, and transit, especially during peak hours to reduce traffic congestion, along with other travel demand management strategies. * Expanding and improving transit options. * Providing the community and the larger region with safe, comfortable, and efficient transportation options. * Supporting and improving opportunities for residents to lead healthy, active lives on a daily basis through active transportation. * Managing the transportation system in a coordinated and cost-effective manner through the capital improvement process and the development review process. PLAN ELEMENT # TRANSPORTATION | SYSTEM ELEMENTS | ASSETS - PLAN/GUIDELINES | RESPONSIBLE AGENCIES | PRIMARY PURPOSE/FUNCTION | | :--- | :--- | :--- | :--- | | Interstate Highway System | I-40 and I-25

2015 *New Mexico 2040 Plan* | NMDOT | • Trans-national freight
• Local traffic | | Freight | Highways, rail lines | NMDOT, BNSF | • Trucking is the dominant transport mode
• National railroad network available for long distance freight
• 28 mainline railroad/highway crossings in Bernalillo County, 10 are grade-separated | | Aviation | Sunport, Double Eagle II

2015 *Draft Sustainable Airport Master Plan* | FAA, City Aviation Department | • Sunport is the largest airport in the state (Class I)
• Kirtland Air Force Base shares use of the runways
• Double Eagle II serves general aviation (private air services, typically corporate flights)
• Federal Aviation Administration Air Route Traffic Control Center, a facility critical to reliable aircraft operations across a major part of the Southwest | | Transit | Local public bus fleets, paratransit, Inter-city Park & Ride, New Mexico Rail Runner Express, interstate passenger rail | ABQ RIDE, NMDOT, Rio Metro, Amtrak | • Local public bus fleets provide commuter, local, and bus rapid ride service, and paratransit service, which provides origin to destination service for qualifying individuals
• Inter-city Park & Ride has 11 routes in over 4,000 bus route miles that connect rural communities to the Rail Runner Express
• Rail Runner serves 14 stations along a 96.5 mile corridor that travels from Belen to Santa Fe | | Local Streets | Arterials, collectors, and local streets

2015 *MTP*; 2015 *LRTS Guide* | City DMD, Bernalillo County Public Works | • The region has around 4,150 lane miles of collector and arterial roadways (with many more miles of local residential streets)
• Focused on capacity for automobiles and reducing delay in travel times
• Also serve local freight and deliveries
• Complete Streets Ordinances passed in the City and County in 2015 | | Bikeways and Trails | Bike routes, bike lanes, buffered bike lanes, multi-use trails

2015 *Bikeways and Trails Facility Plan*; 2012 *Pedestrian and Bicyclist Safety Action Plan* | City DMD, City Parks and Recreation, Bernalillo County Public Works, MRCOG | • The region has close to 600 lane miles of bikeways and trails
• Bikeways and trails provide opportunities for active transportation, which can result in healthier communities | **Table 6-1: Summary of Transportation System Elements** ## 6.1.2 Context & Analysis ### 6.1.2.1 EXISTING TRANSPORTATION SYSTEM Regional air, rail, and highway transportation systems are necessary for a functioning economy. They connect the region to the state, the nation, and other countries. They enable regional specialization and link spatially separated activities into an economic system. The major facilities of these systems are also important as they provide the structure for the region’s physical development pattern. Albuquerque is New Mexico’s major transportation center, where all the national transportation systems converge. Since WWII, local transportation systems have been oriented to serve predominantly automobile travel, but there is increasing interest in enhancing conditions for other transportation options, such as transit, bicycling, and walking. The public transit system is a significant alternative to single-occupancy vehicle trips. <
> Central Ave. provides multiple options for residents and visitors to move throughout downtown and the rest of the city. ### 6.1.2.2 STREET SYSTEM & MOBILITY OPTIONS Promoting mobility choices is a priority of both the City and County; however, maintaining efficiencies in the existing network is essential. With a growing population, areas currently developing or redeveloping, and changing demographics, the region faces critical decisions on how to accommodate the increase in trips throughout our local transportation system. The recently approved *Futures 2040 Metropolitan Transportation Plan* (MTP) calls for $1.6 billion to maintain existing facilities and another $2.2 billion to expand roadway facilities by about 330 miles in growing areas of the Central New Mexico region and to improve gaps in the bikeway and trail network. The MTP contemplates a much more multi-modal, layered approach to the street network than in the past, including roadway designations that reflect their land use context, such as “community arterials.” Although the automobile is still the primary transportation mode in the City and the region, efforts to create a more balanced system are encouraged. The *Long Range Transportation System* (LRTS) *Guide*, a component of the MTP, identifies the location and classifications of the future street network and incorporates Complete Streets design guidelines. The PLAN ELEMENT # TRANSPORTATION <
> Figure 6-1: Long Range Roadway System [For illustration only. See www.mrcog-nm.gov for the most recent, full-scale map.] Source: MTP region consists of around 4,150 lane miles of collector and arterial roadways (with many more miles of local residential streets) and close to 600 lane miles of bikeways and trails. In 2014, the regional household travel survey conducted by the Mid-Region Council of Governments (MRCOG) showed residents travel 23 miles per day on average, with about 2 percent of respondents biking, 8.3 percent walking, and 2.7 percent taking transit. The remaining residents are primarily driving vehicles, with some carpooling. ## Personal Automobile National trends in automobile traffic have been changing in the last five years. Up until 2004, VMT and VMT per capita rose consistently. However, in the region, daily per capita VMT has decreased annually since 2004, from 24.2 to 21.7 in 2012. This change in travel patterns is increasingly associated with lower vehicle ownership rates and household preferences of younger generations shifting to relatively more urban locations. Even though VMT per capita has been trending downward, overall VMT continues to rise in the region because of population and employment growth. Much of this growth is occurring in the suburban periphery. Extensive residential development west of PLAN ELEMENT # TRANSPORTATION the Rio Grande has continued to generate more daily river crossings in an area where existing street deterioration is already outpacing maintenance. This increase in VMT will continue to add to congestion levels around the region, particularly at choke points such as the eight river crossings and bridges. Street efficiency can be improved by increasing emphasis upon compatible land use and street design measures and by expanding modal choices. Often, the strategy for managing congestion in a city or a region is focused on a short period of time during the day, sometimes merely two one-hour peaks. Managing peak-hour congestion and providing more opportunities during peak hour to improve capacity will enhance network efficiency and reduce travel delay. One of the most efficient ways to reduce the peak demand is travel demand management, which includes reducing vehicle demand, providing additional public transportation service, integrating multi-modal options, and implementing strategies, such as ridesharing, telecommuting, and signal timing improvements. Most major arterials have been built to their maximum capacity (in terms of available right-of-way), and many developed areas may likely attract infill opportunities for new housing and job centers. Better linkage between future transportation and land use decision making can improve the efficiency of the network. Transit-oriented development (TOD) around transit stations and major transfer points can accommodate significant growth without expanding roadways. Mixed-use development has also been demonstrated to significantly reduce vehicular trips. In many cases, growing vehicular traffic issues will not be able to be solved by expanding roadways. Strategic improvements to existing corridors need to take place to shift trips to other modes, while also maintaining the functionality of the vehicular system within the current right-of-way and number of travel lanes. The Comp Plan uses the Commuter Corridor designation to identify roads that are planned to maintain a high level of service for automobiles so they can make long distance trips to regional destinations. ### Access Management Access management involves the systematic control of the location, spacing, design and operation of driveways, median openings, interchanges, and street connections, as well as median and auxiliary lane treatments and the spacing of traffic signals. MRCOG has designated a number of regional arterial roadways as limited access facilities (see Map 3-10 of the MTP for limited access facilities). Changes to access spacing require approval by resolution of the regional body, except for roads managed by NMDOT. Access management serves two purposes: to improve mobility and to improve safety. Access management improves throughput by reducing turning movements primarily on arterial roadways. It also improves safety by reducing the potential conflict points that occur at controlled and uncontrolled intersections and driveway access locations. ### Transit Network Resources for transit service must be prioritized to serve the current transportation needs of the region’s diverse population, as well as to respond to shifting demographics and generational priorities. There are many people who cannot, or who desire not to, use a car every day. The younger segment of the population (made up largely of Millennials) are increasingly seeking safe and efficient alternatives to driving, while the growing retired and elderly population may need to rely on alternatives to the personal vehicle. While many older adults are PLAN ELEMENT # TRANSPORTATION <
> Figure 6-2: ABQ RIDE Transit System Map Source: ABQ RIDE making new housing choices that are more transit-oriented, many also desire to age in place and stay in their current home for as long as they are able. As the Baby Boomer generation ages, it may actually tax transit systems because of the growing demand for paratransit service. Improved regular transit service may help mitigate strains on paratransit service. Transit use in this region has increased significantly in the last 20 years. The number of annual passenger miles has more than doubled, with major increases in 2004 when the Rapid Ride service began. Ridership has almost doubled in 20 years going from close to seven million annual rides in 1996 to over 13 million in 2014. There have been smaller, but steady, increases since 2010, generally adding about 100,000 rides per year. <
> ABQ RIDE buses serve much of the city and the system has a total annual ridership of around 13 million. PLAN ELEMENT # TRANSPORTATION | RAPID RIDE ROUTES | TOTAL | | :--- | :--- | | 766 - Red Line Rapid Ride | 1,449,807 | | 777 - Green Line Rapid Ride | 1,113,280 | | 790 - Coors Blue Line Rapid Ride | 472,472 | | **Rapid Ride Total** | **3,035,559** | | COMMUTER ROUTES | TOTAL | | :--- | :--- | | Commuter Routes | | | 96 - Crosstown Commuter | 57,781 | | 251 - Rail Runner Shuttle (Former #151) | 43,459 | | 222 - Rio Bravo Rail Runner Connection | 31,079 | | 7 - Candelaria Commuter | 17,060 | | 98 - Wyoming Commuter | 15,422 | | 92 - Taylor Ranch Express | 14,466 | | 250 - Airport/Downtown (Former #350) | 14,162 | | 217 - Downtown-KAFB Ltd. (Former 317) | 14,017 | | 93 - Academy Commuter | 13,763 | | 12 - Constitution Commuter | 12,398 | | 6 - Indian School Commuter | 11,941 | | 13 - Comanche Commuter | 11,046 | | 94 - Unser Commuter | 10,196 | | 551 - Jefferson-Paseo del Norte Express | 9,999 | | 34 - San Pedro Commuter | 6,745 | | 162 - Ventana Ranch / Unser | 5,609 | | **Commuter Total** | **289,143** | | LOCAL ROUTES | TOTAL | | :--- | :--- | | 66 - Central Avenue | 2,806,230 | | 5 - Montgomery/Carlisle | 907,968 | | 11 - Lomas | 767,149 | | 8 - Menaul | 746,900 | | 141 - San Mateo | 686,577 | | 157 - Cottonwood/Montano/
Uptown Transit Center | 665,757 | | 140 - San Mateo/CNM Work Force | 486,860 | | 10 - North Fourth Street | 426,288 | | 155 - Coors | 324,461 | | 1618 - University/Gibson/Broadway | 266,162 | | 31 - Wyoming | 225,752 | | 53 - Isleta | 205,968 | | 54 - Bridge/Westgate | 201,732 | | 50 - Airport/Downtown | 189,285 | | 1 - Juan Tabo-Four Hills | 158,906 | | 2 - Eubank-Ventura | 139,013 | | 198 - 98th/Dennis Chavez | 125,712 | | 40 - D-RIDE | 124,943 | | 97 - Zuni Express | 94,185 | | 51 - Atrisco/Rio Bravo | 70,477 | | 36 - 12th Street/Rio Grande | 49,287 | | Other | 14,733 | | **Local Total** | **9,684,345** | | **Grand Total** | **13,009,047** | **Table 6-2: Total ABQ RIDE Annual Ridership By Route (Fiscal Year 2014 Ridership)** Source: ABQ RIDE PLAN ELEMENT # TRANSPORTATION A robust public transit system provides a practical and equitable alternative to a car-dependent transportation network. Compared to owning a vehicle, transit is an affordable transportation option, and is particularly important for those who cannot drive due to age, income, or disability. Efficiently-run transit has the ability to move more people in a smaller amount of space. But in order for transit to be viable for many people and attract new riders, the service must be effective, reliable, convenient, and safe. Additionally, sufficient residential density and/or commercial intensity in close proximity to transit stops increases efficiencies and feasibility of the transit system. And, in turn, enhanced transit service can catalyze development of employment and residential concentrations in locations that are well-served by transit. <
> **Figure 6-3: Priority Transit Network** Source: MTP <
> **Figure 6-4: Conceptual Transit Network for the MTP Preferred Scenario** [For illustration only. See www.mrcog-nm.gov for the most recent, full-scale maps.] The transit options described in this section may be considered enhanced alternatives to regular fixed route or local bus transit service and may be appropriate choices for certain areas in the city and county. ### Rapid Bus (Rapid Ride) Enhanced transit focuses on high-frequency bus service, with arrivals every 15 minutes or less during peak periods. In Albuquerque, this has taken the form of the Rapid Ride, which has frequent service with articulated buses that can carry double the number of passengers on a traditional bus. ABQ RIDE currently has three Rapid Ride routes in the region, connecting the Northwest Transit Center, the Central & Unser Transit Center, downtown and the Alvarado Transit Center, the Uptown Transit Center, and the Central & Tramway Park & Ride. ABQ RIDE will continue to explore opportunities for new Rapid Ride services on routes with high ridership, such as San Mateo, Montgomery, and Lomas Boulevards. The Comp Plan uses the Major Transit Corridor designation to capture roads that are planned to have frequent service, such as Rapid Ride. Rapid bus service can also be a first phase of high-capacity transit service, especially when funding is limited. In these cases, more PLAN ELEMENT # TRANSPORTATION frequent bus arrivals are commonly achieved through wider stop spacing and signal preemption at intersections, which helps Rapid Ride service maintain a higher average speed than the local bus service. While faster service requires fewer buses to maintain the same frequency, the greatest impact on frequency for the Rapid Ride is the operational commitment, which is the number of buses put into service at any one time. Most funding for operations comes from local sources, while large capital projects involve federal funding sources. ### High-Capacity Transit High-capacity transit combines high-frequency service along with more reliable and faster travel times, such as bus rapid transit (BRT) or light rail. BRT is a form of high-capacity transit that is already popular around the world for its relative ease of implementation and lower upfront costs, compared to other high-capacity transit modes. BRT combines the flexibility and cost-effectiveness of traditional bus service with the high-quality of service typically found on a dedicated transit rail line and for a fraction of the cost. A variety of characteristics make this type of bus service faster, more reliable, and attractive to a wide variety of potential riders including the use of bus-only lanes, transit signal priority systems, higher capacity bus vehicles, stops spaced at least one-half mile apart, and frequent service (arrivals every 15 minutes or less). Station areas can also be designed similarly to transit rail platforms with convenient preboarding fare collection, more shelter, bus wait time technology, and level boarding with bus doors. Development of high-capacity transit service is often accompanied by significant public investment and streetscape improvements along these corridors that helps catalyze private investment, particularly near transit stops. High-capacity transit has the capability of shifting commuting patterns in a way that can significantly impact congestion levels on major corridors. The Comp Plan identifies corridors that have been studied for high-capacity service as Premium Transit Corridors. Albuquerque is currently implementing BRT into the ABQ RIDE system to enhance transit service along Central Avenue, a key east-west system corridor, replacing Rapid Ride. With Rio Metro Transit District, Bernalillo County, University of New Mexico, and Central New Mexico Community College (CNM), regional transit planners are also planning a second north-south service on University Boulevard connecting UNM, CNM and the Sunport. <
> The Rapid Ride is currently the most frequent, highest capacity transit option in Albuquerque. PLAN ELEMENT # TRANSPORTATION This is considered a high priority by the Rio Metro Regional Transit District. A future phase would comprise a BRT crossing the Rio Grande on the Paseo del Norte corridor, connecting Northwest Albuquerque and Rio Rancho to UNM and Downtown. Great service alone does not create sustainable ridership, however. Success of these transit investments is largely dependent on the relationship to surrounding land uses. High-capacity transit should be considered in areas with higher employment and/or residential activity, diverse uses, and pedestrian-oriented design. Additionally, policies and zoning entitlements need to be in place along high-capacity transit corridors to facilitate their evolution into higher density and intensity places. Higher-intensity and mixed use development, TOD, is most advantageous at fixed BRT station areas. Comp Plan policies provide recommendations to target more dense and intense development and a higher level of pedestrian amenities near and around BRT station locations. The Comp Plan uses the Premium Transit Corridor designation to capture roads that are planned to have BRT service in the future. Goals, policies, and actions that guide transportation decisions along Corridors can be found at the end of this chapter. The **Land Use chapter** contains Corridor descriptions and goals, policies, and actions that guide development along corridors and at stations. ### Pedestrian Network Pedestrian systems are the primary transportation element that connects all travel modes. Activity Center destinations, increased pedestrian amenities, and well-planned pedestrian connections promote walking as a viable form of transportation. People want to walk in an environment where they can feel safe, particularly along roadways with higher traffic volumes. Streetside safety in areas where most travel is by vehicle is achieved by adequately separating pedestrians from other modes of travel. Safety, comfort, and convenience are all factors that will influence whether someone chooses to walk along a corridor. Another determining factor in a person’s decision whether or not to walk is walking distance. Local government can play a role in reducing walking distances by supporting land use planning and decisions that achieve a density of destinations (schools, coffee shops, daily services, etc.) within Centers that lend themselves to walking. In keeping with the Centers and Corridors framework, public transit is a primary connector between Centers. The policies portion of this chapter provides guidance on developing the “Pedestrian Priority Network.” The **Urban Design chapter** contains additional discussion of and policies about pedestrian amenities. <
> Image credit: City of Albuquerque *Sidewalks with trees, outdoor dining options, and on-street parking make pedestrians feel more comfortable and safe.* PLAN ELEMENT # TRANSPORTATION ### Sidewalk System Many parts of the City have insufficient or poorly-maintained sidewalks or are missing them completely. Continuous and connected pedestrian facilities are important along Transit Corridors, and ideally, throughout the entire network. This ensures that destinations are accessible to all pedestrians, especially those with disabilities. To create a better connected pedestrian network, filling gaps in the existing system and upgrading deficient sidewalks should be a high priority. Enhancing the sidewalk network is critical for the Pedestrian Priority Network – within Activity Centers, Main Streets, and within ¼-mile of transit stations. Other measures to increase pedestrian safety include marked crosswalks, roadway lighting, intersection design, and signal enhancements. ### Multi-use Trails Trails provide off-street connectivity to community resources such as parks, open spaces, schools, libraries, community centers, employment centers, shopping centers, bus stops, and the soft surface trails within Major Public Open Space areas. Multi-use trails are considered elements of the pedestrian and the bicycle network. They are often considered recreational corridors that people can use to access open spaces and outdoor <
> Multi-use trails are designed for all non-motorized modes of transportation, including horses. experiences. They also serve as transportation facilities for bicyclists who do not have the skill level or comfort for on-street riding. Multi-use trails are pathways that are physically separated from motor vehicle traffic and are for the use of pedestrians, bicyclists, skaters, wheelchair users, joggers, other non-motorized users, and equestrians. Not all trails may accommodate all of these uses. Some of the challenges associated with the multi-use trail system include: * Balancing the needs of various users, such as faster moving cyclists sharing a trail with pedestrians and equestrians. * Addressing gaps in the system. * Identifying and addressing the intersections of trails and major arterial roadways where there is no traffic signal or grade separation. * Retrofitting trails to be universally accessible. ### Bicycle Network Providing safe and well-connected bicycling infrastructure is crucial to encouraging more bicycling. There is a direct correlation between the amount of bicycling infrastructure that is built and the number of people who choose to bike. However, constructing bicycling infrastructure that is safe and accessible to bicyclists of all abilities is often challenging, especially within a constrained right-of-way. In addition, design standards for bicycling infrastructure are rapidly evolving as cities experiment with different configurations to learn what works best. The following section outlines the different types of bicycle facilities. As new development occurs, it needs to include facilities identified in the City’s and County’s adopted plans and the MTP Long Range Bikeway System. For more guidance on determining the appropriate facility type, location, and design standards, refer to the County’s *Pedestrian and Bicyclist Safety* PLAN ELEMENT # TRANSPORTATION Action Plan and the City's *Bikeways and Trails Facility Plan*. The policies at the end of this chapter provide guidance on developing the Bicycle Priority Network. ### Bike Lanes Bike lanes are dedicated travel lanes that carry bicycle traffic in the same direction as adjacent motor vehicle traffic. Bike lanes are provided for the exclusive use of bicyclists on a roadway and are identified through signs, striping, or other pavement markings. These lanes allow bicyclists to ride at comfortable speeds and encourage a position within the roadway where they are more likely to be seen by motorists. The specific design of each facility needs to be tailored to the street type, traffic speeds and volumes, and the development context. ### Raised Bike Lanes Raised bike lanes are one-way facilities that are vertically separated from the roadway, located near sidewalk-level. This design is most commonly seen in areas with high levels of bicycling within more active, urban environments. The vertical separation more clearly defines the different parts of the roadway with a 1 to 3 inch grade change between the vehicular and bicycle travel lane and between the pedestrian realm. <
> Image credit: City of Albuquerque *There are many types of bike facilities that are appropriate for different roadways and contexts. Protected bike lanes are important where cyclists are close to traffic, while bike boulevards are more appropriate in low-traffic areas.* An elevated bike lane serves as a major deterrent to cars drifting into the bicycle lane, which is a common occurrence in this region. This bicycle facility type has not yet been used in Albuquerque. ### Buffered Bike Lanes Buffered bike lanes are bicycle facilities that are separated from adjacent motor vehicle travel. Typical on-street buffered bike lanes are designed similarly to standard bike lanes with one-way travel, with the addition of pavement striping between the vehicular and cycle travel lanes. Where there is adequate space in the road, such as when a vehicular lane reduction is planned, striping a buffer along the bike lane is a way to clearly allocate space. Buffered bike lanes are also particularly useful to improve the comfort of bicycle lanes along roads with high speeds and/or volumes of traffic. One advantage of a buffered bike lane over a raised or protected bicycle lane or cycle track is that the buffered bike lane can be swept with regular street sweepers as part of routine road maintenance. ### Protected Bike Lanes Protected bike lanes are a type of buffered bike lane that, in addition to a horizontal separation, also have some form of a physical barrier in the buffer area, which may be designed with a variety of materials for physical protection, such as bollards, curbing, or raised planters. These on-street protected bike lanes provide even greater PLAN ELEMENT # TRANSPORTATION <
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> Image credit: City of Albuquerque *Signalized bike and pedestrian crossings with a median refuge and well-marked bike lanes make it safe and easy to travel the city by bike and cross busy streets.* comfort and safety than buffered bike lanes due to the addition of a physical separation in the buffer area. Protected bike lanes are recommended on arterials with high travel speeds, high traffic volumes, and multiple lanes or where safety issues have been noted. Protected bike lanes are complicated to design for long distances; however, other cities have found them extremely helpful providing critical links even though the link does not meet all the criteria for a bike lane, in terms of speed, volume, and vehicle travel lanes. Conventional bike lanes without protection on these types of roadways can be stressful for even the most confident riders. ### Cycle Tracks A cycle track is an exclusive bike facility that combines the user-experience of a separated path with the on-street infrastructure of a conventional bike lane. A cycle track is physically separated from motor traffic and distinct from the sidewalk. Cycle tracks are typically designed as two-way facilities to allow bicycle movement in both directions along one side of a roadway. These facilities should be considered in a variety of areas where a critical link is needed. One of the challenges to implementation is that they cannot be easily retrofitted into existing streets through a road diet. This is because the design is substantially more extensive than typical restriping, and the projects take longer. ### Shared Lanes/Bike Route Certain roads may be more desirable for shared use due to low traffic speeds and volumes and do not necessitate a separated bike facility. These roadways can be designated as shared lane bike routes with route signs, such as “bicycles may use full lane,” and “sharrow” pavement markings. Shared lanes are preferable on streets with low traffic volumes (less than 3,000 average daily vehicle trips) and low travel speeds (less than 30 mph). Occasionally shared lanes are necessary to fill a gap in the network or transition between bike facilities. They also provide low-stress routes for individuals who would prefer to watch out for slow-moving cars entering the roadway instead of riding along with traffic on busier streets. ### Bike Boulevards Streets that have low traffic volumes and speeds, particularly in residential areas, may be designated as bicycle boulevards. These streets can be enhanced with certain design elements to encourage bicycle use and discourage excessive through trips by motor vehicles. Measures to reduce speeds and manage traffic volumes, commonly known PLAN ELEMENT # TRANSPORTATION <
