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Curbside Classic: 1963 Ford Galaxie Sedan – No 500, This…
– Posted on June 18, 2020
(first posted 6/5/2014) Ford Galaxie. The name just rolls off the tongue, and is right up there with "Mustang" and "Thunderbird" in the best Ford model names of all time. Introduced in 1959 as the top-of-the-line Ford, it lasted all the way to 1974, though it was overshadowed by the LTD in its later years. Why Ford doesn't utilize the name today is beyond me, but say "Ford Galaxie" and I am instantly transported to the classy sedans and coupes of the '60s. Like this one.
1963 was a big year for Ford. The old 292 Y-block that had originated in '54 was finally retired, replaced with leaner, meaner small-block 260 and 289 V8s. The full-sized Ford was treated to a handsome facelift, and the mid-year Sports Hardtop was the flashiest big Ford you could get.
While the show-stopping Mustang was still a year away, there was still much to enjoy in FoMoCo showrooms, including the lovely Thunderbird, dressy Galaxie 500s, and pretty little Falcon Futuras, among others.
And while the compacts and midsizers were gaining traction (and that would increase exponentially), the full-size Ford was Dearborn's bread-and-butter. A full lineup of two- and four-door sedans, two- and four-door hardtops, convertibles and six- and nine-passenger station wagons were available, with a long, long list of optional extras to make your Ford as dressy or as basic as you wanted.
Today's CC is the mid-line model, and added a chrome side molding and twin fender-top ornaments over the base-level 300 trim, along with a much less taxicab-like interior. I believe that hubcaps were standard, and the full wheel covers and whitewall tires seen here were optional.
A Galaxie Six four-door ran you $2507, or $2616 with the base V8. The standard V8 was the 260 CID unit with 164 hp @ 4400 rpm and a Holley two-barrel. A 2 BBL, 195 hp 289 was the next step up, and beyond that were the big blocks, with a 427 sitting at the top of the heap. Galaxies were only available in a two-door or four-door sedan, and a total of 82,419 Galaxie sedans were made that year. That included both Six and V8 models, as the figures were not broken down by engine type.
A grand total of 112,754 Galaxies were made, which doesn't sound bad at all until you see that the fancier Galaxie 500 sold 440,526 units. Of course, the G500 included a two-door hardtop, fastback two-door hardtop, four-door hardtop and convertible, but it is still rather clear than most folks wanted the nicer interior and added trim of the 500 model.
Even the top-of-the-line Galaxie 500XL sold within almost 20K units of the plain ol' Galaxie, with 94,730 hardtop coupes, hardtop sedans and convertibles coming off the line. But the early '60s were a prosperous time, and it seemed most people wanted all the gadgets, gizmos and extra chrome trim they could get! All 1963 big Fords sat upon a 119″ wheelbase and had a 209″ overall length. Standard tires were 7.50×14 bias plies except for station wagons, which received 8.00x14s.
And yes folks, this CC was for sale. Nice '60s four-door sedans are so underrated. Everyone wants a GTO, Mustang or GTX with a big honkin' four-barrel V8. And don't get me wrong, I like those cars too. But they are a bit dear for most folks these days, and I am of the opinion that a nice Galaxie like this can be just as fun to play with and take to cruises in the summertime.
Before writing this car up I shared pictures of it with our resident 1963 Ford expert, Jason Shafer. I was of the opinion that $6500 was a little high for a non-500 four-door sedan. But thanks to Jason, I discovered that these plain Galaxies are a fair bit rarer than the more upmarket Galaxie 500, and given the car's excellent original condition, the price is actually not bad.
Out back, Galaxies had simplified trim, consisting of a smaller garnish panel with horizontal lines in lieu of the 500's more elaborate version with "checkerboard" trim. Galaxies also lost the 500's "gunsight" overlay on the rocket-ship taillights.
From the side, a simple mid-body side molding was utilized, and there were no rear-fender "gills" as seen on the 500. But even with the simple trim, a Galaxie such as this equipped with whitewalls and full wheel covers was still a handsome car. A good design will still look attractive even in the lower trim levels, and this car proves it.
In 1962, for one year only, the cheapest full-size Ford you could get was–a Galaxie. The Custom was discontinued, and all '62 Fords were Galaxies, with the Galaxie 500 the mid-range model and buckets-and-console 500XL the top of the range.
However, it was short lived, and a Ford "300" appeared for 1963 to brighten the day for cheapskates everywhere. It was a one-year wonder, and instead of "Galaxie" script on the front fender, it said simply "Ford" to let everyone know what a tightwad you were! It appeared to have been a late addition to the 1963 lineup, however, as it was not shown in the full-line brochure.
So, with the 1963 Galaxie newly upgraded to middle-range status, the interior and trim was nicer, with two-toning and chrome trim on both the door panels and dash. An automatic was still optional, though, but this one does indeed sport the column-shifted Ford-O-Matic.
Out back, there was plenty of stretch-out room, and plenty of glass area too. You see, back then, automakers actually built cars you could see out of, rather than today's cars with little storm-the-castle loopholes and A-pillars bigger than your head.
This was a nice car in its day, perhaps the 1960s equivalent to a Camry LE: nothing super fancy or flashy, but quiet, comfortable and competent. Perfect for Dad to drive to the office in, while leaving the Chevrolet Brookwood or Ford Country Sedan at home for Mom.
Even on a mid-trim model, this car had a lot of cool details, such as the tri-tone emblem on the wheel covers and those cool front fender ornaments. They are like tasteful jewelry; they enhance the looks while not overpowering the whole design.
I happened across this car just a few weeks ago. It was in very good condition and very complete. It also appeared to be very well cared for, as the paint appeared to be original, and all the chrome and polished stainless trim was extremely nice. Not a perfect car, but one that clearly had been loved by however many owners it has had over the past fifty-one years. I hope whoever purchases this car respects its originality.
The light yellow paint, full wheel covers and whitewall tires all appealed to me very much and quietly whispered early 1960s prosperity and good times. I missed the '60s by about 10 years but cars like this–and reruns of The Andy Griffith Show!–give me a strong impression of what once was.
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AWEboss
Posted June 5, 2014 at 4:53 AM
"Why Ford doesn't utilize the name today is beyond me" – well, for several years now, Ford Europe has been selling Ford Galaxy (note different spelling) which however is as different from the 60s Galaxie-s as possible: the Euro-Galaxy is a FWD minivan (or MPV as Britons say):
http://en.wikipedia.org/wiki/Ford_Galaxy
Posted June 6, 2014 at 4:23 PM
I know "Galaxy" the correct spelling, but "Galaxie" is so much cooler…
And, they put the name on an MPV?! Oh well, it's not much different than from Ford NA putting the vaunted Town Car name on a re-sheetmetaled Ford Flex!
Wow, I can't remember the last time I saw one of these. 63 Fords were everywhere in my youth, but these were rarely seen. The Ford 300 was rarer still – I specifically remember seeing one around 1971 and its the only one I can ever recall seeing. Chevy Biscaynes and Bel Airs were much more common.
This shows us where so many Falcon and Fairlane buyers came from. But I imagine that this was Ford's plan with no real base model big Fords in 1962 and until mid year 1963.
It would be interesting to know if this car has the 2 speed Ford O Matic or the 3 speed Cruise O Matic.The 3 speed was most common in the big cars, but it would not surprise me that the 2 speed unit was available in the big cars as a budget automatic.
Another thing – is this car yellow? Photos and lighting make it hard to tell, but this looks more like Ford's Wimbledon White, which was always a very creamy kind of white.
I also assumed the car's exterior is that wonderful, delicate pastel color of Wimbledon White, used by Ford during the 1950's thru 1970's.
Such a pleasant change from GM and Mopar's refrigerator white!
David Conwill
Posted June 5, 2014 at 12:12 PM
I think "Wimbledon White" came later – '64 or so. This was still "Corinthian White", which is creamier and less harsh.
Tim B1
I think dad got the Galaxie 500 in 65. In 68 he got a new demo LTD and gave the Galaxie to my brother. it was white, gold cloth and vinyl interior. 260/auto.
By 1970 it was used as a "fishing" car…..where the smell in an old car wasn't a problem!
Correct on the 2 different white colors (CW in '63 and WW '64) but this car isn't white — it's Tucson Yellow which became available in the Spring of '63 for the '63 models.
Posted June 5, 2014 at 10:21 AM
JP: Yes, the car was light yellow, similar to Colonial Yellow on '80s Cadillacs but just a touch lighter. The cloudy day and my camera made it look white in some pics.
just plain joe
+1 on these being everywhere when they were new/lightly used. I grew up in a working class neighborhood and, mostly, the people who did not have a Bel Air/Biscayne in the driveway had a full sized Ford of some variety. There were some folks who had Plymouths and the occasional "rich" person with a Pontiac but for the most part it was Fords and Chevrolets. I suppose that over the years most of these cars got used up and thrown away; they were used as transportation appliances and considered disposable at a certain point in their lives.
Perhaps my memory is fading with the fast approach of my 60th year; but I recall the 2 speed "Ford O Matic" being used only on the intermediate and compact Ford models of of this time period; with the 3 speed "Green Dot" Cruise O Matic always used on the full sized cars?
I've never understood the popularity of the 1962-63-64 full sized Chevvies; when an engine/automatic transmission superior (and just as attractive!) Ford was available.
Tests of the time showed that the much better breathing and higher revving (as well as more efficient) Chevy V8 largely offset any disadvantage from the Powerglide. And the PG was much more efficient too (internal pumping/mechanical losses).
