The seven components are under the jurisdiction of four cities and a municipality. These are the cities of Manila, Pasay, Paranaque, Las Pinas and the Municipality of Bacoor.

The transformation of the reclaimed area will be realized with the cooperation of some of the major players in large scale property development. These are Tan Yu of Asiaworld, Henry Sy of SM, Inc., George Ty of Metrobank Group of Companies, the R-1 Consortium composed of Jan de Nul N.V., TOA Corporation of Japan and D.M. Wenceslao and Associates, Inc., and Jacinto Ng of the Manila Bay Development Corporation.

History

When David H. Burnham prepared the plan for Manila in 1905, he recommended the development of a coastal road along the southern segment of the Manila Bay coastline stretching from Luneta to Cavite City.

The strong linearity of the old Spanish Camino Real from Intramuros to the Cavite Ports had influenced his design concept. He foresaw the value of a coastal road along the alignment. His plan for Manila initiated the realization of the concept through the Dewey Boulevard, now known as Roxas Boulevard.

The opportunity to further Burnham’s idea came in 1973 when the Government decided to build the Manila Cavite Coastal Road, now known as the Coastal Road. The implementation concept was for a private proponent to build the road and get paid for the effort by reclaiming additional land which the proponent could sell. The opportunity was given to the Construction Development Corporation of the Philippines. The Department of Public Works, Transportation and Communication (the present Department of Public Works and Highways) administered the project for the government. It was called the Manila Cavite Coastal Road and Reclamation Project (MCCRRP).

The key feature of the development plan was the extension of R-1, the first radial road of Metropolitan Manila towards Zapote in Bacoor, Cavite. It was to be located along the spine of the reclaimed strip of land disassociated from the coast by a 200 meter wide waterway. The recommended plan was mixed use type of development. Two main roads running along the new land and parallel to the R-1 were proposed. One was along the bay front, aptly named the Bay Boulevard, and the other coursed through as the Central Boulevard. As the new lands evolved as islands with intervening channels for drainage, the two boulevards tied all into one contiguous plan.

The MCCRRP has since undergone numerous changes in its administration, ownership and physical form. By virtue of PDs 1084 and 1085, administrative sanction was transferred from DPWTCA to the PEA in the late 70’s. The framework development plan for the project likewise had been modified through the years. From the original plan, back in 1974 which limited the study to the area defined by the alignment of the seawalls already in place and at the end of the southernmost land mass above the waterline to a revision in 1982, which expanded the study to include more reclaimed area, and finally in 1988. The Central and Bay Boulevards were kept but the R-1 was re-aligned to run along the original coastline instead of passing through the reclaimed land as originally intended in order to reduce first costs. The basic framework plan envisioned for Metro Manila’s circumferential road network to link up with reclaimed area’s Central and Bay Boulevards. This would effectively fuse the area with the rest of the metropolis.

Integrated Framework Plan

The seven (7) essential elements of the Bay City (Boulevard 2000) Integrated Framework Plan are as follows:

1. MIXED USE DEVELOPMENT

   Sustaining activities are becoming a desirable aspect in urban centers. This can be achieved by planning for mixed use development, encompassing commercial, residential and recreational needs into a single development. This development is introduced so as to provide a 24-hour urban center for the convenience of the populace.

   
   
2. GREEN ZONE AND SEAFRONT PROMENADE

   A vibrant waterfront will contribute to the environmental integrity of the development. Between the Manila Bay shoreline and the structures, a green buffer zone, 50-meters wide shall be open to the public and becomes the highlight for waterfront development. Active and passive recreation shall be an integral part of the plan.

   As the lungs of the Bay City, the green and open spaces provide the organic effect for the development. What was lost along Roxas Boulevard as regards the strand of Manila Bay has to be recovered along the coastal strip of the reclamation. The green strip, visual channels and pocket parks that must dot the reclamation are the planning features that will generate the image of freshness for the project.

   
   
3. INTEGRATED MOVEMENT NETWORKS

   A powerful integrating element for the different islands of the Bay City is the primary road network. These are mainly the Pres. Diosdado Macapagal and the Bay Boulevards. As extensions of the existing road network of Metropolitan Manila, these integrate the developments not only within the City but also among the different islands and municipalities as well.

   Properly designed circulation systems for the mass transport along the main boulevards will create efficient means of accessibility and comfort which are beneficial for the commercial development of the Bay City. Proper design and treatment of people movers based on sound planning will enhance land values and allow increased densities of development. For areas where limited access is desired by the property owners, these may be traded off in terms of densities, easements and floor area ratios (FAR).

   
   
4. ADEQUATE WATERWAYS AND EFFICIENT DRAINAGE SYSTEM

   The magnitude of the Bay City requires an adequate inland waterways and efficient drainage facilities. The hydrology and engineering of this main drainage must be properly designed and adhered to by all developers.

   
   
5. PHASED DEVELOPMENT

   Forming the core of urban environment management are the thresholds appropriate for the proposed utilities and resources. These thresholds must incorporate certain technical aspects of the built environment including the height limitations, floor area ratios, building footprints, solar access, road capacities and proposed land uses.

   
   
6. DISTINCT URBAN DESIGN

   Related to the thrust for mixed-use development, the character of the place should retain distinct qualities and images that project their intended uses. This can be manifested from elements as complex building design, or as simple as traffic signs and street names – all as ingredients of impressive urban designs.

   
   
7. EFFICIENT ENVIRONMENTAL MANAGEMENT

   Maintaining an environment that is conducive to urban activities and public health will require efficient services. Of particular concern is the solid waste disposal system which has to consider the large quantities of waste to be generated in the area. State of the art disposal systems, like heat smoke free incinerators, should be of international standards and approved by DENR and other concerned agencies.

   To promote unity and harmony among all developers/land owners in providing for a cohesive development within the Bay City, the Association of Manila Bay Developers was formed. The membership is composed of PEA, Asiaworld Properties Philippines Corp., Manila Bay Development Corporation, Pasay Hongkong Realty Development Corp., Shoemart, Inc., R-1 Consortium and Cyber Bay Corporation.

   In order to promote and advance the general welfare, security, prosperity, best interest and good name of the CBP 1, Island and to safeguard the welfare and well-being of the owners, lessees and occupants of property and buildings therein, its landowners formed the Central Business Park 1 – Island A Association, Inc. It is governed by a Board of Trustees composed of PEA, Pasay Hongkong Realty Development Corporation, Shoemart, Inc. and Manila Bay Development Corporation. Other members of the Association are Benedicto V. Yujuico and Jetti Supply Distribution, Inc.