> **Figure 6-5: Existing and Proposed Bikeways and Trails** | Source: MTP *[For illustration only. See www.mrcog-nm.gov for the most recent, full-scale map.]* as traffic calming, include such features as chicanes, median islands, mini traffic circles, and curb bulb-outs. These methods cause drivers to maintain lower travel speeds in response to visually narrower roadways or a need to navigate around curving travel lanes. Bike boulevards in Albuquerque have often been located in commercial or mixed-use corridors (e.g., Mountain Road and Silver Avenue). Bicycle boulevards are also called neighborhood greenways in some communities. ### 6.1.2.3 ENVIRONMENTAL & HEALTH IMPACTS OF THE TRANSPORTATION SYSTEM The built environment and the transportation network that connects it can have a significant impact on individual and public health. Low-density cities with land uses spread far apart increases driving, which can negatively impact air quality. Increased vehicle emissions may increase exposure to pollutants, which is connected to higher rates of respiratory illnesses, cardiovascular diseases, and premature death. Designing transit, trail, and bikeway facilities to be convenient for everyday commuting and errands can significantly reduce our use PLAN ELEMENT # TRANSPORTATION <
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> Whether there is a bike lane or not, signage is an important way to indicate to drivers that they should look for cyclists. of fossil fuels, and in turn the emission of pollutants. Bicycling and transit can benefit air quality by replacing driving for short trips, typically less than 5 miles. Short driving trips are the least fuel-efficient and generate the highest emission rates per mile traveled. Encouraging alternatives to driving, including bicycling and walking, helps reduce vehicle miles traveled and air quality impacts. Reduced traffic congestion also helps improve air quality. Beyond air quality, transportation can impact health through exposure to traffic noise, which can cause sleep disturbance, cardiovascular disease, elevated hormone levels, psychological problems, and even premature death. Studies of children have identified cognitive impairment, worsened behavior, and diminished quality of life. Exposure to noise is one of the most common environmental exposures in the United States, and exposure to traffic noise is often high enough to be harmful to health. Perhaps the biggest health risks related to transportation are injuries and fatalities from motor vehicle crashes. Motor vehicles are among the top five causes of death for Americans, and the leading cause of death for children, teens, and young adults in the 1 to 19 age range. In 2013, New Mexico ranked 4th in the U.S. for pedestrian fatalities and 12th for motor vehicle fatalities per 100,000 people. Improved street design can significantly reduce the incidence of crashes. While it may seem counterintuitive, increasing the number of pedestrians and cyclists can also reduce crash rates. When pedestrians and cyclists are more visible and more expected, drivers know to look for and accommodate them. Part of the larger strategy of designating Centers and Corridors in the Comp Plan is prioritizing the areas where pedestrians and cyclists should be encouraged, including the design of street elements and the priority of funding for improvements. In cities where driving is most prevalent, individual and public health is negatively affected by reduced opportunities for daily physical activity, which is associated with obesity, strokes, Type II diabetes, coronary heart disease, and other chronic diseases. Physical activity is directly linked to our physical and mental health. Even moderate levels of exercise have been shown to aid in weight control, the prevention of heart disease and certain cancers, and the alleviation of anxiety and depression. Not feeling safe is a commonly cited barrier to daily walking and bicycling. PLAN ELEMENT # TRANSPORTATION The City and County can address this concern through strategies such as safety education programs, filling in gaps and enhancing the quality of walking and biking facilities, improving the quality and visibility of pedestrian crossings, and reducing traffic speeds through street redesigns. Transportation is an important part of the built environment and significantly influences physical activity and well-being, safety, and the ability of community members to access destinations that are essential to a healthy lifestyle. Policies, programs, and projects that enable community members to be more physically active in their daily routines support the active transportation network and healthier communities. Public health professionals advocate for walkable and bikeable neighborhoods as one of the most effective ways to encourage active lifestyles. Creating communities with excellent access to nearby goods and services allows people to drive less and potentially choose active transportation options more often. A safe, well connected and attractive active transportation network of paths, sidewalks, bikeways, and transit encourages the use of non-motorized modes of transportation for everyday errands and commuting. Encouraging mixed-use districts and multi-modal transportation networks will help make alternative transportation options more viable and convenient, providing more opportunities for residents to exercise and raise their level of daily activity. ### 6.1.2.4 CONNECTING LAND USE & TRANSPORTATION Land use is the largest determinant of how a transportation system functions. The land use fabric of where homes, jobs, schools, retail, and services are dispersed generates peoples’ need to travel either long or short distances. This in turn affects the stress on roadway capacity, the feasibility of different modes, and the impact on the environment and economy. Integrating land use and transportation is a two-way process of making both development and transportation investments in coordination to support each other. On the regional scale, central New Mexico’s long-range transportation plan, the Futures 2040 MTP, includes the Preferred Scenario. The development of the Preferred Scenario evaluates how the region might grow in order to make land use and transportation investments that best meet a variety of challenges. The Preferred Scenario includes elements that parallel the Comp Plan’s vision for concentrated development within key centers and transit nodes to create a mix of activity; a diverse mix of uses with appropriate design standards for the activity centers; an emphasis on growing employment centers west of the Rio Grande; and an emphasis on affordable and diverse housing options in proximity to jobs and services. The MTP provides a regional understanding of the relationship between development patterns and transportation, economic, and environmental outcomes. Bernalillo County and the City of Albuquerque, as governments with land use authority play a key role in implementing the Preferred Scenario. This is why the Comp Plan, as the overarching land use plan, is uniquely tied to responding to future regional transportation challenges. On the local scale, a mutually supportive transportation-land use system involves land use development and transportation investment being planned and implemented to complement each other. Transportation improvements need to be compatible with the existing and planned land uses that surround the roadway in order for the development to reach its full potential serving communities and supporting economic development. For example, it is reasonable to expect a roadway carrying PLAN ELEMENT # TRANSPORTATION high volumes of commuter traffic to transition into a slower, denser network of streets as it transitions from a suburban to urban environment. In addition, decisions involving land use development need to take the planned transportation system into account. For example, a density of housing and business at transit nodes is essential for public transit to be successful. In addition to the MTP, other plans and policies have been adopted that change our approach to connecting land use and transportation planning. Both the County and the City have adopted Complete Streets Ordinances. In alignment with the region's Centers and Corridors vision, the Metropolitan Transportation Board adopted and funded projects to achieve the ambitious mode share goal of 20 percent of trips taken by transit. ### 6.1.2.5 CORRIDOR TYPES In 2002, Bernalillo County and the City of Albuquerque adopted a vision for future growth to be focused in designated Centers and along certain Corridors. Centers are the active hubs of a collection of complete, healthy, walkable neighborhoods, and Corridors are the linear connections between those Centers. Corridors encompass the roadways, infrastructure, and adjacent land uses to provide a balanced circulation system and, on designated Transit Corridors, a greater concentration and mix of employment, housing, and services. The transportation system can provide safe and comfortable travel for all modes through roadway design and network connectivity that allow for people to travel on different roads to reach important destinations, disperse congestion, slow traffic to improve safety for everyone, and maintain emergency and truck access. The 2002 Comp Plan designated Major Transit Corridors, Enhanced Transit Corridors, and Express Corridors and included a matrix of policy objectives for each corridor type related to street design, transit service, and development form. The 2016 Comp Plan updates this vision by restructuring and adding detail to the types of Centers and Corridors to reflect best practices for coordinating land use and transportation (see Section 5.1.2.3 of the Land Use chapter for a discussion of Center and Corridor types). Corridors are streets designated in the Comp Plan to serve a particular role, beyond their transportation functional classification (i.e., arterial, collector, local street), to also include the land uses and development form along the roadway. The Corridor refers to the public right-of-way, along with the relationship to its adjoining property and development. The designated Corridors were developed to provide access to Centers, and have been refined to reflect more recent planning efforts. The Comp Plan designates five Corridor types: Main Street, Multi-Modal, Major Transit, Premium Transit, and Commuter. These types are illustrated on the Comp Plan Vision Map, and they are explained in the Land Use chapter. This organization reflects the importance of coordinating the Corridors with adjacent land use. The Corridor types are tailored to respond to both transportation and land use needs. They encompass the area surrounding the roadway, and guide future land use, subdivision, and development character. One of the Comp Plan Development Areas – Areas of Change – includes designated Corridors to encourage more intense development as it is appropriate along the Corridor in the future. Land uses along Commuter Corridors and in single family neighborhoods are designated as Areas of Consistency, and they are not expected to change in intensity or use. However, Areas of Change will be operationalized in the City's IDO through different development and subdivision standards. The policies at ### CORRIDOR TYPE ELEMENTS Designated corridors where developed to provide access to Activity Centers, and have been refined in the 2016 Comp Plan to reflect more recent planning efforts. These types are illustrated on the Comp Plan Vision Map, and they are explained in the **Land Use chapter**. #### COMMUTER * Prioritizes long-distance travel at relatively high speeds * Does not compromise the safety of all modes, but may not be as convenient for non-motorized modes * Access control is used to promote vehicular throughput and vehicular safety * Least interactive with the adjacent land use * The wide-right-of-way and limited access often make these roads good candidates for multi-use trails #### PREMIUM TRANSIT * **High-capacity transit** is planned along these corridors * **Premium Transit Corridors include the study alignments for BRT in the 2040 MTP Priority Transit Network** #### MAJOR TRANSIT * High-frequency transit service is planned * 2040 MTP Priority Transit Network that are not the High-capacity transit study alignments #### MULTI-MODAL * Enhanced transit corridors from the 2013 Comp Plan that are not part of the Priority Transit Network * Corridors identified to improve multi-modal options and broaden the roadway’s role beyond single-occupancy vehicle convenience #### MAIN STREET * Linear activity center * Most interactive with the surrounding land use * Access management for pedestrian safety <
> _CiQlovia is Albuquerque's annual open streets event._ the end of this chapter apply to different Corridor types and provide guidance on process, project development, and design within the public right-of-way (see also the **Urban Design chapter** for additional policy guidance about development form and priority street elements). In April 2015, the Metropolitan Transportation Board (MTB) adopted the LRTS Guide as a part of the MTP. This document established land use context and a street typology that applies to the four-county region. The corridor types include the Regional Principal Arterial, Community Principal Arterial, Minor Arterial, Major Collector, and Minor Collector. For each roadway type, there are guidelines for recommended street elements (landscaping/buffers, bikeways, roadway lanes, etc.) and the recommended minimum dimensions for each. Guidelines are provided for five character zones: Activity Center, Urban, Suburban, Rural, and Main Street. The 2016 Comp Plan is intended to bridge the gap between the LRTS Guide and the 2013 Comp Plan and to provide guidance at the local level to the City and County. The Comp Plan provides direction at the policy level, and the LRTS Guide provides direction at the design level. They are intended to be compatible and complementary. PLAN ELEMENT # TRANSPORTATION ### 6.1.2.6 COMPLETE STREETS & NETWORKS Complete Streets are streets designed for everyone – with safe access for pedestrians, bicyclists, motorists, and transit riders of all ages and abilities. The Complete Streets approach is a nationally-recognized framework for designing context-sensitive street facilities that enable efficient travel by all users, including the estimated one third of Americans who do not drive. Much of Albuquerque's existing roadway system was built to facilitate access to destinations by personal automobile, resulting in streets that are uninviting and impractical for other users. The Complete Streets approach includes design strategies and processes for making roads more accessible for all users. Complete Streets aim to provide good multimodal access, decrease travel times, and enhance safety. Under this approach, roadway design considers all modes and accommodates them with treatments such as enhanced sidewalks or pedestrian crossings or repurposing underused travel lanes for another mode of travel, such as bike lanes to create a transportation system that meets the needs of motorized and non-motorized travelers and persons with disabilities. Complete Streets integrate general-purpose roadways, sidewalks, bike lanes, transit amenities, traffic calming, and convenient road crossings. Streets targeted to become more balanced, or multi-modal, may see a higher level of vehicular congestion in order to accommodate enhancements to the pedestrian, bicycle, and transit systems. This is not a "one-size-fits-all" approach to road design; rather, each project must be context sensitive and respond to the surrounding land use. The framework for this context sensitive approach is discussed in the **Urban Design chapter**. <
> Benefits of building Complete Streets include: * Increasing options for safe, comfortable travel to your favorite neighborhood destinations, for all ages. * Increasing the focus on serving both our residents and those who use our streets while still providing for safe and efficient travel. * Improving community health by reducing risk of injuries and encouraging walking and bicycling to help combat obesity and heart disease. PLAN ELEMENT # TRANSPORTATION * Increasing livability by creating more attractive public areas. This will create public spaces that promote health, happiness, and well- being. It will also foster private investment. * Create inviting streets that encourage a variety of travel modes. In conjunction with appropriate land uses, this will help ease congestion and air pollution. In January 2015, the Albuquerque City Council, and in June 2015, the Bernalillo County Commission, adopted Complete Streets Ordinances that support the implementation of Complete Streets in this region. The intent of the ordinances is to expand safe use of our streets by requiring equal consideration of the efficiency and safety of all types of travel. This can be achieved by creating a balanced transportation system that meets the needs of all users and is designed to be context-sensitive relative to adjoining land uses. Open Streets events, such as Albuquerque's CiQlovía and Summerfest, provide another venue to normalize and expose residents and visitors to active transportation modes and Complete Streets concepts. The Complete Streets Ordinance adopted nationally-recognized standards for streets to serve existing and future development. It also established a process for an annual review of upcoming projects and maintenance to ensure they are including Complete Streets principles. Although Albuquerque's Complete Streets Ordinance only applies to collector and arterial streets, federal guidance is for all modes to be considered during the funding, planning, and design process for all transportation projects. ### Complete Networks It can be a challenge for a single roadway to accommodate freight movement, high-volume, and high-speed traffic along with pedestrian and bicyclist needs. An important means of addressing multiple needs simultaneously is through creating "complete networks." This means designing complete, layered transportation networks that allow people to reach desired destinations – although not always on the same roadway. This Comp Plan promotes the complete network concept, and establishes policies for developing a pedestrian, bicycle, transit, automobile, and freight network. Each mode should have priority in different areas, and this plan establishes where each mode should take priority through the policies at the end of this chapter and in the **Urban Design chapter**. Creating better connected networks for all modes of travel reduces the potential conflict between different users. Providing low-stress routes for pedestrians and bicyclists improves accessibility by allowing people the option of reaching their destinations while avoiding traffic and potential safety issues. In addition, increasing network connectivity improves efficiency by making trips more direct and reduces congestion by providing multiple route options. ### Complete Streets & Networks Process The Complete Streets approach also focuses on changing the project development process. The recent federal and local legislation requires transportation professionals to consider and accommodate various users at all stages of development from planning, funding, designing, operating and maintaining transportation infrastructure. The operations of these types of corridors can be measured, assessed, and ultimately better balanced using multi-modal level of service (MMLOS). MMLOS estimates the amount of delay, as well as other measures such as comfort, along a corridor for automobiles, bus, bicycle, and pedestrians using a combination of data. For more information on roadways designated as Multi-Modal Corridors, see the **Land Use** and **Urban Design chapters**. ### Vision Zero Action Plan Vision Zero is a mindful shift in how communities think about, talk about, and approach traffic safety. Vision Zero starts with an ethical belief that no one should die or be seriously injured on our roadways. While collisions cannot always be prevented, when a collision does occur, the City is working toward making sure it does not result in death or serious injury. Vision Zero uses a data-driven and safe systems approach to create safer streets for everyone - whether they are walking, biking, driving, or taking transit, regardless of age or ability. The City’s Vision Zero Year-in-Review and Prioritization establishes a road map for Albuquerque to continue to implement best practices to address traffic safety challenges. The City’s Vision Zero program uses the vulnerability (equity) index and the Prioritized High Fatal Injury Network (HFIN) to prioritize traffic safety improvements. The vulnerability index indicators include per capita income, populations older than 65 and younger than 17, non-white population, limited English proficiency, multi-family housing, and households with no vehicle. The HFIN takes five years of crash data to identify where recurring fatal and injury crashes are happening. These two tools demonstrate where safety improvements are most needed throughout the City. <
> | URBAN CORE | ACTIVITY CENTER | URBAN | SUBURBAN | RURAL | | :--- | :--- | :--- | :--- | :--- | | Approx. 200 four-leg intersections per square mile; closely spaced arterials & collectors. | Approx. 100 four-leg intersections per square mile; arterials & collectors spaced less than 0.5 mile. | Approx. 80 four-leg intersections per square mile; arterials & collectors spaced at approx. 0.5 mile. | Approx. 40 four-leg intersections per square mile; arterials & collectors spaced at approx 1 mile. | Approx. 10 four-leg intersections per square mile; arterials & collectors spaced more than 1 mile apart. | **Figure 6-6: Connectivity Standards for Different Character Areas** Source: Long Range Transportation System Guide ### 6.1.2.7 CONNECTIVITY In addition to providing improved multi-modal choices and comfort through Complete Streets and Networks, appropriate street connectivity is essential to maximizing accessibility and increasing the number of route options. Well-connected streets provide shorter, more direct routes between destinations. Street connectivity also increases the efficiency and reliability of the transportation system. A classic example of a well-connected street system is the traditional grid pattern. Grid street patterns result in dispersion of traffic throughout the system. While major arterials exist within the grid pattern, local travelers are able to use interconnected local streets, freeing the arterials for the movement of longer distance travelers. In Albuquerque, the older developed area on the east side of the Rio Grande maintains this grid pattern, while more recent developments have created a suburban development pattern with cul-de-sacs and few access points. These areas have been designed to collect traffic from residential areas and channel most trips onto major thoroughfares. This pattern tends to require large intersections, creates greater reliance on arterials, and often discourages PLAN ELEMENT # TRANSPORTATION pedestrian and bicycle travel. As an example, perimeter walls around subdivisions often have no openings for pedestrians to access bus stops on adjoining streets. Long blocks often mean pedestrians must go out of their way to reach neighborhood parks, schools, and nearby retail centers. The region is faced with two challenges: ensuring new development provides enhanced network connectivity and retrofitting developed portions of the city to improve connectivity. To address the first challenge, the Comp Plan adopts policies that promote adequate connectivity to address future transportation demand. Regulations need to be developed and adopted to formalize a connectivity analysis process, measures, and minimum standards. Improving the connectivity of existing, developed areas will continue to be done through Corridor Plans, corridor specific studies, and public works projects. ### 6.1.2.8 ACTIVE TRANSPORTATION Bicycling and walking have become increasingly important transportation modes because such trips contribute to healthy lifestyles, can be made with no environmental degradation, and the infrastructure is supported by generally smaller investments. The choice to bike or walk is influenced by travel distance, traffic safety, weather, topography, convenience, comfort, costs, valuation of time and exercise, physical condition, family circumstances, habits, attitudes/values, and peer group acceptance. Other factors that influence a person's decision to bike or walk, and over which local government has some control, are the presence of sidewalks, trails, and bikeways, connectivity of the facilities, wayfinding signs, traffic conditions, and access and linkage to destinations. The most common reason given why an individual does not bike or walk is the lack of safe, direct, and interconnected facilities. The interconnection of bicycle and pedestrian facilities to transit service expands the opportunity to travel further distances for bicyclists and pedestrians. The region's active transportation network is intended to provide transportation alternatives and recreational opportunities for all ages and abilities. The installation of bicycle and pedestrian facilities can be the most visible element of a city's multi-modal transportation program. It shows that the community is a welcoming place for non-motorized transportation and supports the safe use of streets by all users. The use of active transportation modes, such as bicycling, walking, and taking transit, benefits personal health and reduces traffic congestion. Providing safe options for these forms of travel enhances quality of life and can help address public health issues. Interest in bicycling for commuting or recreation is increasing, but many beginner or potential riders do not feel comfortable riding on-street with vehicular traffic. Concerns about safety, barriers, and lack of infrastructure often lead to the use of cars for completing trips, including short ones. Increasing the number of bicycle and pedestrian facilities not only addresses safety, but also enhances long-term community livability, creates welcoming streets and neighborhoods, improves public health, and strengthens local economic competitiveness. Bicycling and walking can improve quality of life by increasing opportunities for social interaction within the community. An active bicycling population is often considered a measure of livability for a city. Providing enhanced bicycle facility design allows residents to stay connected to their community, and integrating bicycle facilities into existing streets can have a positive effect on attracting business and maintaining property values. PLAN ELEMENT # TRANSPORTATION <
> <