dingleydave
check this: "powerglide on the street"
I don't know about this particular model but Ford O Matic was definitely available in the 1960-61 full size Fords; I speak from personal experience. Actually Ford had two different automatics known as Ford O Matic; the original from the early fifties actually had three speeds but started out in 2nd gear when left in Drive. You could take off in 1st gear if you moved the lever to Low but would have to move the lever to Drive to shift to 2nd gear. The other Ford O Matic dates from the late fifties and was, essentially, a modified Cruise O Matic, with two forward gears. The version in the ones I drove were the two speed variety, not much acceleration, especially coupled with the 223 CID six. I suspect that Ford had moved to just using the Cruise O Matic in the full size cars by 63-64 but I don't know for certain.
The two-speeds didn't work very well behind the 144 in the early Falcons either. I remember the poor little six screaming its head off in first, then – clunk – barely chugging along in top. Or so it seemed from the back seat.
In 1963 the Ford-O-Matic was still available in the full-size cars behind the small blocks.
I think that the Plymouth/Dodge with a 383 and torqueflite were perhaps the best for performance. The 61's with dual ram induction 383's may have been optimum though.
When the downsized '62 Fairlane was introduced, I think Ford thought it would make the bottom rung of the full-size lineup (what had been the base Fairlane, the same market territory as the Chevrolet Biscayne) unneccesary, and maybe even cut into the rung above that (what had been the Fairlane 500, the same market territory as the Chevrolet BelAir). So they dropped the bottom rung, and de-emphasized the the next rung up by folding it into the Galaxie (creating the Galaxie/Galaxie 500 split). After a year and a half, they apparently concluded that this had been a mistake, and rolled out the 300 to fill in the vacant lowest rung. For '64 they went back to a lineup similar to what they had in 1960-61, with the Custom/Custom 500 taking the place of the old full-size Fairlane/Fairlane 500, and the Galaxie name (now Galaxie 500) reserved for the top rung only.
IINM, a similar thing happened in the full-size wagon lineup. When the intermediate Fairlane got a wagon for '63, I believe that the full-size Ranch Wagon disappeared, only to return a year or two later.
For 1963 The full-size Ford wagons were the Country Sedans and Country Squires.
In 1966 or so, my dad was able to afford a baby blue '63 Galaxie 500 convertible with a 352 as a high school senior. Can you imagine a kid paying for his own three-year old Mustang convertible today? Times have changed for sure.
If one were to truly desire this car, I'd go in with 40 hundred dollar bills and see what the seller said. Buying a nice original car that few have messed with seems like a good purchase, but I think $6500 is too high. Didn't they switch from the 260 to the 289 at mid-year? I would think the 260 would be a little outmatched by this car…back when my Mustang was a stock 289 2-barrel, it wasn't fast by any stretch. Add a thousand pounds and it would be pretty sedate.
That's all relative though. My 95-horse Corvair, Dynaflow Buick, and Slant Six Dart all keep up fine with traffic for the most part.
I'm with you on the price, but was thinking more like $3500. This would be a hard car to sell for any real money.
I agree with you – a 260 V8 with a 2 speed Ford O Matic would be a real slug.
The 260 was eliminated midyear for the 289.
For asking price this is fairly realistic; selling price is always a different story. My '63 is insured for a value in this neighborhood based upon several old car guides. The three speed on my mine is a deduct which compensates for the lower trim on this one. I don't always agree with these guides but you have to start somewhere.
There was one of these sedans that sold at Barrett Jackson a few years ago for over $100k. I would sell mine for that and then buy this one for $4k to $5k.
$100 grand??? Was it a 427?
352 or smaller. It was a Mayberry clone, but still ludicrous.
I find that literally impossible to believe, given how common those are. But if you say so……
I was skeptical until I saw the video of it. As PT Barnum said about a fool and his money.
We had an extensive discussion about this a few years ago, and this was the consensus. Some reference books don't list the 289 as having been available in '63s because it was a midyear change. It's not clear to me if Fairlanes also got the 289 at midyear '63, or had to wait until '64; Falcons and Mustangs kept the 260 during the '64 model year (aside from the rarely seen HiPo version of the 289 being available in Mustangs) and didn't get the 289 until the 1965 model year.
Oddly, in that earlier discussion there were several of us (including me) who had been unaware that the 260 was ever available in full-size cars, but it seems to be well-documented that it was. Ford presumably felt that it was a better option than the outdated 292 as a stopgap until the 289 was ready.
What color was the breather and valve covers on the 289? Years ago I saw a '63 in the salvage yard whose valve covers and breather were white, making me think it was a 260 version.
https://www.curbsideclassic.com/uncategorized/car-show-classic-1963-ford-fairlane-sport-coupe-k-code/
You could get a Hi-Po in the '63 Fairlane, but not a hydraulic-lifter version until 1964.
Jason, 289s until '66 traditionally had gold valve covers and air cleaner. I've seen 260 with red and blue accessories, but not white as far as I remember.
Here's the 260 in Mustang Serial Number 100001, at Henry Ford Museum.
The '63 full-size Ford 260's had red valve covers and air cleaner. The 289's had white.
Mate o mine had one back in the 70s yeah it was underpowered but a 6 was unknown here, Cliff's got a 302 transplant which improved the performance but it still didnt stop and steer too well great on good surface highway a nice cruiser but you really had to back off for corners.
Good find and another good read,thanks Tom.I love the afterburner lights,The 63 Fords have always been a favourite of mine,Ford was on top of the game when it came to style in the 60s(apart from the 67 T bird).We always had a rented Galaxy wagon for our American and Canadian holidays.Rather surprisingly the big block Galaxy had a lot of wins on British race tracks in the 60s despite it's size and the reputation of full size American cars being built for comfort not handling.
I still kick myself for walking away from a Galaxy convertible I found for sale in the Marton area of Blackpool in 1981 or 82 for £450!
Those Galaxies that out ran Lotus Cortinas certainly werent the spec assembled in NZ a well tuned Cortina MK1 blew the doors off my mates Galaxie one night.
They certainly were, they were lightweight specials with aluminium bumpers, front panels, boot lid, etc plus stronger wheels, axles etc.
In Australian touring car racing you could only race 2-door cars in the small classes so Len Lukey got a 4-door sedan built as a lightweight with the 427, he won races but didn't have a great deal of success with it. As with Norm Beechey's 406 Impala there were plenty of issues to deal with.
Jim Grey
I like the analogy to the modern Camry LE. Perfect.
Former Saturn Owner
Exactly Same for Chevy bel Air
I also like the analogy. On paper the two cars are indeed comparable.
Although more than adequate for the time period and when new, the steering, braking and transmission shift quality of any Ford, Chevy or Mopar of 1963 cannot even remotely compare to the competence of a new Camry!
Nahhhh…..Chevrolet's 2 speed "Slip 'n slide" PowerGlide automatic transmission was inefficient, slow and ancient compared to Ford's 3 speed Cruise O Matic and Mopar's truly excellent, reference standard 3 speed TorqueFlite.
The PG had its shortcomings, but it was not inefficient, in terms of its pumping/mechanical losses; it was decidedly more efficient, in those regards, and is one of the reasons it's still popular with drag racers.
Actually, the Ford automatics were known to be the most inefficient of the crop. I once read that a C6 behind a big block was once estimated to suck up to 60 hp, but I can't find the source readily. The Torqueflite was relatively more efficient.
The difference in efficiency of the C6, TH400, and 727 are pretty slim, a couple of percent from best to worst, but yes the C6 is generally considered the least efficient of that group and the 727 the most efficient.
Of course a 1963 wouldn't have come with a C6 from the factory. Ford used many different transmissions that were billed under the Cruise-O-Matic banner.
Yes, most likely one of the FX/MX/FMX units. Perhaps these were the ones that had such poor efficiency, as they were closely related to the 1950s Ford O Matic.
I don't think the C6 came out until maybe 1970 or so.
Armashreddinit
jpcavanaugh did write – I don't think the C6 came out until maybe 1970 or so.
The C6 was first put out in the 1966 model year FoMoCo cars and trucks. Just an FYI.
I don't know about efficiency, but the first generation dynaflow was slow to accelerate unless one engaged low range. One problem with the Power Glide and Dynaflow's was no passing performance to speak of, as the torque converters were mostly coupled by highway cruising speeds (50-60 MPH).
If you are talking about on the road, real world overall effeciency in as delivered vehicles virtually any 3sp automatic would be better than the Power Glide and any other of the 2sp automatics. There is a reason that mfgs are now building 27 speed automatic transmissions, and that is that because the allow the engine to operate more efficiently. All those extra gears and the bearings/bushings needed to support them increases the frictional losses in the transmission but that is more than made up by allowing the engine to operate closer to its peak efficiency more of the time.
There are power losses and then there is real world performance. A three speed automatic in the sixties had a "passing gear" so at a speed of 50 MPH a downshift would give you about 1.5:1 passing gear to about 70-80 MPH. The PowerGlide was in high gear with some torque converter amplification (~1.1:1).
I think you are mostly talking performance. I don't know of any car automatics that are running 27 gear ratios. Continuously variable transmissions have greater power losses than planetary gear sets.
I think Eric said "27-speed" as hyperbole.
