A golden moment for Golden Mile Complex

23 10 2021

Like it or loathe it, Golden Mile Complex (GMC) will remain a fixture in Singapore’s urban landscape, with its main building having been gazetted for conservation. Celebrated as an architectural icon of Singapore’s post-independence era by the architectural and heritage communities, the worth of the aging and decaying modernist mixed-use landmark has divided opinion with a Nominated Member of Parliament (NMP) having comparing the sixteen-storey building to a “vertical slum”, calling it “a terrible eyesore and a national disgrace” during a parliamentary debate in 2006.

Woh Hup Complex in the 1980s (URA Photograph)

While there is little doubt of that the unsightly nature of the extensions and deterioration of the building, prompting the remarks made by the NMP, as well as the fact that its quality as a social space to Singaporeans has somewhat diminished over the years, GMC does have a certain charm and architectural appeal  – which is best appreciated internally on its upper floors. Completed in 1973/74 as Woh Hup Complex, GMC was developed as part of the then Urban Redevelopment Department’s first batch of redevelopment sites sold in 1967 to private developers under its “Sales of Sites” programme. Built on parcel no. 9, one of four sites along the so-called Golden Mile, the Design Partnership (now DP Architects) designed complex was a bold experiment in design. Envisaged as a megastructure  – a self-contained vertical high-density city within a city, GMC featured a three-storey shopping centre above which offices and apartments were laid out in what was then quite a bold and innovative manner. with its residential units arranged as “stepped terraces” to maximise the views in both the horizontal and vertical sense.

Overgrowth? The best view of the stepped terraces is from the end Crawford Street end. This view will however will be lost should there be the development of an up to thirty-storey block at this end based on the conservation proposal.

One of the draws of GMC’s shopping centre today is the array of Thai food and products on offer. A gateway for express coaches to Malaysia and southern Thailand from the time it opened as Golden Mile Shopping Centre in 1972, it became a point of entry for Thai construction workers and traders coming in, and from the 1980s it started to take on a Siamese flavour with shops and restaurants catering to sojourners and workers from the Land of Smiles. Even today, the shopping centre has not discarded its Thai flavour with a large Thai supermarket, and restaurants and businesses such as hairdressers etc. catering to our friends from Thailand. It isn’t so much in what has become known as “Little Thailand”, where the decay of time and neglect in the building can largely be seen and which most will see, that one gets the true sense of what GMC has to offer from an aesthetic and architectural viewpoint, but on its hard to access upper levels. And, for this, it is probably best to let the images that follow to do the talking.


External Views

Interior Views and In and Around






Windows into Singapore: juxtapositions of time

27 03 2014

A view out of the window from the POD atop the National Library building, out towards what would once have been an almost clear view of the sea off the promenade that ran along Nicoll Highway.

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Part of what has been a landmark along Beach Road since its completion in 1976, Shaw Towers, can be seen on the right of the photograph. Built over a site that had previously been occupied by the Alhambra and Marborough cinemas, the 35 floor Shaw Towers was at the point of its completion, the tallest kid on the block at Beach Road. It was also the first building in Singapore to house two cinemas, Prince and Jade, built in a decade when cinema going took-off in Singapore. Prince was at its opening, the largest cinema in Singapore with its 1952 seats. Prince occupied the second to the seventh floors of one corner of the building’s podium. Its screen, at 28 metres wide, was the widest in the Far East. Jade was to provide a more intimate setting, holding less than half the crowd Prince would have held. The cinemas were converted in the late 1980s to cineplexes – the first multi-screen cinemas to make an appearance in Singapore.

A close up of the boats in the Kallang Basin close to Nicoll Highway (posted in Facebook group, On a Little Street in Singapore).

Nicoll Highway, Singapore’s first highway, did once run along the coast right behind Shaw Towers. Completed in 1956 – after the closure of Kallang Airport permitted a much needed link to be built along the coast, it provided an artery to take vehicular traffic from and to the populated eastern coast into and out of the city. Offering a view of the sea and the scatter of boats up to the early 1970s,  a drive today provides a view of a scattering of trees and isolated structures that herald the arrival of a brand new world – where the wooded patch is in the foreground of the first photograph.

Nicoll Highway, the Merdeka Bridge, Beach Road and the Kallang Basin, 1967 – before the 1970s land reclamation (posted in Facebook group, On a Little Street in Singapore).

A view down Nicoll Highway. A new development South Beach is seen rising beyond Shaw Tower.

A view down Nicoll Highway. A new development South Beach is seen rising beyond Shaw Towers.

Another view down Nicoll Highway during peak hour.

Another view down Nicoll Highway during peak hour.