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> Albuquerque and Bernalillo County residents have many options for active transportation. Eliminating travel barriers is critical to accommodating bicycling and walking. The primary physical barriers in the region are the river crossings and the Interstate Highways. Other major barriers that the region should endeavor to improve involve network connectivity and continuous facilities to serve riders of all ages and abilities. In 2013, New Mexico was ranked 4th in the nation for pedestrian fatalities per capita. As the largest metropolitan area in the state, Albuquerque has high rates of crashes involving pedestrians and cyclists. Since 2012, both the city and the state have been identified as one of the Federal Highway Administration Focus Cities and States, which receive funding and technical assistance to aggressively reduce the number of pedestrian and bicycle fatalities. Adopted plans include the City's *Bikeways and Trails Facility Plan* and the County's *Pedestrian and Bicyclist Safety Action Plan*, which will remain stand-alone plans. These planning documents identify existing non-motorized facilities and prioritize future capital improvement projects to be funded using local bond, state capital outlay, and federal grants (see also the **Parks & Open Space chapter**). ### 6.1.2.9 AGENCY/ DEPARTMENT ROLES & RESPONSIBILITIES The success of implementing the plan and achieving the vision as it relates to transportation in the City of Albuquerque and Bernalillo County is dependent on the coordination and commitment of agencies and departments within and outside of local government in the region. To understand the role of each of the responsible departments and agencies, below is a description of how their work is related to mobility implementation in the Albuquerque region. The complexity of inter-agency and interdepartmental coordination is that many of the various agencies and departments maintain their own processes related to street design, implementation, planning, and project delivery. In addition, agencies and departments have their own schedule for capital improvements and project delivery. #### City of Albuquerque ##### Planning Department The Planning Department maintains the *Development Process Manual* (DPM), which is the policy document that sets the standards for infrastructure development PLAN ELEMENT # TRANSPORTATION in the City of Albuquerque including transportation-related standards. ### Department of Municipal Development Department of Municipal Development (DMD) is the department that oversees and conducts capital projects within the City, making sure that these projects are completed efficiently, on-time, and to high standards. In addition, the department provides the operation and maintenance of city streets, storm drains, and traffic signals. DMD uses the DPM to ensure development standards are achieved. DMD also designs, constructs, and maintains on-street bicycle facilities, such as bike routes and bike lanes. ### Parks & Recreation Department The Parks and Recreation Department maintains all of the park facilities in the City of Albuquerque. The department is also responsible for the off-street facilities including multi-use trails and bike paths. The department worked in coordination with the Planning Department and DMD to develop the Bikeways and Trails Facility Plan. (See also **Parks & Open Space chapter**.) ### Transit Department/ABQ RIDE ABQ RIDE, the City's Transit Department, provides public transportation throughout the city and North and South Valley areas of the unincorporated county. The transit department’s purpose is to provide effective, affordable, and diverse transportation alternatives to the single-occupant vehicle. ABQ RIDE operates bus service across the city and parts of the county, including local routes, commuter routes, and Rapid Ride routes. The Rapid Ride service uses 24 60-foot articulated buses on Central Avenue and segments of Coors, Lomas, and Louisiana Boulevards. ABQ RIDE provides para-transit service to persons residing in or visiting the metro area whose impairment makes it impossible to ride the fixed route service. The service is origin-to-destination from any address in Albuquerque and most of Bernalillo County, with advance reservations. ### Aviation Department The City’s Aviation Department is responsible for the management, operation, and development of the City’s two municipal airports. The Sunport is owned by the City, but has been developed in conjunction with the Department of Defense for use by the Kirtland Air Force Base. Double Eagle II Airport on the West Side, approximately 8 miles north of I-40, provides commercial service for private, charter, corporate, military, training, and air ambulance flights. Commercial service airports provide local and regional access to the national and international aviation systems. As such, these airports are vital to interstate commerce as well as a key component to local and regional economic infrastructure. These facilities support and drive growth in all socioeconomic categories. The Airport Advisory Board acts in an advisory capacity to the Director of Aviation, Mayor, and City Council. The Advisory Board is comprised of nine members who are appointed by the Mayor with the advice and consent of the City Council. The Draft *Sustainable Airport Master Plan*, 2015, and Draft *Double Eagle II Master Plan Update* were developed to evaluate the airports' capabilities and role, to review forecasts of future aviation demand, and to plan for the timely improvement of facilities that may best meet that demand and maintain compatibility with the environs. The airport master plan will provide systematic guidelines for the airport’s overall development, maintenance, and operation for the next 20 years. ### Department of Senior Affairs The City's Department of Senior Affairs provides transportation to individuals 60 years of age and older. Transportation is limited and is offered on a donation basis during weekdays. Their current initiative to designate Albuquerque as an age- PLAN ELEMENT # TRANSPORTATION friendly city is called ABQ Together (see the **Infrastructure, Community Facilities, and Services chapter** for more about this department and its programming). ## Bernalillo County ### Public Works Division The County’s Technical Services Department of the Public Works Division enforces infrastructure and street standards in new development and administers the construction of roadways and trails. The Operations and Maintenance Department maintains the roadway and trail network in the unincorporated area. The Infrastructure Planning and GEO Resources Department (IPGR) participates in developing the regional Transportation Improvement Program (TIP) and long-range MTP and partners with Planning and Development Services on corridor planning as well as bicycle and pedestrian planning. The Capital Improvement Program (CIP) identifies, programs, and funds transportation improvements including roadways and trails. CIP coordinates with the Public Works Division on local GO bond, state capital outlay, and federal transportation funding. ## MRCOG/MRMPO The Mid-Region Council of Governments (MRCOG) is the umbrella organization for the Mid-Region Metropolitan Planning Organization (MRMPO). MRMPO facilitates transportation improvements and long-range transportation planning across the metropolitan area through a collaborative, continuous, and comprehensive process. MRMPO is governed by a board of representatives from the jurisdictions, tribal entities, and other key stakeholders located within the metropolitan planning area. These representatives, including the City of Albuquerque and Bernalillo County, have worked closely together in planning and programming transportation investments throughout the metropolitan area. MRMPO’s role as a transportation planning organization is significant as it relates to mobility in Albuquerque. Every four years, MRMPO is federally required to update its long range (20+ years) transportation plan, the MTP. This plan is multi-modal in nature. In addition, MRMPO maintains the LRTS Guide, a part of the MTP that guides roadway design and right-of-way requirements for future roadways in various land use contexts. This document is referenced in the City’s DPM and County Infrastructure/Street Standards to guide roadway classification and development. Agency members also work closely with MRMPO to identify transportation projects from the MTP for federal funding through the six-year TIP. The MTP demonstrates that making land use and transportation decisions collectively, and focusing new growth in activity centers and along key corridors, is an effective way to bring residents and destinations closer together and to get the most out of the existing transportation network. The 2040 MTP is the regionally and federally approved long-range transportation <
> MRCOG/MRMPO Long Range Transportation System Guide provides guidance on roadway design PLAN ELEMENT # TRANSPORTATION planning document for the Albuquerque metropolitan planning area. As the largest entity in the metropolitan area, Albuquerque plays a critical role in regional transportation decision making, and is conversely affected by land use and transportation decisions made outside its boundaries. Therefore the need to consider Albuquerque’s place within the larger region is critical. The plan emphasizes increasing transportation options, maximizing the utility of the existing infrastructure, and the various benefits resulting from linking land use and transportation by bringing residents and destinations closer together. Much of the emphasis of the Preferred Scenario developed as part of the 2040 MTP is encouraging future development in activity centers and along key commercial and transit corridors. In this way, the recommendations of the MTP and the Comp Plan are consistent and mutually supportive. There are a variety of policies passed as part of the MTP and regional tools and opportunities that can be leveraged to implement the plans and action items contained in the Comp Plan. ## Rio Metro Regional Transit District Rio Metro Regional Transit District (Rio Metro) is a regional transit provider comprised of 13 member governments, including the City of Albuquerque and Bernalillo County. While headquartered at the MRCOG building, Rio Metro is a distinct agency that is overseen by its own board of directors. In 2015, the board adopted Rio Metro’s Long-Term Strategic Vision, a bold, forward-thinking, consensus vision for transit’s future role in the region. In addition to the Rail Runner, Rio Metro operates several commuter bus routes and the Community Transportation Program (previously Job Access Reverse Commute) within Bernalillo County. Rio Metro also contracts with ABQ RIDE to provide bus routes that connect with all Rail Runner <
> NM Department of Transportation Long Range, Multi-Modal Transportation Plan stations in Bernalillo County. Outside of Bernalillo County, Rio Metro offers demand response and commuter bus routes in Sandoval and Valencia counties, and provides connections to other transit providers serving locations as far away as Los Alamos, Santa Fe, and Taos. ## New Mexico Department of Transportation New Mexico Department of Transportation (NMDOT) is the statewide government agency that owns, operates, and plans for the state highway system, including the interstate highways, U.S. highways, and state highways. In addition to construction and maintenance of these facilities, NMDOT facilitates long-range planning for statewide mobility initiatives. The *Statewide Transportation Improvement Plan* (STIP) is the primary program that identifies funding for mobility projects on the state transportation network. NMDOT has also adopted a multi-modal transportation plan, The New Mexico 2040 Transportation Plan that provides a strategic framework to guide the agency’s transportation decision-making in the years to come. There are regional transportation corridors within the Comp Plan area that are owned and/or managed by NMDOT. They are coordinated through memoranda of understanding with local governments, and are not subject to the policies of this plan. The City and County participate in the development of plans and projects initiated by NMDOT. # Endnotes 1. City of Albuquerque Council Bill O-14-27, Enactment No. O-2015-003. ### 6.1.2.10 RELATED PLANS & RESOURCES The following documents are used within the region to guide the design, development, and maintenance of transportation systems. #### Local Resources & Documents: * Bernalillo County and City of Albuquerque, Complete Streets Ordinances, 2015 * Bernalillo County, *Pedestrian & Bicyclist Safety Action Plan*, 2012 [http://www.bernco.gov/public-works/pedestrian-bicycle-safety-study-action-plan.aspx](http://www.bernco.gov/public-works/pedestrian-bicycle-safety-study-action-plan.aspx) * City of Albuquerque, *Bikeways & Trails Facility Plan*, 2015 [www.cabq.gov/planning/bikeways-trails-facility-plan](http://www.cabq.gov/planning/bikeways-trails-facility-plan) * City of Albuquerque, *Development Process Manual (DPM)* [https://www.cabq.gov/planning/boards-commissions/development-process-manual-executive-committee](https://www.cabq.gov/planning/boards-commissions/development-process-manual-executive-committee) * City of Albuquerque, *Neighborhood Transportation Program (NTMP) Policy Manual*, 2015 [https://www.cabq.gov/traffic](https://www.cabq.gov/traffic) * MRMPO, *Futures 2040 Metropolitan Transportation Plan (MTP)*, 2015 [http://www.mrcog-nm.gov/transportation/metro-planning/long-range-mtp](http://www.mrcog-nm.gov/transportation/metro-planning/long-range-mtp) * MRMPO, *Long Range Transportation System (LRTS) Guide*, 2015 [http://www.mrcog-nm.gov/transportation/metro-planning/long-range-transportation-system-guide](http://www.mrcog-nm.gov/transportation/metro-planning/long-range-transportation-system-guide) #### State Resources & Documents: * NMDOT, *New Mexico 2040 Plan*, 2015 [http://dot.state.nm.us/content/nmdot/en/Planning.html](http://dot.state.nm.us/content/nmdot/en/Planning.html) * NMDOT, *Guide to Context Sensitive Solutions*, 2006 * NMDOT, *New Mexico Architectural and Visual Quality Design Guidelines for Context Sensitive Design and Context Sensitive Solutions*, 2006 #### Federal Resources & Documents: * American Association of State Highway and Transportation Officials (AASHTO), *Guide for the Planning, Design, and Operation of Pedestrian Facilities*, 2004 [https://bookstore.transportation.org/imageview.aspx?id=549&DB=3](https://bookstore.transportation.org/imageview.aspx?id=549&DB=3) * AASHTO, *Guide for the Development of Bicycle Facilities*, 2012 * Federal Highway Administration (FHWA), *Context Sensitive Design and Context Sensitive Solutions* [http://contextsensitivesolutions.org/](http://contextsensitivesolutions.org/) * FHWA, *Manual on Uniform Traffic Control Devices* [http://mutcd.fhwa.dot.gov/](http://mutcd.fhwa.dot.gov/) * Institute of Transportation Engineers (ITE), *Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, An ITE Recommended Practice*, 2010 [http://www.ite.org/css/](http://www.ite.org/css/) * National Association of City Traffic Officials (NACTO), *Urban Street Design Guide*, 2013 PLAN ELEMENT # TRANSPORTATION [http://nacto.org/publication/urban-street-design-guide/](http://nacto.org/publication/urban-street-design-guide/) * United States Access Board, *Proposed Rights-of-Way Guidelines (PROWAG)*, 2011 [https://www.access-board.gov/guidelines-and-standards/streets-sidewalks/public-rights-of-way](https://www.access-board.gov/guidelines-and-standards/streets-sidewalks/public-rights-of-way) # 6.2 Goals, Policies & Actions for Transportation ## Goal 6.1 Land Use - Transportation Integration Plan, develop, operate, and maintain a transportation system to support the planned character of existing and future land uses. ## Goal 6.2 Multi-Modal System Encourage walking, biking, and transit, especially at peak-hour commuting times, to enhance access and mobility for people of all ages and abilities. ## Goal 6.3 Safety Plan, develop, operate, and maintain a transportation system that provides safe access and mobility for all roadway users. ## Goal 6.4 Public Health Promote individual and community health through active transportation, noise mitigation, and air quality protections. <
> ## Goal 6.5 Equity Expand mobility by providing safe and connected networks for non-auto travel and public transit for low-income and vulnerable populations. ## Goal 6.6 Economy Invest in a transportation system that stimulates and supports job creation and business development and improves the movement of people, goods, and services. ## Goal 6.7 System Effectiveness Implement and maintain an effective and efficient transportation system in a coordinated and cost-effective manner. ## Goal 6.8 Context Provide transportation investments that are responsive to context and natural setting. Policies are organized to support each Goal. Many Policies have supporting Sub-polices, cross-references to other relevant policies, and implementing Actions to more clearly guide decision making. PLAN ELEMENT # TRANSPORTATION **[ABC]** indicates a policy or action for both the City and County **[BC]** indicates a policy or action for Bernalillo County **[A]** indicates a policy or action for the City of Albuquerque # Goal 6.1 Land Use – Transportation Integration ## Plan, develop, operate, and maintain a transportation system to support the planned character of existing and future land uses. ### POLICY 6.1.1 **Matching Land Use: When designing and improving streets, prioritize transportation-related accommodations and amenities to match the desired development context (e.g. urban, suburban, or rural) and/or the intended intensity of land uses. [ABC]** a) In urban areas, accommodate pedestrians as the highest priority travel mode, provide frequent transit service, limit or prohibit curb cuts, lower auto travel speeds, and accept auto congestion. [ABC] b) On major streets in suburban areas, prioritize auto through-put, allow more frequent curb cuts, design for higher auto travel speeds, emphasize pedestrian safety at intersections, and provide less frequent transit service geared more toward long-distance commuting. [ABC] c) On local streets, design for the slowest auto travel speeds to best accommodate pedestrians and cyclists and to protect livability and safety of established residential neighborhoods. [ABC] d) In rural areas, plan streets based on functional classification for a variety of travel conditions, balancing access to destinations with auto through-put, allowing more frequent curb cuts and moderate auto travel speeds, emphasizing pedestrian safety at intersections, and provide less frequent transit service geared more toward long-distance commuting. [BC] e) See **Policies 6.1.4-6.1.9** below for individual Corridors. f) See **Goal 6.2** below for multi-modal considerations. g) See **Land Use Policies 5.1.3-5.1.12** for land use priorities in Centers and along Corridors. h) See **Urban Design chapter Section 7.1.2.1** for discussion of development context. i) See **Urban Design Goal 7.1** for hierarchy of Centers and Corridors policy application and for development form guidance. ### ACTIONS **6.1.1.1** Update street design standards in the City and County to better integrate with desired land use context, such as through Complete Streets and context-sensitive design solutions. [ABC] **6.1.1.2** Design and retrofit residential streets, as well as collectors and arterials where they serve and pass through residential areas, for multiple modes of travel to reduce speed, volume, and auto through-traffic while maintaining safety and enhancing neighborhood character. [ABC] **6.1.1.3** Consider the HFIN, vulnerability index, safety, land use, and development context when designing new or retrofitting existing roadways and incorporating design principles to discourage drivers from speeding. [A] ### POLICY 6.1.2 **Transit-Oriented Development: Prioritize transit-supportive density, uses, and building design along Transit Corridors. [ABC]** a) Identify transit-oriented development opportunities when planning transit service on Major Transit and Premium Transit Corridors. [A] b) Prioritize pedestrian amenities and a higher level of connectivity within 660 feet of transit stations. [A] c) Design streets to best accommodate transit vehicles and pedestrians, with bicycle accommodation focused on direct connections to the stations/stops, rather than along the travel way. [A] d) See **Policy 6.2.7** below for transit network policies. e) See **Land Use Goal 5.1** for policies about development in Centers and along Corridors. ### POLICY 6.1.3 **Auto Demand: Reduce the need for automobile travel by increasing mixed-use development, infill development within Centers, and travel demand management (TDM) programs. [ABC]** a) See **Community Identity Goal 4.2** for the CPA assessment process. b) See **Land Use Goals 5.1 and 5.2** for desired growth patterns and land uses. c) See also **Urban Design Goal 7.1** for streetscape design and development form in Centers and along Corridors. ### ACTIONS **6.1.3.1** Engage stakeholders through the CPA assessment process to evaluate the transportation network, the needs for and impacts of developments within the area, and TDM opportunities, such as ridesharing. [A] **6.1.3.2** Encourage TDM programs that establish rewards or incentives for reducing peak-hour congestion. [A] PLAN ELEMENT # TRANSPORTATION ## POLICY 6.1.4 **Premium Transit Corridors: Prioritize transit vehicles within the travel way and transit users in street design and improvements, incorporating pedestrian amenities, such as bulb-outs, pedestrian-activated signals, and refuge medians at intersections and near transit stations. [ABC]** a) Within Centers or within 660 feet of transit stations, follow policy objectives in the “Centers & Stations” column in **Table 6-3**. b) For the remainder of the Corridor, follow policy objectives related to the relevant underlying designation in **Policies 6.1.4-6.1.9**. c) For Corridors without an underlying designation, follow policy objectives in the “Other” column in **Table 6-3**. d) See **Land Use Goal 5.1** for policies about Centers & Corridors. e) See **Urban Design Goal 7.1** for policy hierarchy for Centers & Corridors and Development Form and Priority Street Elements Matrices. | POLICY OBJECTIVE | CENTERS & STATIONS | OTHER | | :--- | :--- | :--- | | Access Management: | Limited Access | Moderate Access | | Intersection Spacing: | Frequent intersections | Moderate intersections | | Left-in/Left-out Access: | None | None | | Right-in/Right-out Access: | None | Few | | Design Speed | 30-35 | 35-40* | | Minimum Peak Hour Auto Level of Service (LOS) | E-F | D-E | | Priority Travel Mode | Transit | Transit | | Transit Accommodation | Dedicated lane
Queue jump | Dedicated lane
Queue jump | | Signalized Intersections | Priority signals for transit
No right turn lanes | Priority signals for transit
Few right turn lanes | | On-Street Parking | Preferred in Centers, outside of station areas | On a case-by-case basis | | Recommended Pedestrian Realm Elements | High priority | Medium priority | | Pedestrian Connections | Maximize pedestrian connections to transit stations/stops, between adjacent developments, and across the street | Maximize pedestrian connections to transit stations/stops and between adjacent developments | | Clear Sidewalk Width | 10-12 feet | 8-10 feet | | Furnishings/Landscaping/ Buffer Zone | 6-8 feet | 6 feet | | Bicycle Facilities | See City, County, or Regional Bike Facility Plans | | **Table 6-3: Street Design – Premium Transit Corridors** \* Exception: Where traveling through Areas of Consistency, reduce design speed objective by 5 mph. ## POLICY 6.1.5 ### Main Street Corridors: Prioritize pedestrians in street design and improvements, emphasizing safety, accommodation, and amenities by slowing auto traffic, providing on-street parking, limiting or prohibiting curb cuts, and requiring primary auto access to parking lots to be provided from intersecting, auto-oriented streets. [ABC] a) Design streets within Main Street Corridors according to **Table 6-4**. b) See **Land Use Goal 5.1.9** for additional policies on Main Streets. c) See **Urban Design Goal 7.1** for policy hierarchy for Centers & Corridors and Development Form and Priority Street Elements Matrices. | POLICY OBJECTIVE | STREET DESIGN | | :--- | :--- | | Access Management: | Limited Access | | Intersection Spacing: | Frequent intersections | | Left-in/Left-out Access: | Few | | Right-in/Right-out Access: | Few | | Design Speed | 25-30 | | Minimum Peak Hour Auto Level of Service (LOS) | E | | Priority Travel Mode | Pedestrian | | Transit Accommodation | See corridor type | | Signalized Intersections | No right turn lanes | | On-Street Parking | Preferred | | Recommended Pedestrian Realm Elements | High priority | | Pedestrian Connections | Maximize pedestrian connections to transit stations/stops, between adjacent developments, and across the street | | Clear Sidewalk Width | 10-12 feet | | Furnishings/Landscaping/ Buffer Zone | 7 feet, with walkable tree well grates. | | Bicycle Facilities | *See City, County, or Regional Bike Facility Plans* | **Table 6-4: Street Design – Main Street Corridors** PLAN ELEMENT # TRANSPORTATION ## POLICY 6.1.6 ### Major Transit Corridors: Prioritize transit users in street design and improvements, encouraging pedestrian amenities, such as bulb-outs, pedestrian-activated signals, and refuge medians at intersections and near transit stops and stations. [ABC] a) Explore multi-modal and operational opportunities to manage congestion on river crossings, such as limited directional traffic during peak hours. b) Within Centers or within 660 feet of transit stations, follow policy objectives in the "Centers & Stations" column in **Table 6-5**. c) For the remainder of the Corridor, follow policy objectives in the "Other" column in **Table 6-5**. d) See **Land Use Policy 5.1.10** for additional policies on Major Transit Corridors. e) See **Urban Design Goal 7.1** for policy hierarchy for Centers & Corridors and Development Form and Priority Street Elements Matrices. | POLICY OBJECTIVE | CENTERS & STATIONS | OTHER | | :--- | :--- | :--- | | Access Management: | Limited Access | Full Access | | Intersection Spacing: | Frequent intersections | Moderate intersections | | Left-in/Left-out Access: | Few | Few | | Right-in/Right-out Access: | Few | Moderate | | Design Speed | 30-35 | 35-40* | | Minimum Peak Hour Auto Level of Service (LOS) | E | D-E | | Priority Travel Mode | Transit | Balance | | Transit Accommodation | Dedicated lane
Queue jump
Shared lane | Dedicated lane
Queue jump
Shared lane | | Signalized Intersections | Priority signals for transit
No right turn lanes | Priority signals for transit
