8 minute read 10 May 2022

Transport infrastructure plays a critical role in facilitating economic development. This article explores the Government’s transport infrastructure development vision and strategies in the Greater Bay Area (GBA), focusing on Hong Kong and Shenzhen.

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Infrastructure Connect: A joint new era for Hong Kong and Shenzhen

By EY Greater China

Multidisciplinary professional services organization

8 minute read 10 May 2022

Transport infrastructure plays a critical role in facilitating economic development. This article explores the Government’s transport infrastructure development vision and strategies in the Greater Bay Area (GBA), focusing on Hong Kong and Shenzhen.

In brief:

  • The common challenge of land shortage for development in Hong Kong and Shenzhen can be solved through the Cities-Hubs-Industrials Transport Integrated Development (CHI-TID) model.
  • When it comes to development of the entire region, more issues need to be considered, and it is not a simple task at all.
  • Hong Kong and Shenzhen must be engaged in coordinated efforts, in order to benefit from the various economic arrangements in the mainland.

Substantial investment has been made in transport infrastructure in both Hong Kong and Shenzhen. Both cities have well developed road and rail networks that connect their population and key economic activity centres, as well as the ports and airports being among the world’s busiest by throughput. These top-class infrastructure have enabled highly efficient people and freight movements, within the city, across the boundary, and with the rest of the world.

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Chapter 1

Transportation investment and management models in Hong Kong and Shenzhen

Infrastructure projects and their challenges

In anticipation of the growing demand of domestic, cross-boundary, and international people and freight traffic, continuous investment is needed to upgrade the transport infrastructure in the GBA. Learning the current investment and management models of the key infrastructure projects and the official guiding development policies can help us see how these infrastructure plans may evolve in the future.

Hong Kong and Shenzhen have different transport infrastructure management models. Most of the operational and quasi-operational transport infrastructure in Shenzhen is operated by local state-owned enterprises, with only a relatively small number operated by private enterprises.

  Transportation investment and management models
Projects Hong Kong Shenzhen
Operational highways

The Build-Operate-Transfer (BOT) operation model is mostly used. The party supplying social capital is responsible for building and operating the projects during the franchise period. Then at the end of the franchise period, the assets concerned will be transferred to the government or specified institutions.

Led by the state-owned platform, Shenzhen Metro Group Co., Ltd., various kinds of investment and financing models are used for the investment, construction, operation and management of highways.
Subways (intra-city and intercity)

Rail transport lines (subways, light rail, the Airport Express in Hong Kong and the High Speed Rail connecting Hong Kong to Shenzhen) are operated by the MTR.

The Government provides overall planning for rail transport while MTR conducts feasibility studies of projects and is in charge of investment, construction and operation.

Led by Shenzhen Metro Group Co., Ltd. Some lines are operated by the MTR in the form of PPP.

Shenzhen’s city rail was built and is operated by the Shenzhen Metro Group Co., Limited. It explores the use of investment and financing models to attract social capital.

Railroads China State Railway Group Co., Ltd. or its subsidiaries built and operates the national trunk lines.
Airport and aviation HKIA is operated and managed by AAHK, which is a statutory body of the HKSAR Government. Shenzhen Airport Co., Ltd. invested in, built, operates and manages the Shenzhen Airport.
Ports and piers The private operators built and operate container terminals under concession agreements with the HKSAR Government. China Merchants Port Holdings, Yantian Port Group and other companies built, invested in, operate, and manage container terminals and fairways in Shenzhen.

 

Both Hong Kong and Shenzhen share common challenges of land shortage for development. One solution is through the CHI-TID model: through the integrated transport hubs, urban and transportation planning will be more aligned and optimized. Enhanced connectivity among cities will also enable synergy generation as cities can better focus on their planning objectives which are set to complement the overall development picture of the GBA.

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Chapter 2

Current development and planning concerning the interconnection between Hong Kong and Shenzhen

Government initiatives that are relevant to urban development, transportation, hub and industries, and presents how they can bring about development possibilities based on the CHI-TID model.

The Central Government of the People’s Republic of China, the Guangdong Provincial Government, the Shenzhen Municipal Government, and the Government of Hong Kong SAR have announced a number of development policies and plans for the GBA in order to increase capacity in Hong Kong and Shenzhen.