I like your 27-speed! 🙂
IIRC the highest number currently is a 9-speed. Driving behind one of those must be almost like a CVT. I can't help thinking the engine must have an awfully narrow power band to need so many speeds. There must be quite a story behind how the engineers justified the cost and complexity of a 9-speed to the fi-guys.
DougD
I like it, and think the price is good assuming it doesn't have major immediate needs.
Once again it's a good thing this is located far far from me or I'd be tempted. However I have no time, haven't done a thing on the VW this year and am embroiled in 500 Interceptor valve lash.
greaseyknight
I spotted this Galaxie in a parking lot several years ago and have been drooling over it ever since. Fastback, hardtop, 2 door, with the fender trim, yes please! Powered by some flavor of an FE, I'd be in heaven!
That one is my absolute favorite, the '64 fastback. However the '63 was a solid design too, and this featured car looks to be in fantastic shape for 51 years young.
Also–I love 60's interiors. I really do. The mid 60's Thunderbird especially, but this Galaxie has a nice, clean design, with sublte two-toning and tastefully applied chrome. And the dash looks so delicate compared to today's massive panels.
Agree, Chris.
Perhaps because I "grew up" riding in 1960's cars?
This Ford's interior, with it's subtle two-toning, accenting chrome usage and painted metals appeals to me.
I'd take the interior of this Ford over the beige, bland, boring "melting bar of soap" interior of my highly competent Camry LE any day!
+1! Another sixties kid here.
I drove a 64 Galaxie 500XL with a 352 in high school in the early 1990's. Yep, it was Heaven. Thankfully, Dad still has the car!
Wow. Nice ride for high school! Cool that your Dad still has the car too. I found one for sale in '97 for 3500…non XL, but a fastback hardtop with the 390, a little rough but running. No amount of pleading could convince my parents to lend me the difference between my meager savings and that price.
Nowadays that same car would probably be northwards of $10K.
A big block fast back roams the streets locally I cant seem to catch it for the cohort Ive never found it parked.
With a white painted roof and 70 Mach1 wheel covers, that was my first car! Red. 390, auto. in 1972.
A photoshop, no original photos.
BlueovalDave
I remember reading a quote from a used car dealer saying that he would take as many 60's Ford Galaxies with 352's as he could get. It was a boat anchor but it was as reliable as one. The '63 styling was the best of the '60's IMO. Just a solid conservative but attractive car.
Ron B
Personally I'm glad Ford doesn't us Galaxie today. They don't have a car worthy of the name.
I have own several Galaxies over the years. My favorite is the 1963 Galaxie 500XL convertible with a 427 and 4 speed. I bought it in 1968 just after I got back from Vietnam. I still own and drive it in nice weather.
So cool that you've kept your car that long! Any pics?
Looking at the interior shots, I recognize the chrome gear shift selector/indicator of the 3 speed "Green Dot" Cruise O Matic transmission.
As I recall, the 2 speed Ford O Matic shift selector/indicator was a simpler piece of transparent plastic, with small white letters, without any chrome trim on the top of the selector/indicator.
The Ford-O-Matic shift selector/indicator had the same plastic chrome frame as the Cruise-O-Matic on the '63 full-size Fords. This picture is from a Ford 300 with a 289 and Ford-O-Matic. You can see the P R N D L and the chrome surround. The clear plastic and letters are the same size as the Cruise-O-Matic. Again, this is for the '63 full-size Fords.
Zackman
From this era, I wouldn't even buy a Chevy four-door sedan. No sale, and grossly over-priced.
I really miss the "Galaxie" name, however. Ford screwed that up pretty bad by letting such an historic name lapse. "Galaxie" is a name that rolls off the tongue as beautifully as seeing the name in print! A perfect counterpart to "Impala".
I thought that Ford should have brought back the Galaxie name for a Ford counterpart to the Mercury Marauder. In fact before Ford put the 4v 4.6 in a Panther I thought it would be a great idea to slip one of those engines in a Crown Victoria and rebadge it as a Galaxie 500 to complete the build.
That would have been perfect, but probably cost-prohibitive given how few Marauders they sold overall. True, it was mostly parts-bin engineering, but there were just enough model-specific parts that having to do a Ford version probably would have put it deep(er?) into the loss category. They only managed to move a little over 11,000 Marauders in '03 and '04 (though if they had bothered to actually advertise the thing, that might have helped).
Would have been a worthy use of the Galaxie 500 name though. Going even more over-the-top, they could have done a 500XL with the supercharged DOHC motor like in the "terminator" Cobras.
The '63 is by far my favorite sixties full sized Ford. In addition to the rear lights, I like the grille. It is simple, almost delicate but clean and light looking.
Price is too much for a four door sedan – even in this nice original condition. An Illinois car – I wonder what it looks like underneath? Now if the same model in a two door sedan was parked with that asking price I would consider engaging in conversation with the owner. Wouldn't need to be a hardtop, just a two door sedan and I'd like that.
As a Ford fan even back then I vividly remember my disappointment upon seeing the 1964 full sized Fords. How could such a good design go so bad in just one model year? Only the 500XL interiors remained attractive; the exterior became bulbous and ugly compared to the svelte '63. Others may prefer the '64.
ohwonesten
What a nice sedan, however I find myself thinking it would be best if it had black wall tires and the "dog dish" hubcaps from '63 to complete the look. It's how I remember '63s of this trim level. To me, 1963 Fords were everywhere, more so than the Chevys. The only place they weren't used was for police cars in my hometown. They broke up a string of years of Fords and went with Plymouths, then went back to Ford until '67.
Judging by the fact that the wheels are painted body color, this car originally had the "dog dish" hubcaps.
Spencer Lee
Great find!! Look at the room inside that car. It is so hard to find a newer car now that has enough leg room with the supersize consoles. I think the emblem in the grill was the hood latch. Such detail.
beebs
The first car I ever remember was our '61 Galaxie 500 4-door (pillared) sedan. It was that light, powder-blue from that year. Bought new. I was two when my parents bought it, and that car is burned into my memories.
Only thing about it that was less than wonderful was its lack of air conditioning…something that (in South Texas) was pretty much a necessity.
We kept it until '69, when my dad sold it and went to the other end of the automotive spectrum by buying a brand new Toyota Corona 4-door sedan. ALSO without A/C.
beebs: Must be a WWII/Korean war generation thing?
My Father detested factory Air Conditioning in his cars, refused to buy it, even refused to use it when it came with the last few new cars he purchased.
New Orleans Heat & Humidity is similar (if not worse) than your area.
Our 1960's-70's family road trips, thru Louisiana, Florida, Texas, Oklahoma & Kansas, in various Ford & Mopar station wagons, were Summer torture time for me.
Finally, my long suffering Mother told my Father "No Air Conditioning, No road trips anymore". (And I suspect no more other unspecified things also.)
Yep…he was raised in the Great Depression, a teen during WWII.
He eventually "saw the light" and caved, and once he did that was it…when my older brother was old enough to start trading cars every year or less for another model, the parents usually ended up with the choicer cast-offs. The '76 Bonneville 2-dr Land Yacht bein' my favorite.
Stumack
Was this the quickest debasement of a nameplate ever? From top of the line in 1959 to the base model just three years later.
CPJ
1963 was a great year for GM and Ford. The Impalas, Catalinas and the rest of the GM full-sizers were stylish and handsome and sold like hotcakes. The Galaxie 500 was not far behind. A friend's parents had one and I have to say the interior was nicer than my Dad's new '63 Dynamic 88. The dash was great and a night everything lit up, even all the little switches.
One flaw was with the A/C Fords. Factory air on these cars was a hang on unit under the dash. This was at a time when GM and Chrysler had long since integrated the A/C ductwork and controls neatly into the dash. Ford didn't do so until 1965.
IIRC, Chevy didn't have in dash Factory Air Conditioning until 1965; the same year Ford did?
Mopars did have in dash A/C earlier than that. My Dad's '62 Plymouth Fury had in dash/top of dash A/C (not that he would ever use it!).
I do believe that Buick and Olds had in dash A/C before Chevy did?
My family had a 63 Impala sedan with A/C. It was factory with in dash vents. I do not remember anything unusual about it such as being under the dash.
Chevy and Olds had "in-the-dash" A/C in 1955, one year later than the 1954 Pontiac, which was the first car with true factory "in the dash" A/C with all mechanicals under the hood. Nash also introduced it later in 1954 with their Weather-Eye system. Buick and Cadillac stayed with their trunk mounted unit until 1957.
No a bad looking car, but Paul nailed it here:
http://www.thetruthaboutcars.com/2010/11/curbside-classic-1963-pontiac-catalina-the-sexiest-big-car-of-its-time/
The Galaxie was in another, much less desireable, universe compared to the superlative and relative bargain (given its features) 1963 Pontiac Catalina.
"That was the genius of Pontiac: for the price of a Chevy Impala, Ford Galaxie or Dodge 880, you could have a four door Grand Prix. Brilliant.
As is all too obvious, those bland alternative choices couldn't touch the Pontiac's deeply sculpted and original front end, never mind the rest of its handsome details. The '63 Catalina exuded a poised confidence and sophistication that belied its price, which was exactly $100 more than a comparable Impala. What a deal, considering what else that one Ben Franklin bought: an additional one hundred cubic inches (389 vs 283), an inch longer wheelbase, and a million dollars' worth of looks from the girls."
