Samia Christal : This Is An Un Official Fan Site Tribute
Samia Christal Samia, Samia Cristal
Porn Queen Actress Superstar


Samia Christal

Movie Title Year Distributor Notes Rev Formats Amateur Francais 16: Anales de beurettes 2014 Video Marc Dorcel Anal Facial Bald O Beurette partouzee 2015 Fédération Française Echangiste Anal Facial DP Bald Beurettes de ton quartier 2013 Fédération Française de Q Anal Facial DP DPP O Beurettes Deboitees 2015 MMM100 Anal Facial Bald Swallow Cali Cruz- Samia Christal: Gangbang 2013 french-bukkake.com Anal Casting Sauvage: Special Beurettes 2016 Jacquie et Michel Anal Facial Bald Casting: Samia 2012 french-bukkake.com Anal Facial DP Exhibee et Baisee dans un Parc Public 2014 Fédération Française de Q Anal Facial O Fille au pair est une beurette 2013 Video Marc Dorcel Anal Facial Bald O Je Nique les Beurettes de Mon Quartier 2013 HPG Production Anal Facial Bald Je travaille avec mon corps 2013 Safado LezOnly O Laula: Samia 2 2012 french-bukkake.com Lecons hard de Lhermite 4 2014 Telsev Anal Facial CumSwap O Nos cheres voisines 2 2013 Telsev Anal Facial Orgie et Champagne 2014 jacquieetmicheltv.net Facial DP Petits secrets entre voisines 2013 Video Marc Dorcel Anal Facial Bald O Samia sodomisee par un trans 2012 jacquieetmicheltv.net Anal Samia: Gang Bang 2012 french-bukkake.com Anal Facial Samia: Laula 1 2012 french-bukkake.com Anal Samia: Special Anal 2012 french-bukkake.com Anal Tiffany: Le journal d'une nympho 2013 JTC Video O Zone Beurettes: Made in France 2014 JTC Video Facial Bald
Automotive city or Auto City are cities that facilitate, and encourage, the movement of people via private transportation, through ‘physical planning’, e.g., built environment innovations (street networks, parking spaces, automobile/pedestrian interface technologies and low density urbanised areas containing detached dwellings with driveways or garages) and ‘soft programming’ e.g., social policy surrounding city street usage (traffic safety/automobile campaigns, automobile laws and the social reconstruction of streets as reserved public spaces for the automobile).[1][2] The Los Angeles Freeway Interchange. The built environment of an automotive city, the Los Angeles Freeway Interchange. Contents 1 Origins 2 20th century 3 The road lobby and securing the road infrastructure resource 4 Suburban exodus 5 21st century 6 Rail revival: Perth, Australia 7 References



Origins "The old common law that every person, whether on foot or driving, has equal rights in all parts of the roadway must give way before the requirements of modern transportation" – McClintock, a Consultant for Los Angeles Traffic Commission in 1924.[1] (Norton, 2008, p.164) Multiple competing views have attempted to explain the rapid dominance of automobile use over alternative modes of transportation in North America in the early 20th century. Two compelling arguments are: That the automobile was selected by city dwellers, as the liberated and preferred mode of transportation.[1] That the automobile was deliberately promoted, at the expense of mass transit systems, by the corporate or professional elites, guided by interests in the automotive industry (see General Motors streetcar conspiracy).[3] While both arguments are nuanced, the basic principles behind each – advocacy of private transportation and advocacy of automobile production and consumption – informed the American automobile manufacturing boom of the early 1900s. By the late 1920s, the automobile industry was producing millions of cars each year, its surging growth due in part to the sociology of industrial phenomena related to Fordism.[1][4] The creation of the automotive city may be due, in part, to an attack on old customs by the good roads movement, seeking to pave the way for the rapidly expanding automobile market -- and to the triumph of individual liberties, associated with consumption and the free market, over restrictive governance of the built environment and its use.[5] By the 1930s, the interaction of automotive industry interests, a vocal, growing, minority of city motorists and favourable political sentiment, worked together to reconstruct the city street as a reserved space for the automobile, delegitimising previous users (such as pedestrians) and forging the foundations for the first automotive cities.[1] This transformative process could not have succeeded, were it not for the development, and deployment, of a system of symbols, codes and laws which would become the language of traffic signs, and infrastructure design.