George Washington Bridge

George Washington Bridge

Company type	Suspension bridge
Industry	Transportation infrastructure
Founded	1931
Headquarters	Fort Lee, New Jersey / Washington Heights, Manhattan, New York City , United States
Products	Vehicular and pedestrian bridge
Owner	Port Authority of New York and New Jersey

George Washington Bridge

The George Washington Bridge is a two-level suspension bridge that crosses the Hudson River, linking Fort Lee in Bergen County, New Jersey to the Washington Heights area of Manhattan, New York City. Named in honor of George Washington, the first president of the United States, it holds the distinction as the busiest motor vehicle bridge globally, accommodating over 104 million vehicles annually as of 2019. It is also unique as the sole suspension bridge featuring 14 lanes for vehicular traffic.

This structure is under the ownership of the Port Authority of New York and New Jersey, a regional bi-state organization responsible for managing key infrastructure. Commonly referred to as the GW Bridge, GWB, or simply the George, it extends for 4,760 feet with a main span measuring 3,500 feet. Upon its inauguration in 1931, it set the record for the longest main span worldwide, a title it retained until 1937.

Serving as a vital artery within the New York metropolitan area, the bridge's upper deck includes eight lanes—four lanes in each direction—alongside pedestrian and bicycle pathways. The lower deck contains six lanes, three per direction, resulting in a total of fourteen lanes across both levels. The posted speed limit is 55 mph. The bridge carries Interstate 95 (I-95), U.S. Route 1/9 (US 1/9), and terminates at U.S. Route 46 (US 46) near the New Jersey-New York boundary. On the Manhattan side, it connects directly to the Trans-Manhattan Expressway, which forms part of I-95 and leads to the Cross Bronx Expressway.

Initially proposed in 1906, formal legislative authorization for its planning was granted in 1925. Construction commenced in September 1927, with dedication occurring on October 24, 1931; it opened to traffic the following day. The bridge’s opening catalyzed significant development within Bergen County. The upper deck was widened from six to eight lanes in 1946, while a six-lane lower deck was constructed between 1959 and 1962 to accommodate increasing traffic volumes.

Design

The design of the George Washington Bridge was led by chief civil engineer Othmar Ammann, with Allston Dana serving as design engineer and Edward W. Stearns as assistant chief engineer. Cass Gilbert contributed as consulting architect. This engineering feat connects Fort Lee in New Jersey with Manhattan’s Washington Heights neighborhood. Its construction involved approximately 113,000 short tons of fabricated steel, 28,000 short tons of wire extending over 106,000 miles, and around 20,000 short tons of masonry.

Decks

The bridge supports fourteen traffic lanes—seven lanes in each direction—making it the busiest vehicular bridge worldwide and boasting more lanes than any other suspension bridge. These lanes are distributed unevenly between two decks: eight lanes on the upper level and six on the lower level. The upper deck opened on October 25, 1931, initially providing six lanes; two additional lanes were added by 1946. The lower deck was part of the original blueprint but was not opened until August 29, 1962.

The upper deck spans 90 feet in width and offers a vertical clearance of 14 feet; this level is designated for trucks and oversized vehicles. The lower deck provides a clearance height of 13.6 feet and prohibits trucks and hazardous cargo due to its enclosed structure. All traffic lanes on both decks measure eight feet six inches wide. Vehicles transporting hazardous materials are permitted only on the upper level under strict regulations enforced by the Port Authority.

Pedestrian walkways run along both sides of the upper span. Following September 11, access to the northern sidewalk was largely restricted but was reopened in 2017 with temporary suicide prevention fencing installed on the southern side; permanent fencing is planned for both sides. Prior to renovations completed in 2023, pedestrians accessed the northern sidewalk via a staircase consisting of 171 steps; this has since been replaced by a ramp featuring viewing platforms. As of early 2024, nighttime closures apply to the northern sidewalk.

