关于汉堡包的英语作文

篇一：“小孩应该吃汉堡包吗” 的英语文章

小孩应该吃汉堡包吗 Should Children Be Allowed to Eat

Hamburgers

With the wide spread of hamburger Restaurant, especially the McDonald and KFC, our children are exposed to these kinds of high calorie food.Therefore, some people worry that if our children eat too much hamburgers, then they would gain weight quite easily. Some people argue that hamburgers do no bad to children’s health. Standing on my point of view, I suggest that children shouldn't eat hamburgers. Reasons are listed below.

越来越多的汉堡店风靡开来，特别是麦当劳和肯德基，孩子们被暴露于这些高热量食物的身边。因此，一部分人担心我们的孩子吃太多的汉堡会更容易肥胖。一些人认为吃汉堡包对身体健康没什么影响。就我来说，我认为小孩不应该吃汉堡包。原因如下：

First of all, eating hamburgers leads to fat. It is known to all that all the hamburgers are junk food containing high calorie and high fat while low nutrition. If our children eat them often, then they will be gaining weight easily. What’s worse, they will be dystrophic so as to affect body development.

首先，吃汉堡包会导致肥胖。众所周知，汉堡包是垃圾食品，含有高热量，高脂肪，低营养。如果孩子们经常吃的话，很容易导致肥胖。更糟糕的是，他们会营养不良，这样一来，会影响身体发育。

Secondly, eating hamburgers often will cause cancer. Most hamburgers are fried food. It is investigated that if we eat fried food often, then we will be easy to get cancer.

其次，吃汉堡包会致癌。大多数的汉堡包都是油炸食品。调查研究表面，经常吃油炸食品，易致癌。

All in all, though hamburgers are popular around the world, they are classified into the circle of junk food because it will lead to fat and even cause cancer if our children eat too many. So, we shouldn’t take our children to eat hamburgers.

总之，尽管汉堡包在世界很受人们的欢迎，但是它却被划为垃圾食品。如果小孩子吃多了会导致肥胖，甚至致癌。因此，我们不应该让我们的孩子吃汉堡包。

篇二：汉堡包作文

汉堡包作文

汉堡包

大家只要一看这题目口水就应该“飞流口水三千尺”了吧。在这里我先声明一下这个汉堡包可不是肯德基、麦当劳的那种汉堡，那个是我妈自己制作的。昨天晚上妈妈对我说，她明天下午下班后给我做非常好吃的东西。

我怀着希望好不容易等到了下午放学，我连忙加快速度跑回了家，刚一进门香味立刻扑鼻而来，我连忙问是什么，妈妈赶紧领着我进入了餐厅，我看到了一桌的汉堡。

我对这景象惊讶不已，问这是您自??自己制??制的。我张大嘴巴半天没说出一句话来。

妈妈说：“看吧，只有你想不到，没有我做不到。”

她说：“想知道是怎么制作的吗？”我嗯了一声，她说：“先把准备好的两个面包片当汉堡的上面和下面。再把鸡肉放在面粉里摆弄摆弄，再放到锅里炸，炸到金黄，外酥里嫩，好了之后再把蔬菜放到鸡肉下面，最后用两个面包片一合，一个精美的汉堡就完成了。”

我心里暗想：“妈什么时候变的这么有才了。”

手艺好味道肯定更好，我连忙冲上去把汉堡捧起，只见它的身上有一种少见的光泽，真让我迫不及待的想咬一口，我张大嘴巴一口咬了下去，我感到了鸡肉和蔬菜搭配出来的绝妙口感，汉堡纯正的小麦香和鸡肉特有的香味飘到了我的面前，不到一会我就把一个汉堡整个给吃了下去，我又拿起一个，只见那两片面包像天空和大地笼罩着它们，鸡肉就是里面的生物，而蔬菜当然就是树林了。

我连着吃了几个，肚子就像一个小西瓜这么大了。

我对妈妈说：“以后记得还要做给我吃。”她像士兵一样说：“没问题，儿子。”

我暗想，我妈的手艺还真不赖。

指导教师 季海霞

篇三：高中英语作文：关于快餐店

高中英语作文：关于快餐店

大家都知道美国人最喜欢的食物是汉堡包。

最喜欢的地方买一个汉堡包是一个快餐店。在这些酒楼，人们为了他们的食物，等待几分钟，然后当他们准备携带食物到他们自己的表。他们可以在餐厅吃饭或在塑料盒的食物吃了在家里，工作场所，或在公园。在一些酒楼的人也能抬高靠窗。他们要的食物，和工人递给他们透过窗户。然后他们赶走，吃在他们的汽车或自己喜欢的地方。

