Social Responsibility

In August 2014, I gave birth to our first bundle of joy. The most beautiful and perfect little girl ever to be born to the world’s proudest parents.

Three weeks later, at our first visit to the pediatrician alarms sounded. Chromosome tests were done and a week later the results were confirmed positive. Our precious baby has Down Syndrome which I knew nothing about. It took a while with family support and learning about Down Syndrome that I came to terms with it and realised that Down Syndrome is very general and has different variations and the best of all that there are many people with Down Syndrome that are living normal lives.

Liva Iris, my daughter is the most loving little girl, giving every one hugs and is always friendly.

We named this Company after Liva Iris and our main goal is to improve the lives of people with abilities which are different from the norm.

Liva Iris inspires me each day to create awareness that Down Syndrome is a gift of love.

– Rose Coertzen

As people with less abilities than others do not always have the good fortune to be able to do recreational sports that open their horizons to new worlds without limitations. It is our social responsibility of Platinum Iris to focus on enriching the lives of individuals with special needs.

Recreational sport such as, scuba diving and snorkelling enhance motor skills development, intellectual skills, verbal information, creating a positive attitude and forming cognitive strategies. More benefits include muscle function, aids social skills, is educational and relaxing.

It is Platinum Iris’s aim to bring a little bit of wonder to some of these special people by sponsoring them to go diving and to do other extraordinary adventures, to brighten up their lives as they brighten up ours.

– Jasmin Coertzen

We support the following Association’s who care for special needs people:

Please assist Platinum Iris in supporting Down Syndrome South Africa

Please assist Platinum Iris in supporting Autism South Africa

Please assist Platinum Iris in supporting Little Eden

DONATE TO DSSA

DONATE TO A;SA

DONATE TO LE

Down Syndrome South Africa is the National Umbrella Body of all Down Syndrome associations across South Africa. We currently have eight branches, one support group and four outreaches in most of the major centres of the country. (Check out branches on the DSSA website). We are a non-profit organisation (NPO 009-415) which is made up of people with Down syndrome, their families and interested persons working to improve the quality of life for those with Down syndrome. We also include people with other intellectual disabilities.

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A;SA strives to:

celebrate and champion the diversity and creativity of persons with ASD;
partner with and be relevant to persons with ASD and their families and communities;
identify and address the differing and changing needs of babies, children, adolescents and adults with ASD;
promote the rights and advance the interests of all those within the autism community;
lead ASD awareness, education, therapy and advocacy throughout South Africa; and
draw on and contribute to national and international experience and expertise in the field of ASD, while retaining a regional and local focus on challenges and opportunities

LITTLE EDEN is a special place for extra special people. LITTLE EDEN was started by a 49 year old housewife and mother of six. Domitilla Rota Hyams (1918-2011) knew nothing about social work and had no money or government backing. But she was a brave and determined person with an unshakable faith in God’s divine purpose. With the help of a group of friends, advice from experts in the field and a R10 donation from her husband, Danny, LITTLE EDEN opened its doors to the first three little girls in 1967. Initially, it was simply a day care facility, operating in the Edenvale Methodist church hall. By the second year, there were 23 children and a nursing sister supervisor and LITTLE EDEN had taken occupation of an old house awaiting demolition in Kempton Park. Then Domitilla promised the dying mother of one of the children that she would look after the child for the rest of her life – and the need for permanent residential care was born. Over the next few years, the organisation was forced to move several times until in 1974 we were finally able to start building the present permanent home in Edenglen on land donated by the municipality. In 1970 a 43ha farm in Bapsfontein was acquired, but owing to lack of funds, over a decade would pass before the Elvira Rota Village (named after Domitilla’s mother) was finally built. Today, LITTLE EDEN is a benchmark non-profit organisation accommodating 300 children and adults with profound intellectual disability in two specialized residential care facilities. We encourage the community to see our ‘angels’ through our eyes – to recognize each as a whole complete being created by God – with a mind, a body, a spirit and a soul – and the right to be treated with dignity, kindness and respect.