[6] Separation of traffic in Helsinki, Finland 20th century Further information: Traffic congestion Chang'an avenue in Beijing.jpg Miami traffic jam, I-95 North rush hour.jpg By the end of the 20th century the automobile, and the land sequestered for its exclusive use (street infrastructure), had become synonymous with formulations of large North American and Australian cities. The label ‘automotive city’ has been used by academics such as Norton (2008) and Newman and Kenworthy (2000), to refer to the tendency of city design and configuration in many North American and Australian cities during the 20th century to privilege the private automobile above mass transit systems.[1][7] The creation of the ‘automotive city’ detailed by Norton in Fighting Traffic, primarily involved the reconfiguration of American city transport infrastructure and services, from the early 1920s to the 1960s, around the growth of modes of private transportation (the automobile). In the early 1920s this reconfiguration of American city transport infrastructure around the automobile, at the instigation of traffic engineers, resulted in the rewriting of an old English common law (which had previously defined the street as a space where all users were equal) to define the street as a space which privileges cars, allocating them the right of way (except at intersections).[6] This early and prolonged reconfiguration of the American, and Australian, city around private transportation served to dramatically alter the course of city development within these countries.[1] This is made most tangible through the generally accepted shape the man-made environment has taken in cities such as Melbourne, Los Angeles and Detroit, which cater to the needs of automobile ownership (i.e. sidewalks, grid city layout linked with dormitory suburbs, highways and private transport corridors, and the securing of land for car spaces).[2][7][8] Before usage of the automobile was ubiquitous in these regions, and its presence believed to be necessary to the efficient dispersion and mobility of human capital within a centralised, low density, metropolitan area, it was introduced to mixed traffic conditions, and was commonly viewed as a nuisance which endangered historically legitimate street uses.[6] In 1913, New York was experiencing frequent congestion, and by 1915, many individuals had reverted to using the subway. Chicago’s electric streetcar company indicated that it had slowed by 44% in the city’s CBD between 1910 and 1920. In San Francisco in 1914, the number of automobiles surpassed the city’s 10000 horse-drawn vehicles. By 1910, Los Angeles had the highest per capita car registration in the world, Detroit and other Midwestern cities followed shortly thereafter. This time period for North America was marked by substantial growth in automobile ownership amongst the population, creating friction between private transportation interests and mass transit interests.[6] The road lobby and securing the road infrastructure resource See also: General Motors streetcar conspiracy The politics between different transportation stakeholders, who viewed roads as a securable resource and potential source of revenue, manifested in acrimonious conflict throughout the 1920s and 1930s.[7] One particularly controversial example of this conflict occurred between the road and rail lobbies in the 1930s, when a holding company, National City Lines, made up of interests from oil, tyre and car industries, bought the private electric streetcar systems in 45 U.S. cities, before closing them down. The reason attributed to this being clear, each subway car operating on the road was replacing 50 to 100 automobiles.[3] They were viewed as obstacles to what was generally accepted, among stakeholders in the automobile, as the future of North American transportation.[3] The purchase, and ultimate closure, of the electric street car systems by National City Lines, occurred approximately 10 years prior to the United States Congress proscription of diversification among rival industries, outlined in the Transportation Act of 1940.[5] The intent of this, in the words of the Interstate Commerce Commission, was, "to protect each mode of transportation from the suppression and strangulation, which might follow if control thereof were allowed to fall into the hands of a competing agency".[3] In 1949 a Grand Jury ultimately convicted National City Lines, and its constituents; General Motors, Standard Oil of California, Mac Trucks, Phillips Petroleum and Firestone Tyres on criminal indictment of anti-trust conspiracy, this decision did not, however, result in the return of electric street car systems. 280 million passengers were provided with the option of either taking the bus, or participating in the automobile industry. Within a few decades, the golden age of the automotive industry was well and truly under way, with cities such as Los Angeles being almost completely dependent on the automobile.