Hong Kong once led the world in container shipping. In 2008, the city’s throughput was nearly 24.5 million 20-foot equivalent units (TEU), making it the third busiest port on the planet that year. Fast forward to 2023 and throughput had shrunk to 14.4 million TEU. Hong Kong slipped from the world’s top 10 for the first time. In contrast, Shenzhen Port’s container throughput exceeded 30 million TEU in recent years.
These aren’t just numbers. They reflect regional momentum and Hong Kong’s waning relevance in global supply chains.
Several factors have driven this divergence. Shenzhen, supported by the Guangdong provincial government, has invested heavily in inland ports and smart logistics. More than 260 container liner routes pass through the city, which has 19 inland ports, exemplifying a dynamic web of connectivity. Shenzhen now also operates 30 cross-border e-commerce express shipping routes, reflecting the changing nature of global trade.
By comparison, Hong Kong’s infrastructure has lagged. Take the Kwai Tsing Container Terminals, for example. The port comprises nine terminals and 24 berths over 279 hectares. It now struggles with ageing facilities and limited expansion space. Meanwhile, goods are shuttled across congested New Territories roads to border checkpoints like Man Kam To, Sha Tau Kok and Shenzhen Bay – an inefficient model that strains both road capacity and environmental sustainability.