Diesel 50ppm Data Sheet

Diesel 50ppm (parts-per million)

PPM means out of a million. Usually describes the concentration of something in water or soil. One ppm is equivalent to 1 milligram of something per liter of water (mg/l) or 1 milligram of something per kilogram soil (mg/kg). Diesel fuel in general is any liquid fuel used in diesel engines, whose fuel ignition takes place, without any spark, as a result of compression of the inlet air mixture and then injection of fuel. (Glow plugs, grid heaters and block heaters help achieve high temperatures for combustion during engine startup in cold weather.) Diesel engines have found broad use as a result of higher thermodynamic efficiency and thus fuel efficiency. This is particularly noted where diesel engines are run at part-load; as their air supply is not throttled as in a petrol engine, their efficiency still remains very high. Petroleum-derived diesel is composed of about 75% saturated hydrocarbons (primarily paraffins including n, iso, and cycloparaffins), and 25% aromatic hydrocarbons (including naphthalenes and alkylbenzenes). The average chemical formula for common diesel fuel is C₁₂H₂₄, ranging approximately from C₁₀H₂₀ to C₁₅H₂₈. Most diesel fuels freeze at common winter temperatures, while the temperatures greatly vary. Petrodiesel typically freezes around temperatures of −8.1 °C (17.5 °F), whereas biodiesel freezes between temperatures of 2° to 15 °C (35° to 60 °F). The viscosity of diesel noticeably increases as the temperature decreases, changing it into a gel at temperatures of −19 °C (−2.2 °F) to −15 °C (5 °F), that cannot flow in fuel systems. Conventional diesel fuels vaporise at temperatures between 149 °C and 371 °C. Conventional diesel flash points vary between 52 and 96 °C, which makes it safer than petrol and unsuitable for spark-ignition engines. Unlike petrol, the flash point of a diesel fuel has no relation to its performance in an engine nor to its auto ignition qualities. Information extracted from Wikipedia

ULP 93 Data Sheet

ULP93 (unleaded petroleum)

An octane rating, or octane number, is a standard measure of the performance of an engine or aviation fuel. The higher the octane number, the more compression the fuel can withstand before detonating (igniting). In broad terms, fuels with a higher octane rating are used in high-performance gasoline engines that require higher compression ratios. In contrast, fuels with lower octane numbers (but higher cetane numbers) are ideal for diesel engines, because diesel engines (also referred to as compression-ignition engines) do not compress the fuel, but rather compress only air and then inject fuel into the air which was heated by compression. Gasoline engines rely on ignition of air and fuel compressed together as a mixture, which is ignited at the end of the compression stroke using spark plugs. Therefore, high compressibility of the fuel matters mainly for gasoline engines. Use of gasoline with lower octane numbers may lead to the problem of engine knocking. Octanes are a family of hydrocarbons that are typical components of gasoline. They are colorless liquids that boil around 125 °C (260 °F). One member of the octane family, isooctane, is used as a reference standard to benchmark the tendency of gasoline or LPG fuels to resist self-ignition. The octane rating of gasoline is measured in a test engine and is defined by comparison with the mixture of 2,2,4 trimethylpentane (iso-octane) and heptane that would have the same anti-knocking capacity as the fuel under test: the percentage, by volume, of 2,2,4-trimethylpentane in that mixture is the octane number of the fuel. For example, gasoline with the same knocking characteristics as a mixture of 90% iso-octane and 10% heptane would have an octane rating of 90. A rating of 90 does not mean that the gasoline contains just iso-octane and heptane in these proportions but that it has the same detonation resistance properties (generally, gasoline sold for common use never consists solely of iso-octane and heptane; it is a mixture of many hydrocarbons and often other additives). Because some fuels are more knock-resistant than pure iso octane, the definition has been extended to allow for octane numbers greater than 100. Octane ratings are not indicators of the energy content of fuels. (See Effects below and Heat of combustion). They are only a measure of the fuel's tendency to burn in a controlled manner, rather than exploding in an uncontrolled manner. Where the octane number is raised by blending in ethanol, energy content per volume is reduced. Ethanol BTUs can be compared with gasoline BTUs in heat of combustion tables. It is possible for a fuel to have a Research Octane Number (RON) more than 100, because iso-octane is not the most knock resistant substance available. Racing fuels, avgas, LPG and alcohol fuels such as methanol may have octane ratings of 110 or significantly higher. Typical "octane booster" gasoline additives include MTBE, ETBE, isooctane and toluene. Lead in the form of tetraethyllead was once a common additive, but its use for fuels for road vehicles has been progressively phased-out worldwide, beginning in the 1970s.