The total length of the bridge measures 4,760 feet with its main span stretching 3,500 feet—the longest suspension span worldwide at its opening in 1931 and nearly twice as long as Detroit’s Ambassador Bridge which previously held the record. It maintained this record until surpassed by the Golden Gate Bridge in 1937. The height above mean high water reaches 212 feet at mid-span and approximately 195 feet beneath the New York anchorage point. Completion demonstrated that longer suspension spans were achievable both technically and economically.

The overall width reaches 119 feet. Notably, the upper deck was engineered without stiffening trusses along its edges, resulting in a deck thickness of only twelve feet and a weight near 1,100 pounds per square foot—a substantial reduction compared to typical spans weighing between 13,000 and 14,000 pounds per square foot when trusses are present. Ammann utilized "deflection theory," positing that longer decks require less stiffness since their weight helps counteract movement; this principle had been tested earlier on Manhattan Bridge but at a shorter span length. To reduce expenses, stiffening trusses were omitted; instead, plate girders were installed beneath both decks to provide necessary rigidity. This approach combined with an open-truss framework connecting each deck’s sides enhanced torsional strength and overall structural stability.

Cables

The bridge deck is supported by four primary cables, each with a diameter of . Every cable consists of 61 strands, with each strand containing 434 wires, amounting to a total of 26,474 wires per cable and 105,986 wires across all four. These cables are encased in steel designed to resist weathering. The upper deck is held up by 592 vertical suspender cables that connect directly to the main cables through saddles; the lower deck’s support comes from girders linked to the upper deck. The length of these suspender cables varies between .

On the New York side, the main cables are anchored into concrete foundations, whereas on the New Jersey side, they are drilled directly into the Palisades cliffs. Plans for ornamental cable ends were abandoned as a result of budget reductions during the Great Depression.

Suspension towers

Each suspension tower rises to a height of on either side of the river. These towers are constructed from sections weighing between , assembled using approximately 475,000 rivets. Architecturally, each tower incorporates two archways positioned above and below the decks. The bridge is designated as fracture critical, meaning that failure in any tower component could lead to collapse; however, the towers are situated offshore.

Initially, the towers were intended to be covered in concrete and granite in a Revival style reminiscent of the Brooklyn Bridge. However, engineering evaluations determined that steel alone could adequately bear the load, so only a decorative stone veneer was planned. Proposed features such as elevators and observation decks atop the towers were eliminated from the design. Due to financial constraints during the Depression, installation of stone facades was postponed.

While some architects like Raymond Hood and William A. Boring expressed criticism, public opinion at the time of opening was predominantly favorable. Notably, architect Le Corbusier described the towers as "pure" and "resolute," and Milton MacKaye praised Ammann’s design as that of a "genius" in The New Yorker. Ammann himself did not pursue masonry cladding later on, believing that the steel’s “sturdy appearance and well-balanced distribution” provided an attractive aesthetic. Over time, the visible steel framework with its distinctive criss-cross bracing has become an emblematic characteristic of the George Washington Bridge.

American flag

Since either 1947 or 1948, one of the world’s largest free-hanging American flags has been displayed on special occasions at this bridge. Suspended within the New Jersey tower arch, this flag measures in length and in width, weighing . Originally kept in a garage in New Jersey and raised manually on national holidays, a mechanical hoisting system was installed during the United States bicentennial celebrations. When not displayed, the flag is stored along girders beneath the bridge.

Provided weather conditions permit, it is raised on Martin Luther King Jr. Day, Presidents Day, Memorial Day, Flag Day, Independence Day, Labor Day, Columbus Day, and Veterans Day. Since 2006, it has also been flown annually on September 11 to commemorate victims of the September 11 attacks. On these occasions, lighting within the towers remains illuminated from dusk until 11:59 p.m.

The bridge is situated near historically significant sites: Fort Washington in New York and Fort Lee in New Jersey. These locations served as fortified positions under General George Washington during his 1776 campaign in the American Revolutionary War aimed at preventing British occupation of New York City. Ultimately, Washington evacuated Manhattan by ferry traveling between these forts.