I am pleased to see this article. Thanks to a great Dad, I was blessed with a 63 Galaxie 500 convertible for the last year or two of high school. It was a beautiful Chestnut color, solid 352, dual exhaust, as fine as any car I've had. As this mid-line example shows, Ford interiors were beautifully done. In my opinion, this trim level has aged better than the XL. What seemed wonderful when vinyl, chrome, and aluminum ruled now is now a bit much. AC hanging below the dash like an aftermarket unit and the lingering 2 shaft steering column/shifter were Ford oddities. These compared poorly to the integrated designs developed a decade earlier by AMC and followed by other makers. It's as if the ghost of Henry Ford was still there keeping up with the past.
Hot dang, this is the best car featured here in about six months! Or maybe I am profoundly biased!
This car intrigues me from a compare and contrast perspective. Some of the interior trim is less dated while it is missing the armrests on the doors like mine has. This appears to have cloth seats while mine has the higher trim vinyl. The outside is certainly less cluttered than the 500 models.
Another trait of the '60 to '61 full sizers is that they were dearly loved by some in the demo derby crowd for the strength of the rear part of the frame. It appears it made a great ram.
There is a piece of the front suspension on only the '63 models that can cause some grief. It is a piece that has a shaft coming into each side and it is offset between sides. With some age it can cause erratic handling. I wish I could remember more, but I'm away from all resources at he moment. Mine still has this piece and it still handles the way she did when I was 16.
The fuel lines on the six and small V8 were 1/4″ whereas the 352 and larger had 3/8″ fuel line although brake lines on the 352 are a hybrid of the big and small engined cars.
Tom, seeing one of these in a lower trim is a treat. Thank you.
406 and 427 cars had the 3/8″ fuel lines. Others had 5/16″.
I grew up in a such a GM centric world that big Fords just didn't register on my radar when I was a kid. Over the past several years I've really gained an appreciation for '62 through '67 Fords – a 100% expansion over my prior appreciation for Ford's Tri Sixes the '65 – '67.
tomcatt630
"…and rolled out the 300 to fill in the vacant lowest rung"
Maybe Henry Ford II saw a 1962 Galaxie taxicab and didn't like seeing the name de-based. Or fleet buyers said, "I'm not spending extra $ for a Galaxie".
Sally Sublette
This is a Nov. 1, 1962 ad from a New Castle, PA Ford dealer. I see the "300" was indeed available that early in the model year, and–as a stripper–it might seem like "a lot more car for the money" than the Falcon and Fairlane.
BTW, another mid-1963 Ford dealer ad lists a '63 with the 289 (I'll assume they wouldn't have made a 260-vs-289 error).
"Equipped with heater, defroster, and antifreeze"
Times have certainly changed.
I imagine loyal Ford buyers who wanted a true cheap 'big car' demanded the return of the base 300. For $1997, it is psychologically a 'good buy' to them.
With Chevy Biscayne still on the market for same price, Ford had to match them, also. There wasn't a true 'full size Plymouth' this year, too.
iladelf
Perhaps it's the lighting in the pictures, but to me, there appears to be paint issues (yeah I know, it's a 51-year old car). By that, it appears in the full side shots you have, that the paint doesn't exactly match. I'd almost venture to guess that both front fenders were replaced…and the paint job on 'em? Not so good, Al. 😉
That was probably a garaged one owner car for a long time. Maybe even the last car he or she ever owned. The mismatched paint may have been from repairs as driving ability dwindled. The 63 rocket exhaust tail lamps are pretty cool. The 64 has a high quality classy look to it, including the interior. Either one in a 2 door hardtop black or red with red interior and XL top of the line equipped would be a really fine looking automobile to own. Many prefer the 65 style, and while not at all bad looking, these years to me just look more solidly built with higher quality materials. Nice survivor, I do think $6500 is a little too high.
When you average looks, appeal, capability, quality and durability, the 63-64 Ford may be the best cars Ford ever built after the Model A. Some of the newer cars do better on two or three of these metrics, but not on all five.
Snuckster
6500 is WAY too high for this car. I bought my loaded rust free 68 Electra for 3500 bucks.
CincyDavid
I grew up in the 70s in a neighborhood that was largely GM…my uncle was a Ford guy and he had about the only Fomoco products I was ever around. My parents were Oldsmobile people, the folks next door had big, stripped down Pontiacs, the people next to them both drove Cadillac Eldorados, on the other side, they had a Cadillac and a Lincoln (hey, there's one Ford), the people beyond that had a Pontiac and a Cadillac, the next family had a Chevy and a VW Beetle. Across the street, Olds anda Chevy truck, Olds and Chevy, Chevy and Fiat, Jeep Wagoneer and Pontiac. There was a Ford store nearby, along with a row of dealers with Olds, Buick and Pontiac, then down the road was Chevy, and a Dodge store, but there were almost no Fords or Mopars in my neighborhood in the 70s. Very strange…it's not like anyone was an autoworker, and the other brands were available, but that's just how it worked out at that time. Now the same families all seem to drive imports.
Posted July 28, 2014 at 1:13 AM
I had an all-original 1963 Ford Galaxie 500 4 door Sedan for about 4 years. Just sold it earlier this year with 77,000 miles. It was 2-tone Viking blue with a white top. Probably the best car I've ever owned. It had a smooth running 352 v8 that had plenty of torque for climbing hills fully loaded, though it wouldn't win any races horsepower wise. I put 11,000 miles on it and it never consumed or leaked oil between regular changes. Never once ran past 210 on the temp gauge, even in 90+ heat. The 3-speed cruise-o-magic worked reasonably well, though the shifts were not as smooth as the later C4 and C6 transmissions. The suspension could take bumps like no other, but without the bouncyness of late 60s-70s Ford Full-size cars. Power steering worked fine, though it had the notorious Ford leaks. Just had to top it off every so often. No problems whatsoever with electrical or the driveline.
The taillights with the gun crosshairs and reverse lights in the middle are awesome. The interior styling was about as beautiful as any car I've ever seen. Everything on the dash lights up at night. The seating was comfortable for six and I could fit my bass amp and equipment in the trunk AND my upright bass in the back seat! The gas milage was not great. I got about 11-13 MPG. Best I ever got was 15 MPG on a long trip going 60 MPH on the freeway.
The front drum brakes were always the main issue with mine. Despite redoing EVERYTHING in the brake system, the thing always would pull one way or another. If I had to do it over again, I'd do a front disc brake conversion and have saved myself a lot of grief. I'm not sure what Ford was thinking in '64. IMHO they ruined an incredible design by only making it one year.
Still hoping and praying that one day I'll get my hands on a decent 1963 convertible with a 4 speed… That would be my dream car.
Forrest Smith
Posted February 1, 2015 at 9:08 PM
My dad worked for Ford and I grew up a Ford kid. The new model introductions were kind of like Christmas every year. The excitement of seeing those new models was really something. I remember a September night in 1962 when my dad took me and my sister to see the preview of the new '63 Fords. This was even more exciting to me because I would soon be old enough to get my driver's license. Although we had a '60 Ford and this was the car I learned to drive on. I finally got my '63 in October 2002, 40 years later.
First car I owned was a 63 Ford 2dr sedan. It may have been a Galaxie 300 or just a Galaxie. For sure it wasn't a 500, my dad had a 500 and mine had very little chrome on it. Car was originally a 406 4 speed car. When I got it it had a 352 short block with the 406 heads, intake and solid lifter cam in it. It ran fairly quick but burned oil like no tomorrow. Swapped a 390 T-Bird mill into it. Still ran pretty good but the T-Bird mill ran out at about 5 grand, valves started floating. Years later we took the 352 apart to rebuild it. We discover the source of the oil burning, almost all the compression rings were broken. The block had been bored out to a stock 390 bore, walls were straight, just a botched job on ring selection or installation.
The chart of all '63 Fords includes a good example of Ford's clumsiness with branding. At that time there were only two popular vans, Microbus and Econoline. The Corvan had failed, and Chevy's new version wasn't well known yet. Dodge wasn't in the game at all. Econoline was already a generic word.
Logically you'd call the passenger vans Econoline 12-seater or something like that. People would instantly recognize it. Instead, they're the Falcon Station Bus and Falcon Club Wagon.
Likewise, they had united all the full-size Fords under a single model nameplate way back in 1962 and then blew it with the "Ford 300" when it would've been so obvious to have the new stripped car inherit the no-suffix Galaxie name, call the mid-trim model Galaxie 300 and put that "The Ford" business in the past for good.
robadr
I always liked the Galaxie name too, but am hard pressed to figure out why. Usually misspelled words that have no real meaning leave me cold. But as Tom says, Ford Galaxie really rolls off the tongue. And it looked great in those big chrome letters across the tail.
Wikipedia suggests it was trying to suggest the glamour of the space race, but then why not call it Galaxy? Is an 'ie' at the end of a word somehow more sophisticated? Is Galaxie just a little more mysterious than Galaxy? Does the odd spelling leave room for other connotations to filter in? Glamorous? Sexy? In any case, a great brand name.
Steve Douglas
Posted June 19, 2020 at 7:29 AM
I bought this Corinthian White sport top coupe, an Arkansas car, out of Houston 1.5 years ago, auto with a 352. A Hemmings ad with no pic. It was dropped off at the restorer's and has been in pieces most of the time since. But it's out of the paint shop now – Porsche Sport Classic Gray – and being put back together with a new stroked 390 out to 445 ci, and +/- 500 hp. And a 69 Mustang Cobra Jet auto trans. Oh, it's gonna be sweet. .
…..aaaaannnnd in Porsche Sport Classic Gray –


