Lifes Dream to Be a Teacher Essay Example | Topics and Well Written Essays - 250 words

Lifes Dream to Be a Teacher - Essay Example It is evidently clear from the discussion that deciding to become a teacher was difficult and an inspirational move, but much insight was gained into one’s personality as a result. Perhaps now-President Barack Obama said it best.   In today’s society,   â€Å"...what's troubling is†¦our chronic avoidance of tough decisions, our seeming inability to build a working consensus to tackle any big problem.†Ã‚   Deciding to become a teacher, for many reasons, was definitely a struggle.   Many times, this author pondered the significance of the impact that could be had on children's lives-all because a career in teaching would be the ultimate choice. Deciding to become a teacher was a personal inspiration-not only to this author but to this author's family, friends, and co-workers. Many people derived happiness from knowing this. Some of the most important people in my life have been teachers who inspired me. Deciding to become a teacher gave this author insig ht into one's personality. This author's life was about more than the act of teaching. This was the job of a lifetime which would require this author to work at a depth scarcely imaginable-which was a welcome challenge.

Technological Advancements in Communication Essay Example for Free

Technological Advancements in Communication Essay What technological advancements in communication were discussed in the article? In this article, The technological advancements in communication discussed included collaborative technologies like social computing, wiki’s, mash up’s, video conferencing, and instant messaging. These technologies allow businesses to get away from all the e-mails or traditional communication that involves only a select number of people. With collaborative technology, business can communicate with anyone they want and everyone feels like they are included. Choose two communication types and compare and contrast them. How could these be used in your workplace? Two of the communication types that I am going to compare are emails, and interactive spreadsheets like the one mentioned from smartsheet.com. In my workplace, we could use interactive spreadsheets to our advantage. We share emails back and forth to our subsidiaries’ in many countries. Most all of the different countries share a different language and translation could present a problem. With an interactive spreadsheet, you could have a space reserved for the different languages so that information could be translated one time instead of many times. Emails are only available to whoever you send them to. With an interactive spread sheet, information could be viewed by everyone and other people could put their two cents in. You would be creating a larger team than with emails. Do these technological advancements in communication follow what is traditionally considered business communication? Why? I think that these technological advancements in communication follow traditional business communication to a certain extent. Information is still being shared, teams are still collaborating, and decisions are still getting made. The difference with collaborative technology is that it is much easier to do all of this now. Businesses are able to communicate on a much broader level and more people can be involved. Technology is also  taking the leg work out of the equation for some businesses, freeing them up to concentrate on more important tasks.