By the end of the 19th century, more than 200 municipalities bordered the lower Hudson River and New York Bay area but lacked coordinated governance over trade or transportation and had no permanent river crossings. The Holland Tunnel became the first vehicular crossing when it opened in 1927 connecting Lower Manhattan with Jersey City. Earlier plans for a Hudson River bridge date back to 1888 when engineer Gustav Lindenthal proposed such a structure.

Planning

The concept of a vehicular bridge was explored as early as 1906 during the initial planning stages of the Holland Tunnel. Multiple sites within Manhattan were assessed, including a 1920 proposal by Alfred C. Bossom for a double-deck structure near 57th Street that would accommodate both vehicles and railroads. Grandiose plans featuring office towers were also put forward by Lindenthal and Othmar Ammann, although these faced opposition from regulatory bodies and developers.

As chief engineer for the Port Authority of New York and New Jersey—formed in 1921 to manage regional commerce—Ammann championed a suspension bridge connecting Fort Washington in Manhattan to Fort Lee, New Jersey. This location was ideal due to its steep cliffs, which allowed for significant clearance over the waterway without obstructing shipping or necessitating extended approach ramps.

After initial resistance, New Jersey passed legislation authorizing the bridge in early 1925, with New York following suit despite environmental concerns related to Fort Washington Park. By March of that year, Ammann confirmed that despite requiring substantial excavation on the New Jersey side, the geological conditions were suitable for construction.

A state analysis indicated that a toll of 50 cents would enable the bridge to recoup its costs within 25 years. Surveying commenced in August 1925 to finalize approaches within designated street limits. Ammann was appointed chief engineer, proposing a design featuring two sidewalks, an eight-lane roadway capable of handling up to 8,000 vehicles per hour, and provisions for four railroad tracks anticipating future transit expansions.

In January 1926, architect Cass Gilbert was engaged to design key architectural features such as the suspension towers. Preliminary drawings released by March depicted a suspension bridge with a main span of 3,500 feet—surpassing all existing suspension bridges—and positioned 200 feet above mean high water. The design also accommodated potential future widening to eight lanes with rapid-transit tracks beneath, supported by two towers each rising 650 feet.

Due to the unprecedented span length, extensive engineering evaluations were conducted, including material strength tests and wind tunnel experiments on scale models. By late 1926, final plans received public approval as well as clearance from the War Department. The Port Authority issued $20 million in bonds toward the estimated $50 million total project cost.

In early 1927, legislative amendments increased the New Jersey governor’s veto authority over Port Authority contracts, creating some tension given the agency’s bi-state jurisdiction. Subsequent adjustments ensured contract reviews by New Jersey officials aligned with established procedures without hindering progress on the bridge.

Construction

The building of the George Washington Bridge was divided among three crews: one assigned to the New Jersey tower, another to the New York tower, and a third responsible for assembling the deck. During construction, twelve or thirteen workers lost their lives—three drowned in a foundation flood at the New Jersey tower site and one died due to an explosion at the New Jersey anchorage; other fatalities were attributed to negligence according to Port Authority records.

Initial Contracts

In April 1927, bidding opened for constructing the foundation of the New Jersey suspension tower; at that time, the Manhattan anchorage location had yet to be finalized. Later that month, a contract was awarded for building the New Jersey tower itself. May saw bids solicited for New Jersey approaches and anchorage work while dredging commenced to permit passage of large vessels beneath the future bridge. By August, land acquisitions through condemnation had begun for approach roads.

Chief engineer Montgomery B. Case initiated construction on September 21, 1927, marked by groundbreaking ceremonies at both tower sites. Each tower’s foundation measured 89 by 98 feet and extended approximately 80 feet below the riverbed surface. The construction process began with dredging followed by driving steel pilings to form watertight cofferdams—the largest ever constructed at that period.