Few right turn lanes | | On-Street Parking | Preferred in Centers | On a case-by-case basis | | Recommended Pedestrian Realm Elements | High priority | Medium priority | | Pedestrian Connections | Maximize pedestrian connections to transit stations/stops, between adjacent developments, and across the street | Maximize pedestrian connections to transit stations/stops and between adjacent developments | | Clear Sidewalk Width | 10-12 feet | 6-10 feet | | Furnishings/Landscaping/ Buffer Zone | 6-8 feet | 6 feet | | Bicycle Facilities | See City, County, or Regional Bike Facility Plans | | **Table 6-5: Street Design – Major Transit Corridors** * Exception: Where traveling through Areas of Consistency, reduce design speed objective by 5 mph. # POLICY 6.1.7 ### Multi-Modal Corridors: Balance the competing needs of pedestrians, bicyclists, autos, and transit in street design and improvements by slowing auto traffic, minimizing curb cuts, and encouraging primary auto access to parking lots to be provided from intersecting streets. [ABC] a) Accommodate all users, providing safety and mobility for pedestrians, bicyclists, and people with physical disabilities. b) Where insufficient right-of-way exists within the Corridor, provide enhanced facilities for bicyclists and pedestrians along parallel streets. c) Within Centers or within 660 feet of transit stations, follow policy objectives in the “Centers & Stations” column in **Table 6-6**. d) For the remainder of the Corridor, follow policy objectives in the “Other” column in **Table 6-6**. e) See **Land Use Policy 5.1.11** for additional policies on Multi-Modal Corridors. f) See **Urban Design Goal 7.1** for policy hierarchy for Centers & Corridors and Development Form and Priority Street Elements Matrices. | POLICY OBJECTIVE | CENTERS & STATIONS | OTHER | | :--- | :--- | :--- | | Access Management: Intersection Spacing: Left-in/Left-out Access: Right-in/Right-out Access: | Moderate Access Frequent intersections Few Few | Full Access Moderate intersections Moderate Moderate | | Design Speed | 30-35 | 35-40* | | Minimum Peak Hour Auto Level of Service (LOS) | E | D-E | | Priority Travel Mode | Balance | Balance | | Transit Accommodation | Shared | Shared | | Signalized Intersections | Priority signals for transit No right turn lanes | Priority signals for transit Moderate right turn lanes | | On-Street Parking | Preferred in Centers | On a case-by-case basis | | Recommended Pedestrian Realm Elements | High priority | Medium priority | | Pedestrian Connections | Maximize pedestrian connections to transit stations/stops and between adjacent developments | Maximize pedestrian connections to transit stations/stops and between adjacent developments | | Clear Sidewalk Width | 10-12 feet | 6-10 feet | | Furnishings/Landscaping/ Buffer Zone | 6-8 feet | 6 feet | | Bicycle Facilities | *See City, County, or Regional Bike Facility Plans* | | **Table 6-6: Street Design – Multi-Modal Corridors** * Exception: Where traveling through Areas of Consistency, reduce design speed objective by 5 mph. PLAN ELEMENT # TRANSPORTATION ## POLICY 6.1.8 ### Commuter Corridors: Prioritize automobile travel in street design and improvements by allowing higher traffic speeds, managing access for autos and pedestrians, and improving safety for pedestrians at signalized intersections. [ABC] a) Within Centers or within 660 feet of transit stations, follow policy objectives in the "Centers & Stations" column in **Table 6-7**. b) For the remainder of the Corridor, follow policy objectives in the "Other" column in **Table 6-7**. c) See **Land Use Policy 5.1.12** for additional policies on Commuter Corridors. d) See **Urban Design Goal 7.1** for policy hierarchy for Centers & Corridors and Development Form and Priority Street Elements Matrices. | POLICY OBJECTIVE | CENTERS & STATIONS | OTHER | | :--- | :--- | :--- | | Access Management: | Moderate Access | Limited Access | | Intersection Spacing: | Frequent intersections | Few intersections | | Left-in/Left-out Access: | Few | None | | Right-in/Right-out Access: | Few | Moderate | | Design Speed | 30-35 | 40-50* | | Minimum Peak Hour Auto Level of Service (LOS) | D-E | D | | Priority Travel Mode | Balance | Auto | | Transit Accommodation | Shared | Shared | | Signalized Intersections | Few right turn lanes | Moderate right turn lanes | | On-Street Parking | Not preferred | Not preferred | | Recommended Pedestrian Realm Elements | High priority | Low priority | | Pedestrian Connections | Required from development to transit stations/stops and to adjacent developments | Required from development to transit stations/stops and to adjacent developments | | Clear Sidewalk Width | 10 feet | 6 feet | | Furnishings/Landscaping/ Buffer Zone | 6 feet | 6 feet | | Bicycle Facilities | See City, County, or Regional Bike Facility Plans | | **Table 6-7: Street Design – Commuter Corridors** \* Exception: Where traveling through Areas of Consistency, reduce design speed objective by 5 mph. # POLICY 6.1.9 ### Other Arterials: Coordinate transportation planning at the regional level for arterials not designated as corridors in the Comp Plan. [ABC] a) Plan land adjacent to arterial streets to minimize harmful effects of traffic on nearby roadways and development. b) Reduce the frequency of curb cuts along principal and minor arterials. c) Within Centers or within 660 feet of transit stations, follow policy objectives in the "Centers & Stations" column in **Table 6-8**. d) For the remainder of arterial streets, follow policy objectives in the "Other" column in **Table 6-8**. e) See also **Goal 6.2** below for multi-modal system policies. f) See **Urban Design Goal 7.1** for policy hierarchy for Centers & Corridors and Development Form and Priority Street Elements Matrices. | POLICY OBJECTIVE | CENTERS & STATIONS | OTHER | | :--- | :--- | :--- | | Access Management: | Moderate Access | Full Access | | Intersection Spacing: | Frequent intersections | Moderate intersections | | Left-in/Left-out Access: | Few | Moderate | | Right-in/Right-out Access: | Few | Moderate | | Design Speed | 30-35 | 35-40* | | Minimum Peak Hour Auto Level of Service (LOS) | D-E | D | | Priority Travel Mode | Balance | Auto | | Transit Accommodation | Shared | Shared | | Signalized Intersections | Few right turn lanes | Moderate right turn lanes | | On-Street Parking | Not preferred | Not preferred | | Recommended Pedestrian Realm Elements | High priority | Low priority | | Pedestrian Connections | Required from development to transit stations/stops and to adjacent developments | Required from development to transit stations/stops and to adjacent developments | | Clear Sidewalk Width | 10 feet | 6 feet | | Furnishings/Landscaping/ Buffer Zone | 6 feet | 6 feet | | Bicycle Facilities | See City, County, or Regional Bike Facility Plans | | #### Table 6-8: Street Design – Other Arterial Streets * Exception: Where traveling through Areas of Consistency, reduce design speed objective by 5 mph. PLAN ELEMENT # TRANSPORTATION # Goal 6.2 Multi-Modal System ### Encourage walking, biking, and transit, especially at peak-hour commuting times, to enhance access and mobility for people of all ages and abilities. #### POLICY 6.2.1 **Complete Networks: Design and build a complete, well-connected network of streets and trails that offer multiple efficient and safe transportation choices for commuting and daily needs. [ABC]** a) Prioritize investment in facilities for walking, biking, and transit. b) Provide safe and efficient transfers between transportation modes. c) Improve connectivity to provide route options and decrease distance to services for all users, particularly vulnerable populations, by reinforcing the street grid, providing pedestrian access points through subdivisions, and discouraging right-of-way vacations, etc. d) Discourage dead ends in order to improve pedestrian and bicycle access to transit and other destinations and reduce congestion by dispersing automobile traffic. e) Improve connections between transit stops and where people live and work through increasing active transportation options. f) Improve safe trails and biking infrastructure and ensure that these improvements are equitably distributed to increase access to and enjoyment of open space by all residents. #### ACTIONS **6.2.1.1** Evaluate demand and capacity of bike, pedestrian, and transit service on a project-by-project basis for roads that experience or are designed to encourage a range of transportation modes. [ABC] **6.2.1.2** Follow FHWA guidance to identify, analyze, and prioritize opportunities for road diets, lane configuration changes, or other traffic calming projects. [ABC] **6.2.1.3** Revise subdivision standards to encourage and reinforce the complete transportation network and street grid for all travel modes. [A] **6.2.1.4** Implement design and traffic operation techniques to reduce travel times, such as priority signal timing, ITS, and for buses queue jumps and dedicated transit lanes. [A] **6.2.1.5** Fill bicycle and pedestrian network gaps to expand these network by prioritizing improvements along the HFIN and in vulnerable communities. [A] **6.2.1.6** Leverage existing funding for roadway projects, Complete Streets, and other traffic-safety related projects/programs. [A] ## POLICY 6.2.2 ### Complete Streets: Incorporate Complete Streets concepts and policies into the development, retrofit, and rehabilitation of all transportation infrastructure at all phases, including planning, scoping, design, implementation, and performance monitoring. [ABC] a) Use best practices for multi-modal design. b) Minimize conflicts between vehicular traffic and pedestrians and cyclists and incorporate traffic calming and safety measures for pedestrians and bicyclists. c) Apply best practices and national design guidance from sources such as the ITE *Manual for Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable Communities*, NACTO *Urban Street Design Guide*, AASHTO *Guide for the Planning, Design, and Operation of Pedestrian Facilities*, NACTO *Urban Bikeway Design Guide*, and AASHTO *Guide for the Development of Bicycle Facilities*. d) See Street Design guidance in **Policies 6.1.4-6.1.9** above. e) See also **Urban Design Goals 7.1 and 7.1** for streetscape and pedestrian-accessible design. ### ACTIONS **6.2.2.1** Incorporate pedestrian and bicycle amenities and improvements, transit accommodations, and landscaping when designing and retrofitting arterials. [ABC] **6.2.2.2** Update the DPM to reference current best practice and design guidance to achieve Complete Streets principles. [A] ## POLICY 6.2.3 ### Pedestrian & Bicycle Connectivity: Provide direct pedestrian and bicycle access to and circulation within Centers, commercial properties, community facilities, and residential neighborhoods. [ABC] a) Design streets, streetscapes, and sidewalks to enhance pedestrian and bicyclist mobility for commuting, recreation, and activities of daily living. [ABC] b) Preserve and maintain pedestrian, biking, and equestrian opportunities on neighborhood streets, in alleys, and along acequias. [ABC] c) Provide comfortable, barrier-free, direct pedestrian and bicycle routes to Transit Centers, transit stations, and transit stops. [ABC] d) Ensure pedestrian connections to private open space and civic spaces in Centers. [ABC] e) Design subdivisions to provide multiple vehicular and pedestrian access points. [ABC] f) Design pedestrian and bicycle circulation systems within private developments to fit the character of the site and minimize conflicts with vehicular traffic. [A] g) Invest in City-funded sidewalk improvements for safety and accessibility for all users, and especially people with limited mobility. PLAN ELEMENT # TRANSPORTATION h) See **Policy 6.2.1** above for complete networks. i) See **Policy 6.2.4** Pedestrian Network below. j) See **Policy 6.2.5** Bicycle Network below. k) See **Policy 6.5.2** below for ADA compliance. l) See **Infrastructure, Community Facilities & Services Policy 12.4.2** for ADA compliance. ### ACTIONS **6.2.3.1** As development occurs along Commuter Corridors, consider grade-separated crossings, special signalization, and/or other alternatives that improve access for pedestrians and cyclists and improve safety for all modes of transportation. [ABC] **6.2.3.2** Analyze gaps in connectivity, prioritize improvement projects, and assess progress over time. [ABC] ## POLICY 6.2.4 ### Pedestrian Network: Prioritize pedestrian travel, safety, and amenities above all other transportation modes on Main Street Corridors and streets within Downtown, Urban Centers, and Activity Centers. [ABC] a) Develop and maintain a safe, convenient, and visually pleasing pedestrian environment, ensuring adequate facilities for all users, especially children, senior citizens, and people with disabilities. [ABC] b) Encourage small-scale uses, pedestrian-oriented site layout and design, and safe crossings at intersections and transit stops, stations, park and ride locations, and transit centers. [ABC] c) Prioritize pedestrian level of service, accommodations, and amenities over auto traffic speeds at transit stations, within Centers, and at crossings of limited-access and high-traffic arterials. [ABC] d) Implement and update the County's *Pedestrian and Bicycle Safety Action Plan*: http://www.bernco.gov/public-works/pedestrian-bicycle-safety-study-action-plan.aspx. [BC] e) See **Policy 6.5.2** below for ADA compliance. f) See **Land Use Goal 5.1** for Centers and Corridors policies. g) See **Urban Design Goal 7.1** for the Priority Street Elements Matrix. h) See **Infrastructure, Community Facilities & Services Policy 12.4.2** for ADA compliance. ### ACTION **6.2.4.1** Develop and implement sidewalk and street design standards that define pedestrian level of service and improve pedestrian comfort and safety. [ABC] **6.2.4.2** Increase awareness of sidewalk repair rules, regulations, and reporting. [A] ## POLICY 6.2.5 ### Bicycle Network: Promote an area-wide bicycle and trail network for transportation and recreation that emphasizes connections among Centers and safe crossings at intersections. [ABC] a) Create a comprehensive, safe, and convenient network of bike routes, lanes, and trails, by incorporating bicycle facilities into all future transportation planning. [ABC] b) Prioritize safe and convenient connections for bicyclists among Centers, existing parks, trails, and Open Space that will result in a continuous and interconnected system of bikeways and trails. [ABC] c) Require bike facilities and trails as part of private developments to implement Rank 2 Bikeways Facilities Plans. [ABC] d) Where bikeways and trails are planned along streets with high traffic speeds or volumes, including Commuter and Multi-Modal Corridors, provide buffered bike lanes and/or off-street trails to allow the greatest separation between cyclists and automobiles. [ABC] e) Prioritize trail and bikeway improvements in the County’s Pedestrian and Bicycle Safety Action Plan and the City’s Rank 2 Bikeways & Trails Facility Plan. [ABC] f) Design and develop bicycle facilities to meet safety considerations as provided in the LRTS Guide, ITE, NACTO, and/or AASHTO standards. [ABC] g) Incorporate the best and most innovative facilities that can be provided within right-of-way, project, and budget constraints. [A] h) Improve bicycle parking options in commercial areas, civic spaces, and recreation destinations. [A] i) See Policy 6.2.3 above for connectivity. k) See Policy 6.7.2 below for coordination of the regional bicycle and trail network. k) See Land Use Goal 5.1 for Centers & Corridors policies. l) See Urban Design Goal 7.1 for the Priority Street Elements Matrix. m) See Infrastructure, Community Facilities & Services Policy 12.4.5 for Facility Plans. ### ACTIONS 6.2.5.1 Update design standards to reflect best practices and most recent City, County, and regional bicycle planning efforts. [ABC] 6.2.5.2 Add on-street bicycle facilities when existing arterials and collectors are reconstructed, resurfaced, or the median is rebuilt and sufficient right-of-way exists. [ABC] 6.2.5.3 Support and promote bike share programs in Centers and near transit stations. [A] ## POLICY 6.2.6 ### Equestrian Network: Follow guidance on equestrian facilities in the Bikeways & Trails Facility Plan; the Bicyclist and Pedestrian Safety Action Plan; and the Parks, Recreation, and Open Space Plan. [ABC] ## POLICY 6.2.7 ### Transit Network: Prioritize transit travel and pedestrian safety, especially near transit stops and stations and intersections. [ABC] a) Locate Park and Ride facilities to serve areas with high auto congestion and design facilities to maximize auto access and minimize adverse impacts on single-family residential areas. [ABC] b) Design and invest in an efficient and reliable transit system that serves existing development and provides premium service in Centers and along Transit Corridors, with the highest level of service Downtown and in Urban Centers. [A] c) Make transit access easy, comfortable, convenient, safe, and more viable by providing direct routes, increasing frequency, achieving acceptable system-wide travel speeds, and employing new technology. [A] PLAN ELEMENT # TRANSPORTATION d) Provide the highest level of transit service, dedicated transit lanes, and amenities on corridors with transit-supportive land uses, intensities, and design; where ridership is expected to be greatest; or where auto congestion signals the greatest need for additional transportation options. [A] e) Employ strategies and technology, such as signal preference and preboarding fare systems, to improve travel times for transit on Premium and Major Transit Corridors, particularly for peak-hour travel. [A] f) Locate transit stations to maximize the number of residences and businesses within ¼-mile to expand and sustain transit ridership. [A] g) Design transit centers and stations to provide good lighting, shade, seating, information and wayfinding, and bicycle storage. [A] h) Improve safety of buses and bus stops for vulnerable populations (e.g., women and children, people with disabilities, other persons) by incorporating safe design strategies. i) See **Policy 6.1.2** above for transit-oriented development. j) See **Policy 6.2.3** above for pedestrian and bicycle connections to transit. k) See **Policy 6.2.4** above for the pedestrian network. l) See **Goal 6.3** below for safe transportation systems. m) See **Policy 6.7.2** below for policies on regional transit coordination. n) See **Land Use Goals 5.1 and 5.2** for policies to encourage high-density residential development, mixed-income residential, and a mix of employment and services near transit service. o) See **Urban Design Goal 7.1** for policies related to pedestrian and transit-supportive streetscape design. ### ACTIONS #### 6.2.7.1 Participate in regional efforts to coordinate transit planning and implementation among agencies and area jurisdictions, including identification of corridors for the MTP’s Priority Transit Network. [ABC] #### 6.2.7.2 Prioritize investment to achieve regional mode share goals and to enhance service to Comp Plan and MTP Centers. [ABC] #### 6.2.7.3 Develop standards for transit-supportive mitigation measures for Transit Corridors as part of a Traffic Impact Study. [A] #### 6.2.7.4 Explore and invest in strategies to add capacity through priority signal timing queue jumps, and bus stop rebalancing to reduce travel times for buses. [A] ## POLICY 6.2.8 ### Auto Network: Prioritize automobile travel on Commuter Corridors and balance it with other travel modes on other streets. [ABC] a) Provide continuous, safe, and convenient vehicular circulation to achieve and maintain smooth traffic flow at steady, moderate speeds. [ABC] b) On Commuter Corridors and other auto-oriented arterials, provide convenient access to auto-oriented uses, minimize conflicts with pedestrians and cyclists, and provide safe and convenient pedestrian crossings. [ABC] c) On Commuter Corridors within Centers, prioritize the pedestrian network. [ABC] d) On transit and pedestrian-oriented arterials, balance auto traffic flow with other travel modes to achieve multi-modal, mixed-use, environments. [ABC] e) Coordinate vehicle circulation throughout development sites, clearly define access points, and provide safe and convenient pedestrian walkways. [A] f) Encourage ridesharing programs. [A] g) Improve signal timing to improve circulation. [A] h) See MRCOG Access Control Policy for access-controlled arterials and intersections and Development Process Manual for access and intersection spacing standards for non-access controlled arterials. [A] i) See **Policy 6.1.3** above for auto demand. j) See also **Policy 6.1.8** above for Commuter Corridors. k) See **Policy 6.2.3** above for guidance on location of trails and bikeways. l) See **Land Use Goal 5.1** for Centers & Corridors policies. m) See **Urban Design Goal 7.1** for the Priority Street Elements Matrix. ### POLICY 6.2.9 **Freight Network: Prioritize truck routes and rail facilities as identified in the Metropolitan Transportation Plan, providing safe pedestrian crossings at intersections and limiting conflicts with roadways and abutting land uses. [ABC]** a) Plan future rail spurs to minimize adverse impact on nearby single-family neighborhoods. b) Consider design interventions, such as grade-separated roadways, where there are documented safety issues at railroad crossings. c) See **Policy 6.6.3** below for freight infrastructure. d) See **Land Use Policy 5.2.1** for the impacts of development on surrounding communities. e) See **Urban Design Goal 7.1** for the Priority Street Elements Matrix. f) See **MTP Map 3-14** for the Primary Freight Network and Truck Restrictions: http://www.mrcog-nm.gov/transportation/metro-planning/long-range-mtp ### POLICY 6.2.10 **Aviation: Provide adequate accommodations for domestic travel, shipping, and military purposes. [ABC]** a) See *Sunport Master Plan* and *Double Eagle II Master Plan*. b) See *MRCOG Joint Land Use Study*. #### ACTIONS **6.2.10.1** Study and plan the future of Double Eagle Airport II, including roadway alignments, interface with the Petroglyph National Monument, economic development impacts, environmental impacts, and selection for other reliever airport sites on a regional basis. [ABC] **6.2.10.2** Study and plan the future of the Albuquerque Sunport, including roadway alignments, interface with the Kirtland Air Force Base, economic development impacts, environmental impacts, and selection for other reliever airport sites on a regional basis. [A] # Goal 6.3 Safety ## Plan, develop, operate, and maintain a transportation system that provides safe access and mobility for all roadway users. ### POLICY 6.3.1 **All Users: Use engineering, education, encouragement, enforcement, and evaluation to improve safety for pedestrians, cyclists, transit users, and motorists. [ABC]** a) For each mode, minimize potential transportation/emergency response hazards such as grade crossings, obsolete street geometry, and inadequate street lighting. [ABC] b) Design streets for posted speed limit to align driver behavior with the intended character of the street and to maintain safe vehicular speeds, particularly in areas with high levels of pedestrian activity. [ABC] c) Signalize mid-block crossings of major streets at intersections with multi-use trails or bike routes, particularly in locations with high numbers of pedestrians and cyclists. [ABC] d) Incorporate on-street and reverse-angle parking to provide traffic calming and enhanced pedestrian and cyclist safety in areas with retail. [A] e) See **Urban Design Section 7.1.2.4** and **Policy 7.4.4** for description of and policy for reverse-angle parking. f) Prioritize equity, transparency, and accountability when making investments to improve transportation safety. ### ACTIONS **6.3.1.1** Improve roadway and trail safety by reviewing and updating signage and striping. [ABC] **6.3.1.2** Coordinate with APD and/or BCSO on enforcement activities and programs. [ABC] PLAN ELEMENT # TRANSPORTATION **6.3.1.3** Support and expand bike education programs that encourage safety such as Bike to Work Day or community bicycle education centers. [ABC] **6.3.1.4** Perform before and after studies for projects involving complete streets improvements, lane reduction, restriping, signalization changes, or safety improvements. [ABC] **6.3.1.5** Maintain an all-weather roadway system, with improvements prioritized to achieve year-round access to existing and planned development in rural areas. [BC] **6.3.1.6** Establish a permanent funding source for the Vision Zero program to plan, design, implement, and maintain transportation infrastructure. [A] **6.3.1.7** Dedicate staff to implementing a Vision Zero program. [A] **6.3.1.8** Incorporate Vision Zero and proven safety countermeasures into scoping, planning, design, implementation, and evaluation for all transportation projects, with particular emphasis on projects along the HFIN and in vulnerable communities. [A] **6.3.1.9** Implement signal and/or operational modifications proven to reduce serious crashes at high crash intersections along the HFIN and in vulnerable communities. [A] **6.3.1.10** In the near term, implement low-cost, high impact safety countermeasures along the HFIN and vulnerable communities, while also planning for future, more costly transportation safety improvement projects. [A] **6.3.1.11** Convene an internal City of Albuquerque Vision Zero Working Group to coordinate and collaborate on traffic safety projects and ensure new transportation projects include safety countermeasures. [A] **6.3.1.12** Convene recurring fatal crash review meetings to understand fatal crash trends. [A] **6.3.1.13** Construct/reconstruct corridors and intersections using proven safety countermeasures to prioritize safety and vulnerable road users, and to provide more opportunities to better accommodate all roadway users. [A] **6.3.1.14** Continue to improve neighborhood traffic safety through the City's Neighborhood Traffic Management Program (NTMP). [A] **6.3.1.15** Train law enforcement officers on Vision Zero priorities, including equity, data, and reporting needs, and develop best practices for traffic enforcement focused on the most dangerous behaviors and locations. [A] **6.3.1.16** Support efforts to augment crash data with information on actual speeds, medical data, and traffic citation data. [A] ## POLICY 6.3.2 ### Pedestrians: Improve safety for pedestrians through street design. [ABC] PLAN ELEMENT # TRANSPORTATION a) Improve the comfort and safety of pedestrians in areas with high pedestrian volume, particularly at signalized and unsignalized crosswalks on arterials and collector streets, near schools, and in Centers. [A] b) Provide buffers between pedestrians and traffic (e.g. on-street parking, landscaped buffers, etc.). [A] c) Prioritize and incentivize public and private pedestrian-scale lighting to increase pedestrian visibility and security. [A] d) See **Policy 6.2.4** above for safety improvements for pedestrians. e) See **Policy 6.5.2** below for ADA compliance. f) See **Urban Design Policy 7.2.1** for policy on pedestrian refuges in medians for wide and high-traffic streets. g) See **Infrastructure, Community Facilities & Services Policy 12.4.2** for ADA compliance. ### ACTIONS **6.3.2.1** Implement FHWA proven safety countermeasures, such as medians and pedestrian crossing islands, at intersections with high auto and pedestrian traffic levels and sufficient right-of-way. [ABC] **6.3.2.2** Coordinate with FHWA and MRMPO on pedestrian road safety assessments and implement recommended improvements at priority intersections. [A] **6.3.2.3** Remove obstructions and barriers to walking during transportation improvement projects, particularly in areas with narrow sidewalks and high levels of pedestrian activity. [A] ## POLICY 6.3.3 ### Cyclists: Improve safety for cyclists through street design. [ABC] a) See **Policy 6.2.5** Bicycle Network above for safety improvements for cyclists. [A] b) See **Infrastructure, Community Facilities & Services Policy 12.4.5** for facility planning c) See County *Pedestrian & Bicycle Safety Action Plan*. [BC] d) See City *Rank 2 Bikeways & Trails Facility Plan*. [A] # Goal 6.4 Public Health ### Promote individual and community health through active transportation, noise mitigation, and air quality protections. #### POLICY 6.4.1 **Active Transportation: Promote options and mobility for walking, biking, and other non-motorized travel. [ABC]** a) See **Policy 6.2.3** Pedestrian & Bicycle Connectivity above for pedestrian and bicycle connections and mobility. b) See **Urban Design Goal 7.2** for policies that promote walkability. **ACTION** **6.4.1.1** Continue and expand city and county programs and events that encourage and educate on the use of active transportation and pedestrian and bike safety. [ABC] **6.4.1.2** Elevate Vision Zero to a citywide policy that is coordinated with City leadership so that ongoing support is provided. **6.4.1.3** Track and document projects that support Vision Zero and develop best practices that can be included in other transportation projects. **6.4.1.4** Pair traffic/transportation education with roadway construction projects to educate the community on the importance of infrastructure changes, how to safely utilize and navigate those changes, and share information on how the community can support these efforts. **6.4.1.5** Educate City staff on and incorporate traffic safety best practices and countermeasures into the infrastructure project development and planning development review processes. **6.4.1.6** Support walking, riding a bicycle, and taking transit among City employees through workplace programs, outreach and incentives. #### POLICY 6.4.2 **Air Quality: Reduce the adverse effects of automobile travel on air quality through coordinated land use and transportation that promote the efficient placement of housing, employment, and services and improve the viability of multi-modal transportation options. [ABC]** a) Coordinate with MRMPO to track performance measures for the regional MTP Preferred Scenario for growth over time. [ABC] PLAN ELEMENT # TRANSPORTATION b) Coordinate with MRMPO and member agencies to work toward cooperative solutions to regional air quality issues. [ABC] c) Sustain efforts to convert city fleet vehicles to electric where feasible. d) See **Policies 6.1.1 and 6.1.3** above for matching transportation and land use and reducing auto demand. e) See **Goal 6.2** above for policies to encourage a multi-modal system. f) See **Land Use Goal 5.1** for Centers and Corridors policies. g) See also **Resilience & Sustainability Goal 13.5** for community health considerations. ### ACTIONS **6.4.2.1** Incorporate technologies to lower fleet vehicle emissions. [A] **6.4.2.2** Provide parking incentives for alternative fuel vehicles. [A] **6.4.2.3** Transition mass transit to zero emissions fuel sources. [A] ## POLICY 6.4.3 **Noise: Mitigate traffic noise along roadways using measures that represent a reasonable balance between public expenditure and social, economic, and environmental values of the community. [ABC]** ### ACTIONS **6.4.3.1** Require applicants to analyze noise impact of roadways on proposed noise-sensitive uses (e.g. hospitals, daycares, schools, and residences) adjacent to existing arterial streets. [ABC] **6.4.3.2** Analyze and mitigate projected traffic and noise impacts of proposed street widening and similar projects upon adjacent neighborhoods and uses. [ABC] # Goal 6.5 Equity ### Expand mobility by providing safe and connected networks for non-auto travel and public transit for low-income and vulnerable populations. #### POLICY 6.5.1 **Equitable Transportation Systems: Consider the needs of people of all ages and abilities in the design, construction, and operation of transportation systems. [ABC]** a) Reduce household transportation costs by improving mobility and choice among modes. [ABC] b) Prioritize active transportation investments to underserved and underrepresented neighborhoods to respond to distinct needs within CPAs. [A] c) Prioritize transportation investments in Metropolitan Redevelopment Areas and in areas underserved by private development. [A] d) See **Policy 6.3.1** above for safety improvements. e) See **Community Identity Goal 4.3** for priorities within each CPA. **ACTIONS** **6.5.1.1** Assess transportation infrastructure and service within CPAs and engage communities to identify priorities. [A] **6.5.1.2** Track transportation investments in CPAs to ensure equitable public investment. [A] **6.5.1.3** Collaborate