The Safety Of Seafarers Going To Sea Engineering Essay

The Safety Of Seafarers Going To Sea Engineering Essay This report aims to educate readers about the safety of seafarers going to sea and the possible dangers that they face. The report will also elaborate about the ongoing issues and measures taken to ensure the safety of the seafarers. Marine Industry has been a major platform for investment and income since the ancient times. Seafarers face possible dangers from collision of ships, fire and weather conditions. Therefore, the casualties onboard a ship have been increasing due to lack of awareness towards safety on board the ship. The International Maritime Organisation( IMO) took steps to prevent such disasters from happening. Rules have been set up to make sure the equipments onboard the ship are up to date, certified and are regularly inspected. Workers onboard must be well trained in the safety aspects. According to the International Maritime Organisation(2009),ship safety is a subject that is currently receiving high attention by most countries. The International Maritime Organisation(2009) said that this was due to a number of serious vessel casualties that have occurred in recent years. 1.3 Methodology The information for this report was obtained from the International Convention for the Safety of Life at Sea (SOLAS) 1974 edition, reference books, research about shipping companies and the internet. Case studies were taken from online news articles. 1.4 Scope As there are many possibilities that could happen onboard a ship, this report will investigate solely about the possible cause of fire at sea, preventive measures, consequences of fire, actual events that took place due to fire, types of fire and much more. 2.Fire Hazards onboard the Ship 2.1 Causes of Fire According to John G. Antherson (2000),the causes of fire on a ship arent a lot different than the causes of fires in any urban setting. As there are electrical circuits onboard the ship, there is a chance for an electrical fire is to occur. Machinery onboard a ship can get hot when its operating. An overheating bearing could cause a fire.(John G. Antherson 2000) Ships uses combustion systems to generating steam, and internal combustion engines are used generate electricity. These combustion system will get very hot and can cause a fire.(John G. Antherson 2000) Closed machinery spaces and the volatility of fuel, lubricants and hydraulic fluids around the hot machinery can lead to a fire or an explosion. A collision at sea could initiate a fire. The galley where food is prepared is another fire hazard on board a ship.(John G. Antherson 2000) During ship repairing, metal cutting and welding equipment is carried and used to faulty equipment. Sparks from this equipments could also start a fire. There are some more possible ways fires could be started. Fire hazards in the cabin could also cause fire to occur. An article (Anon: Fires In Ships 2002) states that careless smoking is the main cause of fires in ships. In one case scenario, sixteen Chinese nationals have been taken to the hospital after a fire broke out in their ship(APL Columbia) at port Botany on 5 January 2010.A crew member onboard the 45,000 tonne APL Columbia(IMO:9252242) noticed a fire in his cabin about 1.30am.The man tried to put out the fire but was unsuccessful.The crew members had suffered from smoke inhalation and the fire was put out about 5.30 am using the ships own firefighting equipment. In another case scenario, a fire broke out in the engine room. A Maersk container ship (Maersk Duffield) crossed Brisbanes Moreton Bay with its engine room on fire and the Emergency Management Queensland helicopter is en route to assist. One crew member required treatment. Shipping Database,2009-2010[Online] Available from: http://www.shippingdatabase.com/ [Accessed 31 January 2010] Figure 1 [International Maritime Statistics Forum 2007 p.g 15] Figure 2 [International Maritime Statistics Forum 2007 p.g 16] According to the chart ( figure 1) made by the Maritime Institute in Gdansk(2007), most fire accidents occur during ship repairs. Fire caused from ship repairs take up 79.3% of most fire accidents in their case study. Meanwhile, figure 2 showed that 24.11% of fire occurring on board a ship is located at the Cargo holds and tanks. 2.2 Classes of Fire There are 4 types of fire that might occur onboard a ship. There are Class A , Class B , Class C and Class D fires. The U.S Department of Agriculture, Forest Service(2007) said that Ordinary combustible fires are the most common type of fire, and are designated under Class A fire . These occur when a solid, organic material such as wood, cloth, rubber, or plastic become heated to their flash point and ignite. This class of fire is fairly simple to combat and contain .According to National Fire Protection Association (NFPA 2008),the most common way to do this is by spraying the burning material with water, oxygen can also be removed by smothering the fire with foam from a fire extinguisher. Meanwhile, flammable liquid are categorized under Class B fire. The National Fire Protection Association(2008) reports that this fire follow the same basic fire tetrahedron (heat, fuel, oxygen, chemical reaction) as ordinary combustible fires, except that the fuel in question is a flammable liquid such as gasoline, or gas such as natural gas. An efficient way to extinguish a liquid or gas fueled fire is to disrupt the chemical chain reaction of the fire, which is done by dry chemical and Halon extinguishing agents. According to an extract from Industrial Hygiene and Information Management (2008): ESH Manual Chapter 40, Hazardous Materials, class D fire are fires that are caused by flammable or combustible metals. Examples given by the ESH manual Chapter 40, Hazardous Materials, of such metals are titanium , sodium ,magnesium, potassium, uranium and calcium. Generally, metal fire risks