In October 1927, bids were submitted for fabricating and erecting the bridge deck. Two construction techniques were considered: a less expensive wire-cable method requiring a stiffening truss and a costlier eyebar system that was self-supporting. For budgetary reasons, the Port Authority selected the wire-cable approach and awarded deck construction to John A. Roebling Sons' Company; steel production was assigned to McClintic-Marshall Company. The first major accident occurred in December 1927 when three workers drowned inside a caisson on the New Jersey side.

Towers and Anchorages

In March 1928, bids were solicited for the Manhattan suspension tower, by which time contracts covering 64% of the total construction had already been awarded. Work had begun on the foundations for the New Jersey suspension tower and its approaches. Because the riverbanks featured steep cliffs, minimal approach structures were necessary, with tower foundations extending as far as below mean low water to reach solid bedrock. On the New Jersey side, a deep cut was drilled through the Palisades in May 1928 to accommodate the bridge approach. By June of that year, construction expenditures had consumed half of the $20 million raised from bond sales. Blasting operations were nearly finished by October; at that point, the New Jersey suspension tower had reached a height of , while progress continued on the New York tower. Each suspension tower was composed of 13 segments, each approximately 50 feet tall.

The New York anchorage required a freestanding concrete structure measuring , whereas the New Jersey anchorage was carved directly into the Palisades rock face. By March 1929, the concrete structure for the New York anchorage was completed three months ahead of schedule. The New Jersey anchorage work involved drilling two shafts 250 feet deep into the Palisades and blasting away of rock to form the approach. Suspension towers were nearing completion with only about 100 feet left to build on each. Meanwhile, anchors were being installed in the drilled shafts at the New Jersey anchorage.

In April, the Port Authority secured the remaining properties needed for the Manhattan approach, which included scenic ramps linking to Riverside Drive and Henry Hudson Parkway along Washington Heights’ cliffs. The bridge also connected to 178th and 179th Streets and incorporated an underground highway between these streets—later replaced by what became known as the Trans-Manhattan Expressway. The original design called for a grand stone viaduct descending at a gradient of 2.2%. Evictions for this section began in October 1929, coinciding with the issuance of the final $30 million in bonds to finance construction.

Plans for Fort Lee's approach shifted in January 1930 from a traffic circle—a common design in New Jersey at that time—to a grade-separated highway feeding into a traffic "distributing basin" with ramps leading to adjacent highways. The cost of acquiring land for bridge approaches on both sides of the Hudson River exceeded $10 million.

Cable Spinning

Following tower completion, two temporary catwalks were constructed between them to aid cable installation. In July 1929, a ceremonial event marked the hoisting of the first strand of one of the four main cables—these substantial cables spanned between towers to support the upper deck—with state governors and city mayors in attendance. Workers spun wires for these cables on-site using reels stationed at a dock near the New York anchorage; each reel contained 30 miles of wire. Ultimately, a total of 105,986 individual wires comprised the bridge’s main cables.

By February 1930, construction was running two months ahead of schedule and was halfway finished. A workforce of 350 men was engaged in spinning wires for each main cable, which measured 36 inches wide and were about 22% complete at that time. Steel components for the deck had also started arriving on site. By April, cable spinning had reached its midpoint; the first main cable was finalized in late July 1930, with the remaining three completed during August amidst an official ceremony. The entire cable spinning operation lasted ten months.

Subsequently, workers spun suspender wires that connected these main cables to the deck below. These suspender cables were designed to support a deck weight of 90,000 short tons but were engineered with a capacity up to 350,000 short tons—four times greater than anticipated loads. Plans to add a lower rail deck were postponed due to decreased railroad traffic triggered by the economic downturn during the Depression.

Approaching completion

On July 29, 1930, the Port of New York Authority and New York City entered into an agreement transferring property and easements necessary for constructing the New York Approach to the Hudson River Bridge. That same month, the Port Authority initiated the bidding process for contracts related to the bridge’s New York-side approaches, encompassing the 178th–179th Street Tunnels and the connection to Riverside Drive. Contract awards for tunnel construction were finalized later in July, followed by bids for the Fort Lee approaches in August, and submissions for the Riverside Drive connection in September.