with a broad range of local community groups, including advocates for walking, riding bicycles, and vulnerable road user groups, to engage more stakeholders and expand the reach of Vision Zero initiatives. [A] **6.5.1.4** Collaborate with local organizations and support events that promote and advocate for walking, riding a bicycle, using mobility devices, and taking transit. [A] **6.5.1.5** Increase opportunities for people to take transit to events, including free fares and park-and-rides. [A] #### POLICY 6.5.2 **ADA: Exceed the minimum requirements of the Americans with Disabilities Act in order to provide reliable and comfortable mobility options. [ABC]** a) Provide barrier-free sidewalks and curb ramps. b) Design intersections to accommodate people with different mobility levels and/or physical impairments. c) Follow national best practices and apply PROWAG where appropriate for transportation infrastructure within the public right-of-way. d) See **Infrastructure, Community Facilities & Services Policy 12.4.2** for ADA compliance. # Goal 6.6 Economy ## Invest in a transportation system that stimulates and supports job creation and business development and improves the movement of people, goods, and services. ### POLICY 6.6.1 **Accessing Jobs: Align transportation investments to improve connections to Centers and employment clusters. [ABC]** a) See **Policy 6.6.3** below on improving freight connections. b) See **Land Use Goal 5.1** for development patterns in Centers and along Corridors. c) See **Land Use Goal 5.4** for policies related to improving the jobs-housing balance. ### POLICY 6.6.2 **Transportation Options: Provide a balanced transportation system with effective transportation options to help retain and attract the workforce. [ABC]** a) See **Goal 6.2** above for complete networks and multi-modal priorities. b) See **Land Use Goal 5.1** for land uses that support a balanced transportation system c) See **Economic Development Goal 8.1** for attracting talent and businesses. ## POLICY 6.6.3 ### Freight Movement: Manage congestion, especially along freight corridors, in order to allow efficient movement of goods and services. [ABC] a) Support freight movement so all areas of the city and county have access to goods and services. [ABC] b) Improve connectivity of airports to the freight and rail networks and support land uses and development patterns that bolster nearby employment opportunities. [A] c) See **Policy 6.2.9** above for the freight system. d) See **Economic Development Goal 8.1** for attracting talent and businesses. ### ACTIONS **6.6.3.1** Coordinate with other jurisdictions through MRMPO to explore solutions to improve freight access to Activity and Employment Centers on the West Side. [ABC] **6.6.3.2** Coordinate public and private efforts to develop regional capabilities to support cargo-oriented and logistics development. [A] **6.6.3.3** Work with constituent jurisdictions and the Mid-Region Council of Governments to assess whether there is adequate truck access to serve employment and commercial activities in the Volcano Heights Urban Center. Any proposed changes to truck restrictions should be considered with input from local stakeholders to ensure that such access does not impact adjacent neighborhoods or roadway design regulations. [A] ## POLICY 6.6.4 ### Redevelopment: Leverage transportation investments to spur redevelopment and private investment along commercial corridors and Interstates. [ABC] a) Encourage streetscape and landscape design that provides a positive image at interchanges and access points. [ABC] b) Encourage the screening of equipment storage from the public right-of-way. [ABC] c) See **Goal 6.1** above for land use and transportation integration, including policies about Corridor types. d) See **Urban Design Policy 7.3.3** for enhancing district identity. e) See **Urban Design Policy 7.6.2** for matching transportation infrastructure with development context. f) See **Economic Development Goal 8.1** for attracting talent and businesses. PLAN ELEMENT # TRANSPORTATION # Goal 6.7 System Effectiveness ### Implement and maintain an effective and efficient transportation system in a coordinated and cost-effective manner. #### POLICY 6.7.1 **Public-Private Coordination: Coordinate public and private sector investment, development, and transportation decisions so that future investments are consistent with the vision and principles of the Comp Plan and the regional MTP. [ABC]** a) Integrate all transportation modes as development occurs, coordinating as necessary with property owners, City DMD, County Public Works, ABQ RIDE, MRMPO, and Rio Metro. b) Prioritize transportation projects that show high return on investment from lower construction and maintenance costs and higher property values and gross receipts taxes. c) Increase the efficiency of existing streets in already developed areas before considering adding new roadway lanes. #### POLICY 6.7.2 **Regional Systems: Coordinate across transportation agencies to plan a transportation system for the region. [ABC]** a) Coordinate with MRMPO to update and implement the MTP. [ABC] b) Follow design recommendations in the LRTS Guide for functional classification and appropriate access management strategies, roadway design guidelines, and guidance on right-of-way width. [ABC] c) Coordinate with MRMPO to provide regional connections for on-street bike lanes and multi-use trails. [ABC] d) Improve the energy efficiency of the transportation system over time, promoting a variety of transportation modes such as transit, para-transit, and railway systems; bicycle facilities and multi-use trails; and infrastructure for fuel efficient automobiles. [ABC] e) Work with MRMPO to assess the adequacy of river crossings based on the population projections and distribution. [ABC] f) Coordinate with Rio Metro and MRMPO to provide regional transit service. [A] g) See Goal 6.2 above for policies related to mobility and transportation options throughout the region. #### ACTIONS **6.7.2.1** Coordinate with MRMPO and Rio Metro to assess costs and benefits of regional transportation projects and assign cost sharing among affected jurisdictions. [ABC] **6.7.2.2** Coordinate with MRMPO to forecast travel demand and analyze transportation system capacity for CPAs to guide future transportation options and investments. [ABC] **6.7.2.3** Coordinate with MRMPO to implement the Preferred Scenario through recommended transportation strategies and action items in the MTP. [ABC] **6.7.2.4** Coordinate with MRMPO to assess needs for and alignments of additional major streets for undeveloped and underserved areas. [ABC] **6.7.2.5** Coordinate with Rio Metro, MRMPO and Bernalillo County to develop a region-wide, long-range transit plan. [A] **6.7.2.6** Explore the option of allowing Sun Van and DSA transportation to travel outside Albuquerque city limits to medical facilities more convenient for patrons living on the edge of city limits. [A] ## POLICY 6.7.3 ### Schools: Collaborate with Albuquerque Public Schools and State-chartered schools to provide safe access to school sites for all transportation modes. [ABC] PLAN ELEMENT # TRANSPORTATION # Goal 6.8 Context ### Provide transportation investments that are responsive to context and natural setting. ### POLICY 6.8.1 **Natural and Cultural Context: Locate, design, and construct roads to minimize their impact to natural, historic, archaeological, or other cultural resources, including view corridors. [ABC]** a) Design roadways to fit the topography of the area traversed as well as the scale of travel needs. [ABC] b) Limit vehicular crossings of arroyos. [A] c) Encourage "Scenic Corridors" and/or single-loaded streets as the preferred edges for Major Public Open Space and the Petroglyph National Monument. [A] d) See **Heritage Conservation Goal 11.3** for cultural landscapes. e) See **Resilience & Sustainability Policy 13.1.3** for infrastructure design that considers climate change. ### POLICY 6.8.2 **Community Planning Areas: Provide transportation investments that are responsive to the distinct needs of each neighborhood and sub-area. [ABC]** a) Consider policies and actions for individual corridor priorities within the context of the needs of the broader transportation network. b) Consider the needs for priority corridors in each CPA throughout ongoing planning efforts. c) See **Community Identity Goal 4.3** for CPA priorities. d) See **Implementation Strategy 2** for CIP prioritization and regional coordination. (blank page) --- ## Housing — 9 Housing EFFECTIVE.pdf - Source: https://documents.cabq.gov/planning/UDD/CompPlan2024/9%20Housing%20EFFECTIVE.pdf - Pages: 32 - Covers: housing (blank page) <
> PLAN ELEMENT Chapter 9 # HOUSING <
> Image Credit: City of Albuquerque PLAN ELEMENT # HOUSING # 9.1 Background & Analysis ### 9.1.1 Introduction To meet our residents’ needs now and in the future, we need to provide the kinds of housing options that people want and can afford. Not only is our livability reflected in the quantity, quality, variety, and accessibility of housing stock, a balanced and innovative housing policy also influences the local economy, public health, transportation, and mobility. This chapter presents the current state of housing, as well as an analysis of shifting preferences and future housing needs for Albuquerque and Bernalillo County. Key strategies incorporated into the goals, policies, and actions are intended to help expand housing type options, ensure affordable housing in rural, suburban, and urban locations, and address housing and related services for vulnerable populations and those experiencing homelessness in our community. Housing policies relate to and support almost every element of the Comp Plan, especially community identity, land use, and economic development. In the short term, new housing construction creates jobs and increases tax revenue. In the long term, thoughtful housing policies help to make Albuquerque a desirable place to live, creating vibrant, sustainable neighborhoods that connect residents to nearby jobs and amenities, which can attract workers and employers to the region. <
> Image credit: City of Albuquerque # Applying the Guiding Principles Each element of the Comp Plan uses guiding principles as the basis for its goals, policies, and actions. The six guiding principles and their definitions were developed from input received during the public involvement process, detailed in the Vision chapter. Here, we apply the guiding principles to **housing** goals, policies, and actions. ### STRONG NEIGHBORHOODS * Preserving and improving housing stock supports neighborhood stability. * Diverse housing options support complete neighborhoods – including a range of income levels and ages. * Quality housing enhances neighborhood character. <
> ### MOBILITY * Locating residences close to offices, shops, restaurants, and other allied uses reduces the need to travel and households' overall expenses. * Workforce housing is most appropriate along major transportation and transit corridors and near job centers. <
> ### ECONOMIC VITALITY * Improving housing stock increases property values and tax base. * A well-balanced housing supply ensures availability of workforce housing and other housing options desired across the full spectrum of incomes. <
> ### EQUITY * A mix of high-quality housing serves a range of household types at all income levels and helps maintain affordability over time. * Reducing regulatory barriers to affordable housing – such as minimum housing unit and lot size – reduces the cost of development and helps make units more affordable. * Rehabilitation programs and management training help preserve the existing affordable housing supply. * Ensuring all people have fair and equal access to housing consistent with the federal Fair Housing Act and the HUD Rule on Affirmatively Furthering Fair Housing. <
> ### SUSTAINABILITY * Adaptive reuse and renovation use fewer natural resources than new development. * Concentrating housing near jobs reduces auto travel and decreases our carbon footprint. * New standards encourage green building and low impact development techniques. <
> ### COMMUNITY HEALTH * Providing stable shelter meets a basic human need of all residents. * Housing standards protect residents from poor construction, hazardous materials, and deteriorating structures. PLAN ELEMENT # HOUSING # In the future... Albuquerque and Bernalillo County's housing options will reflect evolving preferences and demographics, including a growing senior population. Most homes will be single-family units, but a broader range of housing types, such as mixed-use, multi-family, live-work units, and independent and assisted care facilities will be available throughout the region, supporting a higher quality of life for households at all income levels. <
> ## 9.1.2 Context & Analysis ### 9.1.2.1 CURRENT HOUSING PROFILE Balanced, well-planned housing means that residents of every background have choices of a variety of housing types, sizes, locations, and prices. To start this analysis for the future, we look at the mix of housing today. According to the U.S. Census, there were 263,719 households in Bernalillo County in 2014, with an average household size of 2.5 people. Of these households, 80 percent are within the city, where the average household size is only slightly lower than in the county. | | HOUSEHOLDS | AVG. SIZE | | :--- | :---: | :---: | | State | 764,684 | 2.72 | | County (all) | 263,719 | 2.55 | | Unincorporated Bernalillo County | 49,259 | 2.86 | | City of Albuquerque | 211,264 | 2.47 | #### Table 9-1: Total Households & Average Household Size Source: U.S. Census Bureau 2009-2014 ACS ### Housing Mix & Tenure The Albuquerque area has a fairly balanced mix of housing options to serve today’s residents. In Albuquerque and Bernalillo County, single-family homes are the most common type of dwelling, comprising two thirds of the total housing mix (see **Figure 9-1**). Multi-family units make up about a quarter, and there is a smaller percentage of townhomes and mobile homes. Over 60 percent of households in the city and county are homeowners, which is typical for New Mexico and the U.S. Within the Comp Plan area, housing tenure varies between the more dense and urban city <
> #### Figure 9-1: Housing Mix in Bernalillo County Source: U.S. Census Bureau 2009-2014 ACS and the more rural unincorporated county. In the unincorporated areas of the county, homeownership is 82 percent, while in the city it is 59 percent (see **Figure 9-2**). Housing tenure is also variable across different types of housing. The vast majority of homeowners (87 percent) live in single-family homes. Around a third of renter households live in single-family homes, while two-thirds live in multi-family housing (see **Figure 9-3**). ### Housing Unit Size Housing units in Bernalillo County represent a variety of different size options, ranging from studios to houses with five or more bedrooms. Two- and three-bedroom units are the most common housing size. Smaller units are more commonly renter-occupied, while larger units tend to be owner-occupied (see **Figure 9-4**). For renter-occupied units, almost 70 percent of units are 1-2 bedrooms, which may signal a need for more 3+ bedroom units for larger households. ### Age of Housing Stock Within the city and county, over 80 percent of the housing stock was built before 2000. More than one in every five housing units was built before 1960. More than 50 percent <
> To achieve our vision the City and County need to address key **challenges** and **strategies** related to housing. ### CHALLENGES * Insufficient supply of quality, affordable rental options. * Protecting affordability of housing stock. * Housing preferences that are shifting. * Limiting displacement due to gentrification. * Protecting the character of established neighborhoods. * Addressing homelessness respectfully and equitably. * Removing regulatory barriers that make building some housing types difficult. ### STRATEGIES * Supporting diverse housing options, especially in areas well- served by transit. * Directing future development to centers and corridors to create stronger districts and reduce household transportation costs. * Coordinating land use planning with affordable housing strategies. * Enhancing and coordinating social services and housing availability for vulnerable populations. * Educating elected leaders and public officials about how housing policies can contribute to a stronger region. * Making development decisions predictable, fair, and cost-effective. * Ensuring zoning codes that allow and encourage a full range of housing types in rural, suburban, and urban areas. <
> PLAN ELEMENT # HOUSING Most **rental opportunities** are in the **city; rural areas** tend to have **few rental options.** Renter-occupied Owner-occupied <
> **Figure 9-2: Share of Owner and Rental Households** Source: U.S. Census Bureau 2009-2014 ACS <
> **Figure 9-3: Renter and Owner Households in Bernalillo County by Housing Type** Source: U.S. Census Bureau 2009-2014 ACS <
> **Figure 9-4: Housing Unit Size by Tenure in Bernalillo County** Source: U.S. Census Bureau 2009-2014 ACS of renter-occupied housing was built before 1980, while more owner-occupied units have been built since 1980 (see Figure 9-5). The condition of this housing stock is an important determining factor in whether existing units will continue to provide high-quality housing in the future. Rehabilitation programs for owner-occupied units can help maintain and improve housing stock in older neighborhoods. Single-family neighborhoods where permits have not been issued on a regular basis for renovation or demolition and areas with concentrations of low-income households should be targeted for additional outreach and support. <
> Management training programs can help ensure that rental properties maintain high standards and provide high-quality rental units. ### Vacancy While rents rose steeply between 2000 and 2012, rents and rental vacancy rates have been stable for the past few years, as have single-family homes for sale. According to a CBRE Apartment Market Survey Summary, the vacancy rate for the Albuquerque area rental market was 6.9 percent as of January 2014. Restricted properties targeting families show a much lower vacancy rate of 4.2 percent. Vacancy rates are 1.0 percent in those properties targeting seniors and persons with disabilities. Most have waiting lists up to 24 months. The housing industry standard identifies vacancy rates below 5 percent as reflecting a need for more housing stock. Restricted properties targeting families, seniors, and disabilities need housing stock with additional housing units. ### 9.1.2.2 HOUSING AFFORDABILITY Ensuring housing availability and affordability will help Albuquerque and the County retain current residents while attracting new people and jobs to the area. Housing affordability is the relationship between the costs of owning or renting a home and the ability to pay those costs. Having affordable housing means people can afford to pay their mortgage or rent and have enough money left over for other vital expenses and discretionary spending like groceries, transportation, child care, health care, clothing, entertainment, and savings. The availability of affordable housing is often the primary factor when people choose where to live. ### MEASURING HOUSING AFFORDABILITY Assessing the true affordability of housing in our communities remains difficult. HUD's threshold of affordability at 30 percent of household income is limited as a guideline. For starters, it doesn't consider the wide range of potential household incomes. Because the dollar value of thirty percent of income isn't the same for everyone, what's left over to spend on life's other necessities after housing can be vastly different. At lower income ranges, even people paying less than 30 percent of their income can still be burdened and need assistance. Adding transportation costs helps flesh out the picture of household budgets, but only partly. Ultimately, some households can *choose* to spend more than 30 percent of their income on housing costs (or more than 45 percent of their income on housing and transportation costs combined) and aren't necessarily burdened in the same way as lower-income households. Although the dollar amount varies from household to household, "affordable housing" means that all housing costs – including utilities, insurance, and taxes – consume no more than 30 percent of gross household income. According to HUD guidelines, households paying more than 30 percent of their gross income on housing and related expenses are "cost burdened," i.e. their housing is unaffordable. Households that pay more than 50 percent of their income on housing are considered "extremely cost burdened." As in most communities, rental households in the county generally earn less than typical homeowners. In fact, 74 percent of rental households earn less than $50,000 per year. Conversely, the majority of owner households (65 percent) earn more than $50,000 annually (see **Figure 9-6**). Based on HUD's 30 percent income standard for estimating affordability for homebuyers, a household could afford to spend $1,686 on a monthly payment. A median sales price home of $180,000 would result in a monthly payment of $1,080, which would be affordable to households at 75 percent of the area median income in 2014. While there are other useful calculations of affordability, HUD's guidelines are currently used to determine eligibility for federal housing assistance in Bernalillo County. ### 74% of rental households earn less than $50,000 per year. <
> **Figure 9-6: Renter and Owner Households in the County by Annual Income** Source: U.S. Census Bureau 2009-2014 ACS PLAN ELEMENT # HOUSING In order to ensure affordable housing options at different income levels, housing plans for both the City and the County identify how many households and housing units there are within categories established by percent of area median income, which also determine federal subsidy levels. City and County housing plans also calculate development costs for different housing types at different densities to identify how much subsidy is needed at each income level. Housing plans then identify where the biggest affordability gaps are and target subsidies to provide affordable options for households at each income level. Like many communities, we struggle with housing costs that exceed HUD’s threshold of affordability. As of 2014, 73 percent of homeowners in the county live in housing that is considered affordable. However, for renters, less than half (48 percent) live in housing that is considered affordable. The remaining 52 percent of renter households are considered cost-burdened or severely cost-burdened – meaning they bear housing costs that add up to more than 50 percent of their income (see **Figure 9-7**). <
> **Figure 9-7: Owner and Renter Housing Affordability in Bernalillo County** Source: U.S. Census Bureau 2009-2014 ACS To effectively address Albuquerque’s housing affordability challenges, the City and County need to: * Support housing programs and policies that encourage affordable housing for people of all incomes and those with special needs. * Develop strategies to provide additional rental options for extremely low-income households. * Ensure enough land is zoned for multi-family housing. * Ensure multi-family unit size, parcel size, landscaping, and parking requirements support the goal to provide homes for a range of incomes. * Identify and reduce obstacles to desired housing development. ### Household Transportation Costs In the last ten years, transportation costs have been added to housing costs to more effectively measure what kind of housing is affordable for different households. After housing, transportation is the second largest expense for most households. Housing near where people work and go to school is more affordable, since transportation costs are lower. Viable transportation options also PLAN ELEMENT # HOUSING provide flexibility in stretching household budgets. Conversely, the farther away people live from work, services, shopping, school, and other daily destinations, the more they pay for transportation. In the Albuquerque area, new homeowners and lower-income households often choose to live on the edge of the urban footprint where mortgages and rents are more affordable. But this choice to “drive until you qualify” leads families to offset their lower mortgage with higher transportation costs. Limited access to transit, fewer bike facilities, and neighborhoods designed for driving lead to fewer alternative transportation options. Well-connected, compact places, located near jobs and services and offering a range of transportation choices allow people to spend less time, energy, and money on transportation. High transportation costs are often an uncounted cost of urban sprawl and a low jobs-to-housing ratio. The Center for Neighborhood Technology establishes a Housing and Transportation (H+T®) Affordability Index that combines housing and transportation costs to assess affordability and sets the benchmark at 45 percent of household income. When using the H+T® Index to assess our region, the average household in Albuquerque and Bernalillo County spends more than half of their income on housing and transportation combined (see Figure 9-8). ### Housing Gap The need for rental housing is most pronounced for extremely low-income households, where demand far outpaces supply. These households most likely need public support to afford quality housing. There are more than twice as many households earning less than $15,000 per year than there are occupied units affordable at that level. For those making less than $15,000 per year, rents above $400 per month are considered unaffordable. Many in <
> | % OF AREA MEDIAN INCOME | ANNUAL INCOME ($) | TARGET HOUSING AFFORDABILITY AT 30% OF MONTHLY INCOME ($) | AVERAGE RENT ($) | HOUSING AFFORDABILITY GAP ($) | | :--- | :--- | :--- | :--- | :--- | | 100 | 57,800[^p11-1] | 1,445 | 805[^p11-2] | 640 | | 80 | 46,240 | 1,156 | 805 | 351 | | 60 | 34,680 | 867 | 805 | 62 | | 50 | 28,900 | 723 | 805 | (83) | | 30 | 17,340 | 434 | 805 | (372) | | 0 | 0 | 0 | 805 | (805) | **Table 9-2: Housing Affordability Gap for Renters in Bernalillo County** Source: U.S. Census, American Community Survey (ACS), 2013, Bernalillo County Affordable Housing Plan, 2015 [^p11-1]: Median Income for Bernalillo County as of 2013 [^p11-2]: Average Rent in Bernalillo County as of 2014 the lowest income bracket are stretching to pay more than 30 percent of their income in rent due limited options at that price point. Some of these households may be reliant on housing subsidies that are not counted as income by the U.S. Census (see Figure 9-9). There also appears to be an inadequate rental supply for households earning more than $50,000. This translates into increased competition for housing units affordable to renters in the middle-income range, between $35,000 and $50,000. For lower-income renters, competition for a limited supply of affordable housing units contributes to the high percentage of unaffordable and severely unaffordable renter-occupied housing. For higher-income renters, it is likely that many people are renting units below a price they would be willing to pay if more options were available. These mismatches between household incomes and the current supply of housing affordable at each income level signal development opportunities for the construction of new rental housing aimed at low and extremely low-income households, some of which should be designed for the elderly and other vulnerable populations. These households are the most financially strained, and safe, quality affordable housing <
> **Figure 9-9: Comparing Rental Households to Affordable Units by Income Level (Countywide)** Source: Envision Tomorrow Balanced Housing Model <