occur when sawdust, machine shavings and other metal are present. These fires can be ignited by the same types of ignition sources that would start other common fires. Wikipedia, Fire Classes [Online] Available from: http://en.wikipedia.org/wiki/Fire_classes [Accessed 1 February 2010] A crew onboard a fishing vessel said that If a fire was to start onboard a ship, crew members onboard must know what type of fire it is. If a wrong extinguisher or method is being used, the fire might spread even more. ( Florida Sport Fishing Crew 2002) 3. Consequences of fire 3.1 Loss of Revenue and Marine Environment The International Maritime Organisation (2009) said that most accidents onboard a ship will result in a loss of revenue. Cargos onboard a ship might be damaged and millions of dollars worth of cargos and resources will be affected. Fire onboard a tanker ship will have a high chance of causing an explosion and fuel leaked into the sea will cause water pollution and that will affect the marine environment. Thousands of dollar will be used to clean up the oil spill. A case study given by the Port State Information exchange (2006) was that of Hyundai Fortune where an accidental fire broke out on 21st March 2006. The combined cost of the ship and damaged cargo is estimated at over 300 million US dollars. According to an online article by Brisbane Times, oil spill clean-up can be rather costly. In a case study by the article, an insurer of a Hong Kong-based cargo ship had to foot the bill for a 20 tonnes of diesel fuel into waters off Stradbroke Island. Authorities announced that the estimated cost of the clean-up will reach about $100,000 a day and take seven days to complete. Daniel Hurst 2009 , Oil spill clean-up to cost $100,000 a day[Online] Brisbane times Available from: http://www.brisbanetimes.com.au/news/queensland/oil-spill-cleanup-to-cost-100000-a-day/2009/03/12/1236447368184.html [Accessed on 7th February 2010] 3.2 Political Fallout Political fallout might also occur if swift action is not taken. Political fallout will cause the reputation of the government or authority to be at stake.(M.Masellis and S.W.A.  Gunn 1992) The disasters that occur within the Maritime Industries can be used as an example for opposition parties to blame the government and this might change the mindset of the society towards the government. According to an online article by BBC news, an oil well in the Timor Sea off the north-west coast of Australia caught fire. The oil rig had been leaking oil and marine fire fighters were struggling for ten weeks to stop the leak. The National Offshore Petroleum Safety Authority had been called out to help combat the fire and other teams such as the Geoscience Australia and the Australian Maritime Safety Authority were on standby. However, an opposition spokesman accused the Environment Minister of Australia of doing nothing to stop the oil leak. BBC News 2009 , Australia well catches fire [Online] Available from: http://news.bbc.co.uk/2/hi/asia-pacific/8336564.stm 3.3 Human Casualties Accidents onboard a ship will also cause human casualties to occur. Fire especially will be life threatening onboard a passenger ship and it will cause chaos and panic among passengers. ( L.M. Collins 1999) A good way to ensure that human life is not lost is for the crew and passengers to follow instructions given by the Captain. If the passengers follow the instructions swiftly, they will be able to escape from the ship safely.( L.M. Collins 1999) One of the major events that had many human casualties was that of RMS Titanic. According to David G , Titanic was struck by an iceberg and sank in two hours and forty minutes on 15 April 1912. The sinking of the Titanic resulted in 1517 deaths out of the 2223 people on board. The high casualty rate was due to the fact that the ship was not carrying enough lifeboats for everyone onboard. Brown, David G. (2000). The Last Log of the Titanic. McGraw-Hill Professional. ISBN 0071364471. Most fire cases are quickly dealt with and the only losses that the crew face are the cargos or raw materials onboard. Up to this day, passenger ship have not faced any fire incidents that resulted in major human casualties. 4.Fire Safety Measures 4.1 Safety of Life at Sea(SOLAS) M.  Masellis and S.W.A.  Gunn(1992) said that fire casualties on ships lead almost certainly to disastrous results because of the limited and isolated areas of the vessels and the lack of immediate and easy access for the rescue team. Preventive measures are therefore much more effective in the effort to avoid such casualties than rescue and fire-extinguishing procedures or devices. [Marine fire casualties in merchant ships: the Greek statistics 1992 Available from: http://www.springerlink.com/content/h8362077847j9127/] In 1914, The International Maritime Organisation had a convention among international leaders and maritime leaders to talk about maritime safety. Of all the international conventions dealing with maritime safety, the most important is the International Convention for the Safety of Life at Sea(SOLAS). There have been many versions of SOLAS adopted by the International Maritime Organisation but the present version was adopted in 1974 and entered into force in 1980.The SOLAS conventions have all covered many aspects of safety at sea. The convention in 1914 included chapters on safety of navigation, construction, fire protection and life-saving appliances.