Prior to and throughout construction, the structure was informally referred to as the "Hudson River Bridge" or "Fort Lee Bridge." In October 1930, the Hudson River Bridge Association invited residents of New York and New Jersey to propose names. Although "Hudson River Bridge" received the highest number of votes, the Port Authority favored "George Washington Memorial Bridge," a suggestion from one of its board members, while others preferred "Palisades Bridge." On January 13, 1931, the Port Authority officially selected "George Washington" to honor General Washington’s Revolutionary War evacuation of Manhattan at this site. This choice caused some confusion due to an existing Washington Bridge over the Harlem River. Consequently, the Port Authority Board revisited alternative names amid hundreds of submissions. The leading contenders remained Washington, Christopher Columbus, and Henry Hudson. Ultimately, in April 1931, the name George Washington Bridge was formally adopted—a decision endorsed by then-Congressman Fiorello La Guardia.

The deck’s supporting girder system was installed throughout 1930, culminating with the placement of the final girder in late December. In March 1931, the Port Authority announced an accelerated opening timeline for later that year and began soliciting bids for paving work. The agency attributed this progress to efficient materials transportation. By June 1931, forty bankers were among those who crossed early.

Construction on approaches in New Jersey proceeded swiftly, while New York City contemplated erecting another bridge—the Alexander Hamilton Bridge—to link Manhattan and the Bronx with the George Washington Bridge. In July 1931, bids were opened for tollbooth construction and floodlight towers.

1930s to mid-1950s

The George Washington Bridge was officially dedicated on October 24, 1931, and opened to traffic the following day—eight months ahead of schedule. The dedication ceremony drew approximately 30,000 attendees and featured military aircraft demonstrations alongside speeches from political figures such as New Jersey Governor Morgan Foster Larson and New York Governor Franklin D. Roosevelt. The inaugural crossing reportedly involved two elementary school children roller-skating from Manhattan. Initially, pedestrians paid a toll reduced from ten to five cents in 1934. Within its first 24 hours, about 56,312 vehicles and nearly 100,000 pedestrians utilized the bridge. Vehicle tolls were collected in both directions by the Port Authority, starting at fifty cents for passenger cars.

Initial construction costs were projected at $75 million but ultimately totaled close to $60 million. During its first year, traffic was expected to reach eight million vehicles and 1.5 million pedestrians; capacity was anticipated to increase to sixty million vehicles annually following addition of a second deck. Real estate speculation surged around the New Jersey approach, leading to increased land values and residential development in Bergen County. The bridge also stimulated growth in East Coast trucking industries by diminishing reliance on freight railroads. In its opening week alone, more than 116,000 vehicles and 56,000 pedestrians crossed; heavy traffic necessitated expanding tollbooths from ten to fourteen lanes. By year’s end, crossings reached approximately 5.5 million vehicles and nearly half a million pedestrians. Traffic volumes steadily increased; by its tenth anniversary in 1941, total crossings had grown to seventy-two million vehicles with a record nine-point-one million in 1940.

On February 22, 1932, commemorative red oak trees were planted along one approach by the Port Authority. Key access routes opened shortly thereafter: New Jersey Route 4 became operational in July 1932, while tunnels on Manhattan’s side (178th–179th Streets) were completed between 1938 and 1950. Direct ramps connecting to Riverside Drive and Hudson River Parkway were finished in the late 1930s, with additional ramps linking Harlem River Drive completed by 1940. A May 1935 court decision affirmed that jurisdiction over each half of the bridge rested with New Jersey and New York governments respectively.