[3][8] Substantial funds were required in order to develop and maintain infrastructure capable of sustaining the level of automobile dependence observed by the burgeoning automotive cities in North America. Advocacy for these funds was spearheaded in 1932, by General Motors’ Alfred Sloan, who brought a number of automotive industry interest groups together under the banner of the ‘National Highway Users Conference’.[7] The combined lobbying power of this organisation resulted in the substantial U.S. Highway Trust fund of 1957, through which the U.S. government invested $1,845 million in highways between 1952 and 1970. Rail systems only received $232 million during the same period.[8] The decisive early action of large automobile lobbies in the U.S., in securing road infrastructure funding for their product, helped shape, and protect, the growth of automotive cities in North America and Australia through the 1900s.[5] In many contemporaneous European and Asian countries the influence of automobile lobbies were tempered by equally large mass transit lobbies, and the dependence on the automobile, evident in the urban sprawl of detached dwellings with garages, and accompanying street systems, in North America and Australia, has not been as significant, possibly due in part to this reason [7] Suburban exodus From the late 1940s and into the early 1960s the dispersal of the metro population in, and urbanisation of, U.S. and Australian cities correlated with increasing levels of car ownership for the same period, feeding into the political expectation that the car would be the future of urban transportation.[9] The discourse surrounding city structure, which would remain dominant during this period, was succinctly expressed by Hoyt in the 1943 Chicago Plan Commission article, ‘American Cities in the Post-War Era’.[9] Hoyt held that the rise of the automobile would remove dependency on fixed rails for public transportation, and that old city design concepts, such as the high density ‘compact city', would be made obsolete due to the advent of the long-range bomber during World War II.[9] In Hoyt's concept of the ideal post-war American city, low density urban garden homes in dormitory neighbourhoods on the urban fringe would be separated from industry and employment by a green belt, and arterial roads connecting these zones to greatly expanded car spaces at the base of principal office buildings and department stores would accommodate private modes of transportation, supporting independent mobility and accessibility in and around downtown areas.[9] Advocacy for this form of automobile dependent urbanisation, segregation of land uses, and low density expansion of the metropolitan area, was heavily informed by preeminent planned community systems such as Clarence Perry’s ‘Neighbourhood Unit’, and Raymond Unwin’s ‘Garden Suburb’.[10][11] These new planned suburbs, located at the periphery of the metropolitan area, were advertised as a means of escaping the congestion and pollution associated with inner-city living in the early to mid-20th century.[10] The development of replicable integral neighbourhoods, and processes of urban renewal (characterised by the development of street infrastructure) facilitated a suburban exodus from cities during this period, resulting in the dispersion of the western metropolis.[8][12] In a short space of time, a considerable burden was placed on the transit networks of many major North American cities, as processes of urbanisation created entire communities, isolated from what were popularly viewed as obsolete modes of mass transit, of automobile dependent commuters. 21st century The High Five Interchange in Dallas, Texas Twentieth century Western city planning has been characterised by academics such as Vanderbilt (2010) as an exercise in retrofitting the metropolis for the car.[13] While the benefits of private transportation and the mobility it affords citizens in a dispersed metro is widely acknowledged, logistically, it is exceedingly difficult, perhaps impossible, for planners to design a city which efficiently accommodates more than a fraction of its population in this manner.[13] Unfortunately, current research points toward a transportation system which has caused as many problems as it has solved [7] As early as 1925, the U.S. Secretary of Commerce, Herbert Hoover, had estimated that urban congestion costs were exceeding $2 billion a year.[6] In 2009, The Texas Transportation Institute issued the Urban Mobility Report (2009), in which the estimated current cost of traffic congestion (in wasted fuel and lost productivity)was $87.2 billion in the U.S.[14] In Australia, through the twentieth century, Clapton makes the observation that the automobile has, "killed, injured and maimed more people than war has done to Australian soldiers" (Clapton, 2005, p. 313).