There is no reliable, apples-to-apples ranking of the 10 most expensive bridges ever built: published figures mix bridge structures with entire crossings, use different currencies and price years, and sometimes rely on secondary estimates. The Hong Kong–Zhuhai–Macao Bridge (HZMB) illustrates the problem: one official source reports a cost for its 55-kilometer crossing system, while another gives an estimate for the Main Bridge project. Below are projects commonly cited among the costliest, with the available figures labeled by scope and basis rather than presented as a definitive ranking.
Why there is no definitive top-ten ranking
A meaningful cost comparison needs more than a number. A reported total might cover a bridge alone, or also include tunnels, artificial islands, approach roads, landworks and border facilities. It might be an original estimate, a reported construction cost or a later inflation-adjusted figure. Currency conversions introduce another variable unless the exchange-rate date is stated.
The figures available for these projects do not establish ten costs on one consistent basis. A 2020 secondary list names several bridges often described as exceptionally expensive, but its estimates do not form an official, comparable global cost series. Its order should not be treated as an authoritative ranking.
What the available figures show
These examples help explain why the title’s list cannot be ranked reliably from the available evidence. The figures have different scopes and price bases, so they should be read as separate project-cost reports, not as a direct league table.
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| Project or figure | Reported cost | What the figure covers |
|---|---|---|
| Hong Kong–Zhuhai–Macao Bridge (HZMB), total system | CNY 127 billion (US$18.8 billion) | The U.S. Department of Transportation’s 2021 report describes a 55 km system of bridges, causeways, an undersea tunnel and artificial islands. It is not a bridge-deck-only figure. U.S. Department of Transportation, 2021 |
| HZMB Main Bridge, approved estimate | RMB 48.068 billion, as of December 2017 | Hong Kong’s Transport and Housing Bureau reported this approved estimate for the Main Bridge, up from RMB 38.118 billion approved in March 2010. It is not the same scope as the overall system cost above. Hong Kong Transport and Housing Bureau, 13 December 2017 |
| Øresund Bridge | DKK 14.8 billion in 1990 prices; approximately DKK 29.1 billion in 2025 prices | Sund & Bælt reports both price bases for the bridge. The separately reported Øresund Landanlæg cost is DKK 5.4 billion in 1991 prices, not part of the bridge figure. Sund & Bælt |
The 2020 Love Money list also names Great Seto, Danyang–Kunshan, the Bay Bridge East Span replacement, Great Belt, Akashi Kaikyo, Evergreen Point, Kerch and New Champlain. Its estimates are secondary and use mixed bases; no consistent official series is established for comparing those projects with one another. Love Money, 20 November 2020
Why the HZMB figures differ
The crossing system is larger than the Main Bridge
Hong Kong’s government describes the HZMB as two parts: a Main Bridge in mainland waters, comprising 22.9 kilometers of bridge and a 6.7-kilometer subsea tunnel, and link roads and boundary-crossing facilities under the separate responsibility of the three governments. Hong Kong Government, 21 November 2017
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The U.S. Department of Transportation’s broader 55 km system description includes three cable-stayed bridges, causeway sections, an undersea tunnel and four artificial islands. Its CNY 127 billion (US$18.8 billion) total therefore cannot be compared directly with the Hong Kong Bureau’s approved estimate for the Main Bridge alone. U.S. Department of Transportation, 2021
The Main Bridge estimate changed over time
Hong Kong’s Transport and Housing Bureau said the approved Main Bridge estimate rose from RMB 38.118 billion in March 2010 to RMB 48.068 billion by December 2017, an increase of about RMB 9.95 billion. The Bureau attributed the rise to complicated open-sea construction conditions, difficult construction methods, higher labor and material costs, and refinements to design and construction schemes. Those are the government’s stated explanations for this project, not a general explanation for overruns on other bridges. Hong Kong Transport and Housing Bureau, 13 December 2017
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How to compare bridge costs fairly
Before deciding which project was more expensive, check whether the figures measure the same things and use the same price basis. A useful comparison should state:
- Scope: whether the cost covers a bridge structure or also tunnels, artificial islands, approaches, landworks and boundary facilities.
- Price basis: the currency, original price year and any inflation-adjustment method. Keep converted currencies tied to a stated exchange-rate date if one is provided.
- Cost stage: whether the figure is an early estimate, an approved budget or a reported construction cost, and the date it applies to.
- Project type: whether it is a single road bridge, a railway viaduct or a multi-part crossing system.
For example, Øresund’s operator distinguishes the bridge’s DKK 14.8 billion construction cost in 1990 prices from the approximately DKK 29.1 billion equivalent in 2025 prices, and lists landworks separately. Comparing either bridge figure with a total crossing-system cost without noting those distinctions would obscure what the numbers measure. Sund & Bælt
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What the figures can—and cannot—tell you
The documented costs show that some bridge projects are discussed in very large totals, but they do not support a definitive ordering of ten bridges by expense. The HZMB and Øresund examples make the key issue clear: scope and price year can materially change the figure being compared. A list based on mixed estimates may be useful for identifying commonly cited costly projects, but its rank numbers should not be mistaken for a like-for-like accounting.
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