I would like to see you getting creative, you can take the pic anywhere in SL ( doesn't have to be in front of a photo studio ) , but be sure you are alone around and don't have other people in the frame.
Now you can get a redeliver to pretty much anything you have bought from marketplace and in world shop . If the purchase is fortunate enough to be on the one the transaction history records that i have.
So now if you need a redelivery of something you can check it out and see if it's on the list on thing you have.
Also some of you who bough my shoes a long time ago when I was selling them by color you can get the ones that are currently in the shop aka with HUD and texture/color changeable and so on.


Montreals International Gateway Corridor (MIGC) will be transformed within the next 20 years. Old industrial areas surrounding the gateway will transform into new urban areas. OTO proposes to use this opportunity to design a new city entrance and scenographic experience: the Gateway as a sequence of scenes which reveals the story and identity of Montreal.
The park hill Parc du Mont Royal, designed by Frederic Olmsted, provides beautiful views and offers visitors stunning vistas on the city. We propose a contemporary version: polluted soil coming from the vast area of brownfields, estimated around 1 million m3 meters, will be stored in landfills and finally develop into new parkhills along the gateway. Strategically located on the main existing and new north south axis, the parks will be anchored in the city fabric.
By planting 4 species of maple trees a coherent visual net forms a frame for the Metropolis to distinguish itself. An iconic sea of maple trees will change during the season from yellow to red. Gradually changing densities result into different views from permeable and transparent (10 trees/ha) showing characteristic buildings and cityparts, creating a moiré effect (40 trees/ha) into dense and closed (64 trees/ha). The new park hills will be the landscape features in the background moving slow and sometimes motionless.


