the spatial problems encountered in urban areas, for instance "sprawl", "the fragmented town" etc. However, the critic should concentrate more on a small <br/>"network" of a few architects and planners, including an inspector (C. D. Buchanan, UK) and a single police man (H. Alker Tripp, UK) who were heavily <br/>involved in the process of integrating the car as an element in the planning of urban areas and developing recommendations for road planning principles in <br/>urban areas. <br/>These road planning principles were a spin-off of a pure urban planning ideology but was primarily used to solve the massive road safety and accessibility <br/>problems in the urban areas created by the car. The strong ideal shared by the people within the "network" were based on the dictum "forms follow function" <br/>about mans behaviour, the car and the structure of the urban areas and was based on very little empirical research. The use of <br/>the urban planning thoughts expressed as road planning principles indicated and supported a changing perception of the urban areas, although people in the <br/>"network" (Le Corbusier, F. and Clarence S. Stein, US) had very different ideas about how the urban ideal itself should be expressed. <br/>Basically, the recommendation concerning traffic and specifically the car was the same, segregation. This shift in perception had spatial implications: Firstly <br/>through the recommendation of turning the individual urban (residential) areas inwards or upwards i.e. away from the car traffic on the streets. Secondly the <br/>recommendation concerning the orientation of the individual (residential) buildings - the most important facades on (residential) buildings should face the <br/>sun or nature and not the street. Thirdly through the recommendation of combing particular functions in particular urban areas - schools in residential areas, <br/>business and industry in industrial areas etc. and thereby created highlysegregated urban areas and segregated traffic on the streets in the areas.