> **Figure 9-10: Comparing Owner Households to Affordable Units by Income Level (Countywide)** Source: Envision Tomorrow Balanced Housing Model PLAN ELEMENT # HOUSING is critical to maintaining family stability and reducing the risk of homelessness. Financially strained households combined with inadequate supply can lead to overcrowded housing units, which the U.S. Department of Housing and Urban Development (HUD) defines as those with more than one person per room (i.e. more than 1.5 persons per room). Overcrowding occurs when the size of households is larger than the number of bedrooms provided by the existing housing stock and when households choose to live within smaller units to save money. HUD calculated approximately 200 overcrowded rental units in Bernalillo County in 2010 and over 650 overcrowded owner-occupied units. At present, the number of families eligible for rental assistance far exceeds the number of homes available. Regardless of demand, federal housing assistance continues to decline, challenging local governments to devise innovative solutions. Not every housing type is advisable for every income level. Homeownership is typically not recommended for households below 60 percent of the area median income, for example. Lowering development costs is one of the best ways to make housing units more affordable. Allowing additional density is another effective way to lower the unit cost of construction, so that less subsidy is needed to provide affordable units. For this reason, subsidies for affordable housing are usually given only for higher-density housing options. **Section 9.1.2.4** below provides additional guidance on how to encourage more high quality, affordable housing. In order to provide more housing options with lower transportation costs, the City and County should: * Adopt policies that support a range of housing types in transit-accessible neighborhoods and that are designed to accommodate multi-modal access. * As development occurs throughout the region, allow offices, shops, restaurants, housing, and other allied uses to locate near each other and in higher concentrations connected by a grid network of streets rather than increase non-residential development along arterial roadways. This approach could also improve the imbalance of jobs and housing in some areas by bringing employment opportunities closer to where people live. ### Vulnerable Populations It is important to plan for vulnerable populations that may need housing assistance and help with related services. Homelessness among youth, women experiencing domestic violence, and families has increased considerably in recent years and is most often due to unexpected financial setbacks that create a situation where paying for either temporary or permanent housing suddenly becomes unfeasible. The cumulative impact of homelessness, severe poverty, and high mobility pose significant challenges to the academic progress of children and youth. Schools can serve as important safety nets for homeless children and youth, providing education, basic services, and access to support systems that are necessary to avoid poverty as adults. While short-term assistance at shelters and other temporary housing may be enough to stabilize some households, others need to acquire additional skills and require longer-term support before moving to more independent housing. Programs aimed at assisting single women and families attempt to break the cycle of homelessness through holistic approaches that include offering life-skill programs and job, asset management, and financial training. To complement household income, these programs assist with setting up savings and/or investment accounts to build equity and allow participants to get ahead. Households with extremely low income (at or below 30 percent of area median income) are continually at risk of homelessness. Housing with rental subsidies targeted for these households is incredibly rare, and most funding sources target incomes between 50-80 percent of area median income. Extremely low-income households also often need assistance with health care and other supportive services. ### Homelessness Homelessness encompasses a population that is elusive, hidden, highly mobile, and characterized by a diverse and complex set of personal and social circumstances. The New Mexico Coalition to End Homelessness estimated that over 1,500 people experience homelessness on a given night in the Albuquerque area, based on an annual “Point in Time” count from 2011. Of those, over 80 percent find temporary shelter. Families with children make up 33 percent of the total. Creating a future where homelessness is rare, short-lived, and non-recurring will require collaboration between many public, nonprofit, and for-profit partners. The City and County work closely with local homeless services providers and associations to serve those experiencing homelessness and to align community resources with local housing needs. The Albuquerque Strategic Collaborative to End Homelessness serves as the advisory body for both the Albuquerque Continuum of Care and Albuquerque Heading Home, a nationally-funded demonstration project that identifies, assesses, and houses homeless people with medical issues in the city. Cities throughout the country are developing and implementing different strategies to end homelessness. Both the Housing First and Harm Reduction models combine affordable housing with support services in a variety of housing approaches, including transitional housing, emergency shelters, tiny house villages, and other self-built “congregate living” opportunities. With Bernalillo County taking the lead on providing behavioral health services, the City should take proactive measures to complement these services with housing that meets the acute needs of vulnerable, special needs, and chronically homeless populations. Community-based responses to homelessness need to be strategic with resources and take innovative measures to reduce development costs. ### 9.1.2.3 FUTURE HOUSING NEEDS Proactive housing planning takes into account existing housing gaps as well as the needs of people who might live in the region in the future. To determine what types of housing the city and county are most likely to need in the future, demand estimates were modeled in 2015 with a software called Envision Tomorrow based on MRCOG population forecasts and the U.S. Census Supplemental Population Projections. The model takes into consideration future residents’ anticipated age, income, and housing preferences in order to make realistic estimates of the kinds of future housing needs. #### Population Growth Bernalillo County is expected to grow by almost 125,000 households by 2040. The millennial generation – those born in the PLAN ELEMENT # HOUSING 1980s and 1990s – will represent one of the largest segments of the Albuquerque population and a growing part of the workforce. The Albuquerque area is one of the fastest growing regions in New Mexico for this age bracket, growing at a faster rate than the national average. A rapidly growing senior population will also form large part of our population in the next 25 years. By some estimates, the number of people over age 60 will triple by 2040. Based on population growth forecasts and anticipated market demands, the balanced housing targets for 2040 include approximately 75 percent of projected new units as small lot single-family and multi-family housing in a mixed-density setting. The remaining units should be large lot single-family dwellings. The area’s existing housing stock of primarily single-family homes is expected to continue to serve that market adequately. A new emphasis on smaller homes, townhomes, and multifamily rental units will be needed to serve residents who will increasingly opt for smaller homes in more connected places for better access to jobs and services, walkability, and affordability. ### Geographic Targets The County Affordable Housing Plan emphasizes opportunities for higher-density housing, mixed use units, and transit-oriented development in Centers, along Bridge and Isleta Boulevards, near the Los Ranchos and Montaño Railrunner stops, and in Paradise Hills near Unser Boulevard, which is identified as a Premium Transit Corridor. These areas are identified in sector development plans and station area plans. The City Consolidated Housing Plan analyzes Community Planning Areas as mapped in the Comp Plan to identify the highest need <
> **Figure 9-11: Future Balanced Housing Mix by Type for Bernalillo County** Source: Envision Tomorrow Balanced Housing Model <
> **Figure 9-12: Future Balanced Housing Profile vs. Occupied Housing for Bernalillo County** Source: Envision Tomorrow Balanced Housing Model for affordable housing, including pockets of poverty and neighborhoods with high concentrations of low-income households. The highest poverty rates (37-65 percent) are found in Near Heights, Uptown, and Central Albuquerque. The plan prioritizes neighborhoods within these Community Planning Areas, including Trumbull, Alta Monte, Barelas, Martineztown-Santa Barbara, and San Jose. ### Changing Preferences Planning for future housing needs also involves understanding potential lifestyle preferences of future residents. While most households will likely choose single-family homes, local and national trends indicate a growing demand for more diverse housing options. A small but a growing percentage of very large demographic segments of our population will desire to live in cottage homes, urban townhomes, and intentional living communities. Both millennials and retirees looking to downsize to more compact and manageable homes are interested in community-oriented living situations and townhomes in walkable districts where they can live, work, learn, shop, and play. In fact, many people want to be closer to work, local shops, schools, and parks. The ability to walk or bike to these destinations is more than a luxury, it’s a requirement for high quality of life and ongoing affordability. They are a boon to cities that are increasingly competing for employers and a more mobile, talent-based workforce. Other desirable housing types are expected to include multi-generational housing, accessory dwelling units, and housing that accommodates special needs populations, including veterans. At the same time, we also need to plan for additional housing in suburban and rural areas. Based on the MRCOG Travel Preference Survey in 2013, 29 percent of respondents under 35 would prefer to live in a suburban or rural area in the future. Our local housing stock needs to evolve and expand so that a full range of desired housing options are available and affordable. ### Demand for Ownership Options Owner-occupied housing is expected to continue to be the housing type desired by the most households and therefore needing the highest proportion of housing units. A higher demand is expected in the future for houses on small lots and townhomes for low to middle-income households and mixed-use units in walkable, urban districts and Centers for higher-income households. Existing single-family housing (63 percent of existing stock) and new market-rate subdivisions will continue to provide adequate options for homeownership in rural and suburban areas. <
> <
> There are many different ways to provide denser housing options while also reflecting the character of Albuquerque neighborhoods. PLAN ELEMENT # HOUSING <
> Image credit: City of Albuquerque <
> A wide range of housing options is needed to address housing needs and changing preferences of residents. Public incentives and assistance will be needed to ensure the development of adequate affordable ownership options in all areas and the rehabilitation of existing housing, particularly in areas with a higher concentration of low-income households. Infill and redevelopment within the urban footprint will have demand from homeowners looking for live-work-play-learn districts and for households willing to spend more on housing costs and less on transportation costs. Regulatory incentives, such as "by right" development (i.e. allowed permissively by zoning without requiring a public hearing) and streamlined approval processes, will be important to remove barriers to infill development for market-rate and affordable units. ### Demand for Rental Options Additional demand is expected for rental units for lower-income households throughout the region and for moderate- to high-income households in walkable, urban contexts with good transit service. In part, this reflects the current need for more rental housing at these income levels, but it also reflects a national trend of declining home ownership rates and growing desire for walkable neighborhoods, described in the PLAN ELEMENT # HOUSING Urban Land Institute’s 2016 *Emerging Trends in Real Estate* report. This expected demand provides additional opportunities for new development and rehabilitation efforts that contribute to the economy, even when the housing market is slow. When new building demand is slow, smaller contractors look for fixer-uppers to renovate and sell or keep for rentals--often finding those opportunities in or near their own neighborhoods. When the existing home sales market is slow, depressed, or over-stocked, or an owner is “underwater” on debt to property value, owners often opt to put the home on the rental market, either managing the property themselves or hiring an agent or manager. As rental stock increases and more out-of-state investors buy up foreclosed and distressed properties, demand for property managers with knowledge and skills increases beyond the supply of existing local professionals. Management of aging rental housing rarely keeps up with the need for additional maintenance and renovation, which leads to declining quality of the unit or complex, particularly for subsidized housing. Landlord and property management training is an important aspect of planning to meet future rental demand. ### Demand for Temporary, Transitional & Innovative Housing Options Home siting, design, and construction are evolving to respond to a variety of environmental, financial, and social pressures. While detached single-family housing has fit the needs of the American family for decades, demographics are shifting to include fewer people in homes with a greater variety of household types. Co-housing has emerged as a response to limited housing options for a growing number of one- and two-person households – including single parents, married couples with no children, and single households. Co-housing typically includes smaller dwelling units that share common facilities, such as a group kitchen and gathering spaces. Permanent co-housing can serve diverse and intergenerational demographics – including retiring baby boomers, seniors, newly wedded couples, and traditional families. Temporary co-housing can respond to the special needs of a more specific demographic – one that values autonomy, self-governance, and upward mobility. <
> Image credit: City of Albuquerque *This workforce housing demonstration project in downtown offers efficiency apartments and features many green building techniques.* There are a number of innovative housing options that incorporate shared space, facilities, and resources, including tent cities, tiny house villages, and land trusts, which all reduce unit costs through sharing common resources. In some communities, tiny houses that share facilities are classified as a “congregate living facility,” similar to a college dormitory or an assisted living center. Each tiny house is considered a “sleeping unit” – a space that can provide opportunities for sleeping, living, eating, and either cooking or sanitation, but not both – rather than a “dwelling unit,” which has much more stringent building and zoning code standards. This type of housing provides flexible living space with independent residences dependent on a surrounding village. ### COUNTY AFFORDABLE HOUSING PLAN AND CITY CONSOLIDATED PLAN The City and County adopt **Consolidated Plans** every five years to analyze housing needs, report on programs, and set out priorities to meet the existing and future housing needs in Albuquerque and Bernalillo County. Consolidated Plan objectives from the City and County include: 1. Rehabilitating existing owner-occupied housing stock 2. Expanding the supply of affordable rental housing for low income households and special needs populations that have difficulty competing in the housing market 3. Expanding homeownership opportunities 4. Preventing homelessness and coordinating services for emergency housing and rapid-rehousing for those experiencing homelessness This Comp Plan helps achieve these housing objectives through land use policies that encourage a greater variety of housing options and recommend ways to remove barriers to affordable housing. Developing innovative housing requires developers to be more resourceful when it comes to financing projects and to tap alternative funding sources, since HUD and the New Mexico Mortgage Finance Authority (MFA) primarily fund permanent affordable housing. In the Albuquerque area, this could involve funds from the Behavioral Health Tax proceeds. It could also involve using the Workforce Housing Trust Fund to leverage private investment. In the end, the success of alternative housing projects depends on small-scale developers being strategic about resources and optimizing gap financing. ### Fair Housing Federal and local policies ensure that all people have the right to have housing. Fair housing policies identify groups that often face challenges in finding housing in local housing markets, even when affordability is not the main barrier. The federal government describes these groups as "protected classes." The City's Family and Community Services Department works to provide fair housing so that residents of similar incomes have similar housing choices regardless of race, color, ancestry, national origin, religion, sex, disability, marital status, familial status, income source, sexual orientation, or any other arbitrary factor. ### 9.1.2.4 OPPORTUNITIES FOR CHANGE #### Zoning for a Range of Housing Options Zoning codes should allow a range of zones with a diversity of lot sizes for single-family neighborhoods. Zones with small minimum lot sizes will limit the consumption of greenfield land and the corollary expensive infrastructure expansion. Some small-lot single-family designs include homes oriented around a communal courtyard or cottage-style homes and are very desirable to growing demographic segments. These smaller lot single-family homes are generally owner-occupied and represent an important part of the future housing market. Zones that allow and encourage mixed-use buildings that include both retail and residential uses in Centers and walkable districts will be key to a balanced housing profile in the future. Mixed-use apartments or condos with ground-floor retail or office space are most successful in urban centers and along transit corridors. These units can be owner- or renter-occupied and can provide student or workforce housing in or around mixed-use campuses and major employers. Mixed-use units near transit corridors and in walkable neighborhoods help reduce household transportation costs and provide additional mobility options for all household members. ### Community Land Trusts Community Land Trusts are a successful model for providing home ownership opportunities to low- and moderate-income families. In this model, a non-profit organization owns and holds land "in trust" for the benefit of the community in order to preserve the affordability of housing on the land permanently. A community land trust separates the ownership of the buildings from the ownership of the land underneath the building, which allows people to purchase homes on affordable terms. The land beneath the homes is then leased to the homeowners through a long-term, 99-year renewable lease. As a condition of the lease, homeowners agree to certain resale conditions on their homes to protect affordable housing opportunities for future buyers. Locally, the Sawmill Community Land Trust (SCLT) uses an innovative approach to affordable housing and community development. Where most community land trusts have their affordable homes sprinkled throughout a community, SCLT is one of the largest continuous community land trusts in the United States. SCLT has reclaimed 34 acres of abandoned industrial sites for community-driven affordable housing and economic development activities. SCLT provides opportunities for both homeownership and rental options, and is expanding their efforts to work with other neighborhood partners to develop permanently affordable housing. ### High Quality, Affordable Housing Options Affordable housing is vital for all residents. Our housing policy must strive to make affordable, high-quality options available to all residents. This is particularly true of workforce and transitional housing for at-risk populations, as such housing options are often in high demand and short supply. Attracting young talent will also require more quality, affordable housing options in mixed-use areas. In particular, there is a lack of rental housing that is affordable for current and expected renters. Housing policies should continue to support and encourage affordable rental options, which should be located near existing transportation infrastructure, especially transit. The market is expected to continue to provide affordable housing options on the edge of the urban footprint, and rehabilitation programs will help maintain existing single-family housing stock. Regulatory changes will be needed to help reduce development costs, risks, and the level of subsidies needed for new affordable units within the urban footprint, particularly for high-density housing and housing for the lowest-income households. <
> <
> Image credit: City of Albuquerque Diverse options for both homeownership and rental housing are needed in the Albuquerque area. PLAN ELEMENT # HOUSING <
> Housing that allows residents to access various modes of transportation provides additional benefits to residents. <
> The Albuquerque High Lofts are an adaptive re-use project that transformed a former high school, which sat empty for many years, into condominium-style housing. MFA’s Low-Income Housing Tax Credit and Sustainable Building Tax Credit programs are extremely competitive for for-profit and non-profit developers. Small-scale developers need to identify alternative, complementary funding sources for affordable housing projects. Not only do these projects provide much-needed affordable housing, they also create construction jobs and increase tax revenue. Mixed-income projects that ensure units at various income levels help establish flourishing neighborhoods in the Albuquerque area. City and County housing plans will continue to target geographic areas with the largest need and greatest opportunity for affordable housing of various housing types and sizes for households below the area median income. ### Public & Private Coordination The majority of current housing in Albuquerque consists of single-family dwellings. The market is showing a recent interest in multi-family apartment complexes and in housing for older people, such as communities of homes for active seniors and assisted living apartments. City and County housing efforts focus on addressing PLAN ELEMENT # HOUSING the needs of low- and moderate-income individuals and households of special needs populations, who have difficulty securing housing they can afford and/or that accommodates their disabilities or other special needs. The City and County have various programs to address affordable housing. City and County departments tap and package a complex assortment of their own funds and federal entitlement grants from HUD to help develop and maintain affordable housing, including rental assistance and rehabilitation programs. * The City's Workforce Housing Trust Fund is a permanent, supplemental source of funds to support new affordable housing units and rehabilitation programs. * The County's Housing Department and the Office of Health and Social Services help provide funding to develop and maintain affordable housing and provide services for at-risk and vulnerable populations. * The City's Family & Community Services Department partners with the City's Metropolitan Redevelopment Agency and private developers to facilitate and help finance projects that include affordable and mixed-income housing. * City and County Planning Departments coordinate planning and zoning to provide diverse housing options throughout the region. * The County takes the lead on behavioral health services that dovetail with housing for special needs populations. * City and County departments coordinate with service providers that offer shelter and long-term housing and services for people experiencing homelessness. These are implemented in partnership with private developers and under contract with nonprofit providers. As of 2016, the Albuquerque Housing Authority (an entity independent of the City) owns and manages 950 public housing units for rent scattered throughout Albuquerque, and operates the Section 8 housing voucher program, both of which are subsidized by the federal government. Currently, a total of 5,000 Albuquerque households receive federal rental assistance. The Bernalillo County Housing Authority owns and manages public housing units and manages the Section 8 program in the unincorporated county area. There are a number of non-profit developers in Albuquerque that specialize in building affordable housing and housing for special needs populations. MFA distributes HUD and other housing funds to local jurisdictions, manages low-income housing tax credits and other incentives for affordable housing, and provides technical planning assistance to communities throughout the state. MFA also manages the allocation of funds from the National Housing Trust Fund, the source of an additional $3 million for new construction and rehabilitation of rental housing as of 2016. PLAN ELEMENT # HOUSING # 9.2 Goals, Policies & Actions ## for Housing <
