The desire to make a show plan on paper, with enforced symmetry in
design, has frequently led to great disappointment in result, and the practical
landscape architect realizes fully that theory on paper must generally con-
cede much to the vagaries of Nature. It is fortunate that this is so, for other-
wise there would be small call for originality in design, and the individuality
of cities, which should be carefully preserved, would be lost. The ideal city
plan is one that has appropriately developed all the practical advantages to
traffic, has considered carefully the circumstances of business, homes and
sanitation, has preserved splendid opportunities for the architect’s skill, and,
throughout it all, has kept the characteristics of the situation.

It is indeed an unfortunate site, from the designer’s point of view, when no
natural picturesqueness exists to add a complexity and interest, which by a
wise planning may be preserved and enhanced. A city on a level site is easy
to lay out, but only the skillful designer will foresee the danger of a monotony
in plan or an artificiality in design, either of which must be avoided.

To persist in applying the gridiron, in the face of excessive grades, is only
too often seen, and while the aim to have a simple, straightforward arrange-
ment in the business sections is commendable, there is every reason for
establishing oblique short-cut streets to meet the demands of traffic between
those separate business centres which are not at right angles to each other,
or to create a direct outlet to avoid congestion at these centres. The ideal
oblique business street, in a rectangular subdivision, should attract through
traffic only, as otherwise it might occupy too dominant a place in the
scheme of city development. It is quite appropriate that an oblique street
be designed as an axis street of great importance, but the effect of this in
relation to the other streets should be carefully considered, for it should be
remembered that a number of important radiating streets from any business
centre, or centres, brings out the theory of the wheel or the star, and the
force of parallel avenues is diminished. The objections to many radiating
streets in a rectangular subdivision are the numerous acute angles at the
corners, the irregularly shaped allotment, and the excessive area devoted to
streets.

The wheel idea of city design, with avenues radiating from a common
centre, and concentric streets at regular intervals, is splendid as a small
motive when the topography suggests the practical advantages of this
design, but, under ordinary circumstances, it is difficult to imagine this
theory carried out in its entirety for a large city. Curving streets in limited
numbers, especially when suggested by the topography, are to be gladly
welcomed in any city design, for they havea certain charm and variety in
sharp contrast to the greater dignity of the broad straight avenue, with its
long perspective, or architectural vista.

The first great aim of the landscape architects in Prince Rupert was to
decide on a skeleton system of fundamental roads, or arteries for traffic, so
as to tie the whole development together by insuring a commodious, as well
as direct, intercommunication between the various sections of the townsite.
These fundamental roads include the boulevard, the main cross-town streets,
and those avenues in the business section which are of first importance and
are to be 94 feet in width. Next of importance in the system of roads come
the secondary avenues in the business section, which are to be 72 feet in
width. Not only are the avenues in Prince Rupert destined to be eminently
satisfactory as regards gradient for traffic, but the design aims to promote