There are plans that focus on the more comprehensive economic development (e.g., the Qianhai Shenzhen-Hong Kong Modern Service Industry Cooperation Zone and the Western Economic Corridor in Hong Kong), and plans that focus on the innovation and technology development (e.g., the Shenzhen-Hong Kong Science and Technology Innovation Cooperation Zone and the Shenzhen Knowledge and Technology Corridor).

  • The Qianhai Shenzhen-Hong Kong Modern Service Industry Cooperation Zone and the Western Economic Corridor in Hong Kong

    • Shenzhen is raising the scope of development in the Qianhai Shenzhen-Hong Kong Modern Service Industry Cooperation Zone (“Qianhai Cooperation Zone”). The area of the zone has been expanded from approximately 15km2 to 121km2, a move capable of fostering regulatory interface and connectivity between Hong Kong and Shenzhen, strengthening the coordinated development model. By 2035, synergistic development with industries in Hong Kong and Macau will take place, and the development model is supported by market interconnection and driven by innovation. The zone will become the source of innovation and the force for effective development. 
    • The Qianhai integrated transport hub will serve multiple purposes with its regional transportation network, commuter interchange and super commercial center. The aim is to have a seamless infusion of Qinghai’s integrated transport hub into Qianhai’s urban community. It is expected to be launched in 2024.
    • The Western Economic Corridor in Hong Kong will leverage the advantages of the transport infrastructure in the western regions in Hong Kong. In the near future, there are plans for the Hong Kong Airport North Commercial District, the Topside Development at the Hong Kong-Zhuhai-Macao Bridge (HZMB), the commercial and trade center at the Tung Chung New Town Extension region, commercial/modern logistics development at the Hung Shui Kiu New Development Area (NDA) and modernization of logistics in Tuen Mun West.
    • Hung Shui Kiu/Ha Tsuen NDA will be developed as a central business district (CBD) in northern New Territories. It is expected to drive high-end economic cooperation and development with Qianhai, bringing forth synergy in finance, professional services, modern logistics and technology services.
    • Hong Kong and Shenzhen will construct the Hong Kong-Shenzhen Western Rail Link connecting Hung Shui Kiu and Qianhai. The Modern Services Centre in Hung Shui Kiu/Ha Tsuen will then become part of an intentional network of strategic transport hubs on the eastern coast of Zhuhai. This plan will help promote a coordinated development of industries in the two cities. The Task Force for Hong Kong-Shenzhen Co-operation on Cross-Boundary Railway Infrastructure has already completed the first-phase study of the Hong Kong-Shenzhen Western Rail Link in Hung Shui Kiu and Qianhai and launched the second-phase which is expected to be completed by mid 2024.
  • Shenzhen-Hong Kong Science and Technology Innovation Cooperation Zone and the Eastern Knowledge and Technology Corridor

    • Shenzhen is rolling out numerous projects, including the building of the Lok Ma Chau Loop (LMC Loop) of the Shenzhen-Hong Kong Science and Technology Innovation Cooperation Zone, improvement of transportation and environment at the Futian Control Point, rebuilding the Huanggang Control Point, and renovation and upgrading of the Luohu Control Point and Man Kam To Control Point. These improvements will boost the effectiveness of development initiatives, and propel the coordinated impact of industries in the two cities.
    • Hong Kong, at the same time, is proposing the San Tin Technopole, increasing land supply for innovation and technology (I&T) uses, and creating clusters of science and technology enterprises in order to enable a science and technology industrial chain. After completion of the Northern Link Spur Line, which connects the new Huanggang Control Point by the MTR, the Hong Kong-Shenzhen Innovation and Technology Park will be in every way at the heart of deepening ties and connectivity between the two cities.
    • Hong Kong and Shenzhen will build a science and research cooperation base at the LMC Loop as part of their joint effort to develop the Hong Kong-Shenzhen Innovation and Technology Park. Consultation and collaboration are being carried out via the Joint Task Force on the Development of the Hong Kong-Shenzhen Innovation and Technology Park. 
    • The two cities will continue to explore possibilities for other transportation initiatives, such as the through access for private cars between Hong Kong and Guangdong, and Shenzhen’s new transport link in the regions west of Pearl River Delta via the Hong Kong-Zhuhai-Macao Bridge. The day will soon come when the HZMB fully capitalizes on its potential.

