Jerusalem(2000-2017)/Highway 1 as the first Infrastructure to Realise Modernism in Jerusalem II

Jerusalem(2000-2017)/Highway 1 as the first Infrastructure to Realise Modernism in Jerusalem II


An equal sign has always been placed in between modernism and westernization. The construction of the highway 1 in Jerusalem is packaged as one of the infrastructure to realize the modernism of the country.


It is important to note that the design of highway 1 and its peripheral was with reference to Kendall’s Plan during the British Colonial period in Jerusalem (1919-1948). Henry Kendall was a British mandate town planner in Jerusalem. He introduced modernism into the country by emphasizing on Western aesthetics like tidiness and uniformity on road designs. The plantation of trees along with set back of buildings on street were vital elements in the construction of modernism on a street level. However, the referencing by Israel planners on the construction of the highway adopted a similar approach but only with the interest of the Israel’s population and urban development.


The highway 1 celebrated speed and efficiency of automobiles. It forms connections between the Israel suburb and the city centres which are essential elements in modernization in responding to blooming Israel population and establishment of Israel satellite towns outside of the city centre. The Israel government considered the highway development as one of the vital viaduct to integrate the Jewish population from different part of the country.


Tunnel in Highway 1 to replace old road that is visible to Palestine Territory


The vegetation planted along Highway 1


Nevertheless, the view of these highways were constructed in a way not only were the Palestine community is hidden from the traveler perspective with walls, the scars from the construction of the highway is also masked from a distance. A signature plantation by the Israel government, the Olive trees were populated along the vast uncivilized territory along the both sides of the highway. They are the Remnants of British, Jordanian forests and the Maale Adium Forest that serves a great variety of purposes, including the mediate the harsh conditions from the nearby deserts, to prevent soil erosion in the vast open area, to provide stability to slope for facilitating more development in the future and to provide corner stone for Jews to expand their settlement to the Arab territory. The reconstruction of the road landscape has evoked the picture of the aggressive expansion of territory of the Israel, symbolized with the one type of vegetation, the olive trees.



The highway 1 itself is seen as a border of the Israel territory, however, its location of situated in the middle of Jerusalem makes it a prominent segregation between the Israel and Palestine territory. The fact that this infrastructure no on longer just function as a segregation purpose like a wall, it is an essential connector within the country highlighted its significance in the country’s transportation network. The roads is considered as a civic spine of Jerulsalem under the modernization planning.


The hegemonic intention of the Israel government through the planning of Highway 1 is clear and undeniable. The doubled function of the highway became the first and ever attempt of the Israel to rationalized an infrastructure that would serves the good for both communities as a tool to extend its territory and at the same time to further segregate the power of the Palestinians through exclusion and geographical separation.


Catterall, Bob. 2007. “Is It All Coming Together?”. City 11 (2): 245-272.

Fregonese, Sara, and Ralf Brand. 2009. “Polarization As A Socio-Material Phenomenon: A Bibliographical Review”. Journal Of Urban Technology 16 (2-3): 9-33.

Nolte, Amina. 2016. “Political Infrastructure And The Politics Of Infrastructure”. City 20 (3): 441-454.

Pullan, Wendy, Philipp Misselwitz, Rami Nasrallah, and Haim Yacobi. 2007. “Jerusalem’S Road 1”. City 11 (2): 176-198.

Pullan, Wendy. 2013. “Conflict’S Tools. Borders, Boundaries And Mobility In Jerusalem’S Spatial Structures☆”. Mobilities 8 (1): 125-147.

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