Motza Interchange opened in 1990 and Sha'ar HaGai Interchange opened in 1995.
In 1998 the east bound left turn to Abu Ghosh, Ma'ale HaHamisha and Kiryat Anavim was closed.
Finally, in 2002 Shoresh Interchange opened, eliminating the last left turn on the highway between Tel Aviv and Jerusalem.
At this point, the Sha'ar HaGai–Jerusalem section was fully grade separated, but the road did not meet freeway standards due to narrow shoulders, dangerous turns and difficult slopes, and the speed limit on this section was 80 km/h.

Upgrading this section with additional lanes and gentler curves was approved by the Committee on National Projects after many years of opposition by ecological groups and local governmental authorities.
Also according to this plan, the uni-directional Kiryat Ye'arim Interchange was rebuilt to allow access to eastbound traffic, a tunnel was built under the Castel Mountain (HarEl) with more efficient entry and exit ramps and a long bridge was built to straighten the dangerous Motza curve.
The soil extracted from the tunnel was used to widen the Shoresh–Sha'ar HaGai section, raising the road by five meters to straighten the curves and widen the road from four to six lanes with wider shoulders.

Opposition on ecological grounds to the Sha'ar HaGai-Shoresh section that passes through a sensitive nature reserve has been addressed by the inclusion of a 70 meter wide eco-bridge as part of the plan.
Additionally, the quality of life issues raised by the leaders of the nearby communities were all rejected.

By February 2012 the National Roads Authority published requests for tender (invitation for bids) for the Sha'ar HaGai-Shoresh section and the HarEl Tunnel to be implemented as design–build projects.
By January 2014 extensive infrastructure works were taking place along the entire project's route.
The works were completed in late 2017 at a total cost of approximately NIS 2.5 billion.
Motza Interchange opened in 1990 and Sha'ar HaGai Interchange opened in 1995. In 1998 the east bound left turn to Abu Ghosh, Ma'ale HaHamisha and Kiryat Anavim was closed. Finally, in 2002 Shoresh Interchange opened, eliminating the last left turn on the highway between Tel Aviv and Jerusalem. At this point, the Sha'ar HaGai–Jerusalem section was fully grade separated, but the road did not meet freeway standards due to narrow shoulders, dangerous turns and difficult slopes, and the speed limit on this section was 80 km/h.
Upgrading this section with additional lanes and gentler curves was approved by the Committee on National Projects after many years of opposition by ecological groups and local governmental authorities. Also according to this plan, the uni-directional Kiryat Ye'arim Interchange was rebuilt to allow access to eastbound traffic, a tunnel was built under the Castel Mountain (HarEl) with more efficient entry and exit ramps and a long bridge was built to straighten the dangerous Motza curve. The soil extracted from the tunnel was used to widen the Shoresh–Sha'ar HaGai section, raising the road by five meters to straighten the curves and widen the road from four to six lanes with wider shoulders.
Opposition on ecological grounds to the Sha'ar HaGai-Shoresh section that passes through a sensitive nature reserve has been addressed by the inclusion of a 70 meter wide eco-bridge as part of the plan. Additionally, the quality of life issues raised by the leaders of the nearby communities were all rejected.
By February 2012 the National Roads Authority published requests for tender (invitation for bids) for the Sha'ar HaGai-Shoresh section and the HarEl Tunnel to be implemented as design–build projects. By January 2014 extensive infrastructure works were taking place along the entire project's route. The works were completed in late 2017 at a total cost of approximately NIS 2.5 billion.
Highway 1 (Israel/Palestine)