{"content_id":"vdbsww86vr","slug":"gyeongbu-expressway-construction-daejeon-daegu-completion","locale":"en","schema_type":"Article","category":"case_study","category_name":"Case Study","title":"Gyeongbu Expressway: Completing the Daejeon-Daegu Section","summary":"The Gyeongbu Expressway was built to address transportation shortages caused by industrialization. Funded mainly from domestic sources, it was completed on June 30, 1970, following final work on the Daejeon-Daegu section. The entire route opened on July 7 that year.","sponsorship_disclosure":null,"affiliate_disclosure":null,"commerce_disclosure":null,"author":{"name":"Injoys Editorial Team","url":"https://injoys.com/ko/about"},"key_points":["Transportation shortages, which worsened from 1965, arose because transport capacity failed to keep pace with economic growth and rising production.","Various financing options, including foreign capital, were considered, but domestic funding covered almost all actual construction costs.","The Daejeon-Daegu section was particularly challenging because it involved both bridge construction across the Geum River and tunnel construction through mountainous terrain.","The entire route was completed on June 30, 1970, and opened on July 7 of the same year.","Kim Won-gi's prediction that the expressway would reduce regional disparities must be distinguished from empirically demonstrated results after its opening."],"content_markdown":"The Gyeongbu Expressway was built to address transport shortages caused by industrialization. After construction began in 1968, the project overcame funding shortages and difficult work between Daejeon and Daegu. With domestic funding secured and construction carried out by section, it was completed in 1970 and is remembered as a turning point in the transport network supporting industrialization.\n\nThis article follows the National Archives of Korea’s records on the Gyeongbu Expressway and was checked as of October 2026.\n\n## Background to the Construction of the Gyeongbu Expressway\n\nConstruction was prompted by transport capacity that could not keep pace with rising production. The First Economic Development Plan also pursued the restoration and expansion of transport facilities. However, the National Archives of Korea explains that transport shortages worsened from 1965. Transport capacity could not keep up with the growing economy. [National Archives of Korea’s explanation of the construction background](https://theme.archives.go.kr/next/gyeongbu/makePlan01.do)\n\nThe expressway plan took shape alongside national land development policy. The Comprehensive National Land Construction Planning Act was enacted in 1963. The 1967 “Grand National Land Construction Plan (Draft)” included expressway construction. The Gyeongbu route was intended to connect major cities and centers of production and consumption.\n\n## Timeline of Construction, Completion, and Opening\n\nThe start of construction marks the beginning of the work, while completion means the work is finished. Opening is the stage when the completed road is made available to traffic. Completed sections of the Gyeongbu Expressway opened before the rest. The opening dates of individual sections therefore differ from the opening date of the entire route.\n\n| Date | Event | Source |\n|---|---|---|\n| April 29, 1967 | President Park Chung-hee announced a plan to build an expressway between Seoul and Busan | Kim Won-gi, “The Significance of the Opening of the Gyeongbu Expressway” |\n| December 15, 1967 | A survey team for the national trunk expressway construction plan was established | Project overview in the same article |\n| February 1, 1968 | The project began with construction of the Seoul to Suwon section | Schedule in the same article |\n| December 21, 1968 | The Seoul to Suwon section opened | Schedule in the same article |\n| December 30, 1968 | The Suwon to Osan section opened | Schedule in the same article |\n| September 29, 1969 | The Osan to Cheonan section opened | Schedule in the same article |\n| December 10, 1969 | The Cheonan to Daejeon section opened | Schedule in the same article |\n| December 29, 1969 | The Daegu to Busan section opened | Schedule in the same article |\n| June 27, 1970 | Paving of the approaches to Dangjae Tunnel was completed | National Archives of Korea’s explanation of the Daejeon construction section |\n| June 30, 1970 | The entire route was completed with the completion of the Daejeon to Daegu section | Schedule in Kim Won-gi’s article |\n| July 7, 1970 | The entire route opened | National Archives of Korea’s Records of the Month for July 2014 |\n\nKim Won-gi’s article was written by the vice minister of construction at the time. The project schedule was compiled from its project overview and schedule. The date of the finishing work on Dangjae Tunnel was supplemented by the National Archives of Korea’s explanations of individual construction sections. [Original article by Kim Won-gi](https://theme.archives.go.kr/next/gyeongbu/roadCommemoration11.do), [Explanation of the Daejeon construction section](https://theme.archives.go.kr/next/gyeongbu/makeMaking04.do)\n\n## Construction Costs and Funding\n\nDomestic funding covered almost all actual construction costs. Borrowing money from abroad was also considered early on. However, difficulties in securing foreign capital coincided with the suspension of loan plans. Not every funding option considered should be read as having actually been used. [National Archives of Korea’s explanation of funding](https://theme.archives.go.kr/next/gyeongbu/roadStatistics02.do)\n\n| Category | What the records show | Distinction to keep in mind |\n|---|---|---|\n| Foreign funding considered | Equipment and materials loans, grain loans | Consideration does not mean borrowing actually occurred |\n| Domestic funding considered | Fuel tax increases, public bonds, tolls, military support, and other sources | The list of options alone does not show how much each source contributed |\n| Actual funding outcome | Domestic funding covered almost all construction costs | This should not be overstated as entirely domestic funding |\n\nConstruction costs also changed from the planning stage. The original budget set after review was 33 billion won. In March 1969, the Ministry of Construction requested 42.973 billion won. The additional amount requested was 9.973 billion won.