(International Maritime Organisation 2009) This shows that the International Maritime Organisation is constantly trying to find ways to improve the aspects of safety at sea to ensure the safety of seafarers life by introducing the Safety Of Life at Sea(SOLAS) and updating it. 4.2 Fire Safety Test and Safety Equipment One of the fire safety measures is to conduct fire safety test for the ship. Fire safety of ships is an extremely important area. Before any material can be used onboard a ship, it must have successfully passed strict tests and have been certified for use. This is to ensure that the material or equipment does not pose a fire hazard onboard the ship. (SP Technical Research Institute of Sweden 2008) Another safety measure is to install safety equipments on the ship. Equipments such as fire extinguisher, sprinkler system , gas monitor and other safety equipments are being implemented. The International Maritime Organisation(IMO) is taking steps to introduce new and more sophisticated equipments onboard the ships. IMO hope to reduce the amount of accidents from occurring onboard the ship and will rely on this new equipments to combat the problem more efficiently. 4.3 Service of ships and Equipments According to The Safety of Life At Sea 1974 edition, the ship and its safety equipments have to undergo service once every few years. Safety equipments include components that can deteriorate over time. Therefore, this can decrease the effectiveness of the equipment. Examples of such equipments stated in the Safety Of Life At Sea 1974 edition (SOLAS) are fire extinguishers, EPIRBs, flares, life jackets, life rafts and smoke signals. Servicing of the equipment must be done by the manufacturer or an authorised agent by the expiry date. The expiry date must be clearly marked on the equipment. Most life raft needs to be serviced every two or three years. Equipment that cannot be serviced or no longer works must be replaced if it is to be carried as part of the safety equipment onboard the ship.(The International Maritime Organisation 2009) In the event that an emergency were to occur and the safety equipments were to be faulty as they were not sent for servicing, the manufacturer should not be blamed as the expiry date have been stated clearly on the equipment. It is the duty of the crew onboard and its owner to send the equipments for servicing once the expiry date is over. According to the IMO 2009, maintenance and inspections of equipments must be recorded to provide objective evidence that these work have been carried out according to the manufacturers instructions. 4.4 Proper training for the crew According to the Maritime Port Authority Singapore(MPA) 2010, Seafarers working on board a ship must have the valid certification or endorsements. In Singapore, these are issued by the Training Standards Department of MPA. Seafarers working on board a ship are required to have a valid Certificate of Competency (CoC) or endorsement, which comply with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW). The crew must also be well trained in fire fighting and First Aid. Those who wish to work onboard a ship must have an Advance Fire Fighting Course certificate and Elementary First Aid certificate as well before they are qualified to work onboard (Maritime Port Authority Singapore 2010). The crew will also conduct regular safety drills after each departure from port. The crew are to follow their duty that had been assigned on the Muster List. By having proper trained crews onboard a ship, this will minimise the chance of human error and accidents from occurring. Furthermore, the crew are well trained to handle any emergencies such as fire . The International Maritime Organisation(IMO) 2009 once said that the quality and familiarisation are directly affected by the frequency and quality of the drills carried out. IMO added that a crew debrief after each drill is essential to emphasise lessons learned and to give additional training where necessary. 5. Conclusion 5.1 Further Improvements Every year, the International Maritime Organisation and other Maritime Body are working hand in hand to improve a seafarers life in terms of their living condition and to ensure that they are working in a safe environment. The organisation are trying to find constant improvement to reduce marine casualties, loss in revenue due to unwanted accidents. One improvement that can be introduce to the ship is the All-in-One fire extinguisher. This extinguisher would be able to combat any types of fire such as Class A , Class B, Class C or Class D fires. By having this fire extinguisher onboard the ship, the crew will not need to waste time to find different methods to combat different types of fire. Another improvement that could be introduced is the fire isolating system. This system will isolate the fire from spreading to other rooms and this will reduce the damage caused towards the ship. The Maritime Port Authority said that this new inventions will further improve the safety aspects but it still needs to undergo more tests before it can be implemented towards the ships. 5.2 Human Error is still the Main Cause The International Maritime Organisation have taken steps to ensure that the technology and safety equipments being implemented are up to date. Even thought this is so, nothing can be done if the accident caused is by human error. Even if the crew had gone for proper training, human error will still occur. An article by B.S Dhillon(2007), human error costs the Maritime Industry $541 million per year and a study of 6091 major accident claims revealed that 62% of the claims were attributed to human error. B.S Dhillion(2007) added that human error contributes to 84% to 88% of tanker accidents. [B.S Dhillon 2007. Human Reliability and Error in Transportation Systems, Springer Series in Reliability Engineering . Page 1.] These incidents will result in crew injuries or death and the ship will be delayed or damaged. Even if there is mechanical failure, human error can play a role in terms of lack of maintenance , monitoring or a breakdown in communication. The Bahamas Maritime Authority added that crew fatigue and complacency can be a major factor in this incident. The Bahamas Maritime Authority said that Good equipment can cost more, but safety should be accorded a higher priority because a ship cannot be operated safely without the seafarer.

