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メールを開くとこんなメールがあり、 大変恐縮ですが和訳してください。 よろしくお願いいたします。 We are pleased to inform you of the final announcemento of The sponsor lotto Online Promo programme held on fridy,march 4th 2011 The draw was done electronically with several email addresses provideed to this has pualifieded tothis office by webmail providers to enhance the utilization of the internet. Your email address was picked as one of the ten winning email addresses. This has pualified you to claim the total cash prize of 900 uea dolla incash

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2011年3月4日に行われたThe sponsor lotto Online Promo programmeの最終発表をお知らせします。 抽選は、インターネットの利用促進のためにウエッブメールプロバイダーから当事務所に提供されたEメールアドレスによって、電子的に行われました。 当選した10のEメールアドレスのうちのひとつとして、 あなたのEメールアドレスがえらばれました。あなたには、合計賞金900ドルを受け取る資格があります。 おそらく、フィッシング詐欺の類でしょう。

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  • 和訳していただけますか?

    We are pleased to inform you of the final announcemento of The sponsor lotto Online Promo programme held on fridy,march 4th 2011 The draw was done electronically with several email addresses provideed to this has pualifieded tothis office by webmail providers to enhance the utilization of the internet. Your email address was picked as one of the ten winning email addresses. This has pualified you to claim the total cash prize of 900 uea dolla incash.

  • 至急)和訳お願いします。

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  • 英語の文章を和訳してください。

    Testing of the ship's engines took place in June 1907 prior to full trials scheduled for July. A preliminary cruise, or Builder's Trial, was arranged for 27 July with representatives of Cunard, the Admiralty, the Board of Trade, and John Brown aboard. The ship achieved speeds of 25.6 knots (47.4 km/h; 29.5 mph) over a measured 1 mile (1.6 km) at Skelmorlie with turbines running at 194 revolutions per minute producing 76,000 shp. At high speeds the ship was found to suffer such vibration at the stern as to render the second-class accommodation uninhabitable. VIP invited guests now came on board for a two-day shakedown cruise during which the ship was tested under continuous running at speeds of 15, 18 and 21 knots but not her maximum speed. On 29 July the guests departed and three days of full trials commenced. The ship travelled four times between the Corsewall Light off Scotland to the Longship Light off Cornwall at 23 and 25 knots, between the Corsewall Light and the Isle of Man, and the Isle of Arran and Ailsa Craig. Over 300 miles (480 km) an average speed of 25.4 knots was achieved, comfortably greater than the 24 knots required under the admiralty contract. The ship could stop in 4 minutes in 3/4 of a mile starting from 23 knots at 166 rpm and then applying full reverse. She achieved a speed of 26 knots over a measured mile loaded to a draught of 33 feet (10 m), and managed 26.5 knots over a 60-mile (97 km) course drawing 31.5 feet (9.6 m). At 180 revolutions a turning test was conducted and the ship performed a complete circle of diameter 1000 yards in 50 seconds. The rudder required 20 seconds to be turned hard to 35 degrees. The vibration was determined to be caused by interference between the wake of the outer propellers and inner and became worse when turning. At high speeds the vibration frequency resonated with the ship's stern making the matter worse. The solution was to add internal stiffening to the stern of the ship but this necessitated gutting the second-class areas and then rebuilding them. This required the addition of a number of pillars and arches to the decorative scheme. The ship was finally delivered to Cunard on 26 August although the problem of vibration was never entirely solved and further remedial work went on through her life. The White Star Line's Olympic-class vessels were almost 100 ft (30 m) longer and slightly wider than Lusitania and Mauretania. This made the White Star vessels about 15,000 tons heavier than the Cunard vessels. Both Lusitania and Mauretania were launched and had been in service for several years before Olympic, Titanic and Britannic were ready for the North Atlantic run. Although significantly faster than the Olympic class would be, the speed of Cunard's vessels was not sufficient to allow the line to run a weekly two-ship transatlantic service from each side of the Atlantic.

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                            Acknowledgements The author wishes to thank Professor C.Hayashi and Dr.K. Nakazawa for their useful advice and continuous encouragement. The numerical calculations were mainly performed by FACOM M-200 at Data Processing Center of Kyoto University. This work was supported by the Grant-in-Aid for Scientific Research of the Ministry of Education, Science and Culture (Nos. 511409, 56110009 and 57103006). The publication of this paper is indebted to the aid of Central Research Laboratory of Osaka Institute of Technology. よろしくお願いします。

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