\n\nKim Won-gi recorded total construction costs of 42.973 billion won for the project completed in 1970. This amount is stated in the monetary value of the time. Comparing it with construction costs today requires separate adjustments for prices and the scope of work. [Revisions to project costs](https://theme.archives.go.kr/next/gyeongbu/roadStatistics02.do)\n\n## The Difficult Daejeon to Daegu Section of the Gyeongbu Expressway\n\nThe Daejeon to Daegu section required bridge and tunnel construction to proceed together. A difficult construction section is one where terrain and construction conditions make the work challenging. Finishing work in the Okcheon and Yeongdong areas remained a particular problem. Construction status documents from the time also confirm the difficulties in these areas. [Explanation of “Construction Status of the Seoul to Busan Expressway”](https://theme.archives.go.kr/next/gyeongbu/searchTypeView.do?archiveEvntId=0025204526\u0026page=8\u0026subtype=\u0026type=)\n\nThe National Archives of Korea identifies the stretch between Usan-ri and Myogeum-ri in Okcheon as a particularly difficult section. A bridge had to be built across the Geumgang River. A tunnel through Dangjae also had to be built in the same section. This meant that completing the roadbed alone would not make the road passable. [Terrain and construction in the Daejeon construction section](https://theme.archives.go.kr/next/gyeongbu/makeMaking04.do)\n\n| Construction condition | Work required | Effect on completion |\n|---|---|---|\n| A route crossing the Geumgang River | Construction of a bridge across the river | Roads on both sides of the river needed to be connected |\n| A route passing through Dangjae | Construction of a tunnel through the mountain | Vehicles could pass only once the tunnel was completed |\n| Connections between bridges, tunnels, and ordinary road sections | Paving of approaches and roads | Finishing work was still needed after the structures were completed |\n\nThe 1970 construction status document reports that the bridges had been completed. Dangjae Tunnel, however, remained a structure where progress was slow. This shows where the bottleneck lay in the final stages of construction. The document alone, however, cannot establish the effectiveness of any particular construction method.\n\n## Why Paving the Approaches to Dangjae Tunnel Was a Turning Point\n\nThe finishing work on Dangjae Tunnel marked a turning point by connecting a route that had remained broken. The National Archives of Korea explains that paving of the approaches was finished on June 27, 1970. The entire route was then completed on the 30th of the same month. This is why the completion of tunnel work must be distinguished from the completion of the overall project. [Completion records for the Daejeon construction section](https://theme.archives.go.kr/next/gyeongbu/makeMaking04.do)\n\nRoad formation work on the Daejeon to Daegu section was finished by the end of 1969. Work on structures such as tunnels and long-span bridges, along with paving, continued into the following year. This sequence shows that cutting and filling earth alone does not complete a road. [Kim Won-gi’s project overview](https://theme.archives.go.kr/next/gyeongbu/roadCommemoration11.do)\n\n## Results of the Gyeongbu Expressway’s Opening and Loss of Life\n\nOn **July 7, 1970**, the entire route connecting Seoul and Busan opened. The route built at the time was 428km long, with four lanes in total for both directions. These figures describe the scale of the project when it was completed in 1970. They do not describe the length or lane count of the current route. [National Film Production Center, “The Road to Prosperity”](https://theme.archives.go.kr/next/movie/viewMovieDetail.do?archiveEvntId=0052374257)\n\nLater commentary by the National Archives of Korea assesses the expressway network’s economic role. That assessment also covers increased exchange between regions and the expansion of areas accessible within a day. The network was subsequently expanded to include routes such as Honam, Namhae, and Yeongdong. However, the full effects of the later network cannot be attributed to the Gyeongbu route alone. [National Archives of Korea’s July 2014 commentary](https://theme.archives.go.kr/next/monthly/viewMain.do?month=07\u0026year=2014)\n\nLives were also lost during construction. The National Museum of Korean Contemporary History states that 77 people died in the course of the work. A memorial tower was erected near Geumgang Service Area to honor them. The construction period and costs alone cannot account for the project’s human toll. [National Museum of Korean Contemporary History’s record of the memorial tower](https://archive.much.go.kr/data/01/folderView.do?jobdirSeq=1184)\n\n## Records and Interpretation\n\nThe expectations of officials at the time must be distinguished from measurements of results after the opening. Kim Won-gi’s article is an account by a government official who helped carry out the project. Alongside the construction schedule, it includes assessments emphasizing the project’s justification. Each statement should be read with attention to the nature of the record.\n\n\u003e Second, the opening of the expressway eliminates regional disparities.\n\nKim Won-gi, “The Significance of the Opening of the Gyeongbu Expressway,” *Local Administration* 19-201, 1970, Social Significance. [Original text held by the National Archives of Korea](https://theme.archives.go.kr/next/gyeongbu/roadCommemoration11.do)\n\nThis sentence shows the regional development effects the government expected at the time. It is not itself statistical evidence of reduced regional disparities. Assessing the actual effects requires regional data from before and after the opening. Changes in income, population, and factory locations must also be examined.