Frankenstein Essay -- English Literature Essays

Frankenstein Frankenstein is a novel that was written by Mary Shelley. It was first published in 1818.The story was about a man named Victor Frankenstein who created a monster thatcommitted a series of murders when he was rejected by society. Mary Shelley was the author of the novel Frankenstein. She was born in August of 1797and died in February of 1857, at the age of fifty-four. In the summer of 1816, Mary stayedwith a poet named Byron. Also staying with Byron was his physician Polidori and JaneClarmont, a short story writer. Byron suggested they should all write a horror story. This iswhen the story of Victor Frankenstein occurred to Mary. She said the story was born rightout of a nightmare. At first, it was only meant to be a short story, but at the urging of herhusband, she increased the story to its present length. The novel took place in Geneva, Switzerland in the 1700s. Victor Frankenstein lived in ahouse near Lake Gevena: We possessed a house in Geneva, and a campagne on Belrive, the eas tern shore of the lake, at the distance of rather more than a league from the city. The house was near the Jura mountain range. Victor climbed the mountain when he soughtsolitude and consolation. The house itself was big and had an upstairs and downstairs. Muchof the story unfolded in this house. However, Victor Frankenstein had previously attended theUniversity of Ingolstadt for three years and this was where the monster was created. As the plot begins an Arctic explorer named...

Nature Of The Transaction Accounting Essay

No, for the intents of this Standard, a dealing with an employee or other party in his/her capacity as a holder of equity instrument of the entity is non a share-based payment dealing. For illustration, if an entity grants all holders of a peculiar category of its equity instruments the right to get farther equity instrument of the entity at a monetary value that is less than the just value of those equity instruments, and an employee receives such a right because he/she is a holder of equity instrument of that peculiar category, the granting or exercising of that right is non capable affair to the necessities of this Standard ( AASB 2, Page 14, Para 12 ) . Besides portion based payments are those payments which are given on the footing of company ‘s equity or portions, nevertheless it does non merely relates to employers but besides to other stakeholders such as providers when they are counted as the receiver of the cost of goods and services. Answer 2-B Harmonizing to AASB2 ( p.11, para 4 ) â€Å" A share-based payment dealing may be settled by another group entity ( or a stockholder of any group entity ) on behalf of the entity receiving or geting the goods or services † . It alsoapplies to an entity that: ( a ) receives goods or services when another entity in the same group ( or a stockholder of any group entity ) has the duty to settlethe share-based payment dealing ; or ( B ) has an demand to settle a share-based payment dealing when another entity in the same group receives the goods or services, unless the dealing is doubtless for a ground other than recompense for goods or services supplied to the entity being paid them. Answer 2 C Harmonizing to AASB2 ( 119 ) employee fillips may be counted as a portion based payments. However it may be portion based or employee benefited. Share options or other equity instruments are granted to employees as portion of their wage bundle, in add-on to hard currency wage and other employment benefits. Normally, it is non possible to mensurate straight the services received for peculiar constituents of the employee ‘s wage bundle. It might besides non be possible to mensurate the just value of the entire wage bundle independently, without mensurating straight the just value of the equity instruments granted. Furthermore, portions or portion options are sometimes granted as portion of a fillip agreement, instead than as a portion of basic wage, for illustration, as an inducement to the employees to stay in the entity ‘s employ or to honor them for their attempts inimproving the entity ‘s public presentation. By allowing portions or portion options, in add-on to other wage, the entity is paying extra wage to obtain extra benefits. It is really hard to gauge the just value of those benefits. Because of the trouble of mensurating straight the just value of the servicesreceived, the entity shall mensurate the just value of the employee services established by mention to the just value of the equity instrument arranged ( AASB2, P.14, Para 12 ) . Share based payments chiefly includes all executive option instead than merely employee benefits or employee fillips. Answer 2D- AASB2, P.13, Recognition 7 explains that â€Å" An entity shall recognize the goods or services established or get in a share-based payment dealing when it obtain the goods or the services are received † . The entity shall recognize a attendant addition in equity if the goods or services were established in an equity-settled share-based payment dealing or a answerability if the goods or services were get in a cash-settled share-based payment dealing. Answer 3- A corporate company when placing the portion based payments or portion options chiefly focus on complexness or the contentions which are at that place in acknowledging the disbursals portion options which involves issue of portion, portion options or other equity which can impact both employees and supplies ( other stakeholder in the company )For-Typically, an disbursal arises from the ingestion of goods or services. For illustration, services are typically consumed instantly, in which instance an disbursal is recognised as the counterparty renders service. Goods might be consumed over a period of clip or, in the instance of stock lists, sold at a ulterior day of the month, in which instance an disbursal is recognised when the goods are consumed or sold.Against-However, sometimes it is necessary to recognize an disbursal before the goods or services are consumed or sold, because they do non measure up for acknowledgment as assets. For illustration, an entity might get goods as portio n of the research stage of a undertaking to develop a new merchandise. Although those goods have non been consumed, they might non measure up for acknowledgment as assets under the applicable Standard. ( AASB, P.13, Recognition 9 ) . Most companies argue against a portion option disbursal acknowledgment and argument on whether the dealing is between the stockholders and the employers or it is between the entity and employees. Question arises whether employees really provide them services for the portion options that are given by the company or non. It may good be argued that the acknowledgment of the disbursals is inconsistent. Answer 4- The attack AASB usage for the rating of portion options is Fair Value attack. ( Deegan 2012, p.16, p.17, p.21 )Nature of the dealingSum at which the disbursal ( or plus ) and equity history are recognizedMinutess where the just value of the goods or services can be measured faithfully At the just value of the goods or services received Minutess with employees ( where there is a kept up premise that the just value of the services can non be measured faithfully ) At the just value of the equity instruments being granted In those ‘rare state of affairss ‘ where the just value of goods and services provided by non-employees can non be measured faithfully At the just value of the equity instruments being grantedPart B01/01 2012 Dr Salaries Expense ( 100000 * $ 0.90 ) $ 90000 Cr Share Options $ 90000 two 30/06/2012 Dr Employee benefits disbursals $ 15000 Cr Share Capital $ 15000 three 01/01/2015 Dr Share Options ( 100000 * $ 3.50 ) $ 350000 Cr Share Capital $ 350000 ( B ) 31st March 2012 Dr Goodwill/ Patents $ 40000 Cr Share Capital $ 40000 Justifying the above entry- Harmonizing to AASB ( explained in Para 12 ) â€Å" Transactions where the just value of the goods and services can be measured faithfully is the sum at the just value of the goods and services received, whereas minutess with the employees and where there is a kept up premise that the just value of the services can non be measured faithfully is the just value of the equity instruments being granted † .