汉堡是不是食物，快餐店不仅。还供应鱼，鸡，三明治，软饮料，咖啡等。 快餐店很受欢迎，因为服务是速度快，食物是不是太昂贵。对于许多人来说，这是非常重要的。在美国，大约有百分之50的已婚妇女与儿童在家庭以外的工作。他们常常太忙或太累了，为家人做饭，晚上吃饭，快餐店有很大的帮助他们。 现在国家有快餐店遍布世界各地。

篇四：汉堡规则中英文

HAMBURG RULES 汉堡规则

UNITED NATIONS CONVENTION ON THE CARRIAGE OF GOODS BY SEA, 1978 Preamble

THE STATES PARTIES TO THIS CONVENTION, HAVING RECOGNIZED the desirability of determining by agreement certain rules relating to the carriage of goods by sea, HAVE DECIDED to c

onclude a Convention for this purpose and have thereto agreed as follows:

PART I

GENERAL PROVISIONS

Article 1

Definitions

In this Convention:

1. "Carrier" means any person by whom or in whose name a contract of carriage of goods by sea has been concluded with a shipper.

2. "Actual carrier" means any person to whom the performance of the carriage of the goods, or of part of the carriage, has been entrusted by the carrier, and includes any other person to whom such performance has been entrusted.

3. "Shipper" means any person by whom or in whose name or on whose behalf a contract of carriage of goods by sea has been concluded with a carrier, or any person by whom or in whose name or on whose behalf the goods are actually delivered to the carrier in relation to the contract of carriage by sea.

4. "Consignee" means the person entitled to take delivery of the goods.

5. "Goods" includes live animals; where the goods are consolidated in a container, pallet or similar article of transport or where they are packed, "goods" includes such article of transport or packaging if supplied by the shipper.

6. "Contract of carriage by sea" means any contract whereby the carrier undertakes against payment of freight to carry goods by sea from one port to another; however, a contract which involves carriage by sea and also carriage by some other means is deemed to be a contract of carriage by sea for the purposes of this Convention only in so far as it relates to the carriage by sea.

7. "Bill of lading" means a document which evidences a contract of carriage by sea and the taking over or loading of the goods by the carrier, and by which the carrier undertakes to deliver the goods against surrender of the document. A provision in the document that the goods are to be delivered to the order of a named person, or to order, or to bearer, constitutes such an undertaking.

8. "Writing" includes, inter alia, telegram and telex.

Article 2

Scope of application

1. The provisions of this Convention are applicable to all contracts of carriage by sea between two different States, if:

(a) the port of loading as provided for in the contract of carriage by sea is located in a Contracting State, or

(b) the port of discharge as provided for in the contract of carriage by sea is located in a Contracting State, or

(c) one of the optional ports of discharge provided for in the contract of carriage by sea is the actual port of discharge and such port is located in a Contracting State, or

(d) the bill of lading or other document evidencing the contract of carriage by sea is issued in a Contracting State, or

(e) the bill of lading or other document evidencing the contract of carriage by sea provides that the provisions of this Convention or the legislation of any State giving effect to them are to govern the contract.

2. The provisions of this Convention are applicable without regard to the nationality of the ship, the carrier, the actual carrier, the shipper, the consignee or any other interested person.

3. The provisions of this Convention are not applicable to charter-parties. However, where a bill of lading is issued pursuant to a charter-party, the provisions of the Convention apply to such a bill of lading if it governs the relation between the carrier and the holder of the bill of lading, not being the charterer.

4. If a contract provides for future carriage of goods in a series of shipments during an agreed period, the provisions of this Convention apply to each shipment. However, where a shipment is made under a charter-party, the provisions of paragraph 3 of this article apply.

Article 3

Interpretation of the Convention

In the interpretation and application of the provisions of this Convention regard shall be had to its international character and to the need to promote uniformity.

PART II

LIABILITY OF THE CARRIER

Article 4

Period of responsibility

1. The responsibility of the carrier for the goods under this Convention covers the period during which the carrier is in charge of the goods at the port of loading, during the carriage and at the port of discharge.

2. For the purpose of paragraph 1 of this article, the carrier is deemed to be in charge of the goods

(a) from the time he has taken over the goods from:

(i) the shipper, or a person acting on his behalf; or

(ii) an authority or other third party to whom, pursuant to law or regulations applicable at the port of loading, the goods must be handed over for shipment;

(b) until the time he has delivered the goods:

(i) by handing over the goods to the consignee; or

(ii) in cases where the consignee does not receive the goods from the carrier, by placing them at

the disposal of the consignee in accordance with the contract or with the law or with the usage of the particular trade, applicable at the port of discharge; or

(iii) by handing over the goods to an authority or other third party to whom, pursuant to law or regulations applicable at the port of discharge, the goods must be handed over.

3. In paragraphs 1 and 2 of this article, reference to the carrier or to the consignee means, in addition to the carrier or the consignee, the servants or agents, respectively of the carrier or the consignee.