\n\n| Category | What can be stated | Limits of the assessment |\n|---|---|---|\n| Contemporary records | Construction schedules, project costs, and government officials’ expectations | The writer’s assessment must not be treated as an outcome |\n| Later institutional interpretations | An assessment of the road as a transport network supporting industrialization and interregional exchange | Institutional commentary cannot be treated as a consensus among all historians |\n| Issues requiring separate verification | The extent to which regional disparities were reduced and the effects of concentrating investment along the Gyeongbu corridor | Long-term regional statistics and comparisons of research are needed |\n\n## Standards for Citing Tunnel Counts and Lengths\n\nFigures for the same facilities can differ depending on the unit of counting. Kim Won-gi’s project overview lists six tunnel sites. The National Archives of Korea’s explanation counts 12 tunnels by separating the two directions of travel. When quoting a number, it is therefore necessary to state what was counted. [National Archives of Korea’s tunnel statistics](https://theme.archives.go.kr/next/gyeongbu/roadStatistics04.do)\n\n| Type of figure | Basis that must be stated | Confusion to avoid |\n|---|---|---|\n| Tunnel count | Whether the count refers to tunnel sites or separate tunnels for each direction | Comparing six sites and 12 tunnels as if they used the same unit |\n| Route length | Whether it refers to the route as built or the route after later changes | Using the 1970 figure of 428km as the current length |\n| Project costs | Whether the figure is the original budget, a revised amount, or the cost at completion | Treating amounts from different stages as equivalent |\n| Construction dates | Whether the date marks completion of a structure, completion of the entire route, or opening | Using June 27, June 30, and July 7 interchangeably |\n\nLength figures also require checking what the original source included in its totals. The tunnel statistics page contains some entries whose lengths differ between the body text and the table. This article has not arbitrarily corrected those differences. Precise comparisons of lengths require checking the original tables from the construction history reproduced there.\n\n## Lasting Significance for Understanding Today’s Transport Network\n\nThis case shows the continuing process of connecting and expanding a transport network. Lane widening and alignment improvements continued after the entire route opened. The National Archives of Korea presents the history of widening on sections including Cheongwon to Hoedeok and Hoedeok to Jeungyak. Completion in 1970 was also the starting point for later road improvements. [The Daejeon construction section and its later widening history](https://theme.archives.go.kr/next/gyeongbu/makeMaking04.do)\n\nAssessing the project at the time also requires separating the questions. Construction records can establish whether the transport corridor was connected. Assessing the size of the economic gains requires traffic volume and cost data. Which regions received the benefits is a matter for separate regional analysis.\n\n## Frequently Asked Questions\n\n### Why do the completion date and the opening date of the entire route differ?\n\nCompletion means the construction work is finished, while opening means the road is made available to traffic. The entire route was completed on June 30, 1970. Its opening was recorded as July 7 of the same year.\n\n### Was the entire Daejeon to Daegu section equally difficult?\n\nThe records point in particular to difficulties in the Okcheon and Yeongdong areas. Around Dangjae, bridge and tunnel construction proceeded together. The entire section should not be described as having the same terrain or construction conditions.\n\n### Was it built with money borrowed from abroad?\n\nForeign funding was one of the options considered. The National Archives of Korea explains that domestic funding covered almost all actual construction costs. Not every loan considered should be counted as funding actually obtained.\n\n### Can the opening be said to have eliminated regional disparities?\n\nAn official’s article from the time is not enough to establish that conclusion. Kim Won-gi’s sentence shows the effects the government expected. Actual changes in regional disparities must be assessed through statistics and research from after the opening.","content_html":"\u003cp\u003eThe Gyeongbu Expressway was built to address transport shortages caused by industrialization. After construction began in 1968, the project overcame funding shortages and difficult work between Daejeon and Daegu. With domestic funding secured and construction carried out by section, it was completed in 1970 and is remembered as a turning point in the transport network supporting industrialization.\u003c/p\u003e\n\u003cp\u003eThis article follows the National Archives of Korea’s records on the Gyeongbu Expressway and was checked as of October 2026.\u003c/p\u003e\n\u003ch2\u003e\n\u003ca href=\"#background-to-the-construction-of-the-gyeongbu-expressway\" class=\"anchor\" id=\"background-to-the-construction-of-the-gyeongbu-expressway\"\u003e\u003c/a\u003eBackground to the Construction of the Gyeongbu Expressway\u003c/h2\u003e\n\u003cp\u003eConstruction was prompted by transport capacity that could not keep pace with rising production. The First Economic Development Plan also pursued the restoration and expansion of transport facilities. However, the National Archives of Korea explains that transport shortages worsened from 1965. Transport capacity could not keep up with the growing economy. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/makePlan01.do\"\u003eNational Archives of Korea’s explanation of the construction background\u003c/a\u003e\u003c/p\u003e\n\u003cp\u003eThe expressway plan took shape alongside national land development policy. The Comprehensive National Land Construction Planning Act was enacted in 1963. The 1967 “Grand National Land Construction Plan (Draft)” included expressway construction. The Gyeongbu route was intended to connect major cities and centers of production and consumption.\u003c/p\u003e\n\u003ch2\u003e\n\u003ca href=\"#timeline-of-construction-completion-and-opening\" class=\"anchor\" id=\"timeline-of-construction-completion-and-opening\"\u003e\u003c/a\u003eTimeline of Construction, Completion, and Opening\u003c/h2\u003e\n\u003cp\u003eThe start of construction marks the beginning of the work, while completion means the work is finished. Opening is the stage when the completed road is made available to traffic. Completed sections of the Gyeongbu Expressway opened before the rest. The opening dates of individual sections therefore differ from the opening date of the entire route.