Initially illuminated by two hundred lights installed for aviation safety, photography was prohibited during World War II due to security concerns, while an aviation obstruction light was added in 1936 as a tribute to Will Rogers. From May 1942 until May 1945, lighting was extinguished nightly as a wartime precaution; illumination resumed postwar though photography restrictions persisted. The bridge’s towers underwent repainting in August 1946, followed by repainting of its underside in May 1947.

Originally featuring six lanes with an unpaved median on the upper deck, this was expanded to eight lanes in 1946 by paving over the median strip. Two center lanes operated as reversible lanes to better manage peak traffic volumes.

Maintenance work included tightening suspender cables between late 1950 and 1951. Ramps linking to Henry Hudson Parkway opened at the end of 1953, followed by ramps connecting Palisades Interstate Parkway in December 1954. Traffic flow improvements involved barrier modifications and new navigational signage introduced mid-1954, while deck lighting was upgraded in 1955.

Mid-1950s to mid-1960s: Modernization of Lower Level and Approaches

A 1955 report proposed constructing a lower deck on the George Washington Bridge, accompanied by a new bus terminal and enhanced highway links. The U.S. Army Corps of Engineers gave approval for the lower deck; however, opposition from a Bergen County official in 1956 caused delays. The New York City Planning Commission endorsed the plan in June 1957, and by July, the Port Authority committed $183 million to fund the lower deck, the 12-lane George Washington Bridge Expressway connecting to both the Alexander Hamilton Bridge and Cross Bronx Expressway (later designated I-95/US 9), the George Washington Bridge Bus Station, and additional ramps leading to the Henry Hudson Parkway. On the New Jersey side, construction included sunken toll plazas and highway connections with direct access from I-95.

Work on the approach roads commenced in September 1958, with construction of the lower deck beginning on June 2, 1959; progress was briefly interrupted later that year due to steel shortages. By February 1960, steel installation was completed and deck segments were being placed. The lower deck consisted of seventy-five steel slabs, each weighing approximately 220 tons and measuring 108 by 90 feet. Most of the expressway right-of-way was cleared except for ventilation structures near adjacent tunnels. By September 1960, all slab sections were installed; this was followed by a five-week period of concrete pouring for the roadway surface and then a final layer of asphalt measuring 2.5 inches.

New ramps connecting to I-95 opened in mid-1962, and the lower deck officially began operation on August 29, 1962. Known colloquially as "Martha," this addition expanded bridge capacity by 75%, making it the only suspension bridge worldwide with fourteen lanes. Beyond increasing traffic volume capability, the lower deck also enhanced structural rigidity against strong winds that previously caused sway movements up to 30 inches. The George Washington Bridge Bus Station and Alexander Hamilton Bridge opened in January 1963, improving traffic circulation further. Within its inaugural year, the expanded bridge accommodated 44 million vehicles—exceeding earlier records—and alleviated congestion significantly. Following these upgrades, the Port Authority undertook its first-ever repairs on the upper level.

Mid-1960s to 2000s

Ahead of the 1964 New York World's Fair, lighting was installed along the bridge’s suspender cables in April 1964. A fixed median barrier replaced the original concrete divider on the upper level in 1970. In 1976, new mechanical towers were introduced to automatically raise an American flag, enhancing operational safety and minimizing traffic delays.

By the late 1950s, signs of wear on the upper deck were apparent, with potholes affecting roughly one-quarter of its surface by 1970. The Port Authority initiated a deck replacement project in 1977, installing a modern prefabricated orthotropic deck atop the existing structure. During this period, upper-level traffic was limited to four lanes and operated two-way during off-peak times to encourage use of the lower level. This replacement work concluded ahead of schedule in October 1978.

The bridge experienced its first full shutdown on August 6, 1980, following a propane gas leak from a truck that necessitated evacuations nearby and caused traffic backups extending over thirty miles. As a result of this event, regulations were enacted prohibiting trucks carrying flammable gases from using the lower deck.

