DEP CTLR CLEARED MLG ON SAME HEADING AND AT SAME ALT AS SMT. MLG OVERTOOK SMT BEFORE DEP CLTR INTERVENED.

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I WAS WORKING W ARR AND DEP AT ALBUQUERQUE TRACON. ON 1/MON/88 AT APPROX XA30 PM AN SMT X DEPARTED RWY 21 IFR; HDG 170 DEGS. SEVERAL MINS LATER AN MLG Y DEPARTED RWY 17 HDG 170 DEGS ABOUT 8 MI BEHIND THE TWIN. BOTH ACFT WERE CLBING TO 10000'. POSSIBLY DUE TO FREQ CONGESTION AND LOUD STATIC ON THE FREQ; THE MLG Y DID NOT CALL UNTIL ABOUT 6 MI S OF THE ARPT AND 4 1/2 MI BEHIND THE TWIN. AT THIS TIME I DID NOT ANSWER OR SEE THE MLG Y DUE TO MY PREOCCUPATION WITH A VFR ACFT IN CLOSE PROX TO THE IFR FINAL APCH COURSE WITH RADIO PROBS. ABOUT 2 MINS LATER THE MLG Y RPTED LEVEL AT 10000'. IT WAS THEN THAT I NOTICED HIS CLOSE PROX TO THE OTHER ACFT AND TURNED THE MLG Y TO AVOID CONFLICT. THE ACFT PASSED WITH LESS THAN STANDARD SEPARATION. THERE WERE MANY CONTRIBUTING FACTORS IN THIS ERROR--A RWY AND AIRSPACE CONFIGN HAD JUST BEEN ACCOMPLISHED; THE CTLR AND AIRSPACE CONFIGN WAS UNFAMILIAR AND NOT NORMALLY USED; THERE WAS SEVERE INTERFERENCE ON THE PRIMARY FREQ FOR SEVERAL MINS; THE WX HAD DETERIORATED GREATLY WITHIN THE LAST FEW MINS CAUSING ASR APCHS TO BE USED; AND MOST IMPORTANTLY WAS MY TUNNEL VISION WITH THE VFR ACFT NEAR THE FINAL APCH COURSE. I BELIEVE THAT THIS ERROR COULD HAVE BEEN AVOIDED IF I HAD SLOWED TFC WHEN ALL THE UNUSUAL SITUATIONS TOOK PLACE AT ONCE; IE; STOPPING THE DEPS AND HOLDING SOME INBNDS AT OUTER FIXES UNTIL THE PROBS CLRD UP.