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Asymmetric Attack: Who Wore it Better, Representative Rosa DeLauro or Fashion Icon Iris Apfel?
By Michael M. Clements | April 22, 2019 | Style & Beauty
Representative Rosa DeLauro takes on fashion icon Iris Apfel in our latest round of fashion battles.
Round Two: Asymmetric Attack
Rosa DeLauro vs. Iris Apfel
As the ranking member on the Labor, Health and Human Services, and Education Appropriations Subcommittee, Connecticut Congresswoman Rosa DeLauro oversees the nation's investments in education, health and employment. She also overlooks the most adventurous and diverse closet on the Hill. Meanwhile, as the ranking member of eclectic American style, 97-year-old interior designer and fashion icon Iris Apfel lords over a closet of unending mix-and-match combinations that is the envy of armies of influencers.
Victor: Rep. Rosa DeLauro—it's one thing to peacock from the front row at fashion week, it's another to rock purple highlights and pass legislation.

redpajama_set_name: RedPajamaCommonCrawl


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Robert Camuto Meets...
A Poetic Life
Andrea Franchetti, who died at age 72 this week, came to wine late but made a huge impact with his ingenuity and independent streak
Andrea Franchetti bought his Tenuta Trinoro farm as a retreat with the money he made selling a painting. The idea of planting vines came later. (Molchen Photo)
Robert Camuto
Andrea Franchetti was one of the most interesting wine people I have ever met. Actually, Franchetti was one of the most interesting people I have ever met—full stop.
For me as both a writer on wine and Italy, Franchetti represented a kind of rare freewheeling figure: visionary, generous, eccentric, non-conformist, passionate, iconoclastic, brutally honest, observant, self-schooled and irreverent. He died this week at 72 in Rome after what a spokesperson called a long illness, leaving behind four adult children—none of whom have publicly shown an interest in the wine business.
Franchetti had both a rich, serendipitous life and a relatively late-in-life wine career over the past three decades, first creating a cult wine of grapes from the remote Val d'Orcia hills of Tuscany at Tenuta Trinoro, and then as a key figure in the renaissance of Sicily's Mount Etna wines at his Passopisciaro winery.
When I think of the one quote that summed up his persona best, it's one from his longtime friend, the St.-Émilion renegade producer Jean-Luc Thunevin, whom I spoke with for my 2016 profile of Franchetti: "He is an artist … like a character from a novel or a film or another planet. He doesn't care about competition or what others think—he's in his own world."
I first met Franchetti in 2008 when I was researching my book on Sicilian wine. At the time he was a mentor and impresario in the emerging wine scene on Etna's north face and hosted the first editions of Contrade dell' Etna—a daylong tasting that grew every year as it showed off the mountain's different volcanic terroirs.
"Andrea brought us the idea that it was possible to make the greatest wine in the world here on Etna," remembered Alberto Aiello Graci of Graci. "Everything will be different from today. A very important part of this project is gone."
Another Etna winemaker who was part of Franchetti's circle from the early 2000s, the Belgian vintner Frank Cornelissen, spoke through sobs when I called him Monday evening. "Andrea represented unconditional love for this place," Cornelissen said. "He had an unconditional love for Etna that went beyond money, beyond what we were doing here, beyond everything."
"For me I will remember him as the archetype of a noble person—a truly noble person in heart and soul," Cornelissen added.
Franchetti was indeed born into a hereditary barony. One of the rare Jewish families admitted to the Italian aristocracy, the Franchettis received their title for their efforts in funding Italian unification in the 19th century. His mother was an American heiress of South Carolina's Milliken textile fortune who insisted on giving birth to her son in an American hospital in New York.
Franchetti grew up in the Rome of La Dolce Vita—an art world insider with uncles who included an influential contemporary gallerist as well as the American expat artist Cy Twombly.
At 16, he quit high school with the idea of cycling to Afghanistan. (He sold the bike in Greece and hitchhiked the rest of the way.) I remember asking him "Why Afghanistan?"
He shrugged and said, matter of fact, "Because all the hippies were going to India."
Franchetti often admitted to doing little but partying and indulging in drugs until the age of 32, playing small parts in some noir films, and writing some articles about his globetrotting adventures. He spent most of the 1980s in New York, where he imported northern Italian wines for six years, and then returned to Rome to marry his old girlfriend and open a couple of restaurants.
In the winter of 1990, seeking time alone, he went to the hills of Val d'Orcia, covered in grain and forests, where he had bought a 100-acre farm from a shepherd a decade earlier with the proceeds of the sale of a painting Twombly had gifted him. "I went crazy for the place—I was mesmerized," said Franchetti. He decided to stay and make wine there.
He treated Trinoro–which hadn't been planted with vines—like a blank slate. With no experience in agriculture, nor winemaking, Franchetti learned as he went—exploring his soils with pickaxes and deciding where to plant the Bordeaux varieties he liked best—Cabernet Franc, Merlot, Petit Verdot and Cabernet Sauvignon.
In the 1990s, cult boutique wines were taking off in Europe, and Franchetti joined the circle—befriending the likes of Thunevin of the upstart Château Valandraud and Peter Sisseck of Spain's Dominio de Pingus. Trinoro became a kind of Tuscan outpost of the group of rich, small-production wines. Its success gave Franchetti the means to invest elsewhere. And in 2000, while vacationing on Sicily, he toured the high-altitude northern face of Mount Etna. There was no quality wine scene to speak of, and Franchetti ended up negotiating the purchase of vineyards and a winery from an owner who was only too glad to unload them at a steep discount.
Graci says that over the next decade, Franchetti bolstered the confidence of younger winemakers to seek lower yields and to take the risk of waiting for full ripeness of the crop.
Franchetti said it took years for him to understand the light, elegant dominant red grape of Etna, Nerello Mascalese. At the same time, he dreamed up a unique blend of two of his favorite grapes—Petit Verdot and Cesanese d'Affile from the Lazio region around Rome—and created an inky flagship Etna wine called Franchetti .
Understandably, there were those who criticized Franchetti's introduction of non-native varieties, but his refrain was always that the soils are what mattered most and, "Why can't I make the kind of wines I want to make?"
Franchetti avoided labels of all kinds. Though he worked organically in his vineyards and performed certain functions timed to the phases of the moon, he often said he wasn't particularly ecologically minded—he just didn't like chemicals.
After building two successful wineries, Franchetti told me he never really enjoyed the wine business in a classic sense. He was simply drawn to the nature he found in Tuscany and on Etna.
"It's a poetic experience," he said.
The wine world needs more poets, I think. It just lost one.
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Gordon Young is a visual artist who focuses on creating art for the public domain. His work ranges from sculptures to typographic pavements for places as disrelated as government headquarters and village squares. The common denominator for all projects is the basis of relevance to the surroundings. Why Not Associates are a British graphic design company with a global reach. For nearly 25 years, Why Not Associates have been creating innovative work in many different media, including corporate identity, digital design, motion graphics and television commercials direction, editorial design, environmental design, publishing, and public art.


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Welcome to Gems...
Gem's boast an impressive array of cuisine which carefully illustrates the authentic taste of various states in India. The restaurant provides its patrons a "Passage Through India" via its original taste crafted by its professional chefs all the way from India.
In Gem's the food is not delicatessen. The ala carte system enhances the flavour.
Get to know the staff who make every stay a treat.
Find us near your neighborhood or make an online reservation.
Check out our new website! Find out more about our menu & latest Promotions!
Gem Restaurant Sdn Bhd is a wholly Malaysian owned company incorporated in 1996. Originally from Chennai, India, the first GEM outlet in Malaysia was opened in Jalan Gasing, Petaling Jaya, Selangor. Due to its unique concept which collaborates cuisines from all parts of India.
We at Gem's believe in customers' satisfaction. Patrons of these outlets are welcomed with a smile and are served with upmost service. On the whole, Gem's provide its patrons with an experience of dining in India outside India.
Gem's does not merely concentrate on the taste of their food but places equal importance on how it is presented. The cutleries used in serving the dishes add to the feeling of dining in India. The dainty serving of food creates a homely effect.
Everyday 11AM to 11PM
Copyright 2012 by Jingga Menawan Sdn Bhd
Design By Krish | Freelance SEO Service Provider


dc.identifier.citation Hamidi, Babak and Varaksin, Serge and Nikraz, Hamid. 2011. A Case of Vibro Compaction Vibration Monitoring in a Reclaimed Site, in Shahin, M. and Nikraz, H. (ed), International Conference on Advances in Geotechnical Engineering (ICAGE 2011), Nov 7-9 2011, pp. 861-866. Perth, W.A: Curtin University, Department of Civil Engineering.
Vibro Compaction is a ground improvement technique in which the soil is compacted using waves generated from an equipment called a vibroflot. As the vibration magnitude is less than some other vibratory ground improvement methods this technique is sometimes preferred when the improvement zone is relatively close to existing structures and facilities. Unfortunately, not much can be found in literature on peak particle velocity (PPV) that is generated by this method. This paper reports and interprets vibration monitoring of a Vibro Compaction project that was recently performed on about 13 m of hydraulically placed sand in Palm Jumeira, Dubai. PPV was measured at different distances from the vibroflot. The depth of the vibroflot was also varied to provide a better understanding of the critical depth that creates the largest PPV. A formula is also presented to estimate Vibro Compaction generated PPV during planning stage.


