the dignity of all avenues, by having them comparatively broad, and by
having blocks only two lots deep, with an alley between, so that all build-
ings will face primarily on the avenue, rather than on a cross street. This
intention of design—to add to the relative importance of avenues over side
streets—is furthered by having the average side streets only 56 feet wide—
a width which the designers consider ample for streets not destined to
become accumulative for through traffic. In this connection it should be
noted that throughout the business section broad alleys—20 to 30 feet in
width—are provided, in the expectation that delivery teams and express
wagons shall be required to stand in the alleys rather than on the streets,
thus eliminating the chief cause of congestion.* Also it is hoped that water
pipes, sewers, wires for telephone, telegraph and electric lighting—whether
on poles or in conduits—be confined to the alleyways; thereby avoiding
the periodic tearing up of thoroughfares, and for other practical as well as
esthetic reasons.

It is attributable to the generous spirit of the Railway and Government
Officials, and to the hearty accord between them and the landscape archi-
tects, that Prince Rupert will acquire parks, squares, boulevards and the
opportunities for municipal improvements, planned for in such a way as to
fulfill the design in serving the public interest, and for the future embellish-
ment of the city.

For the present these factors in the design will remain as reserves until
such time as the future city can afford to develop them properly; but should
the civic pride in Prince Rupert even approximate that of Seattle and Van-
couver—which from appearances is more than likely—Prince Rupert will
develop, in a very few years, into a beautiful as well as one of the most pros-
perous cities on the Pacific Coast. A more superb natural park than already
exists on Hays’ Creek could not be found, and when the mountain shall some
day be encircled by winding drives and footpaths, similar in development
to Mount Royal, Montreal, no finer example of a wild scenic and recreation
park could be imagined. Other park reservations, squares, playgrounds
and public building sites have been carefully considered, and so located as to
enhance the effectiveness of main avenues, by giving definite terminal feat-
ures, by planning for architectural factors at salient points along their
course, and by providing for suitable civic centres or squares where important
thoroughfares intersect.

While only a small part of what is to become eventually the vestdential
section of Prince Rupert is to be included in the immediate townsite, the
development of the whole section has been studied, and will present a very
satisfactory grouping of homes. Not only is the lay of the land along the
eastern side of Kaien Island—which has been selected to become the residen-
tial section—extremely attractive and picturesque, but the outlook upon
Lakes Morse and Wainwright is superb. Prince Rupert Boulevard, taken in
connection with Lake Avenue, will provide easy and agreeable communica-
tion between the residential and business sections of Prince Rupert, and

*The dangers and inconveniences of congested traffic, which, in many of our older cities
with narrow streets, has called for special legislation, causing certain crowded streets to be-
come ‘‘ one-way streets,’’ could not affect Prince Rupert for many years to come, but this
menace to a good city design has been carefully considered, and every precaution taken to
insure a direct and commodious communication throughout the townsite for all time.