> ## Goal 9.1 Supply **Ensure a sufficient supply and range of high-quality housing types that meet current and future needs at a variety of price levels to ensure more balanced housing options.** ## Goal 9.2 Sustainable Design **Promote housing design that is sustainable and compatible with the natural and built environments.** ## Goal 9.3 Density **Support increased housing density in appropriate places with adequate services and amenities.** ## Goal 9.4 Homelessness **Make homelessness rare, short-term, and non-recurring.** ## Goal 9.5 Vulnerable Populations **Expand capacity to provide quality housing and services to vulnerable populations.** ## Goal 9.6 Development Processes **Promote cost-effective housing redevelopment and construction that meets community needs.** ## Goal 9.7 Partnership **Coordinate strategic deployment of housing-related funds and partnerships with community-based organizations for projects that achieve housing goals.** Policies are organized to support each Goal. Many Policies have supporting Sub-polices, cross-references to other relevant policies, and implementing Actions to more clearly guide decision making. [ABC] indicates a policy or action for both the City and County [BC] indicates a policy or action for Bernalillo County [A] indicates a policy or action for the City of Albuquerque PLAN ELEMENT # HOUSING # Goal 9.1 Supply ## Ensure a sufficient supply and range of high-quality housing types that meet current and future needs at a variety of price levels to ensure more balanced housing options. ### POLICY 9.1.1 **Housing Options: Support the development, improvement, and conservation of housing for a variety of income levels and types of residents and households. [ABC]** a) Increase the supply of housing that is affordable for all income levels. [ABC] b) Assure against discrimination in the provision of housing. [ABC] c) Assure the availability of a wide distribution of quality housing for all persons regardless of race, color, religion, sex, national origin, ancestry, age, or disabled status. [ABC] d) Protect the quality of existing housing stock through rehabilitation programs and training. [ABC] e) Provide for the development of quality housing for elderly residents. [ABC] f) Encourage community compounds to support multi-generational housing where such traditional development patterns exist. [ABC] g) Ameliorate the problems of homelessness, overcrowding, and displacement of low income residents. [ABC] h) Maintain an affordable housing supply in neighborhoods, in addition to creating market-rate housing, as part of revitalization efforts. [A] i) Provide for the development of multi-family housing close to public services, transit, and shopping. [A] j) Work on conservation, improvement, and expansion of the housing available to low- and moderate-income families until all housing in the area meets City Housing Code standards. [A] k) Promote access to programs that give incentives for energy efficiency improvements to low-income households. l) See **Goals 9.4 and 9.5** below for policies that address homelessness and vulnerable populations. m) See **Land Use Policies 5.1.1 and 5.2.1** on appropriate locations for different housing densities. n) See **Land Use Goal 5.3** for efficient development patterns. ### ACTIONS **9.1.1.1** Maintain a resource list of existing programs and sources of funds for rehabilitation of owner-occupied units and training programs for rental management. [ABC] PLAN ELEMENT # HOUSING **9.1.1.2** Work to assemble building sites of adequate size for market-rate, affordable, and mixed-income urban housing. [A] **9.1.1.3** Improve the quality of rental property through code enforcement and partnerships with property owners. [A] **9.1.1.4** Coordinate with agencies with access to funding sources to provide affordable housing in priority areas and to address housing gaps in affordability at different income levels. [A] **9.1.1.5** Promote regulatory updates that would allow for innovative and flexible housing, such as cottage developments. [A] **9.1.1.6** Explore strategies to address older adults downsizing to smaller homes. [A] ## POLICY 9.1.2 ### Affordability: Provide for mixed-income neighborhoods by encouraging high-quality, affordable and mixed income housing options throughout the area. [ABC] a) Prioritize support for affordable housing that the market is unable to provide for populations with the lowest income levels and/or special needs. b) Encourage a diversity of housing types, such as live/work spaces, stacked flats, townhouses, urban apartments, lofts, accessory dwelling units, and condominiums. c) Encourage housing types that maintain the scale of existing single-family neighborhoods while expanding housing options. d) Encourage the development of higher-density affordable and mixed-income housing in Downtown, near job centers, and along transit corridors. e) Encourage mixed-use development that includes non-residential uses and the opportunity for access to services. f) See **Community Identity Goal 4.1** for policies to maintain neighborhood character. g) See **Land Use Policies 5.1.1 and 5.2.1** on appropriate locations for different housing densities. h) See **Land Use Goal 5.3** for efficient development patterns. ### ACTIONS **9.1.2.1** Promote rehabilitation projects for lower-income households in neighborhoods with existing moderately-priced homes and areas vulnerable to speculation, redevelopment, and displacement of lower-income residents. [ABC] **9.1.2.2** Study the benefits, implications, and impacts of accessory dwelling units in some residential areas. [ABC] **9.1.2.3** Amend zoning codes to ensure single-family zones with smaller minimum lot sizes and multi-family zones that allow higher densities and development by right to improve opportunities for affordability. [ABC] **9.1.2.4** Develop a module on affordable and mixed income housing as part of the City’s City Leaders program. [A] ### POLICY 9.1.3 **Fair Housing: Promote fair housing through local housing programs that enhance housing affordability, choice and access to opportunity for all communities, especially those communities that bear the burdens from lack of investment and access to opportunity. [ABC]** a) Enhance housing choice for people in federally defined protected classes throughout the region by coordinating plans and investments to affirmatively further fair housing. [ABC] b) Promote equitable housing practices for federally defined protected classes through fair housing education and enforcement. [ABC] c) Evaluate the effect of development trends, policies, and regulations on housing costs as part of the CPA assessment process and recommend adjustments to avoid displacement of existing residents. [A] d) See **Goals 9.4 and 9.5** below for policies that address homelessness and vulnerable populations. e) See **Heritage Conservation Policy 11.2.1** about displacement and gentrification. ### ACTIONS **9.1.3.1** Initiate and participate in regional discussions to identify goals and actions to promote fair housing, and to address critical affordable housing and tenant needs. [ABC] **9.1.3.2** Work with residents and stakeholders, including landlords, neighborhood associations, and relevant trade associations, to help them understand the rights protected by federal, state, and local fair housing laws. [ABC] **9.1.3.3** Identify and remove barriers (such as real estate marketing, finance, or insurance practices) that restrict housing choices and opportunities for protected classes and for low- and moderate-income people, older adults, people who are homeless, and people with behavioral, physical, cognitive, and developmental disabilities. [ABC] **9.1.3.4** Identify strategies to mitigate the anticipated impacts and create permanently affordable housing in areas where market pressures will lead to displacement. [ABC] **9.1.3.5** Institutionalize methods for the incorporation of fair housing goals and strategies into local planning processes and across local agencies, informed by the Assessment of Fair Housing and other relevant data and reporting. [ABC] PLAN ELEMENT # HOUSING # Goal 9.2 Sustainable Design ### Promote housing design that is sustainable and compatible with the natural and built environments. ### POLICY 9.2.1 **Compatibility: Encourage housing development that enhances neighborhood character, maintains compatibility with surrounding land uses, and responds to its development context – i.e. urban, suburban, or rural – with appropriate densities, site design, and relationship to the street. [ABC]** a) See **Community Identity Goals 4.1 and 4.2** for policies on neighborhood character. b) See **Land Use Policy 5.2.1** for land use compatibility. c) See **Transportation Goal 6.8** for policies related to street design in different contexts. d) See **Urban Design Goal 7.3** for policies on designing the interaction with the public realm. #### ACTION **9.2.1.1** Increase awareness of housing opportunities among City departments/divisions. [A] ### POLICY 9.2.2 **High Quality: Encourage quality and innovation in new housing design and construction, materials, and energy and water conservation. [ABC]** a) See **Land Use Policy 5.3.8** for solar protections. b) See **Urban Design Goal 7.5** for context-sensitive site design. #### ACTION **9.2.2.1** Update information on universal design brochure and website. [A] ### POLICY 9.2.3 **Cluster Housing: Encourage housing developments that cluster residential units in order to provide community gathering spaces and/or open space. [ABC]** a) Encourage innovative and diverse options for intentional or communal living. [ABC] b) See **Land Use Policies 5.3.3 and 5.3.4** on cluster and conservation development. #### ACTION **9.2.3.1** Research and implement best practices for innovative housing options, such as clustered housing and tiny house villages. [ABC] # Goal 9.3 Density ### Support increased housing density in appropriate places with adequate services and amenities. ### POLICY 9.3.1 **Centers & Corridors: Encourage higher density, multi-unit housing and mixed-use development in Downtown, Urban, Activity, and Village Centers, and along Premium and Major Transit Corridors to capture growth, relieve development pressure at the edge of the urban footprint, and maintain low densities in rural areas. [ABC]** a) See **Land Use Goal 5.1** for land use policies related to Centers and Corridors. b) See **Transportation Goal 6.1** for policies related to Corridors. c) See **Infrastructure, Community Facilities & Services Policy 12.5.3** for prioritization of funding to support desired growth patterns. ### ACTION **9.3.1.1** Perform assessments at least every five years to ensure adequate infrastructure for densities allowed by zone and encouraged by the Comp Plan. [ABC] ### POLICY 9.3.2 **Other Areas: Increase housing density and housing options in other areas by locating near appropriate uses and services and maintaining the scale of surrounding development. [ABC]** a) Encourage higher-density residential and mixed-use development as appropriate uses near existing public facilities, educational facilities, job centers, social services, and shopping districts. b) Encourage multi-family and mixed-use development in areas where a transition is needed between single-family homes and more intense development. c) Allow accessory dwelling units in areas with existing infrastructure capacity, where intergenerational living is encouraged, where walkability is encouraged, and where affordable housing is needed in single-family neighborhoods. d) See **Land Use Goals 5.5 and 5.6** for policies related to Development Areas in the city and county. PLAN ELEMENT HOUSING # Goal 9.4 Homelessness ### Make homelessness rare, short-term, and non-recurring. ### POLICY 9.4.1 **Best Practices: Implement an appropriate and effective model to address chronic homelessness. [ABC]** #### ACTION **9.4.1.1** Explore best practices in other communities, including the Housing First and the Harm Reduction models. [ABC] ### POLICY 9.4.2 **Services: Provide expanded options for shelters and services for people experiencing temporary homelessness. [ABC]** a) See **Land Use Policy 5.3.7** for objectionable land uses. b) See **Infrastructure, Community Facilities & Services Goal 12.3** for service provision. #### ACTIONS **9.4.2.1** Coordinate with local, regional, and national efforts to provide human services and ensure that local programs complement those at the state and federal level. [ABC] **9.4.2.2** Build public awareness and engage the community in an informed and collective response by assessing and planning to address human service needs. [ABC] ### POLICY 9.4.3 **Equitable Distribution: Support a network of service points that are easily accessible by residents and workers, geographically distributed throughout the city and county, and proximate to transit. [ABC]** #### ACTION **9.4.3.1** Work with stakeholders to evaluate the distribution of services within the city and county, including connections to transit, number of service providers within a half-mile of each other, and potential impacts on nearby neighborhoods and businesses. [ABC] # Goal 9.5 Vulnerable Populations ### Expand capacity to provide quality housing and services to vulnerable populations. #### POLICY 9.5.1 **Quality Housing: Ensure well-maintained, safe transitional and permanent housing for the lowest-income households that are most at risk of homelessness. [ABC]** a) Work with funding agencies to identify and leverage potential sources to provide housing for extremely low-income renters. b) Support demonstration projects that use innovative approaches to leverage alternative funding sources. c) Prioritize lowest-income households when allocating local funds for affordable and workforce housing. d) Encourage housing developers to coordinate with supportive service providers. #### ACTION **9.5.1.1** Compile data on housing and transportation cost burdens for households with the lowest incomes. [ABC] #### POLICY 9.5.2 **Transitional Services: Encourage on-site transitional services with culturally competent service delivery that respects the dignity of individuals and families and fosters self-determination and self-sufficiency, including job training, financial education, and behavioral health assistance. [ABC]** a) See **Land Use Policy 5.3.7** for objectionable land uses. b) See **Infrastructure, Community Facilities & Services Goal 12.3** for service provision. #### ACTIONS **9.5.2.1** Coordinate with all jurisdictions in Bernalillo County on the Behavioral Health Initiative. [ABC] **9.5.2.2** Partner with public and private institutions, schools, human service providers, and other stakeholders to address the needs of children and families. [ABC] PLAN ELEMENT # HOUSING # Goal 9.6 Development Process ### Promote cost-effective housing redevelopment and construction that meets community needs. ### POLICY 9.6.1 **Development Cost: Reduce development costs and balance short-term benefits of delivering less costly housing with long-term benefits of preserving investment in homes and protecting quality of life. [ABC]** ### POLICY 9.6.2 **Incentives: Provide incentives for developing affordable housing for low- and moderate-income households, by aligning development regulations, infrastructure requirements, and fee structures with the priorities of City and County affordable housing programs. [ABC]** a) See **Goal 9.1** above for desired housing types and affordability. b) See **Land Use Goal 5.7** for strategies to align development with the goals of the Comp Plan. ### ACTIONS **9.6.2.1** Adjust zoning regulations for appropriate zones and locations to allow more dwellings per acre through smaller lots, higher building heights, and smaller setbacks in areas appropriate for higher-density development. [ABC] **9.6.2.2** Establish appropriate flexibility and decision criteria for staff-approved deviations to standards for streets, sidewalks, shared parking, or setbacks, when standards prevent projects that meet the intent of the Comp Plan. [ABC] **9.6.2.3** Allow rebates or waivers of impact fees, permitting and inspection fees, or other charges for affordable housing projects. [ABC] **9.6.2.4** Train staff on available incentives to help guide developers and businesses working on infill, redevelopment, public-private partnerships, and/or mixed income and affordable housing projects. [ABC] # Goal 9.7 Partnerships ### Coordinate strategic deployment of housing-related funds and partnerships with community-based organizations for projects that achieve housing goals. #### POLICY 9.7.1 **Housing Coordination: Coordinate with affordable housing non-profits, developers, advocates, service providers, and other stakeholders to leverage available funds and planning efforts to address affordable housing, homelessness, and services for vulnerable populations. [ABC]** a) Promote home ownership in all neighborhoods through collaboration with lenders and nonprofit organizations, including home ownership for low to moderate income buyers and first time buyers. b) Encourage renovation and rehabilitation to preserve and enhance the existing housing stock in older neighborhoods. #### POLICY 9.7.2 **Metropolitan Redevelopment: Identify and prioritize opportunities for catalytic projects that stabilize and serve blighted neighborhoods and support redevelopment in those areas. [ABC]** a) Leverage partnerships with the private sector and community-based organizations as needed. b) Encourage development of mixed-use and mixed-income projects. c) Pursue remediation and redevelopment of brownfield sites when feasible. ### ACTIONS **9.7.2.1** Use financial tools enabled by the state Metropolitan Redevelopment Code, such as tax increment financing and public/private partnerships, to make public improvements and incentivize commercial revitalization and mixed income housing. [ABC] **9.7.2.2** Structure capital expenditures and land use regulations in support of creating additional housing and jobs in distressed neighborhoods. [ABC] --- ## Open Space — 10 Parks Open Space EFFECTIVE.pdf - Source: https://documents.cabq.gov/planning/UDD/CompPlan2024/10%20Parks%20Open%20Space%20EFFECTIVE.pdf - Pages: 26 - Covers: open_space “That land is a community is the basic concept of ecology, but that land is to be loved and respected is an extension of ethics.” ~ Aldo Leopold PLAN ELEMENT ### Chapter 10 # PARKS & OPEN SPACE <
> Image Credit: City of Albuquerque Open Space Division PLAN ELEMENT # PARKS & OPEN SPACE # 10.1 Background & Analysis This chapter is primarily concerned with Open Space owned and/or managed by the City or County, and will generally use this term. However, the County Parks and Recreation Department uses the term "Open Space" (note the capital letters), while the City uses the term "Major Public Open Space (MPOS)." Where "open space" (note the lower case) is used, the text refers to lands owned and managed by other agencies, sometimes with different goals and priorities, or privately owned land. ### 10.1.1 Introduction Albuquerque and Bernalillo County are defined by remarkable public Open Space, both within and bordering the developed landscape. Open Space conserves land from development and provides a shape and setting for the urban areas in this region. Parks provide visual, social, and psychological relief from the built environment. Together, they contribute to the community's livability and are indispensable to our quality of life. <
> Image credit: Bill Tondreau Beautiful, inspiring, and accessible parks are essential to the health of a city. Parks provide recreational opportunities, a space for community gatherings, environmental benefits, and more desirable neighborhoods and communities. This region will have a network of diverse parks, providing a variety of recreation opportunities in each neighborhood. A network of multi-use trails will connect the parks with neighborhoods, ensuring that all residents can easily access them on foot, by bike, by transit, or by car. Parks, Open Space, and trails preserve and manage natural resources for the enjoyment of residents and visitors, as well as for environmental and ecological systems that occur within these lands. Parks and Open Spaces also serve as green infrastructure that enhances sustainability and resilience by absorbing rainfall, storing and conveying storm water, and releasing oxygen via grass and trees. Linear Open Spaces provide corridors that connect the different parts of the region for drainage and wildlife. The high quality of our parks and Open Space creates a sense of place and enhances our economic competitiveness by attracting travelers, skilled employees, and jobs in a market increasingly focused on unique identity and engaging places. Coordination among parks, recreation, Open Space, and natural and cultural resource agencies will enhance access to the highest quality leisure, cultural, and natural resources for all Albuquerque Area residents. While this chapter is primarily concerned with Open Space owned and/or managed by the County or the City, the Land Use chapter introduces a larger "Community Green Space" concept that also includes other publicly-owned lands that are managed for a variety of purposes. Community Green Space also includes drainage and irrigation ditches and drains that are not a part of the Open Space system. # Applying the Guiding Principles Each element of the Comp Plan uses guiding principles as the basis for its goals, policies, and actions. The six guiding principles and their definitions were developed from input received during the public involvement process, detailed in the Vision chapter. Here, we apply the guiding principles to **parks and Open Space** goals, policies, and actions. ### STRONG NEIGHBORHOODS * Parks, Open Space, and other Community Green Space preserve natural elements and shape community identity. ### MOBILITY * A well-connected Open Space and trail network increases access and use. ### ECONOMIC VITALITY * High-quality Community Green Space help attract a skilled workforce and employers. * Responsible eco-tourism and outdoor recreation-based business capitalize on unique natural features and generate funding. ### EQUITY * The Open Space network provides recreational and educational opportunities for everyone. * Park facilities integrate universal design to improve access for people of all abilities. ### SUSTAINABILITY * Well-designed and programmed parks and Open Space promote environmental stewardship. * Sustainable management maximizes efficient water use, minimizes energy use, and helps protect and restore wildlife habitats and ecosystems. * A well-connected Open Space and trail network reduces the need to drive to outdoor recreation and encourages active transportation options. ### COMMUNITY HEALTH * Parks, Open Space, Community Green Space, and trails provide opportunities to be physically active, recreate outdoors, and connect with nature. * Parks, Open Space, Community Green Space, and trails provide physical and psychological relief from the urban environment. # PARKS & OPEN SPACE ## In the future... Parks and Open Space will remain essential parts of the community’s infrastructure, indispensable to meet the needs of the public. The park system will balance small, neighborhood-scale parks with larger active facilities to contribute to the community’s livability and high quality of life. The City and County will coordinate to enhance large-scale, regional recreational opportunities both to serve local residents and to attract visitors and investment. Linear parks and trails will connect residents to public facilities and other destinations in a system of parks, Open Space, and trails. Multi-use trails will serve as integral parts of the Open Space system, as well as key elements of the transportation system. The County will implement their *Parks, Recreation, and Open Space Master Plan*. The City will work to prepare a Parks and Recreation Facility Plan to guide future park development. The County and City will preserve and maintain significant Open Space to conserve natural and cultural resources and environmental features, to create a sense of place and unique character, and to provide educational and low-impact recreational opportunities. Preserving acequias, agricultural land, and unique natural features as Open Space will protect the natural resources and ecological functions of the land as well as the cultural aspects of the landscape and land uses. <
> ### 10.1.2 Context & Analysis #### 10.1.2.1 PARKS OVERVIEW Parks are an important quality-of-life factor contributing to the livability of our community. A high-quality system of parks and recreation resources provides a multitude of community benefits: protecting our environment, preserving wildlife habitat, strengthening local economies, attracting new businesses, contributing to the local tax base, increasing property values, and promoting healthy lifestyles. As of 2016, the City and County manage approximately 317 developed parks, totaling over 1,600 acres. The City’s ratio of developed parkland to population is about 2.8 acres per 1,000 people. This region has a well-distributed system of parks and recreation facilities that meets a wide range of needs. The City and County are now challenged to maintain existing infrastructure of aging parks and to bring its parks and recreation system into a new century of needs, wishes, and conditions. Attractively designed and well-maintained parks are typically the most popular parks. However, climate and soil characteristics create unique design challenges for the local park system. Arid conditions and poor soils affect the cost to provide large landscaped areas. Supplemental watering is necessary due to the low annual rainfall. Precipitation is usually of short duration, and runoff is heavy. Parks require continuing maintenance to prevent deterioration and maintain their attractiveness. Our climate also presents design challenges to accommodate open play areas that provide adequate shade in the summer. Parks and Open Space are the only community facilities addressed in this chapter, while a wide range of other community facilities, such as those related to police, fire protection, solid waste, childcare facilities, schools, and healthcare clinics, are addressed in the **Infrastructure, Community Facilities & Services chapter**. These other community facilities are often located within parks or on land adjacent to parks. Some city parks are also located on land owned by the Board of Education and managed to serve the adjacent school as well as the public. Every effort should be made to achieve the goals of the co-location policies in siting parks and other facilities, such as the North Domingo Baca Park, Fire Station, and Multi- To achieve our vision the City and County need to address key **challenges** and **strategies** summarized in this chapter: ### CHALLENGES * System expansion and maintenance needs competing for the same limited resources. * Distribution of parks and Open Space based on community desires for more green space. * Coordination of Open Space with other agencies’ and private open spaces. * Mandate to manage Open Space to provide public access while protecting natural resources. * How to maintain high level of service as population grows and demographics change. * Cost of acquiring land and timing acquisition in coordination with development. ### STRATEGIES * Promoting parks and Open Space as economic engines that provide quality of life for residents and attractiveness for tourism and new jobs. * Leveraging City and County funding for regional recreational facilities and eco-tourism opportunities. * Preserving acequias and agricultural lands in the region. * Identifying ecological zones and creating networks of Open Space, trails, and parks to connect them. * Responding to changing demographics and community needs by providing more regional parks, active sport parks, urban agriculture as green space, and “signature” parks or Open Space. <
> High and low impact recreation opportunities. PLAN ELEMENT # PARKS & OPEN SPACE generational Center and the Barelas hub of city services. However, it is also important that the Parks and Open Space System not be viewed as a land bank for future facilities. ### County Parks & Recreation The County is responsible for maintaining and improving more than 1,000 acres of parks, athletic fields, streetscapes, and facility landscapes, including the Mesa del Sol Regional Park. This comprises 30 parks and athletic fields in the unincorporated area including Paradise Hills, North Valley, North Albuquerque Acres, South Valley, and in the East Mountains. Several of the parks have prescription trails programs to promote walking and healthy lifestyles. Bernalillo County uses its *Parks, Recreation, and Open Space (PROS) Master Plan* to guide future facility development. ### City Parks & Recreation The City Parks & Recreation Department maintains and manages more than 287 park sites, which also include dog parks, trails, the New Mexico Veterans’ Memorial, Museum and Conference Center, and the Albuquerque Balloon Fiesta Park and Event Center. The department participates in the Prescription Trails program. City staff includes individuals with expertise in landscape design, construction, and programing to help people connect with each other and nature. As places to relax, play, learn, and come together, parks are essential to the health of urban communities and quality of life. The City Parks & Recreation Department develops and maintains a network of over 160 miles of multi-use trails providing alternative transportation and recreation options for pedestrians, cyclists, and equestrians. The department works with the Greater Albuquerque Recreational Trails Committee (GARTC), who advises the City on trails planning and maintenance issues. The Metropolitan Parks & Recreation Advisory Board consists of residents who support and guide the development of the City parks and recreation system. ## 10.1.2.2 OPEN SPACE OVERVIEW Open Space is land left in its natural state so that it may contribute to a community’s livability. Open Space preserves and protects natural features and cultural resources of the city and county, creates a sense of place for residents and visitors, and provides educational and recreational opportunities. Some land is a candidate to preserve as Open Space because it is poorly suited for development. Other land is desirable as Open Space to separate areas that have developed with incompatible uses; to preserve a natural, cultural, or archaeological resource in perpetuity for future generations; or to preserve vistas and cultural or natural landscapes. Open Space conserves environmental features, natural, and cultural resources; provides educational and low-impact recreational opportunities; and places the built environment in context. Reasons for maintaining Open Space may include: * Views of significant natural landscapes can contribute to psychological and emotional health. * Low-impact recreation helps people of all ages be physically healthy. * Cultural resources and environmental education deepen understanding of the surrounding landscapes and how humans used and benefited from the land. Land preserved as Open Space is a mechanism for stewardship that protects many physical features for the appreciation of residents and visitors and improves livability in our region. Additional private lands are still proposed for future acquisition PLAN ELEMENT # PARKS & OPEN SPACE <
> **Figure 10-1: City of Albuquerque and Bernalillo County Parks & Recreation Facilities** PLAN ELEMENT # PARKS & OPEN SPACE <
> **Figure 10-2: City of Albuquerque Major Public Open Space and Bernalillo County Open Space** PLAN ELEMENT # PARKS & OPEN SPACE <