Research Octane Number (RON)

The most common type of octane rating worldwide is the Research Octane Number (RON). RON is determined by running the fuel in a test engine with a variable compression ratio under controlled conditions, and comparing the results with those for mixtures of iso-octane and n-heptane. The Compression ratio is varied during the test in order to challenge the fuel's antiknocking tendency as an increase in the compression ratio will increase the chances of knocking.

Motor Octane Number (MON)

Another type of octane rating, called Motor Octane Number (MON), is determined at 900 rpm engine speed instead of the 600 rpm for RON. MON testing uses a similar test engine to that used in RON testing, but with a preheated fuel mixture, higher engine speed, and variable ignition timing to further stress the fuel's knock resistance. Depending on the composition of the fuel, the MON of a modern pump gasoline will be about 8 to 12 octane lower than the RON, but there is no direct link between RON and MON. Pump gasoline specifications typically require both a minimum RON and a minimum MON.

Anti-Knock Index (AKI) or (R+M)/2

In most countries in Europe (also in Australia, Pakistan and New Zealand) the "headline" octane rating shown on the pump is the RON, but in Canada, the United States, Brazil, and some other countries, the headline number is the simple mean or average of the RON and the MON, called the Anti-Knock Index (AKI), and often written on pumps as (R+M)/2. It may also sometimes be called the Posted Octane Number (PON).

Difference between RON, MON, and AKI

Because of the 8 to 12 octane number difference between RON and MON noted above, the AKI shown in Canada and the United States is 4 to 6 octane numbers lower than elsewhere in the world for the same fuel. This difference between RON and MON is known as the fuel's Sensitivity, and is not typically published for those countries that use the Anti-Knock Index labelling system.

Observed Road Octane Number (RdON)

Another type of octane rating, called Observed Road Octane Number (RdON), is derived from testing gasolines in real world multi-cylinder engines, normally at wide open throttle. It was developed in the 1920s and is still reliable today. The original testing was done in cars on the road but as technology developed the testing was moved to chassis dynamometers with environmental controls to improve consistency.

Octane Index

The evaluation of the octane number by the two laboratory methods requires a standard engine, and the test procedure can be both expensive and time-consuming. The standard engine required for the test may not always be available, especially in out of-the-way places or in small or mobile laboratories. These and other considerations led to the search for a rapid method for the evaluation of the anti-knock quality of gasoline. Such methods include FTIR, near infrared on-line analyzers and others. Deriving an equation that can be used for calculating the octane quality would also serve the same purpose with added advantages. The term Octane Index is often used to refer to the calculated octane quality in contradistinction to the (measured) research or motor octane numbers. The octane index can be of great service in the blending of gasoline. Motor gasoline, as marketed, is usually a blend of several types of refinery grades that are derived from different processes such as straight-run gasoline, reformate, cracked gasoline etc. These different grades are considered as one group when blending to meet final product specifications. Most refiners produce and market more than one grade of motor gasoline, differing principally in their anti-knock quality. The ability to predict the octane quality of the blends prior to blending is essential, something for which the calculated octane index is specially suited.

Aviation gasoline octane ratings

Aviation gasolines used in piston aircraft engines common in general aviation have a slightly different method of measuring the octane of the fuel. Similar to an AKI, it has two different ratings, although it is referred to only by the lower of the two. One is referred to as the "aviation lean" rating and is the same as the MON of the fuel up to 100. The second is the "aviation rich" rating and corresponds to the octane rating of a test engine under forced induction operation common in high-performance and military piston aircraft. This utilizes a supercharger, and uses a significantly richer fuel/air ratio for improved detonation resistance. The most commonly used current fuel, 100LL, has an aviation lean rating of 100 octane, and an aviation rich rating of 130. Information extracted from Wikipedia

Wholesale of Petroleum Products

Social Responsibility

We support the following Association’s who care for special needs people:

Diesel 50ppm (parts-per million)

ULP93 (unleaded petroleum)

Research Octane Number (RON)

Motor Octane Number (MON)

Anti-Knock Index (AKI) or (R+M)/2

Difference between RON, MON, and AKI

Observed Road Octane Number (RdON)

Octane Index

Aviation gasoline octane ratings

ULP95 (unleaded petroleum)

Research Octane Number (RON)

Motor Octane Number (MON)

Anti-Knock Index (AKI) or (R+M)/2

Difference between RON, MON, and AKI

Observed Road Octane Number (RdON)

Octane Index

Aviation gasoline octane ratings