By 1980, annual vehicle crossings reached approximately 82.8 million. The American Society of Civil Engineers honored the bridge as a National Historic Civil Engineering Landmark during its fiftieth anniversary in 1981, commemorated by a parade celebrating over 1.8 billion vehicles having crossed since opening. A temporary water pipeline installed during a drought was retained permanently thereafter.

Sidewalk renovations took place between 1983 and 1986 at an expenditure of $9 million. Upper-level expansion joints underwent rehabilitation in 1988; subsequently, announcements came in 1990 for structural steel replacements on the lower level along with ramp reconstructions. On the New York side, ramps connecting to Riverside Drive and Henry Hudson Parkway were rebuilt at a cost of $27.6 million after deterioration assessments conducted in the late 1980s. Although repairs were planned earlier, roadwork beginning in September 1990 led to significant traffic interruptions.

The upper roadway was resurfaced in 1995; an inspection conducted in 1997 uncovered corrosion affecting approximately four hundred forty vertical suspender cables at the New York anchorage, which were promptly replaced thereafter.

2000s to present

Rehabilitation efforts for approximately of the approach ramps commenced in 1999 and concluded by May 2001, with expenditures totaling $38 million. In 2000, the Port Authority proposed constructing a ramp linking the lower level to the Palisades Interstate Parkway, with an estimated budget of $86.5 million and a target completion date of 2004; however, this plan was never executed. Beginning on July 4, 2000, the bridge’s suspension towers were outfitted with 380 lighting fixtures, including metal halide lamps rated at 150 and 1000 watts, designed by Domingo Gonzalez Associates.

Following the events of September 11, enhanced security protocols led to the closure of the northern sidewalk and prohibited truck access on the lower level to mitigate risks associated with vehicle-borne explosives. Between 2002 and 2006, a $62 million project was undertaken by the Port Authority to repaint the towers and the underside of the upper deck using lead-free paint, completed ahead of the bridge’s 75th anniversary. In 2007, lighting on the suspender cables was upgraded to energy-efficient LED technology, with completion in 2009.

After a series of 15 suicides and 68 attempts in 2017, protective netting and fencing were installed along both upper-level sidewalks to prevent climbing. These nets extend outward over the sidewalks as a deterrent. The southern sidewalk was temporarily shut from September to December 2017 to facilitate fence installation, followed by permanent fencing on both sidewalks.

2010s renovation

In December 2011, the Port Authority announced an extensive rehabilitation plan involving replacement of the vertical suspender ropes at a cost exceeding $1 billion, financed through toll revenues. August 2013 marked the beginning of an $82 million repair project addressing cracks in the structural steel of the upper deck; work resumed in June 2014 after a temporary halt. Simultaneously, a $2 billion initiative was launched to refurbish or replace critical bridge components. The lower level underwent repaving in 2016, while repainting and replacement of maintenance platforms on that deck were finalized in 2017. To counteract deterioration caused by heat and moisture, all 592 vertical suspender ropes were replaced. Staircases leading to upper deck sidewalks were substituted with ADA-compliant ramps, alongside renovations to the adjacent Trans-Manhattan Expressway.

On New Jersey’s side, the Palisades Interstate Parkway cloverleaf ramp—known as the "Helix"—was reconstructed at a cost of $112.6 million and completed in March 2019.

The northern sidewalk reopened in early 2023 following suspender rope replacements on that side. By early 2024, restoration efforts reached their midpoint, focusing on work along the southern sidewalk and cable replacements. That year, contracts worth $455 million were awarded by the Port Authority for structural steel replacement. By December 2024, suspender cable replacements were approaching completion, with all 592 cables projected to be replaced by March 2025. In light of the Francis Scott Key Bridge collapse in Maryland, the National Transportation Safety Board recommended conducting a structural vulnerability evaluation of this bridge in early 2025.

