1 . 1 a n a l y s i n g t h e e x i s t i n g f r a m e w o r k s Three existing frameworks have been analysed and taken as starting points for the development of the LINK framework.

Three existing frameworks have been analyzed and taken as a starting point for the development of the LINK framework. a) Tshwane Open Space Framework b) Rekgabisa Tshwane Framework c) GAPP Culmatrix Framework for Salvokop [GCFS]. Keeping the entire Salvokop and Paul Kruger road as a red road and junction will prevent the development of the area. The Framework proposes a public square and marshalling ground within Salvokop as well as the improvement of the Station Square.

The connection of Salvokop with the city will be essential for the sustainable development of the area. This means working with existing positive forces within the area and developing a middle class from the existing slum dwellers [Jacobs 1961:290]. The framework aims to retain the residents of the area and grow the middle class, enrich the area and ensure that a sense of ownership is maintained within the area [Jacobs 1961:299].

The southern edge of the area is bounded by a conservation area, within which lies Freedom Park. The green structure throughout the area will be part of the proposed cycling and pedestrian routes. It acts as a termination point for the cardus maximus [Holm 1998:61] which relates to the heart of the city.

The district is part of the living heritage of the city: it has been used as a transport hub since 1894 [Bakker 2004:04].

February 2001, angry train commuters set fire to the station buildings. The reason

• Where the materials is extracted from
• What manufacturing processes it has undergone
• What transport methods were used D) The construction processes used

The intervention is aimed at development. the "background" structure that will define the edge of the Station. Since the facade of the station building is an important historical symbol/component both in the urban scale and in the immediate context, it will be preserved by the intervention. This solid facade will be reinterpreted in the new structure as two new entry points – responding to the stereotomous nature of the facade.

The hollow open layout of the building will be retained and reinterpreted within the new structure. The articulation of the entrance with its arched loggia and porte cochere will be interpreted at the new entrances as a way to develop a structural system and facade. These will be classified as passive and . active strategies, and have been adapted and identified to specifically suit the site and nature of the project.

Since the building must frame the station forecourt, connect to the Salvokop bridge and fit the BRT stations into the site, most of the structure will not achieve that goal. The outer skin of the structure must ensure that all glare is removed from the interior spaces. The building will use a range of different systems to ventilate the structure and to ensure the adaptability and efficiency of the "whole" [see CH2 precedent study].

It takes into account all material inputs and outputs generated throughout the life cycle of the structure. In that case, energy consumption during the operational phase of the structure must be addressed. In order for a structure to have a low embodied energy content, the designer must focus on locally produced and recycled material, while always designing for the structure's eventual decommissioning [Milne & Reardon s.a:4].

In evaluating the entire life cycle of materials, the concept of "cradle to grave" was developed .. extraction of raw material - transportation of raw material .. production process and all energy used in factories .. construction process and energy consumed by him. - maintenance of the material [during its operational phase]. Recently, the development of energy-efficient buildings has made the embodied energy of materials reach up to 50% of the total embodied energy over a lifetime [Berge 2006:19]. The carbon footprint of a material refers to the total amount of carbon released into the atmosphere during the life cycle of the material.

It is closely related to the embodied energy of the material, but these quantities can vary [Jones & Hammond 2008:1]. The materials are selected specifically for use in the design of the BRT station prototype.

In terms of roofing, polycarbonate sheets initially surpass both corrugated sheets and galvanized sheets. This can be caused by many factors, of which ultraviolet rays are a major contributor [Berge. Glass sheets do the best in terms of built-in energy and carbon footprint of translucent materials.

However, oil-based products such as polymethyl methacrylate [perspex, PMMA], polypropylene and polycarbonate sheets will be more durable in high-stress environments. The polycarbonate sheet supplier does not state how durable their product is, but a 40 year lifespan can be expected [roofing sheets are only guaranteed for 10 years]. Glass can be made from 50% recycled glass, but laminated glass cannot be recycled to be used as window glass [Berge 2006: 103].

PPMA is the best choice because the product is ultraviolet resistant and very robust. This is vital in a high traffic environment and under changing climatic conditions where a lot of solar radiation will occur. As analyzed in Table 4-01, mineral wool or fiberglass insulation panels are the best choice for insulation, even though expanded polystyrene is produced closer to the site.

Aluminum foil [sisalation] can also be used, but the embodied energy of these materials is not available for assessment. The steel structure represents the highest part [54%] of the total embodied energy of the prototypical station, and therefore steel should be used sparingly. Concrete takes up 19% of the total embodied energy, yet it takes up 24% of the total carbon footprint.

Although it has a low ratio of embodied energy per kilogram, the large volumes used in the structure add up to a high total. Isolation has a relatively low body energy relative to the impact it has on the internal environment. This prototype will be used as a benchmark for the development and design of a low-carbon BRT station.