Article 5

Basis of liability

1. The carrier is liable for loss resulting from loss of or damage to the goods, as well as from delay in delivery, if the occurrence which caused the loss, damage or delay took place while the goods were in his charge as defined in article 4, unless the carrier proves that he, his servants or agents took all measures that could reasonably be required to avoid the occurrence and its consequences.

2. Delay in delivery occurs when the goods have not been delivered at the port of discharge provided for in the contract of carriage by sea within the time expressly agreed upon or, in the absence of such agreement, within the time which it would be reasonable to require of a diligent carrier, having regard to the circumstances of the case.

3. The person entitled to make a claim for the loss of goods may treat the goods as lost if they have not been delivered as required by article 4 within 60 consecutive days following the expiry of the time for delivery according to paragraph 2 of this article.

4. (a) The carrier is liable

(i) for loss of or damage to the goods or delay in delivery caused by fire, if the claimant proves that the fire arose from fault or neglect on the part of the carrier, his servants or agents;

(ii) for such loss, damage or delay in delivery which is proved by the claimant to have resulted from the fault or neglect of the carrier, his servants or agents, in taking all measures that could reasonably be required to put out the fire and avoid or mitigate its consequences.

(b) In case of fire on board the ship affecting the goods, if the claimant or the carrier so desires, a survey in accordance with shipping practices must be held into the cause and circumstances of the fire, and a copy of the surveyor''s report shall be made available on demand to the carrier and the claimant.

5. With respect to live animals, the carrier is not liable for loss, damage or delay in delivery resulting from any special risks inherent in that kind of carriage. If the carrier proves that he has complied with any special instructions given to him by the shipper respecting the animals and that, in the circumstances of the case, the loss, damage or delay in delivery could be attributed to such risks, it is presumed that the loss, damage or delay in delivery was so caused, unless there is proof that all or a part of the loss, damage or delay in delivery resulted from fault or neglect on the part

of the carrier, his servants or agents.

6. The carrier is not liable, except in general average, where loss, damage or delay in delivery resulted from measures to save life or from reasonable measures to save property at sea.

7. Where fault or neglect on the part of the carrier, his servants or agents combines with another cause to produce loss, damage or delay in delivery the carrier is liable only to the extent that the loss, damage or delay in delivery is attributable to such fault or neglect, provided that the carrier proves the amount of the loss, damage or delay in delivery not attributable thereto.

Article 6

Limits of liability

1. (a) The liability of the carrier for loss resulting from loss of or damage to goods according to the provisions of article 5 is limited to an amount equivalent to 835 units of account per package or other shipping unit or 2.5 units of account per kilogramme of gross weight of the goods lost or damaged, whichever is the higher.

(b) The liability of the carrier for delay in delivery according to the provisions of article 5 is limited to an amount equivalent to two and a half times the freight payable for the goods delayed, but not exceeding the total freight payable under the contract of carriage of goods by sea.

(c) In no case shall the aggregate liability of the carrier, under both subparagraphs (a) and (b) of this paragraph, exceed the limitation which would be established under subparagraph (a) of this paragraph for total loss of the goods with respect to which such liability was incurred.

2. For the purpose of calculating which amount is the higher in accordance with paragraph 1(a) of this article, the following rules apply:

(a) Where a container, pallet or similar article of transport is used to consolidate goods, the package or other shipping units enumerated in the bill of lading, if issued, or otherwise in any other document evidencing the contract of carriage by sea, as packed in such article of transport are deemed packages or shipping units. Except as aforesaid the goods in such article of transport are deemed one shipping unit.

(b) In cases where the article of transport itself has been lost or damaged, that article of transport, if not owned or otherwise supplied by the carrier, is considered one separate shipping unit.

3. Unit of account means the unit of account mentioned in article 26.

4. By agreement between the carrier and the shipper, limits of liability exceeding those provided for in paragraph 1 may be fixed.

Article 7

Application to non-contractual claims

1. The defences and limits of liability provided for in this Convention apply in any action against the carrier in respect of loss or damage to the goods covered by the contract of carriage by sea, as well as of delay in delivery whether the action is founded in contract, in tort or otherwise.

2. If such an action is brought against a servant or agent of the carrier, such servant or agent, if he proves that he acted within the scope of his employment, is entitled to avail himself of the defences and limits of liability which the carrier is entitled to invoke under this Convention.

3. Except as provided in article 8, the aggregate of the amounts recoverable from the carrier and from any persons referred to in paragraph 2 of this article shall not exceed the limits of liability provided for in this Convention.

Article 8

Loss of right to limit responsibility

1. The carrier is not entitled to the benefit of the limitation of liability provided for in article 6 if it is proved that the loss, damage or delay in delivery resulted from an act or omission of the carrier done with the intent to cause such loss, damage or delay, or recklessly and with knowledge that such loss, damage or delay would probably result.

