
Think-tank argues a dedicated inter-airport rail line is vital for Hong Kong’s competitiveness within Greater Bay Area growth plans
A leading Hong Kong think tank has called for a dedicated inter-airport railway connecting Hong Kong International Airport (HKG) and Shenzhen Bao’an International Airport (SZX), arguing the link is essential to secure the city’s long-term viability as an international aviation hub.
The proposed line, referred to as the Hong Kong–Shenzhen Inter-Airport Railway (IAR), is being advanced by Our Hong Kong Foundation (OHKF).
The IAR would directly integrate Hong Kong’s airport with China’s high-speed rail network, transforming HKG from an endpoint into a dynamic intermodal transport node.
According to the OHKF report, the link could cut the journey time between HKG and SZX to roughly forty minutes — significantly faster than the current roughly seventy-minute travel time using a combination of ferry and land transport.
Building the IAR would also support projected growth in regional travel demand.
The report estimates that by 2040 the combined inter-airport network could support annual airport passenger throughput of up to 118 million, compared with 102 million if no new link is built.
Around 24 million passengers per year are expected to choose the rail connection, drawn from the broader Greater Bay Area catchment and transfer traffic between Hong Kong and the mainland.
Advocates argue that the link is time-sensitive.
The proposed Hong Kong–Shenzhen Western Rail Link (HSWRL), currently under planning and expected to enter service by 2035, offers a potential backbone for the IAR.
The OHKF calls for the IAR’s extensions — from Hung Shui Kiu to HKG on the Hong Kong side and from Qianhai to SZX on the Shenzhen side — to proceed in tandem to meet evolving regional aviation-rail integration plans.
Supporters contend that the inter-airport railway would do more than redistribute existing traffic; it could induce fresh demand, boosting travel between mainland China and global destinations via Hong Kong, and preserving HKG’s competitive edge against rival hubs in the region.
They argue that without such strategic connectivity, HKG risks being marginalised as other cities complete their own high-speed rail and airport-rail integration projects.
Authorities have yet to commit to building the IAR.
When approached for comment, Hong Kong’s government reiterated its ongoing planning and design work for the Western Rail Link but noted that formal proposals and cost estimates for an inter-airport system have not yet been released.
Meanwhile, cross-boundary collaboration with Shenzhen continues under a joint task force overseeing railway infrastructure projects across the region.
With the Greater Bay Area’s transport strategy oriented toward air-to-rail intermodal networks, proponents of the IAR warn that delays could cost Hong Kong its status as a regional aviation hub.
As competition intensifies from other airports in nearby Chinese cities, the push for a modern, efficient rail link between Hong Kong and Shenzhen airports is gaining urgency.
The proposed line, referred to as the Hong Kong–Shenzhen Inter-Airport Railway (IAR), is being advanced by Our Hong Kong Foundation (OHKF).
The IAR would directly integrate Hong Kong’s airport with China’s high-speed rail network, transforming HKG from an endpoint into a dynamic intermodal transport node.
According to the OHKF report, the link could cut the journey time between HKG and SZX to roughly forty minutes — significantly faster than the current roughly seventy-minute travel time using a combination of ferry and land transport.
Building the IAR would also support projected growth in regional travel demand.
The report estimates that by 2040 the combined inter-airport network could support annual airport passenger throughput of up to 118 million, compared with 102 million if no new link is built.
Around 24 million passengers per year are expected to choose the rail connection, drawn from the broader Greater Bay Area catchment and transfer traffic between Hong Kong and the mainland.
Advocates argue that the link is time-sensitive.
The proposed Hong Kong–Shenzhen Western Rail Link (HSWRL), currently under planning and expected to enter service by 2035, offers a potential backbone for the IAR.
The OHKF calls for the IAR’s extensions — from Hung Shui Kiu to HKG on the Hong Kong side and from Qianhai to SZX on the Shenzhen side — to proceed in tandem to meet evolving regional aviation-rail integration plans.
Supporters contend that the inter-airport railway would do more than redistribute existing traffic; it could induce fresh demand, boosting travel between mainland China and global destinations via Hong Kong, and preserving HKG’s competitive edge against rival hubs in the region.
They argue that without such strategic connectivity, HKG risks being marginalised as other cities complete their own high-speed rail and airport-rail integration projects.
Authorities have yet to commit to building the IAR.
When approached for comment, Hong Kong’s government reiterated its ongoing planning and design work for the Western Rail Link but noted that formal proposals and cost estimates for an inter-airport system have not yet been released.
Meanwhile, cross-boundary collaboration with Shenzhen continues under a joint task force overseeing railway infrastructure projects across the region.
With the Greater Bay Area’s transport strategy oriented toward air-to-rail intermodal networks, proponents of the IAR warn that delays could cost Hong Kong its status as a regional aviation hub.
As competition intensifies from other airports in nearby Chinese cities, the push for a modern, efficient rail link between Hong Kong and Shenzhen airports is gaining urgency.



























