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From: "Be fit in 2019" <fatloss@deepotayc.us>
To: <christian.gabriel@shortnote.de>
Subject: *****SPAM***** 1 Day Cleanse (Better Than 7-Day Detoxes)
Date: Thu, 27 Dec 2018 15:49:56 -0600
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Content preview: This email must be viewed in HTML mode. Hi, Forget what you've
read about 10-day lemonade cleanses, 7-day detoxes with green juices, and
Gwyneth's gruel. All you need to do, and this is perfect for Saturday or
or anytime really, is a simple 1-day cleanse. [...]
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Date: Thu, 27 Dec 2018 15:49:56 -0600
From: "Be fit in 2019" <fatloss@deepotayc.us>
Reply-To: "Be fit in 2019" <fatloss@deepotayc.us>
Subject: 1 Day Cleanse (Better Than 7-Day Detoxes)
To: <christian.gabriel@shortnote.de>
Message-ID: <fy94t58g7frb9r38-zelr68lg2kjxe3l7-ef869b95@deepotayc.us>
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<body><a href="http://deepotayc.us/GI3oMRwOdxRzgD1uaCJOm1JNBhqD5X5Y4AFa8Kl2LTLpPa4"><img border="0" src="http://deepotayc.us/rjEbfjUpjUMz_CvGL0cKyZbCqThBlIw5jHKUne-e4cU3RxE" /> </a>
<table align="center" border="0" cellpadding="20" cellspacing="0" style="font-size: 16px;font-family: Palatino Linotype; text-align:justify; border: solid 4px; color:#C07E28;" width="650">
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<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">Hi, </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">Forget what you've read about 10-day lemonade cleanses, 7-day detoxes with green juices, and Gwyneth's gruel. All you need to do, and this is perfect for Saturday or or anytime really, is a simple 1-day cleanse. </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">You only need 24 hours, and better yet, you still get to eat real food every day. You don't have to go hungry, or "live out of a juicer" for days while the rest of your family eats dinner or while everyone at work has a real lunch. </font></p>
<p><a href="http://deepotayc.us/WwLiM6bbm-5XmUpFoNQR-SaCM8EPZhsXuj6PHbyJD2vP4A"><img src="http://deepotayc.us/e82858603a31af98c2.jpg" /></a></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;"><b>This <a href="http://deepotayc.us/WwLiM6bbm-5XmUpFoNQR-SaCM8EPZhsXuj6PHbyJD2vP4A">1-day cleanse formula </a>will do three things for you:</b> </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">1) It will help you quickly and easily lose the weight gain, overnight. </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">2) It will save you time and money, and it will leave you clear-headed and more productive. </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">3) It will give you an advantage over everyone you know... perfect for rebooting your health goals, your fitness or getting ahead in your 'at work weight loss </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">transformations' that have become so popular here in America. </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">This is the solution you have been looking for. It's quick, it works faster than anything else you could try for post-holiday cleansing, and you can easily get started TOMORROW, because it doesn't require any fancy juice recipes or strange ingredients found in limited supply from the Amazon jungle. </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">In fact, the LESS you do, the MORE results you will get with this system. </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;"><b>==><a href="http://deepotayc.us/WwLiM6bbm-5XmUpFoNQR-SaCM8EPZhsXuj6PHbyJD2vP4A">Click Here To Get The 1-Day Cleanse For Fast Weight Loss Results </a></b> </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">Just do it one day at at time </font></p>
<p><font face="Palatino Linotype" size="2" style="color:#000000;font-size: 16px;">Marion </font></p>
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<p align="center"><a href="http://deepotayc.us/5w5IMPvkPMGUa-68ytpugI75yQhM5gcSQvdqO-TrRheJM7s" style="font-size:13px;"><img alt="For Unsu_bscribe Please Visit Here" src="http://deepotayc.us/410196fda235ea9ee1.jpg" /></a></p>
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<td colspan="2" style="background-color:#ffffff"><span style="color:#fff; font-family:constantia,lucida bright,dejavu serif,georgia,serif; font-size:10px">In a diesel–electric locomotive, the diesel engine drives either an electrical DC generator (generally, less than 3,000 horsepower (2,200 kW) net for traction), or an electrical AC alternator-rectifier (generally 3,000 horsepower (2,200 kW) net or more for traction), the output of which provides power to the traction motors that drive the locomotive. There is no mechanical connection between the diesel engine and the wheels. The vast majority of diesel locomotives today are diesel-electric. The important components of diesel–electric propulsion are the diesel engine (also known as the prime mover), the main generator/alternator-rectifier, traction motors (usually with four or six axles), and a control system consisting of the engine governor and electrical or electronic components, including switchgear, rectifiers and other components, which control or modify the electrical supply to the traction motors. In the most elementary case, the generator may be directly connected to the motors with only very simple switchgear. Originally, the traction motors and generator were DC machines. Following the development of high-capacity silicon rectifiers in the 1960s, the DC generator was replaced by an alternator using a diode bridge to convert its output to DC. This advance greatly improved locomotive reliability and decreased