RURAL PLANNING AND DEVELOPMENT 101 



ings, they have the effect of increasing fire risks. In Canada we pay 

 from two to three dollars per capita for fire insurance and protection 

 more than is paid in some European countries. This excessive bur- 

 den is borne by the farmer as well as by the townsman. 



In a report relating primarily to rural districts, it may seem 

 that too much attention is being given to the question of road plan- 

 ning as it affects the planning of urban areas. It is in rural areas, 

 however, where the system of planning is adopted which governs all 

 future development, and, to be effective, planning has to precede and not 

 to follow development. The foregoing considerations apply to three 

 classes of area in rural territory, as follows: 



(1) Suburban areas in rural territory which are in course of 

 being used or are likely to be used for building purposes. 



(2) Rural areas, especially those which lie near to or between 

 centres of population. 



(3) Sites of new towns which are likely to grow up in future. 

 The responsibility for the control of new development and for 



the planning of roads and streets in these three classes of area rests 

 with rural municipalities. 



CONCLUSION 



In this chapter it has been contended inter alia: That the closer 

 settlement of fertile land near to railways is needed both in the interest 

 of greater production and improved transportation; that the further ex- 

 tension of the railway system should be directed to secure the profitable 

 development of natural resources rather titan profit to railway enterprises, 

 as a first object; that, generally speaking, the highway and street system 

 of Canada has been artifically arranged without regard to any principle 

 of design, economy, natural topography or economic use of the land, 

 although the progress of civilisation in Canada, as in all countries, largely 

 depends on the development of good roads; that good roads cannot be 

 obtained at reasonable cost without comprehensive planning; that all 

 roads and streets should be designed for purposes of traffic and access to 

 buildings and not to provide air space, which should be dealt with 

 under building regulations as a separate matter; that it is not practicable 

 to develop a good highway or street system on a basis of a minimum 

 of 66 feet in widbii within the tax-paying capacity of the people, 

 unless with overcrowded building development on private property; 

 and that a considerable percentage of the cost of making roads and other 

 local improvements should be borne by svb-dividers of land before it is 

 sold for building purposes so that speculation may be hampered, and 

 reasonable access provided to building lots before they are built upon. 