2. Notwithstanding the provisions of paragraph 2 of article 7, a servant or agent of the carrier is not entitled to the benefit of the limitation of liability provided for in article 6 if it is proved that the loss, damage or delay in delivery resulted from an act or omission of such servant or agent, done with the intent to cause such loss, damage or delay, or recklessly and with knowledge that such loss, damage or delay would probably result.

Article 9

Deck cargo

1. The carrier is entitled to carry the goods on deck only if such carriage is in accordance with an agreement with the shipper or with the usage of the particular trade or is required by statutory rules or regulations.

2. If the carrier and the shipper have agreed that the goods shall or may be carried on deck, the carrier must insert in the bill of lading or other document evidencing the contract of carriage by sea a statement to that effect. In the absence of such a statement the carrier has the burden of proving that an agreement for carriage on deck has been entered into; however, the carrier is not entitled to invoke such an agreement against a third party, including a consignee, who has acquired the bill of lading in good faith.

3. Where the goods have been carried on deck contrary to the provisions of paragraph 1 of this article or where the carrier may not under paragraph 2 of this article invoke an agreement for carriage on deck, the carrier, notwithstanding the provisions of paragraph 1 of article 5, is liable for loss of or damage to the goods, as well as for delay in delivery, resulting solely from the carriage on deck, and the extent of his liability is to be determined in accordance with the provisions of article 6 or article 8 of this Convention, as the case may be.

4. Carriage of goods on deck contrary to express agreement for carriage under deck is deemed to be an act or omission of the carrier within the meaning of article 8.

Article 10

Liability of the carrier and actual carrier

1. Where the performance of the carriage or part thereof has been entrusted to an actual carrier,

篇五：汉堡包文章

汉堡包式作文写作方法

汉堡包式作文写作方法是我在教学当中总结出来的一条作文写作经验.

所谓汉堡包，不可缺少的有这样几部分：盖、肉、菜、沙拉酱、底。下面我们就一个一个的来分析。

盖：作为一个汉堡包的盖，它的特点是盖住下面的主体部分，是映入人们眼帘的第一样东西。盖住下面的整体部分在作文写作当中，就可以理解为“总领全文”，也就是文章的开头。同学们通常看到上面的半个面包坯，就会想到，“哦，这是一个汉堡包”。而不会想到，这是大米饭。在小学生的作文写作当中，让学生拥有通篇中心意识是很重要的。学生要在开篇的时候就知道自己在写什么，而不是凑一句，是一句。作为盖还有另外一个特点。大部分的汉堡包的面包坯盖都会嵌有一写芝麻。看似简单的芝麻却有着巨大的学问。小小的装饰让人垂涎欲滴，勾起对美味食物的幻想，也让单调的面包不再单调。这就是在作文写作当中，我们要有一个“凤头”：总领下文，又不会喧宾夺主；小而精，给人以遐想的空间，激发读者继续看下去的欲望。这就是“盖”的作用。

肉：在一个汉堡包当中，最为关键的一部分。就是文章当中的主体部分，或者详写部分。肉的内容直接决定了汉堡包的性质：是鸡肉汉堡、牛肉汉堡、鸡腿汉堡、鳕鱼汉堡……；另外，肉的好坏也是汉堡味道的基本。文章的主要内容部分

一定要重点叙述，用最大量的笔墨，写的丰满，不能写成“大蘑菇头”式，喧宾夺主。浓墨重彩的部分也要突出， 文章的好坏这里是最重要的。

菜：菜是和肉相对而言的。如果肉是详写部分，那菜就是略写部分。文章和汉堡一样，都要有详有略，荤素搭配才能好看好吃又有营养。俗话说，红花还得绿叶配，适当的略写可以为文章的主线增光添彩。

沙拉酱：沙拉酱好像是没什么用处，可是一个汉堡包里如果没有它又不行，因为它调节了肉、菜、面包之间的关系，让口感更融洽，更细腻。它就是文章的过渡，承上启下的部分。貌似简单，但却起着很关键的作用。

底：首先，底和盖用的是相同的材料，在文章里就体现为：首尾必须呼应！经常有孩子顾此失彼，写到后面就不知道前面在写什么了。这是让学生注意这一方面的最好提醒。其次，底部还有一个重要的作用。我们在吃汉堡包的时候，一定是拿起来吃的。而拿的时候，要拿什么地方？拿盖？拿肉？拿菜？或者沙拉酱？都不是。是底，必须托底。这样才能拿起来一个完整的汉堡包。也就是说，底有多高，这个汉堡包就有多高。这就是文章升华的高度。汉堡包不被拿起来，是吃不到嘴里的；文章没有高度，是没有意义的。高度的提升，就是作者的思想升华的过程。

高中作文