Maillard Reaction and Why Foods Brown

Maillard Reaction and Why Foods Brown The Maillard reaction is the name given to the set of chemical reactions between amino acids and reducing sugars that causes browning of foods, such as meats, breads, cookies, and beer. The reaction is also used in sunless tanning formulas.  Like caramelization, the Maillard reaction produces browning without any enzymes, making it a type of non-enzymatic reaction. While caramelization relies solely on heating carbohydrates, heat is not necessarily needed for the Maillard reaction to occur and proteins or amino acids must be present. Many foods brown due to a combination of caramelization and the Maillard reaction. For example, when you toast a marshmallow, the sugar carmelizes, but it also reacts with the gelatin through the Maillard reaction. In other foods, enzymatic browning further complicates the chemistry. Although people have known how to brown food pretty much since the discovery of fire, the process was not given a name until 1912, when  French chemist Louis-Camille Maillard described the reaction. Chemistry of the Maillard Reaction The specific chemical reactions that cause food to brown depend on the chemical composition of the food and a host of other factors, including temperature, acidity, the presence or absence of oxygen, the amount of water, and the time allowed for the reaction. Many reactions are occurring, making new products that themselves begin reacting. Hundreds of different molecules are produced, changing the color, texture, flavor, and aroma of food. In general, the Maillard reaction follows these steps: The carbonyl group of a sugar reacts with the amino group of an amino acid. This reaction yields N-substituted glycosylamine and water.The unstable glycosylamine forms ketosamines through the  Amadori rearrangement. The Amadori rearrangement signals the start of the reactions that cause browning.The ketosamine may react to form reductones and water. Brown nitrogenous polymers and melanoidins may be produced. Other products, such as diacetyl or pyruvaldehyde may form. Although the Maillard reaction occurs at room temperature, heat at  140 to 165  Ã‚ °C (284 to 329  Ã‚ °F) aids the reaction. The initial reaction between the sugar and the amino acid is favored under alkaline conditions.