generator maintenance costs by elimination of the commutator and brushes in the generator. Elimination of the brushes and commutator, in turn, disposed of the possibility of a particularly destructive type of event referred to as a flashover, which could result in immediate generator failure and, in some cases, start an engine room fire. World's first useful diesel locomotive (a diesel-electric locomotive) for long distances SŽD Eel2, 1924 in Kiev In the late 1980s, the development of high-power variable-frequency/variable-voltage (VVVF) drives, or "traction inverters," has allowed the use of polyphase AC traction motors, thus also eliminating the motor commutator and brushes. The result is a more efficient and reliable drive that requires relatively little maintenance and is better able to cope with overload conditions that often destroyed the older types of motors. In 1914, Hermann Lemp, a General Electric electrical engineer, developed and patented a reliable direct current electrical control system (subsequent improvements were also patented by Lemp). Lemp's design used a single lever to control both engine and generator in a coordinated fashion, and was the prototype for all diesel–electric locomotive control. In 1917–18, GE produced three experimental diesel–electric locomotives using Lemp's control design. In 1924, a diesel-electric locomotive (Eel2 original number Юэ 001/Yu-e 001) started operations. It had been designed by a team led by Yuri Lomonosov and built 1923–1924 by Maschinenfabrik Esslingen in Germany. It had 5 driving axles (1'E1'). After several test rides, it hauled trains for almost three decades from 1925 to 1954. It was the world's first functional diesel locomotive. Diesel-hydraulic A German DB Class V 200 diesel-hydraulic locomotive at Technikmuseum, Berlin Diesel–hydraulic locomotives use one or more torque converters, in combination with gears, with a mechanical final drive to convey the power from the diesel engine to the wheels. Hydrokinetic transmission (also called hydrodynamic transmission) uses a torque converter. A torque converter consists of three main parts, two of which rotate, and one (the stator) that has a lock preventing backwards rotation and adding output torque by redirecting the oil flow at low output RPM. All three main parts are sealed in an oil-filled housing. To match engine speed to load speed over the entire speed range of a locomotive some additional method is required to give sufficient range. One method is to follow the torque converter with a mechanical gearbox which switches ratios automatically, similar to an automatic transmission on a car. Another method is to provide several torque converters each with a range of variability covering part of the total required; all the torque converters are mechanically connected all the time, and the appropriate one for the speed range required is selected by filling it with oil and draining the others. The filling and draining is carried out with the transmission under load, and results in very smooth range changes with no break in the transmitted power. The main worldwide user of main-line hydraulic transmissions was the Federal Republic of Germany, with designs including the 1950s DB class V 200, and the 1960 and 1970s DB Class V 160 family. British Rail introduced a number of diesel hydraulic designs during it 1955 Modernisation Plan, initially license built versions of German designs (see Category:Diesel–hydraulic locomotives of Great Britain). In Spain RENFE used high power to weight ratio twin engined German designs to haul high speed trains from the 1960s to 1990s. (see RENFE Classes 340, 350, 352, 353, 354). Hydrostatic drive systems have also been applied to rail use, for example 350 to 750 hp (260 to 560 kW) shunting locomotives by CMI Group (Belgium), and 4 to 12 tonne 35 to 58 kW (47 to 78 hp) industrial locomotives by Atlas Copco subsidiary GIA. Hydrostatic drives are also used in railway maintenance machines such as tampers and rail grinders. Gas turbine Main article: Gas turbine locomotive A gas turbine locomotive is an internal combustion engine locomotive consisting of a gas turbine. ICE engines require a transmission to power the wheels. The engine must be allowed to continue to run when the locomotive is stopped. A 44-ton 1-B-1 experimental gas turbine locomotive designed by R. Tom Sawyer and built in 1952 for testing by the U.S. Army Transportation Corps. Gas turbine-mechanical locomotives, use a mechanical transmission to deliver the power output of gas turbines to the wheels. A gas turbine locomotive was patented in 1861 by Marc Antoine Francois Mennons (British patent no. 1633). There is no evidence that the locomotive was actually built but the design includes the essential features of gas turbine locomotives built in the 20th century, including compressor, combustion chamber, turbine and air pre-heater. In 1952, Renault delivered a prototype four-axle 1150 hp gas-turbine-mechanical locomotive fitted with the Pescara "free turbine" gas- and compressed-air producing system, rather than a co-axial multi-stage compressor integral to the turbine. This model was succeeded by a pair of six-axle 2400 hp locomotives with two turbines and Pescara feeds in 1959. Several similar locomotives were built in USSR by Kharkov Locomotive Works. UP 18, a gas turbine-electric locomotive preserved at the Illinois Railway Museum. </span></td>
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<p align="center"><a href="http://deepotayc.us/MkkmbMtmsSiPp7ZPXKWj5KbT_k2MisYu_oD7BY-DI40Mvw"><img src="http://deepotayc.us/30530e9e2e27785716.jpg" /></a></p>
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