Golden Shoe and Infrastructure – An Interdependent Component to its Success

Source: Chua, Beng Huat., and Gretchen. Liu. The Golden Shoe: Building Singapore’s Financial District. Singapore: Urban Redevelopment Authority, 1989.

The map compares the street pattern of the Golden Shoe area before and after the redevelopment projects took place during the late 1960s and early 1970s to create a modern Central Business District in Singapore.

As other entries mentioned, the redevelopment of the Area introduced a larger number of high-rise buildings. The opening of new office towers also meant that a large influx of working population would travel every day the area for work, replacing with the poor that once lived in the shophouses in the area. Moreover, as the 60s and 70s was the time when the development of automobile was under large influence towards city planning and design, new carparks and existing roads were widened in order to accommodate more the growing vehicular traffic during the economic boom at the time, while automobile also symbolized as the status of power and wealth.

Meanwhile, the development of public transportation was also considered into the planning of new road networks as the government acknowledged that solely relying on private vehicles was not able to adapt to the future increase of population. A new transportation system had to be built to cater to the growth of demand in traveling in and out of the area. Hence, Singapore chose to build Mass Rapid Transit (MRT) and occupied the road in the Raffles Place and transformed it into an MRT station.1 Such modifications able to take place harmoniously to reconstruct the circulation of the area were largely due to the government’s emphasis and regulations. When private developers took the land to develop and build towers, the government also required them to also modify neighboring roads and infrastructure in order to connect with the macro planning implemented by the authority.

The success combination and integration of new architecture and infrastructure network in the Golden Shoe Area remarked the importance of the cooperation between the private and public sectors, while private developers allowed a certain area of freedom and designing and construction and they needed to make compromises from the government that their design could not violate or deny the design guidelines and master planning given from the government.

FOOTNOTE

  1. “Two main stations to be in heart of city” The Straits Times, July 23, 1980.

2 Comments on “Golden Shoe and Infrastructure – An Interdependent Component to its Success

    • Thank you for your reminder. I have added back a new clipping source that describes the location of the Raffles Place MRT Station to support the relationship between public transit network constructions and urban redevelopment in the Golden Shoe area.

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