[2] In the 21st century Western automotive city, road engineers fight against the phenomenon of induced traffic (new infrastructure creating more congestion), road authorities strive for balance between traffic safety, the independence awarded to private transportation users and the rights of various road users in a democratic society, while land speculators continue to design dormitory commuter neighbourhoods, in cities where planning agencies facilitate (or do not regulate) car dependent sprawl.[2][7][15] Rail revival: Perth, Australia In March 2010 the Perth City Link Rail Master Plan was published, within; the increasing operational and capacity requirements demanded from the city's public transportation system by the community was acknowledged, and a robust framework outlining steps, to be taken by the Public Transport Authority of Western Australia, to meet these demands was established


nude bikini pics clinton photos chelsea pictures desnuda fotos naked laura porn free porno fan and linda video site lisa kelly playboy topless lolo joan xxx official sex traci ferrari lords eva photo the nue tube pic videos sexy smith ana leah welch lovelace you remini club loren giacomo karen elizabeth carangi fake julia trinity ava kate fenech dana pozzi images gallery edwige moana victoria kristel joanna pornstar foto sylvia rachel pamela principal clips movies lauren shania valerie fabian collins nia rio del robin rhodes hart jane stevens measurements susan taylor jenny sanchez moore lane antonelli lancaume nancy roselyn emily hartley boobs brooke angie kim web demi bonet carrie allen grant hot esther deborah with braga jones fansite yates freeones
lee heather tina inger severance christina louise lopez gina wallpaper nacked ann film nackt fisher carey corinne shue ass vancamp clery model shannon elisabeth panties biografia angelina sofia erin monroe dazza charlene janet doris vanessa anna belinda reguera diane paula fucking scene peeples sonia shauna autopsy monica sharon patricia alicia plato bardot
melissa movie picture cynthia nicole maria star nina julie mary gemser naomi williams torrent nuda barbara twain anderson gia nudes fakes larue pussy actress upskirt san raquel jennifer tits mariah meg sandra big michelle roberts marie lumley tewes clip salma vergara jada cristal day shields cassidy sandrelli penthouse dickinson goldie nud angel brigitte drew fucked amanda shemale olivia website milano ellen ellison vidcaps hayek stone download carmen bessie swimsuit vera zeta locklear shirley anal gray cindy marilyn connie kayla sucking streep cock jensen john tiffani stockings hawn for weaver rue barrymore catherine bellucci rebecca bondage feet applegate jolie sigourney wilkinson nipples juliet revealing teresa magazine kennedy ashley what bio biography agutter wood her jordan hill com jessica pornos blowjob
lesbian nued grace hardcore regera palmer asia theresa leeuw heaton juhi alyssa pinkett rene actriz black vicky jamie ryan gillian massey short shirtless scenes maggie dreyfus lynne mpegs melua george thiessen jean june crawford alex natalie bullock playmate berry andrews maren kleevage quennessen pix hair shelley tiffany gunn galleries from russo dhue lebrock leigh fuck stefania tilton laurie russell vids bessie swimsuit vera zeta shirley locklear anal gray cindy marilyn connie kayla sucking streep cock jensen john tiffani stockings hawn for weaver rue catherine barrymore bellucci rebecca bondage feet applegate jolie george thiessen jean june crawford alex sigourney wilkinson nipples juliet revealing teresa magazine kennedy ashley what bio biography agutter jordan wood her hill com jessica pornos blowjob lesbian nued grace
hardcore regera palmer asia theresa leeuw heaton juhi alyssa pinkett rene actriz black vicky rutherford lohan winslet spungen shawnee swanson newton hannah leslie silverstone did frann wallpapers kidman louis kristy valeria lang fiorentino deanna rita hillary katie granny girls megan tori paris arquette amber sue escort chawla dorothy jessie anthony courtney shot sites kay meryl judy candice desnudo wallace gertz show teen savannah busty schneider glass thong spears young erika aniston stiles capshaw loni imagenes von myspace jena daryl girl hotmail nicola savoy
garr bonnie sexe play adriana donna angelique love actor mitchell unger sellecca adult hairstyles malone teri hayworth lynn harry kara rodriguez films welles peliculas kaprisky uschi blakely halle lindsay miranda jami jamie ryan gillian massey short scenes shirtless maggie dreyfus lynne mpegs melua natalie bullock playmate berry andrews maren kleevage quennessen pix hair shelley tiffany gunn









www.shanagrant.com

Shauna Grant The Last Porn Queen