\u003c/p\u003e\n\u003cdiv class=\"overflow-x-auto\"\u003e\u003ctable\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth\u003eDate\u003c/th\u003e\n\u003cth\u003eEvent\u003c/th\u003e\n\u003cth\u003eSource\u003c/th\u003e\n\u003c/tr\u003e\n\u003c/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eApril 29, 1967\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003ePresident Park Chung-hee announced a plan to build an expressway between Seoul and Busan\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eKim Won-gi, “The Significance of the Opening of the Gyeongbu Expressway”\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eDecember 15, 1967\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003eA survey team for the national trunk expressway construction plan was established\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eProject overview in the same article\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eFebruary 1, 1968\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003eThe project began with construction of the Seoul to Suwon section\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eSchedule in the same article\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eDecember 21, 1968\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003eThe Seoul to Suwon section opened\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eSchedule in the same article\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eDecember 30, 1968\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003eThe Suwon to Osan section opened\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eSchedule in the same article\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eSeptember 29, 1969\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003eThe Osan to Cheonan section opened\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eSchedule in the same article\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eDecember 10, 1969\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003eThe Cheonan to Daejeon section opened\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eSchedule in the same article\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eDecember 29, 1969\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003eThe Daegu to Busan section opened\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eSchedule in the same article\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eJune 27, 1970\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003ePaving of the approaches to Dangjae Tunnel was completed\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eNational Archives of Korea’s explanation of the Daejeon construction section\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eJune 30, 1970\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003eThe entire route was completed with the completion of the Daejeon to Daegu section\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eSchedule in Kim Won-gi’s article\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Date\"\u003eJuly 7, 1970\u003c/td\u003e\n\u003ctd data-label=\"Event\"\u003eThe entire route opened\u003c/td\u003e\n\u003ctd data-label=\"Source\"\u003eNational Archives of Korea’s Records of the Month for July 2014\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\u003c/div\u003e\n\u003cp\u003eKim Won-gi’s article was written by the vice minister of construction at the time. The project schedule was compiled from its project overview and schedule. The date of the finishing work on Dangjae Tunnel was supplemented by the National Archives of Korea’s explanations of individual construction sections. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/roadCommemoration11.do\"\u003eOriginal article by Kim Won-gi\u003c/a\u003e, \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/makeMaking04.do\"\u003eExplanation of the Daejeon construction section\u003c/a\u003e\u003c/p\u003e\n\u003ch2\u003e\n\u003ca href=\"#construction-costs-and-funding\" class=\"anchor\" id=\"construction-costs-and-funding\"\u003e\u003c/a\u003eConstruction Costs and Funding\u003c/h2\u003e\n\u003cp\u003eDomestic funding covered almost all actual construction costs. Borrowing money from abroad was also considered early on. However, difficulties in securing foreign capital coincided with the suspension of loan plans. Not every funding option considered should be read as having actually been used. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/roadStatistics02.do\"\u003eNational Archives of Korea’s explanation of funding\u003c/a\u003e\u003c/p\u003e\n\u003cdiv class=\"overflow-x-auto\"\u003e\u003ctable\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth\u003eCategory\u003c/th\u003e\n\u003cth\u003eWhat the records show\u003c/th\u003e\n\u003cth\u003eDistinction to keep in mind\u003c/th\u003e\n\u003c/tr\u003e\n\u003c/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Category\"\u003eForeign funding considered\u003c/td\u003e\n\u003ctd data-label=\"What the records show\"\u003eEquipment and materials loans, grain loans\u003c/td\u003e\n\u003ctd data-label=\"Distinction to keep in mind\"\u003eConsideration does not mean borrowing actually occurred\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Category\"\u003eDomestic funding considered\u003c/td\u003e\n\u003ctd data-label=\"What the records show\"\u003eFuel tax increases, public bonds, tolls, military support, and other sources\u003c/td\u003e\n\u003ctd data-label=\"Distinction to keep in mind\"\u003eThe list of options alone does not show how much each source contributed\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Category\"\u003eActual funding outcome\u003c/td\u003e\n\u003ctd data-label=\"What the records show\"\u003eDomestic funding covered almost all construction costs\u003c/td\u003e\n\u003ctd data-label=\"Distinction to keep in mind\"\u003eThis should not be overstated as entirely domestic funding\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\u003c/div\u003e\n\u003cp\u003eConstruction costs also changed from the planning stage. The original budget set after review was 33 billion won. In March 1969, the Ministry of Construction requested 42.973 billion won. The additional amount requested was 9.973 billion won.