page_title: Shenzhen
section_title: Relationship with Hong Kong
hierarchical_section_title: Shenzhen / Relationship with Hong Kong
caption_attribution_description: English: Shenzhen Bay Bridge, China
context_page_description: Shenzhen is a major sub-provincial city on the east bank of the Pearl River estuary on the central coast of southern Guangdong province, People's Republic of China. It forms part of the Pearl River Delta megalopolis, bordering Hong Kong to the south, Huizhou to the northeast and Dongguan to the northwest, and shares maritime boundaries with Guangzhou, Zhongshan and Zhuhai to the west and southwest across the estuary.
  Shenzhen's cityscape results from its vibrant economy—made possible by rapid foreign investment following the institution of the policy of "reform and opening-up" in 1979. The city is a leading global technology hub, dubbed by media China's Silicon Valley. It was one of the fastest-growing cities in the world in the 1990s and the 2000s, and has been ranked second on the list "top 10 cities to visit in 2019" by Lonely Planet.
  Shenzhen, which roughly follows the administrative boundaries of Bao'an County, officially became a city in 1979, taking its name from the former county town, whose train station was the last stop on the Mainland Chinese section of the railway between Canton and Kowloon. In 1980, Shenzhen was established as China's first special economic zone.
context_section_description: Hong Kong and Shenzhen have close business, trade, and social links as demonstrated by the statistics presented below. Except where noted the statistics are taken from sections of the Hong Kong Government website.
  As of September 2016, there are nine crossing points on the boundary between Shenzhen and Hong Kong, among which six are land connections. From west to east these include the Shenzhen Bay Port, Futian Port, Huanggang Port, Man Kam To Port, Luohu Port and Shatoujiao Port. On either sides of each of these ports of entry are road and/or rail transportation.
  In 2006, there were around 20,500 daily vehicular crossings of the boundary in each direction. Of these 65 percent were cargo vehicles, 27 percent cars and the remainder buses and coaches. The Huanggang crossing was most heavily used at 76 percent of the total, followed by the Futian crossing at 18 percent and Shatoujiao at 6 percent.  Of the cargo vehicles, 12,000 per day were container carrying and, using a rate of 1.44 teus/vehicle, this results in 17,000 teus/day across the boundary, while Hong Kong port handled 23,000 teus/day during 2006, excluding trans-shipment trade.
  Trade with Hong Kong in 2006 consisted of US$333 billion of imports of which US$298 billion were re-exported. Of these figures 94 percent were associated with China.  Considering that 34.5 percent of the value of Hong Kong trade is air freight (only 1.3 percent by weight), a large proportion of this is associated with China as well.
  Also in 2006 the average daily passenger flow through the four connections open at that time was over 200,000 in each direction of which 63 percent used the Luohu rail connection and 33 percent the Huanggang road connection.  Naturally, such high volumes require special handling, and the largest group of people crossing the boundary, Hong Kong residents with Chinese citizenship, use only a biometric ID card (Home Return Permit) and a thumb print reader. As a point of comparison, Hong Kong's Chek Lap Kok Airport, the 5th busiest international airport in the world, handled 59,000 passengers per day in each direction.
  Hong Kong conducts regular surveys of cross-boundary passenger movements, with the most recent being in 2003, although the 2007 survey will be reported on soon. In 2003 the boundary crossings for Hong Kong Residents living in Hong Kong made 78 percent of the trips, up by 33 percent from 1999, whereas Hong Kong and Chinese residents of China made up 20 percent in 2006, an increase of 140 percent above the 1999 figure. Since that time movement has been made much easier for China residents, and so that group have probably increased further still. Other nationalities made up 2 percent of boundary crossings. Of these trips 67 percent were associated with Shenzhen and 42 percent were for business or work purposes. Of the non-business trips about one third were to visit friends and relatives and the remainder for leisure.
  After Shenzhen's attempts to be included in the Hong Kong-Zhuhai-Macau Bridge project were rejected in 2004, a separate bridge was conceived connecting Shenzhen on the Eastern side of the Pearl River Delta with the city of Zhongshan on the Western side: the Shenzhen-Zhongshan Bridge.
caption: The Shenzhen Bay Bridge forms part of the Shenzhen Bay Port crossing, connecting Dongjiaotou in Shenzhen with Ngau Hom Shek in Hong Kong
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