The body of water beyond which we can see the Benjamin Sheares Bridge rising, is itself one that has seen a significant change. Where it once was the sea, it now is a body of fresh water, forming a part of the huge Marina Reservoir, having been cut-off from the sea by land reclamation and the construction of the Marina Barrage. The barrage, closes up the channel between Marina East and Marina South, Marina East being land reclaimed off Tanjong Rhu, a cape once referred to as a “curious ridge of sand” on which shipyards, the charcoal trade and a flour mill had once featured.

An advertisement for Khong Guan Flour Mills. The grain storage silos once dominated a landscape at Tanjong Rhu now dominated by condominiums.

An advertisement for Khong Guan Flour Mills. The grain storage silos once dominated a landscape at Tanjong Rhu now dominated by condominiums.

A more recent landmark on Beach Road, the 41-storey The Concourse and a view toward Tanjong Rhu beyond it.

A more recent landmark on Beach Road, the 41-storey The Concourse and a view toward Tanjong Rhu beyond it.

Reclaimed land by Nicoll Highway, the Kallang Basin area of Marina Reservoir and Tanjong Rhu beyond it.

Reclaimed land by Nicoll Highway, the Kallang Basin area of Marina Reservoir and the Marina South area beyond it.

It is at Tanjong Rhu, where Singapore first million-dollar condominium units were sold, that the eastern end of the iconic 1.8 km long Benjamin Sheares Bridge comes down to earth. Opened to traffic on 26 September 1981, it provided the final link for a coastal highway that had been built to take traffic around and not through the city centre, the planning for which went back to the end of the 1960s (see The Making of Marina Bay).

Land reclamation in the Kallang Basin / Tanjong Rhu area in 1973 (posted in Facebook group On a Little Street in Singapore).

This stretch of that coastal highway, East Coast Parkway (ECP), did take up much of the traffic that was being carried on what was becoming an increasingly congested Nicoll Highway that had been built some 25 years before it. Now, some 32 years later, as with the highway it took traffic away from, it sees its role taken up in a similar fashion by a new highway, the Marina Coastal Expressway (MCE). Built at the cost of S$4.3-billion, the 5 kilometre MCE runs mostly underground and partly under the sea and see the series of coastal highways move with the shifting of the coastline. The MCE features a 3.6 km tunnel and has a 420 metre stretch that runs under the sea.

Tanjong Rhu and the Benjamin Sheares Bridge.

Tanjong Rhu and the Benjamin Sheares Bridge.

The expressway, which opened to traffic on 29 December 2013, was built so as to remove the constraints that the ECP, in running right smack through the centre of Marina South, had placed on the development of Singapore’s new downtown (the expansion of the city to Marina South that was really an afterthought, having come after urban planners had realised the potential that land, which had initially been reclaimed for the construction of the ECP, had in providing much needed space for the expansion of the city). The availability of new and undeveloped land through reclamation did allow parts of old Singapore slated for redevelopment, to be spared the wreckers’ ball.

A view over the Marina Reservoir and Marina East, with the Benjamin Sheares Bridge seen to the left of the capsule.

A view over the Marina Reservoir and Marina East, with the Benjamin Sheares Bridge seen to the left of the capsule.

The deceptively blue waters in the first photograph’s background, is that of the Eastern Anchorage. It is at the anchorage that ships lie patiently in wait, far removed from the frenzy at the wharves of what is one of the world’s busiest ports. It is one place in Singapore where time does seem to stand very still, at least for now. Time doesn’t of course seem to stand very still in a Singapore constantly on the move, and time will certainly bring change to shape of the distribution of the shipping infrastructure along the coast- with the journey to west for the city shipping terminals, at Keppel, Pulau Brani and Tanjong Pagar, due to completed by 2030.

The Eastern Anchorage.

The Eastern Anchorage – where time does seem to stand still.

There is of course the potential that developments away from Singapore has for influencing change. One possible game-changing development we in Singapore are keeping our eyes on is the possibility that of a dream long held by Thailand, the cutting of a shipping canal through the Isthmus of Kra, coming true. If a recent report, purportedly from the Chinese media, is to be believed, work is already starting. The cutting of the so-called Kra Canal is an idea that was first mooted back in the late 17th Century (see: How a Thai Canal Could Transform Southeast Asia on http://thediplomat.com) and talk of building it does crop up from time to time – the effort required and the associated costs in recent times serving as a huge deterrent. If built, the canal would save shipping a 1,500 nautical mile journey through the Straits of Malacca and around Singapore.

The proposed canal does have the potential to undermine Singapore’s so far unchallenged strategic position with regards to shipping, although it would probably take a lot more than a canal to do that. In the meantime, it is the change that is driven within that we will see add to another area in Singapore in which change does seem to always be a constant.