\u003c/p\u003e\n\u003cp\u003eKim Won-gi recorded total construction costs of 42.973 billion won for the project completed in 1970. This amount is stated in the monetary value of the time. Comparing it with construction costs today requires separate adjustments for prices and the scope of work. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/roadStatistics02.do\"\u003eRevisions to project costs\u003c/a\u003e\u003c/p\u003e\n\u003ch2\u003e\n\u003ca href=\"#the-difficult-daejeon-to-daegu-section-of-the-gyeongbu-expressway\" class=\"anchor\" id=\"the-difficult-daejeon-to-daegu-section-of-the-gyeongbu-expressway\"\u003e\u003c/a\u003eThe Difficult Daejeon to Daegu Section of the Gyeongbu Expressway\u003c/h2\u003e\n\u003cp\u003eThe Daejeon to Daegu section required bridge and tunnel construction to proceed together. A difficult construction section is one where terrain and construction conditions make the work challenging. Finishing work in the Okcheon and Yeongdong areas remained a particular problem. Construction status documents from the time also confirm the difficulties in these areas. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/searchTypeView.do?archiveEvntId=0025204526\u0026amp;page=8\u0026amp;subtype=\u0026amp;type=\"\u003eExplanation of “Construction Status of the Seoul to Busan Expressway”\u003c/a\u003e\u003c/p\u003e\n\u003cp\u003eThe National Archives of Korea identifies the stretch between Usan-ri and Myogeum-ri in Okcheon as a particularly difficult section. A bridge had to be built across the Geumgang River. A tunnel through Dangjae also had to be built in the same section. This meant that completing the roadbed alone would not make the road passable. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/makeMaking04.do\"\u003eTerrain and construction in the Daejeon construction section\u003c/a\u003e\u003c/p\u003e\n\u003cdiv class=\"overflow-x-auto\"\u003e\u003ctable\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth\u003eConstruction condition\u003c/th\u003e\n\u003cth\u003eWork required\u003c/th\u003e\n\u003cth\u003eEffect on completion\u003c/th\u003e\n\u003c/tr\u003e\n\u003c/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Construction condition\"\u003eA route crossing the Geumgang River\u003c/td\u003e\n\u003ctd data-label=\"Work required\"\u003eConstruction of a bridge across the river\u003c/td\u003e\n\u003ctd data-label=\"Effect on completion\"\u003eRoads on both sides of the river needed to be connected\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Construction condition\"\u003eA route passing through Dangjae\u003c/td\u003e\n\u003ctd data-label=\"Work required\"\u003eConstruction of a tunnel through the mountain\u003c/td\u003e\n\u003ctd data-label=\"Effect on completion\"\u003eVehicles could pass only once the tunnel was completed\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Construction condition\"\u003eConnections between bridges, tunnels, and ordinary road sections\u003c/td\u003e\n\u003ctd data-label=\"Work required\"\u003ePaving of approaches and roads\u003c/td\u003e\n\u003ctd data-label=\"Effect on completion\"\u003eFinishing work was still needed after the structures were completed\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\u003c/div\u003e\n\u003cp\u003eThe 1970 construction status document reports that the bridges had been completed. Dangjae Tunnel, however, remained a structure where progress was slow. This shows where the bottleneck lay in the final stages of construction. The document alone, however, cannot establish the effectiveness of any particular construction method.\u003c/p\u003e\n\u003ch2\u003e\n\u003ca href=\"#why-paving-the-approaches-to-dangjae-tunnel-was-a-turning-point\" class=\"anchor\" id=\"why-paving-the-approaches-to-dangjae-tunnel-was-a-turning-point\"\u003e\u003c/a\u003eWhy Paving the Approaches to Dangjae Tunnel Was a Turning Point\u003c/h2\u003e\n\u003cp\u003eThe finishing work on Dangjae Tunnel marked a turning point by connecting a route that had remained broken. The National Archives of Korea explains that paving of the approaches was finished on June 27, 1970. The entire route was then completed on the 30th of the same month. This is why the completion of tunnel work must be distinguished from the completion of the overall project. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/makeMaking04.do\"\u003eCompletion records for the Daejeon construction section\u003c/a\u003e\u003c/p\u003e\n\u003cp\u003eRoad formation work on the Daejeon to Daegu section was finished by the end of 1969. Work on structures such as tunnels and long-span bridges, along with paving, continued into the following year. This sequence shows that cutting and filling earth alone does not complete a road. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/roadCommemoration11.do\"\u003eKim Won-gi’s project overview\u003c/a\u003e\u003c/p\u003e\n\u003ch2\u003e\n\u003ca href=\"#results-of-the-gyeongbu-expressways-opening-and-loss-of-life\" class=\"anchor\" id=\"results-of-the-gyeongbu-expressways-opening-and-loss-of-life\"\u003e\u003c/a\u003eResults of the Gyeongbu Expressway’s Opening and Loss of Life\u003c/h2\u003e\n\u003cp\u003eOn \u003cstrong\u003eJuly 7, 1970\u003c/strong\u003e, the entire route connecting Seoul and Busan opened. The route built at the time was 428km long, with four lanes in total for both directions. These figures describe the scale of the project when it was completed in 1970. They do not describe the length or lane count of the current route. \u003ca href=\"https://theme.archives.go.kr/next/movie/viewMovieDetail.do?archiveEvntId=0052374257\"\u003eNational Film Production Center, “The Road to Prosperity”\u003c/a\u003e\u003c/p\u003e\n\u003cp\u003eLater commentary by the National Archives of Korea assesses the expressway network’s economic role. That assessment also covers increased exchange between regions and the expansion of areas accessible within a day. The network was subsequently expanded to include routes such as Honam, Namhae, and Yeongdong. However, the full effects of the later network cannot be attributed to the Gyeongbu route alone. \u003ca href=\"https://theme.archives.go.kr/next/monthly/viewMain.do?month=07\u0026amp;year=2014\"\u003eNational Archives of Korea’s July 2014 commentary\u003c/a\u003e\u003c/p\u003e\n\u003cp\u003eLives