Some transport infrastructure projects are in progress /under planning. These projects are expected to benefit urban and economic development, not only in the area but also the entire GBA.

Transportation infrastructures are priorities at the Northern Metropolis

  • There are plans to link up seven control points at the boundary, developing the Hung Shui Kiu/Ha Tsuen NDA, and the construction of the Hong Kong-Shenzhen Western Rail Link from Hung Shui Kiu to Qianhai.
  • Construction of the Northern Link Spur Line is underway to connect San Tin with the new Huanggang Control Point.
  • Consolidation of the hub at Luohu/Man Kam To Control Points enables co-location arrangement.

The development of the aviation and maritime hub

  • The HKSAR Government is supporting the construction of a third runway at HKIA. Upon completion, this will have the effect of further expanding the domestic and overseas aviation network of the GBA. 
  • The construction of an innovative “integrated port” model. The ports in the Qianhai Bay Bonded Port Area, Shenzhen, Hong Kong, and other international and river ports may be coordinated to bring shared benefits.
  • The parallel development of domestic and international transportation. 
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Chapter 3

Challenges

Both Hong Kong and Shenzhen have their respective challenges of development

The need for better communication

Hong Kong and Shenzhen are separated only by a strip of water but there exist notable differences in their economic systems. While the governments in Hong Kong and Shenzhen have multiple collaboration arrangements, there is a lack of leading bodies to guide the execution and ensure the cohesiveness of the projects.

Transport facilities construction to be optimized

An integrated intercity rail network covering the entire GBA is yet to be built. The transport hub in Shenzhen requires optimization, with particular attention to multi-modal transport, as well the coordination of central and local operators.

Difficulty in innovation and technology plan implementation

Shenzhen needs to enhance its research capability, core technologies, and industry-university-research institute collaboration, and Hong Kong needs access to a market to help its prototyping and commercialization of research outcomes.

Difficulty in raising capital for infrastructure

To make these plans appealing to external investors, Hong Kong and Shenzhen must explore ways to raise funds with market-based models to relieve the need for large capital input.

Synergy in smart transportation is to be achieved

Hong Kong and Shenzhen lack a unified digital platform in smart transportation development.

  • Show article references#Hide article references

    1. The State Council, The People’s Republic of China (February 2019). Outline Development Plan for the Guangdong-Hong Kong-Macao Greater Bay Area. 
    2. National Development and Reform Commission, The People’s Republic of China (January 2022). 14th Five-Year Plan for the Construction of a Modern Circulation System.
    3. HKSAR Government (October 2021). Northern Metropolis Development Strategy Report.
    4. HKSAR Government (October 2021). The Chief Executive’s 2021 Policy Address.
    5. Planning Department, HKSAR Government (October 2021). Hong Kong 2030+: Towards a Planning Vision and Strategy Transcending 2030.
    6. Transport Department, HKSAR Government (June 2017). Public Transport Strategy Study.
    7. Planning Department, HKSAR Government (October 2016). 2030+: Transport Infrastructure and Traffic Review. 
    8. Airport Authority Hong Kong (June 2011). Hong Kong International Airport Master Plan 2030.
    9. Shenzhen Municipal Transportation Bureau (February 2022). 14th Five-Year Plan for Comprehensive Transportation Plan, Shenzhen. 
    10. 2022 Foundation (2019). Creating the Greater Bay Area for the Future.
    11. Global Platform for Sustainable Cities (various). Quarterly Report on GEF China Sustainable Cities Integrated Approach Pilot Project. 
    12. EY (2019). Guangdong-Hong Kong-Macau Greater Bay Area – From Connectivity to Integration.
    13. Xiao Sheng (肖胜) (2021). Cross-boundary Transport Development Strategy in the Guangdong-Hong Kong-Macau Greater Bay Area.

Summary

Both Hong Kong and Shenzhen can benefit from the various economic arrangements in the mainland, such as the special economic zones, pilot free trade zones and free trade ports. However, two cities must increase linkage to enhance interconnectedness, promote the building of multi-modal transport hubs and deepen coordination for hub-based industrial clusters, in coordinated efforts.

About this article

By EY Greater China

Multidisciplinary professional services organization