> The Bosque is part of the largest cottonwood forest in North America. or preservation and include major natural land forms, agricultural properties, and riparian areas. Three of the region’s most significant and large Open Space areas – the Petroglyph National Monument, Rio Grande Valley State Park/Bosque, and Sandia Mountains/Cibola National Forest – are areas cooperatively managed by a variety of entities. The Petroglyph National Monument, established in 1991, is cooperatively managed by the National Park Service (NPS) and the City. It includes federal and municipally owned land acquired for Open Space before 1990. There are also adjacent Open Space lands outside the Monument boundary. Rio Grande Valley State Park, established in 1983, is managed cooperatively by the City and the Middle Rio Grande Conservancy District (MRGCD), in conjunction with other regulating agencies – Albuquerque Metropolitan Arroyo Flood Control Authority (AMAFCA), U.S. Bureau of Reclamation, U.S. Army Corps of Engineers, and U.S. Fish and Wildlife Service (USFWS). The State Park preserves the cottonwood forest, or Bosque, and the river floodway within the City and County. Major Public Open Space in the foothills of the Sandia and Manzano Mountains provides a linear area separating the city’s eastern-most neighborhoods and the Cibola National Forest/Sandia Mountain Wilderness. Major trailheads and trails lead from Open Space into the National Forest (see also Section 5.1.2.2 of the Land Use chapter for more about Community Green Space). ### Trail Corridors Trail corridors are linear open spaces, many of which link parks and Open Space. They include paved multi-use trails along arroyos and roads and natural trails in Open Space areas, arroyos, and valley irrigation ditch systems as proposed by arroyo corridor facility management plans and other planning efforts, such as the Alameda Drain trail project. Bernalillo County has adopted the *Pedestrian and Bicycle Safety Action Plan*, and the City has adopted an updated Rank 2 *Bikeways and Trails Facility Plan*, which guides Parks and Recreation’s programs and investments in multi-use trails and bikeways. These two documents provide more detailed goals, policies, and guidance on this infrastructure. The City’s Open Space Division has *Trail and Trailhead Guidelines* that are used to develop new and update existing properties, which include approximately 100 miles of unpaved trails in 2016. For more information on the region’s trails and bikeways, see the Transportation chapter. ### Bernalillo County Open Space The County’s Open Space program oversees 15 Open Space properties totaling almost 1,000 acres where it oversees dozens of resource-based recreation and environmental education activities and events each year. It also manages local food initiatives on five agricultural-based properties in the South Valley. Hiking, bird watching, geocaching, PLAN ELEMENT # PARKS & OPEN SPACE <
> **Figure 10-3: City of Albuquerque and Bernalillo County Trails Network** PLAN ELEMENT # PARKS & OPEN SPACE and picnicking are some of the many activities available at Open Space properties. County agricultural Open Spaces are the focus for development of programming and economic development strategies to support local agriculture and promote local food. Management plans have been adopted for many of the properties to guide their restoration and facility development. Bernalillo County uses its *PROS Master Plan* to guide future Open Space acquisition and development. The County is in the process of developing a conservation easement strategy to extend the reach of agricultural Open Space conservation efforts. The County is a partner with AMAFCA and the USFWS in the development of the Valle de Oro National Wildlife Refuge in the South Valley and with the University of New Mexico (UNM) in the rehabilitation of the UNM North Golf Course. County staff also works closely with Cibola National Forest regarding Open Space properties in the East Mountains. ### City Open Space Division The City manages Major Public Open Space (MPOS) lands to retain and enhance either their natural values or archaeological resources. They may be purchased outright by the City or they may be jointly managed by the owner and another public agency. The City Open Space Division within the Parks & Recreation Department manages MPOS lands, facilities, programs, and activities. This Division has expertise in natural resource conservation, archaeology, outdoor education, and low-impact recreation. The City’s Open Space staff coordinates with agencies such as the MRGCD, NPS, U.S. Army Corps of Engineers, USFWS, U.S. Forest Service, U.S. Bureau of Reclamation, AMAFCA, and Rio Grande Nature Center State Park. The City Open Space Division uses the Rank 2 MPOS Facility Plan, as well as multiple Rank 3 resource management plans and arroyo corridor plans to guide their land acquisition priorities and management strategies. The 1975 and 1988 Comp Plans proposed an Open Space network of 49,000 acres, including trail corridors, parks, and other low-intensity uses. By the end of the 1960s, the City had acquired about 8,500 acres, and by the end of the 1980s, that total had reached nearly 25,000 acres. As a result of several quarter-cent sales tax periods, the City Open Space Division was able to purchase approximately 4,000 acres of land over 25 <
> Image credit: City of Albuquerque <
> Recreational opportunities vary widely throughout the region – from hiking and biking trails to kayaking on the Rio Grande. PLAN ELEMENT # PARKS & OPEN SPACE <
> Figure 10-4: Acres of City-Owned or Managed Major Public Open Space <
> Figure 10-5: Acres of Open Space per 1,000 County Residents (Level of Service) years, preserving in perpetuity some of the region’s most beloved and important natural and cultural resources, including lands in the Petroglyph National Monument and the Elena Gallegos Open Space. The City’s MPOS system currently protects the natural character of more than 29,000 acres of land. The mid-eighties marked a turning point for the area’s Open Space level of service. Since then, the level of service has declined from 51.5 acres per 1,000 residents in 1985 to 43 acres per 1,000 residents in 2015, due to increasing population in the metropolitan region, along with fewer and smaller land acquisitions. The City has not adopted Level of Service standards for Open Space land. Portions of Tijeras Arroyo, the Rio Puerco escarpments, and playa lakes (dry, sandy lake beds) in Mesa del Sol and the southwest mesa are among sites proposed for preservation as MPOS. Several City Open Space sites lie in the mountains east of the city. These include the San Antonio site and Gutierrez Canyon (both east of NM 14) in the Sandia Mountains. The Juan Tomas Mountain Park and Carolino Canyon Mountain Park (south of I-40 on NM Highway 337) lie in the Manzano Mountains. The Juan Tomas site is surrounded by the Cibola National Forest. No additional acquisitions are proposed in the mountains. PLAN ELEMENT # PARKS & OPEN SPACE The City's system is complemented by the Rio Grande Valley State Park. This riparian habitat extends along the Rio Grande for 22 miles through Bernalillo County and beyond, from Cochiti Dam south to Belen. The 5,000-acre park lies primarily within the property of the MRGCD, and includes both land and water. The planning concept for the park is a balance between recreational use and habitat conservation. The City's Rank 2 *Bosque Action Plan* guides future planning for this irreplaceable community asset. The City Open Space Advisory Board is an appointed board composed of citizen volunteers alternately by the Mayor and City Council, which meets at least once a month to evaluate and make recommendations on a broad range of City ordinances, policy resolutions, and administration of the open space system. Major concerns of the Board include investment policy for the Open Space Trust Fund, acquisition of selected additional open space lands, maintenance of the existing system, plans for improvements such as trails, revegetation, or visitor access, and coordination with the Bernalillo County open space system. Consistent with the requirements of the Open Meetings Act, all meetings of the Board are advertised in advance and are open for public participation. ### 10.1.2.3 FUNDING FOR PARKS & OPEN SPACE A high level of capital investment is necessary to build and maintain major systems of facilities. Long-range financial planning for public infrastructure is overseen by the County's Capital Improvement Program and by the City's Capital Implementation Program (CIP). Fiscal constraints dictate the public purchase of proposed park and Open Space land. Future large-scale acquisition to maintain or improve the level of service (LOS) as the area grows will need a concerted effort and priority by the public and decision makers. Options other than fee simple ownership (purchase of full ownership and title of a property) include easements, acquisition of development rights, public/private land agreements, and inter-agency agreements and licensing. Site conservation can also be achieved through special zoning districts that require lower impact uses and respectful buffers and edge treatments. <
> Image credit: City of Albuquerque <
> Cyclists of all ages benefit from our trails and educational resources. PLAN ELEMENT # PARKS & OPEN SPACE ### County Funding The County funds capital development of parks and Open Space in a variety of ways, including: * General obligation (GO) bonds * New Mexico Legislative Capital Outlay and other grants * Mill levy for Open Space acquisition * Development impact fees The County’s six-year CIP Plan links the goals, needs, and vision of the public and the County’s capital expenditure budgets. Every two years, the Bernalillo County Board of Commissioners updates the plan for major County capital projects. The planning concept is to conserve the natural habitat while providing for appropriate low-impact recreation opportunities. The County funds programming, operations, and ongoing maintenance of parks and Open Space in a variety of ways including: * General fund * Mill levy for Open Space operations and maintenance * User fees ### City Funding <
> Image credit: Bill Tondreau *The local landscape provides stunning views for residents and visitors who take advantage of our parks, open space, and trail systems.* Infrastructure funding comes from a variety of sources including federal grant programs, which generally require a local match, legislative capital outlay, and local property and gross receipt taxes. Additionally, tax incentives and public private partnerships leverage capital infrastructure funding in metropolitan redevelopment areas located in both the city and county. Short-range infrastructure planning, reflected in the City’s two-year General Obligation Bond Program and the County’s two-year General Obligation Revenue Bond Program, more closely reflects their growth strategy, fiscal position, and land use priorities at any given point in time. Service provision timing and costs are determined through these funding programs. Land acquisition financing has depended on many sources of funds. The Open Space Trust Fund is invested and will provide increasing acquisition and maintenance funds for future budgets. In 2016, the City Council authorized a 20-year program of bond issues with two percent of general obligation bond proceeds dedicated to the Open Space program. This is estimated to provide approximately $30 million for the Open Space system. # 10.2 Goals, Policies & Actions ## for Parks & Open Space <
> ## Goal 10.1 Facilities & Access **Provide parks, Open Space, and recreation facilities that meet the needs of all residents and use natural resources responsibly.** ## Goal 10.2 Parks **Provide opportunities for outdoor education, recreation, and cultural activities that meet community needs, enhance quality of life, and promote community involvement for all residents.** ## Goal 10.3 Open Space **Protect the integrity and quality of the region’s natural features and environmental assets and provide opportunities for outdoor recreation and education.** ## Goal 10.4 Coordination **Coordinate across disciplines, jurisdictions, and geographies to leverage limited resources, maximize efficiencies, and best serve the public’s need for parks and recreation facilities.** Policies are organized to support each Goal. Many Policies have supporting Sub-polices, cross-references to other relevant policies, and implementing Actions to more clearly guide decision making. PLAN ELEMENT # PARKS & OPEN SPACE [ABC] indicates a policy or action for both the City and County [BC] indicates a policy or action for Bernalillo County [A] indicates a policy or action for the City of Albuquerque # Goal 10.1 Facilities & Access ## Provide parks, Open Space, and recreation facilities that meet the needs of all residents and use natural resources responsibly. ### POLICY 10.1.1 **Distribution: Improve the community's access to recreational opportunities by balancing the City and County's parks and Open Space systems with the built environment. [ABC]** a) Protect and maintain a high-quality, accessible system of recreation facilities and sites sufficient to serve all areas. b) Establish an interconnected network of parks, Open Space, and trails with safe pedestrian connections to community facilities, neighborhoods, and Centers. c) Locate recreational facilities within Centers to address gaps in service and to be accessible by all modes of transportation, particularly foot and bicycle. d) Encourage public open spaces and facilities in new developments to locate near active uses — commercial and community services, employment, and schools. e) Coordinate park locations with drainage ways and local street alignments to maximize access to nearby residential neighborhoods without needing to cross an arterial road. f) See **Policies 10.2.3 and 10.4.4** below related to trail connections. g) See **Transportation Goal 6.2** for policies related to multi-use trails. #### ACTIONS **10.1.1.1** Monitor levels of service for parks and recreation facilities, including the impact of recent and expected growth. [ABC] **10.1.1.2** Evaluate costs, benefits, and impacts of new facilities. [ABC] **10.1.1.3** Work with the private sector to establish motorized recreational vehicle areas separate from the pedestrian, equestrian, and bicycle-oriented trail corridors and MPOS network. [A] ### POLICY 10.1.2 **Universal Design: Plan, design, program, and maintain parks, Open Space, and recreation facilities for use by people of all age groups and physical abilities. [ABC]** a) Design and maintain landscaping and park features appropriate to the location, function, public expectations, and intensity of use. [ABC] PLAN ELEMENT # PARKS & OPEN SPACE b) Encourage subdivision platting that maximizes park and Open Space access and visibility. [A] c) See **Transportation Policy 6.5.2** for accessibility and mobility within the public right-of-way. d) See **Infrastructure, Community Facilities & Services Policy 12.4.2** for additional ADA policies. ### ACTIONS **10.1.2.1** Identify and prioritize projects to address existing ADA deficiencies through coordination among the Bernalillo County Parks & Recreation and Public Works Departments and City of Albuquerque Parks & Recreation and Municipal Development Departments. [ABC] **10.1.2.2** Bring existing facilities into compliance based on the Bernalillo County 2014 Parks and Recreation Access Audit and Transition Plan or the City's parks and trails ADA audit and Transition Plan. [ABC] **10.1.2.3** Provide information to the public about parks, Open Space facilities, and trails that are ADA accessible and current efforts to improve accessibility within the system. [ABC] ## POLICY 10.1.3 ### Agriculture: Support food production and other agricultural uses in parks, Open Space, and public rights-of-way. [ABC] a) See **Land Use Policies 5.5.3 and 5.5.4** for agricultural protection in County Rural and Semi-Urban Development Areas. b) See **Heritage Conservation Policy 11.1.1** for agricultural protection. ## POLICY 10.1.4 ### Water Conservation: Employ low-water use and reclamation strategies to conserve water. [ABC] a) Incorporate native vegetation and low water use species wherever possible, particularly in areas without easy access to irrigation. [ABC] b) Integrate irrigation, water conservation, drainage, and flood control functions within parks and Open Spaces with ecological preservation and recreational purposes. [ABC] c) Incorporate natural drainage and infiltration techniques to irrigate parks, golf courses, and Open Space. [A] ### ACTIONS **10.1.4.1** Review and update technical standards that balance water resource management with ecological preservation and recreational purposes. [ABC] **10.1.4.2** Improve facilities and neighborhood parks using sustainable and green development practices. [ABC] **10.1.4.3** Coordinate with MRGCD to develop best management practices and to accommodate facilities, such as trails, where appropriate and feasible, within parks and Open Space that do not compromise the function of the irrigation system for its designed purposes and are consistent with the Rio Grande Compact requirements. [ABC] PLAN ELEMENT # PARKS & OPEN SPACE # Goal 10.2 Parks ## Provide opportunities for outdoor education, recreation, and cultural activities that meet community needs, enhance quality of life, and promote community involvement for all residents. ### POLICY 10.2.1 **Park Types: Plan and implement a system of parks to meet a range of needs at different scales, including small neighborhood parks, community parks, active parks, regional parks, and linear parks. [ABC]** a) Coordinate joint use and capital improvement programs to maximize effective use of tax payer dollars. b) Acquire, develop, and maintain major regional parks suitable for larger sports complexes or event spaces with convenient access to serve the wider region. c) Encourage developers to design, develop, and maintain parks through density bonuses and other incentives. d) Prioritize parks planning and implementation as early as possible in the development process in fast-growing or underserved areas. e) See **Community Identity Goal 4.3** for priorities in each Community Planning Area. f) See **Infrastructure, Community Facilities & Services Policy 12.4.4** for co-location of facilities. ### ACTIONS **10.2.1.1** Use CIP, impact fees, and general fund allocations for park acquisition and development and examine alternative methods of financing such as public-private partnerships for parks and park maintenance. [ABC] **10.2.1.2** Work toward addressing gaps in service. [ABC] ### POLICY 10.2.2 **Security: Increase safety and security in parks. [ABC]** a) Minimize vandalism through adequate lighting, site design, and durable materials. [ABC] b) See **Infrastructure, Community Facilities & Services Policy 12.3.4** on public safety. ### POLICY 10.2.3 **Multi-use Trails: Connect parks by designing, building, and maintaining trails to accepted standards. [ABC]** a) See **Policy 10.4.4** below for trails along arroyos, ditches, and acequias. b) See **Transportation Goal 6.2** for policies related to multi-use trails. ### ACTION **10.2.3.1** Amend the subdivision ordinance to require dedication of designated trail corridors. [BC] # Goal 10.3 Open Space ## Protect the integrity and quality of the region’s natural features and environmental assets and provide opportunities for outdoor recreation and education. ### POLICY 10.3.1 **Open Space Acquisition: Acquire significant lands throughout the community to shape the urban form, conserve natural and cultural resources, and protect agricultural land. [ABC]** a) Collaborate on Open Space acquisition to implement the Open Space network. b) Acquire trail, wildlife, and drainage corridors as important elements of the Open Space network. c) Acquire lands prone to natural hazards as well as adequate buffers for public safety. d) Acquire lands abutting significant features to ensure adequate protections of natural and cultural resources. e) See **Infrastructure, Community Facilities & Services Policy 12.4.5** for Rank 2 Facility Plans that guide Open Space acquisition and maintenance. f) See **Resilience & Sustainability Policy 13.4.4** for protecting areas with unique landforms and habitats. ### ACTIONS **10.3.1.1** Prioritize and fund property acquisition consistent with the policies of the Comp Plan. [ABC] **10.3.1.2** Work with landowners to define how, when, and what amount of proposed open space lands will be transferred into public ownership through coordination with the City of Albuquerque Open Space PLAN ELEMENT # PARKS & OPEN SPACE Division, Open Space Advisory Board, and Bernalillo County Parks & Recreation. [ABC] **10.3.1.3** Explore land use tools such as density transfers, cluster development, incentives for providing on-site open space, land trading, optioning land early, and long-term purchase of Open Space. [ABC] **10.3.1.4** Explore funding sources for Open Space acquisition, including local tax initiatives and state and federal appropriations. [ABC] ## POLICY 10.3.2 **Preservation: Identify and manage sensitive lands within the Open Space network to protect their ecological function. [ABC]** a) Manage public access to best protect natural resources. b) Ensure that development within Open Space is compatible with its preservation purpose. c) See **Heritage Conservation Goal 11.3** for cultural landscapes and development adjacent to open space. ### ACTIONS **10.3.2.1** Conduct slope, soil condition, and/or other appropriate surveys to determine Open Space property lines and identify sensitive lands. [ABC] **10.3.2.2** Develop and implement site management strategies and preservation techniques for protected areas. [ABC] ## POLICY 10.3.3 **Use: Provide low-impact recreational and educational opportunities consistent with the carrying capacity of the Open Space resource. [ABC]** ### ACTIONS **10.3.3.1** Analyze resource and use limitations for the Open Space network to identify which parts of the system should be protected and which parts are more suited for public access and passive recreation. [ABC] **10.3.3.2** Develop standards to minimize impacts and environmental damage on areas suited for public access. [ABC] ## POLICY 10.3.4 **Bosque and Rio Grande: Carefully design access to the Rio Grande, the Bosque, and surrounding river lands to provide entry to those portions suitable for recreational, scientific, and educational purposes, while controlling access in other more sensitive areas to preserve the natural wildlife habitat and maintain essential watershed management and drainage functions. [ABC]** a) Minimize disturbance or removal of existing natural vegetation from the Bosque. b) See **Policy 10.1.4** above related to balancing water management functions with ecological preservation and recreation. c) See **Heritage Conservation Policy 11.3.3** for policies related to land development adjacent to the Bosque. ### ACTIONS **10.3.4.1** Update the *Bosque Action Plan* to reflect documented changes including climate, wildlife, vegetation, recreation use and infrastructure, access, and restored areas. [ABC] **10.3.4.2** Acquire adjacent lands suitable for recreation uses that provide links to the river and Bosque through dedication, easements, leases, or fee simple purchases. [ABC] **10.3.4.3** Evaluate the feasibility of a multi-use trail along the west side of the Rio Grande to enhance public access while protecting habitat and the ecological functions of the Bosque. [ABC] ## POLICY 10.3.5 ### Petroglyph National Monument: Preserve the volcanoes, key portions of the basalt flow, and the Northwest Mesa Escarpment as part of the Open Space network. [ABC] a) Identify and conserve the unique environmental, visual, recreational, archaeological, and historical qualities and opportunities of the Northwest Mesa Escarpment. [A] b) Conserve the Escarpment as an entire unit with a recognizable relationship to the volcanoes that created it, the mesa top which borders it, and the arroyos that bisect it. [A] c) Design public access and public facilities to be compatible with the sensitive nature of the Escarpment. [A] d) Acquire land suitable for MPOS as funding becomes available to help conserve important ecological and archaeological features and include hiking trails. [A] e) Limit utilities and roads to areas that are least sensitive to disturbance, avoiding the following areas: Piedras Marcadas Canyon, the point where the mid branch of the San Antonio crosses the Escarpment, the Marsh peninsula, Rinconada Canyon, and the escarpment immediately south of Rinconada Canyon. [A] f) See **Heritage Conservation Policies 11.3.4 and 11.3.6** related to development on lands within and adjacent to the Monument and on the Northwest Mesa. g) See **Infrastructure, Community Facilities & Services Policies 12.1.4 and 12.1.5** for policies related to drainage infrastructure improvements that cross the Monument. ## POLICY 10.3.6 ### Escarpments: Preserve the ceja and Mesa del Sol escarpments as part of the Open Space network. [A] ### ACTION **10.3.6.1** Preserve the ceja from Central Avenue south to the Bernalillo County limits as Open Space. [ABC] PLAN ELEMENT # PARKS & OPEN SPACE # Goal 10.4 Coordination ### Coordinate across disciplines, jurisdictions, and geographies to leverage limited resources, maximize efficiencies, and best serve the public’s need for parks and recreation facilities. #### POLICY 10.4.1 **Public Priorities: Engage the public to determine priorities and ensure equitable public investment. [ABC]** a) Coordinate with the City Open Space Division, Open Space Advisory Board, and other interested parties to clarify the intent for the Open Space trust lands adjacent to Double Eagle II Airport. [A] b) See **Community Identity Goal 4.2** for policies about community engagement, CPA assessments, and City Leaders programs. #### POLICY 10.4.2 **System Planning: Coordinate among departments and across jurisdictional boundaries to plan interconnected networks, manage natural resources, leverage public investment, eliminate gaps in service, and avoid duplication of effort. [ABC]** #### ACTIONS **10.4.2.1** Identify, prioritize, and address gaps in service in City and County facilities through coordination among the City and County Parks & Recreation Departments, County Public Works, and the City Department of Municipal Development. [ABC] **10.4.2.2** Partner with non-profit recreation providers, volunteer groups, schools, and parent organizations to enhance access to recreational and environmental programs across the city and county. [ABC] **10.4.2.3** Coordinate with the U.S. Forest Service in their updates to the Cibola National Forest and Cibola Wilderness Forest Plans. [ABC] **10.4.2.4** Prepare a strategy to address funding gaps for needed parks, MPOS, and recreational facilities. [A] PLAN ELEMENT # PARKS & OPEN SPACE ### POLICY 10.4.3 **Co-located Facilities: Maximize opportunities for multi-functional, co-located, and joint use of compatible parks, Open Space, trails, and recreation facilities to best leverage public investment. [ABC]** a) See **Policy 10.4.4** below for trails along arroyos, ditches, and acequias. b) See **Infrastructure, Community Facilities & Services Policy 12.4.4** for co-location of facilities. #### ACTIONS **10.4.3.1** Coordinate siting of new public, joint-use facilities with other agencies, such as AMAFCA and APS. [ABC] **10.4.3.2** Explore the feasibility of co-location early in the project development phase by evaluating potential site or project constraints. [ABC] ### POLICY 10.4.4 **Arroyos and Drainage: Work with MRGCD and AMAFCA to protect arroyos, drains, and acequias as part of Community Green Space. [ABC]** a) Acquire, regulate, and manage trail corridors to protect natural features, views, drainage, and other functions and/or to link other areas within the Open Space network. [ABC] b) Protect drainage or Open Space functions of arroyos from development impacts. [ABC] c) Use natural treatments for unchannelized arroyos. [ABC] d) Design and maintain irrigation ditches and acequias to be compatible with neighborhood character. [ABC] e) Encourage trails along suitable arroyos and irrigation ditches and design the facilities to protect the irrigation and drainage function. [ABC] f) Employ safety measures, such as buffers and railings, for trail users. [ABC] g) Establish maintenance responsibilities for arroyos within and outside of Open Space. [ABC] h) Preserve arroyos to encourage residents' connections with nature. [A] i) Connect the Open Space and trails network to suitable arroyos, drains, and acequias. [A] j) See **Policies 10.1.1 and 10.2.3** above about trails linking the parks network. k) See **Community Identity Goals 4.2 and 4.3** for the CPA assessment process and character-defining elements in each CPA. l) See **Land Use Policies 5.3.3 and 5.3.4** for policies that encourage cluster development to avoid the floodplain. m) See **Land Use Policies 5.5.1 and 5.6.1** for Community Green Space. n) See **Transportation Goal 6.2** for policies related to multi-use trails. o) See **Urban Design Goal 7.6.1** for stormwater infrastructure design considerations. p) See **Infrastructure, Community Facilities & Services Policies 12.1.4 and 12.1.5** for policies related to drainage infrastructure. q) See **Resilience & Sustainability Policy 13.4.4** for protecting areas with unique landforms and habitats. PLAN ELEMENT # PARKS & OPEN SPACE ### ACTIONS **10.4.4.1** Ensure adequate right-of-way for multiple-use of designated arroyos and coordinate design between the public and private sectors through subdivision and site planning. [ABC] **10.4.4.2** Coordinate multi-use trail planning with property owners adjacent to the irrigation ditch system and MRGCD facilities. [ABC] **10.4.4.3** Plan and construct pedestrian, equestrian, and bicycle crossings where designated arroyos and ditches intersect major streets and highways as a component of transportation projects. [ABC] **10.4.4.4** Work with MRCOG, all public agencies, and the New Mexico State Legislature to ensure that vacated irrigation ditch rights-of-way or easements are retained as part of the Open Space network, where appropriate and supported by the community. [BC] (blank page)