were also lost during construction. The National Museum of Korean Contemporary History states that 77 people died in the course of the work. A memorial tower was erected near Geumgang Service Area to honor them. The construction period and costs alone cannot account for the project’s human toll. \u003ca href=\"https://archive.much.go.kr/data/01/folderView.do?jobdirSeq=1184\"\u003eNational Museum of Korean Contemporary History’s record of the memorial tower\u003c/a\u003e\u003c/p\u003e\n\u003ch2\u003e\n\u003ca href=\"#records-and-interpretation\" class=\"anchor\" id=\"records-and-interpretation\"\u003e\u003c/a\u003eRecords and Interpretation\u003c/h2\u003e\n\u003cp\u003eThe expectations of officials at the time must be distinguished from measurements of results after the opening. Kim Won-gi’s article is an account by a government official who helped carry out the project. Alongside the construction schedule, it includes assessments emphasizing the project’s justification. Each statement should be read with attention to the nature of the record.\u003c/p\u003e\n\u003cblockquote\u003e\n\u003cp\u003eSecond, the opening of the expressway eliminates regional disparities.\u003c/p\u003e\n\u003c/blockquote\u003e\n\u003cp\u003eKim Won-gi, “The Significance of the Opening of the Gyeongbu Expressway,” \u003cem\u003eLocal Administration\u003c/em\u003e 19-201, 1970, Social Significance. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/roadCommemoration11.do\"\u003eOriginal text held by the National Archives of Korea\u003c/a\u003e\u003c/p\u003e\n\u003cp\u003eThis sentence shows the regional development effects the government expected at the time. It is not itself statistical evidence of reduced regional disparities. Assessing the actual effects requires regional data from before and after the opening. Changes in income, population, and factory locations must also be examined.\u003c/p\u003e\n\u003cdiv class=\"overflow-x-auto\"\u003e\u003ctable\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth\u003eCategory\u003c/th\u003e\n\u003cth\u003eWhat can be stated\u003c/th\u003e\n\u003cth\u003eLimits of the assessment\u003c/th\u003e\n\u003c/tr\u003e\n\u003c/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Category\"\u003eContemporary records\u003c/td\u003e\n\u003ctd data-label=\"What can be stated\"\u003eConstruction schedules, project costs, and government officials’ expectations\u003c/td\u003e\n\u003ctd data-label=\"Limits of the assessment\"\u003eThe writer’s assessment must not be treated as an outcome\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Category\"\u003eLater institutional interpretations\u003c/td\u003e\n\u003ctd data-label=\"What can be stated\"\u003eAn assessment of the road as a transport network supporting industrialization and interregional exchange\u003c/td\u003e\n\u003ctd data-label=\"Limits of the assessment\"\u003eInstitutional commentary cannot be treated as a consensus among all historians\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Category\"\u003eIssues requiring separate verification\u003c/td\u003e\n\u003ctd data-label=\"What can be stated\"\u003eThe extent to which regional disparities were reduced and the effects of concentrating investment along the Gyeongbu corridor\u003c/td\u003e\n\u003ctd data-label=\"Limits of the assessment\"\u003eLong-term regional statistics and comparisons of research are needed\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\u003c/div\u003e\n\u003ch2\u003e\n\u003ca href=\"#standards-for-citing-tunnel-counts-and-lengths\" class=\"anchor\" id=\"standards-for-citing-tunnel-counts-and-lengths\"\u003e\u003c/a\u003eStandards for Citing Tunnel Counts and Lengths\u003c/h2\u003e\n\u003cp\u003eFigures for the same facilities can differ depending on the unit of counting. Kim Won-gi’s project overview lists six tunnel sites. The National Archives of Korea’s explanation counts 12 tunnels by separating the two directions of travel. When quoting a number, it is therefore necessary to state what was counted. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/roadStatistics04.do\"\u003eNational Archives of Korea’s tunnel statistics\u003c/a\u003e\u003c/p\u003e\n\u003cdiv class=\"overflow-x-auto\"\u003e\u003ctable\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth\u003eType of figure\u003c/th\u003e\n\u003cth\u003eBasis that must be stated\u003c/th\u003e\n\u003cth\u003eConfusion to avoid\u003c/th\u003e\n\u003c/tr\u003e\n\u003c/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Type of figure\"\u003eTunnel count\u003c/td\u003e\n\u003ctd data-label=\"Basis that must be stated\"\u003eWhether the count refers to tunnel sites or separate tunnels for each direction\u003c/td\u003e\n\u003ctd data-label=\"Confusion to avoid\"\u003eComparing six sites and 12 tunnels as if they used the same unit\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Type of figure\"\u003eRoute length\u003c/td\u003e\n\u003ctd data-label=\"Basis that must be stated\"\u003eWhether it refers to the route as built or the route after later changes\u003c/td\u003e\n\u003ctd data-label=\"Confusion to avoid\"\u003eUsing the 1970 figure of 428km as the current length\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Type of figure\"\u003eProject costs\u003c/td\u003e\n\u003ctd data-label=\"Basis that must be stated\"\u003eWhether the figure is the original budget, a revised amount, or the cost at completion\u003c/td\u003e\n\u003ctd data-label=\"Confusion to avoid\"\u003eTreating amounts from different stages as equivalent\u003c/td\u003e\n\u003c/tr\u003e\n\u003ctr\u003e\n\u003ctd data-label=\"Type of figure\"\u003eConstruction dates\u003c/td\u003e\n\u003ctd data-label=\"Basis that must be stated\"\u003eWhether the date marks completion of a structure, completion of the entire route, or opening\u003c/td\u003e\n\u003ctd data-label=\"Confusion to avoid\"\u003eUsing June 27, June 30, and July 7 interchangeably\u003c/td\u003e\n\u003c/tr\u003e\n\u003c/tbody\u003e\n\u003c/table\u003e\u003c/div\u003e\n\u003cp\u003eLength figures also require checking what the original source included in its totals. The tunnel statistics page contains some entries whose lengths differ between the body text and the table. This article has not arbitrarily corrected those differences. Precise comparisons of lengths require checking the original tables from the construction history reproduced there.