Five 9 Group, Inc. is a premier provider of innovative Information Technology (IT) solutions and services including Agile development, DevOps, advanced data management solutions, IT infrastructure modernization, cloud migration and adoption as well as IT operations and maintenance (O&M).The term 'Five 9' stands for 99.999% availability, the industry's gold benchmark for availability and service delivery. It signifies our unwavering commitment to excellence in customer support and services delivery.At Five 9 Group, we achieve operational excellence through continuous improvement and by providing our technical staff the flexibility and learning environment they need to innovate and transform ideas into solutions.
Our vision is to be the premier leader at identifying and integrating innovative technology solutions.
We recognize that customer success is our success.
We choose to do the right thing, always, particularly when it's difficult.
We promote and embrace diversity to foster new perspectives that lead to out-of-the-box thinking and innovative solutions.
We invest in our employees by providing them the flexibility and environment to grow and learn.
We value and encourage collaboration amongst employees to showcase each individual's unique perspective, creativity and expertise.
We invest in our customers' mission by providing innovative and reliable solutions from our team of dedicated technical experts.Our purpose is to ensure the full potential of our customers while maintaining balance and growth opportunities for our employees.
Our executive team is comprised of industry leaders possessing broad and varied experience in both the technical and business realm as well as a deep familiarity with the government contracting environment. Each individual's many years of experience and devotion to his or her particular area of expertise and focus allows the company to develop and implement innovative solutions and maintain its competitive position in the marketplace.
As the President, Chief Executive Officer of Five 9 Group, Magdy co-founded the company and instilled an employee centric corporate culture, as well as led efforts to be a trusted advisor and partner to customers. Magdy has over twenty five years of experience developing and managing highly critical and sensitive data and business intelligence systems for the United States government. He has led large integration projects, strategic planning, schedule control, earned value techniques, software implementations, data center operation support, and disaster recovery planning. Magdy has a proven track-record building and motivating diverse work-force teams in professionally challenging situations.Magdy has a BA in Accounting and Management from the University of Ain Shams and a BA in Computer Information Systems from Strayer University. He is a certified Project Management Professional (PMP) has an Oracle Database Administrator Certified Masters and certified in Information Technology Infrastructure Library (ITIL V3).
As the co-Chief Executive Officer of Five 9 Group, Bill co- founded the company and has instilled a culture of innovation and commitment to employees' continuous learning and development. Bill has twenty five years of experience leading IT efforts in the public and private sector. He is a leading expert in Unix systems, Oracle databases, and database programming. He has worked at Sprint, Atlantic Research Corporation, and consulted for the Office of Naval Intelligence, the United States Immigration and Naturalization Service (INS – now the Department of Homeland Security), Omnipoint (now part of T-Mobile and France Telecom) and Strayer University. His contributions include developing custom code for industry leaders including Capital Care (D.C. Blue Cross Blue Shield HMO branch) and Academic software company Datatel.Bill has a BS from Strayer University in Data Processing Management and has served as a faculty member teaching computer programming and has studied Chemistry for four years at George Mason University.
As Five 9 Group's Chief Administrative Officer (CAO), Alicia contributes to cost analysis, forecasting, and pricing as well as overseeing cash management, financial reporting and payroll/HR. Her expertise includes all aspects of general accounting and financial operations, including corporate tax preparation and contracts administration. She specializes in inventory/asset management, cash flow forecasting, financial modeling, and budgeting. She earned a BA in Economics from the University of Virginia. Additionally, Alicia holds the Certified Management Accountant (CMA) certification.
As the Chief Technology Officer, Assad is responsible for leading the development and deployment of new technologies and solutions at Five 9 Group, Inc. Assad brings over 30 years of experience leading and managing all aspects of system and software development, with emphasis on applying agile methodologies and DevOps practices to delivering highly-available, scalable, distributed systems. He has an extensive background in strategic technical planning, advisory, consulting and solution delivery as well as managing R&D and product development. Throughout his career, Assad has been responsible for establishing and institutionalizing Agile/SCRUM and Continuous Integration and Continuous Delivery (CI/CD) practices in variety of environments for various customers. Assad is currently pursuing a Ph.D. in Computer Science at Virginia Tech where his research is focusing on combining Machine Learning and computer security to develop secondary user authentication methods.
As the Senior Project Manager at Five 9 Group on the Census Bureau project, Ahmed is an expert in project management. He has extensive experience in guiding strategic planning for data center infrastructure/migration projects, applications deployment, and proposing solutions for major problems impacting business mission and operations. His support to large federal data centers, infrastructure, and applications is seen as key for success by the customer and technical teams. His expertise includes IT processes design and improvement, deployment and support of the Enterprise Service Bus (ESB) applications, Middleware deployment/support, database administration, data center infrastructure, applications and software development/test/deployment through all phases of SDLC Waterfall and Agile methodologies, and data center migration planning and execution. Ahmed has a BS in Electrical Engineering from Cairo University, a MS in Electrical Engineering from Minia University, as well as a MS in Technology Management from George Mason University. Additionally, he has extensive certifications to include Project Management Professional (PMP), Project Management Institute-Agile Certified Practitioner (PMI-ACP), Certified Scrum Master (CSM), Information Technology Infrastructure Library (ITIL) and Certified Information Systems Security Professional (CISSP).
Five 9 Group, Inc. commitment to quality management ensures consistent, high-quality and disciplined delivery.Our delivery is based on continuous improvements using recognized industry standards of excellence from the CMMI Institute and the International Organizations for Standardization (ISO).


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Back to Fruits and Vegetables
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Back to Our Fruits, Vegetables & Fresh Herbs
These tasty, round cucurbits are not just beautiful, they are also delicious and good for you. On average, they contain almost as much immune-boosting Vitamin A per serving as carrots!
Summer squash are picked when they are quite young, long before they are ripe. They are more tender-tasting than winter squash and more easily bruised. Contrary to winter squash, summer squash can be eaten raw.
Zucchini is the best-known summer squash. It's soft and looks like similar to a cucumber with thin, smooth skin, which can be yellow or green and sometimes streaked. Zucchini flesh has high water content and little taste. Zucchini are best when they measure between 15-20 cm. Zucchini flowers are also edible and are delicious fried.
Globe squash
There are two different varieties of globe squash: the green Emerald Globe and the yellow Champagne Globe. They are round and about the size of an orange. The Emerald is speckled green while the Champagne is yellow. Both have white flesh that is firmer than that of the zucchini.
Crookneck squash
Both the skin and flesh of the crookneck squash are yellow. It has a thin, curved swan-like neck and is covered with tiny bumps. Its flesh is mildly sweet and watery. The thin, tender skin of the crookneck squash doesn't need to be peeled in many recipes.
Patty pan squash
The patty pan squash is a rare summer squash. It is round with a curved edge similar to a soup spoon or a mushroom cap. Its skin is smooth and hard. The firm, sweet flesh can be white or bright yellow depending on the variety. The patty pan squash is not as tender as the zucchini, but should be treated similarly.
Culinary tips and advice
Summer squash should be firm and tender with shiny unblemished skin. A bright peel means that the squash is young and flavourful. The squash should be heavy for its size.
It can be served whole, halved, peeled, diced, julienned or sliced. If served raw, it can be eaten by itself, added to salads, or used in appetizers or sandwiches. If cooked, summer squash can be used in soups, ratatouille and cheese sauces. It can also be fried or puréed and used in cakes and biscuits. It is excellent braised, sautéed, roasted, steamed, grilled or stuffed.
To stuff, slice in two lengthwise, scoop out the centre and fill with garnish. To stuff patty pan squash, slice off the top stem, scoop out centre and fill.
Summer squash is excellent sautéed with dill, mint, butter, lemon and garlic.
Summer squash cooks quickly, so it should be added at the end of the cooking process.
Summer squash is available year-round in the produce section of your local Metro supermarket.
Summer squash provide energy and are rich in fibre, vitamins A and B and potassium.
Storage life
Summer squash can be refrigerated for a few days in a perforated plastic bag.
Winter squash are harvested in the fall and can be kept through the winter. They typically have crooked shapes and hard, bumpy skins.
Buttercup squash
Buttercup squash is small, round and has dense, non-fibrous orange flesh that's sweet and tender. It's skin is dark green with greyish markings. Because of its shape, it's perfect for stuffing.
Butternut squash has a bulb-like shape and smooth, pale yellowish skin. It's flesh is orange, tender and sweet. It's commonly made into soup, side dishes and added to risottos, pastas, curries and casseroles.
Turban squash
This vibrant vegetable gets its namesake due to its turban-like shape. Its base is mainly orange, while its top section has more green and white markings. The turban squash has firm, sweet, floury flesh great for stews, couscous and curries. It can also be stuffed and cooked in its shell.
Acorn (pepper) squash
Acorn squash have distinct ridges that run from the top of its roundish, green shell to the bottom. When cooked, its pale orange flesh has a peppery hazelnut flavour. It's commonly sliced and baked, or stuffed.
Spaghetti squash can be round or oval, with creamy white or yellow skin. Green spaghetti squash should be avoided, as it hasn't fully ripened. Spaghetti squash has a very fibrous flesh and delicious, sweet flavour. When cooked, the flesh can be scraped out with a fork to make spaghetti strands.
Stripetti squash
This hearty vegetable can be green with yellow, longitudinal markings or yellow with green, longitudinal markings. Related to the spaghetti squash, the stripetti can be prepared in the same way to make spaghetti-like strands using a fork. It has a mild, fresh flavour.
Orangetti squash
The orangetti squash has orange skin and very sweet flesh. Similar to spaghetti squash, the orangetti has fibrous flesh that can be pulled into strands. But be careful: it cooks more quickly!
Dumpling squash
The great thing about the dumpling squash is that it doesn't require peeling! Whether it's puréed, used in soup or cut into pieces for a recipe, dumpling squash retains the same texture. Its flavour is very sweet with hints of chestnut and hazelnut.
Pumpkin squash
The fall season would not be complete without delicious pumpkin treats. Its lovely orange flesh is sweet and fragrant, perfect for desserts, as well as curries and soups.
The easiest ways to cook squash are steaming, oven-baking and microwaving. To test doneness, insert the blade of a knife into the flesh as you would with potatoes.
To cook in the microwave oven, cut the squash in two or in four depending on size and remove seeds. Cover with plastic wrap making sure to lift one of the corners or place in a microwave plastic bag, then microwave on high for 10 to 15 minutes, until tender.
To cook on the stovetop, cut the squash in two or in four depending on size and remove seeds. Peel or wait until it is cooked to remove the skin. Immerse in boiling water and cook for 10-20 minutes, until tender.1.• To cook on the stovetop, cut the squash in two or in four depending on size and remove seeds. Peel or wait until it is cooked to remove the skin. Immerse in boiling water and cook for 10-20 minutes, until tender.
To bake in the oven, cut the squash in two or four depending on size and remove the seeds. Baste with a little butter or oil and add seasoning. Cook in a 180º C (350º F) oven for 30 to 60 minutes, depending on the size of the pieces and the variety of squash.
Winter squash are rich in fibre and an excellent source of vitamins A and C. They're also a good source of Vitamin B6, copper, manganese and potassium.
Some winter squash are available year-round in the produce section of your local Metro supermarket. Talk to your METRO produce expert for more information.
Winter squash will keep for up to three months if stored at a moderate temperature away from direct heat and light.
Spaghetti Squash and Raclette Crumble
Spaghetti Squash Diavolo
Squash Mash Cottage Pie
Glazed Butternut Squash with Thyme
Buttercup Squash Curry and Braised Scallops
Acorn Squash with Maple Syrup Glaze
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text:
The Atlantic semi-deciduous forests, also known as the Atlantic interior forests, are a belt of tropical moist broadleaf forests that are part of the Atlantic Forests complex of eastern Brazil. The semi-deciduous forests form a transitional zone between the humid Atlantic moist forests which lie near the Atlantic coast, and the drier Caatinga shrublands, Atlantic dry forests, and Cerrado savannas of the interior.

