Walk Statistics

 The question has been asked: “Is Lomas a better BRT corridor than Central?”  The purpose of this analysis is to compare the two corridors from the point of view of transit accessibility. We looked at various measures of the population and employment located within ½ mile walking distance of potential BRT stops.  We used the “Transportation Accessibility Model” (TRAM) to demarcate areas reachable from potential BRT stops. The TRAM model is a GIS based tool that indicates how far you can get from any set of locations (e.g., BRT stops) traveling at walking speed. The resulting areas (represented by polygons) can then be laid on top of various sources of demographic information (for example, census population) to determine the size of the market reachable from those stops.

 The “Walking Network” This is a database describing the locations of sidewalks and other pedestrian pathways. MRCOG* maintains such a network database. It contains all streets in the region. Other public bikeways, trails, and other pedestrian features have been added to the database. Walking speed for this analysis is assumed to be 3 mph (a brisk 20-minute per mile pace). A 10 minute walk covers ½ mile.  BRT Station Locations Two alignments were examined: one following Central Avenue and another following Lomas Boulevard. Both alignments run from Tramway to 4 th Street, downtown Stops are assumed to be at major intersections, approximately 1 mile apart  Additional stops were added as the alignments approach downtown due to increased land use density and for prominent destinations (such as UNM).  Stop locations for both alignment options were roughly comparable. * The Mid-Region Council of Governments

 The resulting contours were then laid on top of various sources of socio-economic information to determine how many people are located within those accessible walking distances.  We used as detailed a geographic source as available.  The measures and sources were: Housing and Population: 2010 Census, reported on the census block level Jobs: MRCOG business database for This database (from the commercial vendor “Info-USA”) records the precise locations of all businesses in Albuquerque, their NAICS code, and the number of employees associated with the business. Existing Transit Origins and Destinations: From the 2012 onboard transit survey. This database records the precise location (x, y coordinate) for transit users. Note that this database reflects actual origins and destinations, NOT boarding and alighting at a stop. Trips reported in this database actually begin and/or end near a BRT stop (excluding transfers). Transit Dependency: Various indicators of “transit dependency” or “transit need” are available from the census. This includes measures such as the “number of 0 car households” and “families living below the poverty line”. This data all comes from the 2010 census and is reported on a block group level.

 The following slides illustrate the walking contours that the TRAM model produces…

 As indicated in this table, Central proves to be a far superior alignment option than does Lomas, for every measure that we tested:  More people live and work along Central than along Lomas: 18% to 54% more, depending on the measure.  There are far greater mobility needs along Central than along Lomas as indicated by various measures of transit dependence.  There are far many more existing transit riders along Central than along Lomas.

 There may be a number of reasons why one of these alignments may be preferred over the other, but there is no question that an alignment on Central serves more potential transit riders than does an alignment on Lomas, and serves more potential riders who have mobility needs.  Since this is the case, existing services (both local as well as the Rapid Ride routes) would likely remain in place on Central even if a BRT were developed on Lomas. This means that new services on Lomas will require a new additional investment in buses and drivers. A BRT on Central, on the other hand, will most likely make use of the buses and services already there, and therefore will almost certainly be far more feasible.