\u003c/p\u003e\n\u003ch2\u003e\n\u003ca href=\"#lasting-significance-for-understanding-todays-transport-network\" class=\"anchor\" id=\"lasting-significance-for-understanding-todays-transport-network\"\u003e\u003c/a\u003eLasting Significance for Understanding Today’s Transport Network\u003c/h2\u003e\n\u003cp\u003eThis case shows the continuing process of connecting and expanding a transport network. Lane widening and alignment improvements continued after the entire route opened. The National Archives of Korea presents the history of widening on sections including Cheongwon to Hoedeok and Hoedeok to Jeungyak. Completion in 1970 was also the starting point for later road improvements. \u003ca href=\"https://theme.archives.go.kr/next/gyeongbu/makeMaking04.do\"\u003eThe Daejeon construction section and its later widening history\u003c/a\u003e\u003c/p\u003e\n\u003cp\u003eAssessing the project at the time also requires separating the questions. Construction records can establish whether the transport corridor was connected. Assessing the size of the economic gains requires traffic volume and cost data. Which regions received the benefits is a matter for separate regional analysis.\u003c/p\u003e\n\u003ch2\u003e\n\u003ca href=\"#frequently-asked-questions\" class=\"anchor\" id=\"frequently-asked-questions\"\u003e\u003c/a\u003eFrequently Asked Questions\u003c/h2\u003e\n\u003ch3\u003e\n\u003ca href=\"#why-do-the-completion-date-and-the-opening-date-of-the-entire-route-differ\" class=\"anchor\" id=\"why-do-the-completion-date-and-the-opening-date-of-the-entire-route-differ\"\u003e\u003c/a\u003eWhy do the completion date and the opening date of the entire route differ?\u003c/h3\u003e\n\u003cp\u003eCompletion means the construction work is finished, while opening means the road is made available to traffic. The entire route was completed on June 30, 1970. Its opening was recorded as July 7 of the same year.\u003c/p\u003e\n\u003ch3\u003e\n\u003ca href=\"#was-the-entire-daejeon-to-daegu-section-equally-difficult\" class=\"anchor\" id=\"was-the-entire-daejeon-to-daegu-section-equally-difficult\"\u003e\u003c/a\u003eWas the entire Daejeon to Daegu section equally difficult?\u003c/h3\u003e\n\u003cp\u003eThe records point in particular to difficulties in the Okcheon and Yeongdong areas. Around Dangjae, bridge and tunnel construction proceeded together. The entire section should not be described as having the same terrain or construction conditions.\u003c/p\u003e\n\u003ch3\u003e\n\u003ca href=\"#was-it-built-with-money-borrowed-from-abroad\" class=\"anchor\" id=\"was-it-built-with-money-borrowed-from-abroad\"\u003e\u003c/a\u003eWas it built with money borrowed from abroad?\u003c/h3\u003e\n\u003cp\u003eForeign funding was one of the options considered. The National Archives of Korea explains that domestic funding covered almost all actual construction costs. Not every loan considered should be counted as funding actually obtained.\u003c/p\u003e\n\u003ch3\u003e\n\u003ca href=\"#can-the-opening-be-said-to-have-eliminated-regional-disparities\" class=\"anchor\" id=\"can-the-opening-be-said-to-have-eliminated-regional-disparities\"\u003e\u003c/a\u003eCan the opening be said to have eliminated regional disparities?\u003c/h3\u003e\n\u003cp\u003eAn official’s article from the time is not enough to establish that conclusion. Kim Won-gi’s sentence shows the effects the government expected. Actual changes in regional disparities must be assessed through statistics and research from after the opening.\u003c/p\u003e\n","tags":["Public Finance","Modern Korean history","Transport history"],"faqs":[{"question":"Why was the Gyeongbu Expressway built?","answer":"Because transport capacity became insufficient as the economy and production grew. The National Archives of Korea explains that transport shortages worsened starting in 1965."},{"question":"When did construction start, when was it completed, and when did the entire route open?","answer":"Construction started on February 1, 1968. Construction of the entire route was completed on June 30, 1970. The entire route opened on July 7 of the same year."},{"question":"Were some sections available for use before 1970?","answer":"Sections opened as they were completed. The Seoul-Suwon section opened on December 21, 1968. The Daegu-Busan section opened on December 29, 1969."},{"question":"Why was the Daejeon-Daegu section difficult to build?","answer":"Because it involved both bridge construction across the Geumgang River and tunnel construction through mountainous terrain. Construction status records from the time identify the Okcheon and Yeongdong areas as difficult sections."},{"question":"When was Dangjae Tunnel finished?","answer":"The National Archives of Korea explains that paving of the approaches was completed on June 27, 1970. This date is distinct from June 30 of the same month, when construction of the entire route was completed."},{"question":"What was the total construction cost?","answer":"The total construction cost of the project completed in 1970 was recorded as 42.973 billion won. This must be distinguished from the original budget of 33 billion won."},{"question":"Was construction funded entirely from domestic sources?","answer":"The National Archives of Korea explains that domestic funding accounted for almost all of the construction cost. This should not be taken to mean that the project was funded entirely from domestic sources."},{"question":"How should the record of 6 tunnel locations and the description of 12 tunnels be interpreted?","answer":"The number of tunnel sections must be distinguished from the number of tunnels counted separately for each direction of travel. The National Archives of Korea's explanation of the tunnels gives a count of 12 when tunnels are counted separately by direction."},{"question":"How many people were recorded as having died in the line of duty during construction?","answer":"The National Museum of Korean Contemporary History states that 77 people died in the line of duty during construction. The memorial tower near the Geumgang Service Area was built to honor them."},{"question":"Does Kim Won-gi's claim about reducing regional disparities refer to actual results?","answer":"That statement was a forecast presented by a government official at the time of opening. How much regional disparities decreased must be verified separately using subsequent regional statistics and research."