The World Wildlife Fund divides the semi-deciduous forests into three distinct ecoregions. The Pernambuco interior forests lie west of the Pernambuco coastal forests in Rio Grande do Norte, Paraíba, Pernambuco, Alagoas, and Sergipe states. The Bahia interior forests lie west of the Bahia coastal forests in Bahia, Minas Gerais, and Espírito Santo states. The Alto Paraná Atlantic forests lie inland from the Serra do Mar coastal forests, extending inland across the Brazilian states of Rio de Janeiro, Minas Gerais, São Paulo, Goiás, Mato Grosso do Sul, Paraná, Santa Catarina, and Rio Grande do Sul, the Argentinian province of Misiones, and eastern Paraguay.

External links

Atlantic Forest
Tropical and subtropical moist broadleaf forests
Ecoregions of Brazil
Forests of Brazil
.

Environment of Bahia
Environment of Paraíba
Geography of Bahia
Geography of Paraíba
Geography of Pernambuco
Neotropical ecoregions

redpajama_set_name: RedPajamaWikipedia


15 DECKING Reviews and Complaints @ Pissed Consumer14 Sep 2017 ... We just had our deck replaced with decking materials at a cost of nearly $20,000. The deck boards are held in place by plastic clamps that are secured to the joist boards. When the wind blows we have the same loud whistling noise that other users of this ... Read more. Anonymous. Shawn Fury. We just had a new deck built on a second story and it has the same howling I the wind problem. Installer says it's a warranty and not an installation issue.
Hideaway Stainless Steel Hidden Fastener System - DecksDirect Hideaway Hidden Fastening System is designed specifically for grooved deck boards. The Hideaway Start/Stop and Connector Clips are black, stainless steel fasteners exclusively designed for .
New deck makes a howling sound when it's windy | This Old HouseWe just had our deck rebuilt, changing the warped wood for grooved composite boards held together by hidden fasteners. The new deck makes a howling sound when the wind blows. We ruled out the deck balusters and railing, so we know it is something to do with the decking. Our builder is as stumped as are we. Any ideas on how to get to the root of the problem and fix it?
Howling Buildings: Find & Cure Howling Noises at or Around ...Reader Question: howling Noises from decking. (Nov 2, 2014) Carolyn said: We just had our deck rebuilt, changing the warped wood for grooved composite boards held together by hidden fasteners. The new deck makes a howling sound when the wind blows. We ruled out the deck balusters and railing, so we know it is something to do with the decking. Our builder is as stumped as are we. Any ideas on how to get to the root of the problem and fix it?


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text:
Chandigarh-girl Harnaaz Kaur Sandhu Bags Miss Universe 2021 for INDIA
By Sonia Khanna | December 13, 2021
The 21-year-old from Punjab, Harnaaz Kaur Sandhu, representing India wins the coveted title of the 70th Miss Universe 2021, which took place at Universe Dome in Eilat, Israel. Also, the title is (finally) back in India after 21 years.
Earlier, in 2001, Lara Dutta bagged the title and in 1994, it was Sushmita Sen who got it. Thus, Sandhu has now become the third Indian woman to be crowned with the prestigious Miss Universe. Also, she claimed the crown brushing off Nadia Ferreira from Paraguay and Lalela Mswane from South Africa.
Born and raised in a Sikh family, she resides in Chandigarh. Sandhu is a model, an actress, and a beauty pageant titleholder. Previously, she won Miss Diva 2021, Femina Miss India Punjab 2019, a semi-finalist at Femina Miss India 2019, and Times Fresh Face in 2017. Besides it, she has performed in several Punjabi movies.
Also Check – 9 Interesting Facts about Miss Universe 2021 winner Harnaaz Sandhu
Harnaaz has prepared a lot before heading for the event. She underwent several training sessions to put herself out confidently and represent India in the best way possible. Well, all her endeavors borne fruits as she nailed it and won big.
We congratulate and extend our heartiest wishes for Ms. Harnaaz Sandhu. Today, you made every Indian proud!


The domain functional level must be at Windows 2003. You can check this (and raise it if needs be) in AD Domains and Trusts. See below. Again you cannot do this if you have win2000 domain controllers.
There are a number of ways to do this. My preferred way is to use the ntdsutil command.
You should get output similar to the below.
You need to know which servers run the schema and infrastructure master roles.


text:
Гуго I (; бл. 1069/1074 —) — граф Шампанський (1093—1125).

Біографія
Син Тібо III, графа Блуа, та Аделаїди де Валуа. Народився між 1069 та 1074 роками. 1089 року після смерті батька під час розподілу його володінь Гуго отримав графство Бар-сюр-Об. 1093 року після смерті бездітного старшого брата, Еда V, успадкував і його володіння — графства Труа і Мо. Об'єднані графства отримали назву Шампань. Вперше з титулом графа Шампані Гуго згаданий в 1094 році. Його столицею стало місто Труа. У 1093 або 1095 році оженився на доньці короля Франції.

На відміну від зведеного брата Етьєна II, графа де Блуа, Гуго I не брав участі в Першому хрестовому поході. Проте в 1104 році (перед тим розвівся з дружиною, юридично — 1105 року) він відправився в Єрусалимське королівство, повернувшись додому 1107 році.

1110 року оженився на доньці графа Бургундського. У серпні 1114 року Гуго удруге відправився до Єрусалиму в супроводі Гуго де Пейна, що пізніше став засновником ордена тамплієрів в Єрусалимі. Після повернення 1116 року Гуго I дарував бенедектинському абатству Клерво, заснованому 1115 року, великі володіння.

У 1124 році відбив напад на свої володіння з боку імператора Генріха V за підтримки Генріха I, короля Англії та герцога Нормандії. Гіго I зумів завадити планам імператора встановити зверхність над Шампанью.

У 1125 році Гуго I зрікся від титулу і відправився в Єрусалим, де вступив до ордену тамплієрів. Незважаючи на те, що його друга дружина народила сина Еда, він відмовився визнати себе його батьком, звинувативши дружину в подружній зраді і заявивши, що він не здатний мати дітей. Свої землі Гуго заповідав небожу, Тібо IV, графу Блуа, який знову об'єднав всі володіння роду.

Гуго I помер 14 червня 1126 в Палестині.

Родина
1. Дружина — Констанція, донька Філіппа I, короля Франції

Діти:
 Манасія, померла дитиною

2. Дружина — Ізабела де Макон, донька Стефана I Гладкого, графа Бургундії

Діти:
 Ед (1123-після 1187)

Джерела
 Theodore Evergates, The Aristocracy in the County of Champagne, 1100—1300, (University of Pennsylvania Press, 2007), 7.
 Jochen Schenk, Templar Families: Landowning Families and the order of the Temple in France, c. 1120—1307, (Cambridge University Press, 2012), 96.

Посилання

Графи Шампанські
Тамплієри