}],"sources":[{"url":"https://theme.archives.go.kr/next/gyeongbu/makePlan01.do","title":"National Archives of Korea, Construction of the Gyeongbu Expressway, the Nation's Main Artery: Planning the Route","type":"source"},{"url":"https://theme.archives.go.kr/next/gyeongbu/roadStatistics02.do","title":"National Archives of Korea, Gyeongbu Expressway Construction Funding and Project Cost Statistics","type":"data_point"},{"url":"https://theme.archives.go.kr/next/gyeongbu/roadCommemoration11.do","title":"Kim Won-gi, The Significance of the Opening of the Gyeongbu Expressway, Local Administration 19-201, 1970","type":"source"},{"url":"https://theme.archives.go.kr/next/monthly/viewMain.do?month=07\u0026year=2014","title":"National Archives of Korea, Records of the Month for July 2014: Expressways, Linking the Nation's Main Arteries","type":"source"},{"url":"https://theme.archives.go.kr/next/gyeongbu/searchTypeView.do?archiveEvntId=0025204526\u0026page=8\u0026subtype=\u0026type=","title":"National Archives of Korea, Seoul-Busan Expressway Construction Status, No. 179, 1970, BA0139280","type":"source"},{"url":"https://theme.archives.go.kr/next/gyeongbu/makeMaking04.do","title":"National Archives of Korea, Building the Road: Daejeon Construction Section","type":"source"},{"url":"https://theme.archives.go.kr/next/gyeongbu/roadStatistics04.do","title":"National Archives of Korea, Gyeongbu Expressway Tunnel Statistics","type":"data_point"},{"url":"https://theme.archives.go.kr/next/movie/viewMovieDetail.do?archiveEvntId=0052374257","title":"National Archives of Korea, National Film Production Center Cultural Film Road to Prosperity, 1970","type":"source"},{"url":"https://archive.much.go.kr/data/01/folderView.do?jobdirSeq=1184","title":"National Museum of Korean Contemporary History, Modern and Contemporary History Archive, Gyeongbu Expressway Memorial Tower for Those Who Died in the Line of Duty","type":"source"}],"images":[{"id":2037,"url":"https://injoys.com/rails/active_storage/blobs/proxy/eyJfcmFpbHMiOnsiZGF0YSI6MzEzMTAsInB1ciI6ImJsb2JfaWQifX0=--23515c696c562a1e4ca6ef08c5fc3a222117f05d/ai-81fcb7ec.webp","is_representative":false,"generation_method":"ai_semi","license":"ai_generated","mime_type":"image/webp","width":1536,"height":1024,"translations":{"ko":{"alt":"숲이 우거진 산의 터널 입구에서 작업자들과 로드롤러가 진입 도로를 포장하는 모습을 그린 그림","caption":"경부고속도로는 대전·대구 난공구의 마무리 공사를 거쳐 전 구간이 준공됐다.","description":null},"en":{"alt":"Painting of workers and a road roller paving an approach road to a tunnel in a wooded mountainside.","caption":"Completion of the Gyeongbu Expressway followed final construction work on the difficult Daejeon–Daegu section.","description":null},"ja":{"alt":"緑に覆われた山のトンネル入口で、作業員とロードローラーが進入道路を舗装する様子を描いた絵","caption":"京釜高速道路は、大田・大邱間の難工区の仕上げ工事を経て全区間が竣工した。","description":null},"es":{"alt":"Pintura de obreros y una apisonadora pavimentando el acceso a un túnel en una montaña boscosa.","caption":"La autopista Gyeongbu se completó tras las obras finales del difícil tramo entre Daejeon y Daegu.","description":null},"id":{"alt":"Lukisan pekerja dan mesin gilas mengaspal jalan menuju terowongan di lereng gunung berhutan.","caption":"Jalan Tol Gyeongbu rampung setelah pekerjaan akhir di ruas Daejeon–Daegu yang sulit diselesaikan.","description":null},"pt":{"alt":"Pintura de operários e um rolo compactador pavimentando o acesso a um túnel numa montanha arborizada.","caption":"A rodovia Gyeongbu foi concluída após as obras finais no difícil trecho entre Daejeon e Daegu.","description":null},"zh-hant":{"alt":"描繪工人與壓路機在林木茂密的山間隧道入口鋪設道路的畫作","caption":"京釜高速公路在完成大田至大邱艱難路段的收尾工程後，全線竣工。","description":null},"de":{"alt":"Gemälde von Arbeitern und einer Straßenwalze beim Asphaltieren der Zufahrt zu einem Tunnel im bewaldeten Berghang.","caption":"Die Gyeongbu-Autobahn wurde nach den letzten Bauarbeiten am schwierigen Abschnitt Daejeon–Daegu fertiggestellt.","description":null}}},{"id":2038,"url":"https://injoys.com/rails/active_storage/blobs/proxy/eyJfcmFpbHMiOnsiZGF0YSI6MzEzMTYsInB1ciI6ImJsb2JfaWQifX0=--4fbc4c7edcc96bdda513e59c9ad73ba6b82cd101/ai-158b8540.webp","is_representative":false,"generation_method":"ai_semi","license":"ai_generated","mime_type":"image/webp","width":1536,"height":1024,"translations":{"ko":{"alt":"산으로 둘러싸인 금강 위 경부고속도로 교량을 트럭과 승용차가 건너는 모습을 그린 그림","caption":"대전·대구 구간은 금강과 산지를 통과해야 하는 난공구였다.","description":null},"en":{"alt":"Painting of trucks and cars crossing a Gyeongbu Expressway bridge over the Geum River amid mountains","caption":"The Daejeon–Daegu section posed difficult construction challenges as it crossed the Geum River and mountainous terrain.","description":null},"ja":{"alt":"山々に囲まれた錦江に架かる京釜高速道路の橋を、トラックや乗用車が渡る様子を描いた絵","caption":"大田・大邱区間は、錦江と山地を越える必要がある難工区だった。","description":null},"es":{"alt":"Pintura de camiones y coches en un puente de la autopista Gyeongbu sobre el río Geum, entre montañas","caption":"El tramo Daejeon–Daegu fue de difícil construcción porque debía cruzar el río Geum y terrenos montañosos.","description":null},"id":{"alt":"Lukisan truk dan mobil melintasi jembatan Tol Gyeongbu di atas Sungai Geum dengan pegunungan di sekitarnya","caption":"Ruas Daejeon–Daegu sulit dibangun karena harus melintasi Sungai Geum dan medan pegunungan.","description":null},"pt":{"alt":"Pintura de caminhões e carros numa ponte da via expressa Gyeongbu sobre o rio Geum, entre montanhas","caption":"O trecho Daejeon–Daegu foi de difícil construção por exigir a travessia do rio Geum e de terrenos montanhosos.","description":null},"zh-hant":{"alt":"描繪卡車與轎車行經京釜高速公路跨越錦江的橋梁，四周群山環繞的畫作","caption":"大田至大邱路段須跨越錦江並穿越山地，是施工艱難的路段。","description":null},"de":{"alt":"Gemälde von Lkw und Autos auf einer Brücke der Gyeongbu-Autobahn über den Geum, umgeben von Bergen","caption":"Der Abschnitt Daejeon–Daegu war bautechnisch schwierig, da er den Geum und bergiges Gelände queren musste.","description":null}}}],"published_at":"2026-10-22T04:24:40+09:00","updated_at":"2026-10-22T04:24:40+09:00","license":"cc_by","translation_status":"reviewed","available_locales":["ko","en","ja","es"],"data_locales":["ko","en","ja","es","id","pt","zh-hant","de"],"url":"https://injoys.com/en/articles/gyeongbu-expressway-construction-daejeon-daegu-completion"}