New Jersey

The George Washington Bridge facilitates I-95 and US 1/9 traffic between New Jersey and New York. US 46 terminates at the state boundary on this bridge from New Jersey’s side. Further westward routes such as I-80, US 9W, New Jersey Route 4, and the New Jersey Turnpike connect into the bridge through I-95, US 1/9, or US 46 but do not extend directly onto it. Additionally, I-80 serves as a link from both the Garden State Parkway and Route 17 toward the bridge. The Palisades Interstate Parkway connects directly to the bridge’s upper level; however, a proposed ramp connecting it to the lower level was examined but never built in 2000. Local roads situated above these highways are collectively referred to as GWB Plaza. The toll plaza collecting eastbound/northbound tolls is positioned on New Jersey’s side of the bridge.

New York

On Manhattan’s west side, the Trans-Manhattan Expressway spans 12 lanes as it stretches eastward from the bridge over Upper Manhattan toward the Harlem River. This expressway facilitates access from both bridge decks to 178th and 179th Streets, where US 9 diverges to follow Broadway. It also connects to the Henry Hudson Parkway and Riverside Drive on Manhattan’s western edge, along with Amsterdam Avenue and Harlem River Drive on the eastern side. The expressway directly links to the Alexander Hamilton Bridge, a segment of I-95’s Cross-Bronx Expressway, which provides routes to I-87 (the Major Deegan Expressway). Local access to the bridge is available via 179th Street, with ramps leading to the George Washington Bridge Bus Terminal, offering seamless transfer to the New York City Subway at the 175th Street station on the IND Eighth Avenue Line.

Initially, New York’s approach featured a roundabout designed by Cass Gilbert; however, concerns over traffic congestion prompted plans for winding roadways originating from Riverside Drive and Henry Hudson Parkway along Manhattan’s eastern Hudson River shoreline. The Henry Hudson Parkway passes beneath the New York anchorage through an underpass crafted by Gilbert. Connections to the 178th–179th Street Tunnels—linking southbound Harlem River Drive—were inaugurated in 1940 but were replaced in 1962 by the Trans-Manhattan Expressway to reduce disruption within the established Washington Heights community.

Alternate routes

Further downriver along the Hudson, both the Lincoln Tunnel (Route 495) and Holland Tunnel (Interstate 78/Route 139) provide additional entries into Manhattan. These tunnels are managed by the Port Authority, which collects tolls from eastbound vehicles entering New York City. The southernmost alternative route is the Verrazzano-Narrows Bridge (I-278), connecting Staten Island with Brooklyn. This bridge links onward to the Bayonne Bridge, Goethals Bridge, and Outerbridge Crossing, which connect Staten Island to New Jersey. Toll collection for vehicles entering Staten Island is divided: MTA Bridges and Tunnels oversees tolls on the Verrazzano-Narrows Bridge, while the Port Authority manages tolls on the other three crossings.

In the northern reaches of the New York metropolitan area, the Tappan Zee Bridge (carrying Interstates 87/287 and part of the New York State Thruway) serves as a bypass around both the congested Cross Bronx Expressway and Manhattan’s core. Traffic on the Thruway sometimes reroutes via the George Washington Bridge due to a lack of crossings between these two spans. Eastbound tolls apply on the Tappan Zee Bridge. Even further north, approximately north of Tappan Zee, the Bear Mountain Bridge, carrying U.S. Routes 6 and 202, also charges tolls for eastbound traffic.

Tolls

As of , vehicles traveling from New Jersey into New York City face a toll-by-mail charge of $18.31 for cars and motorcycles; no toll is assessed for passenger vehicles heading westbound into New Jersey. Users of E-ZPass issued by New Jersey or New York pay discounted rates during off-peak hours: $14.06 for cars and $13.06 for motorcycles, while peak hours incur $16.06 for cars and $15.06 for motorcycles. E-ZPass transponders from other states are charged at the standard toll-by-mail rate. Beginning July 2025, Mid-Tier E-ZPass rates will rise to $18.72, with toll-by-mail fees increasing to $22.38.

Originally, tolls were collected in both directions; however, westbound toll booths have been removed since August 1970 when westbound tolls were eliminated and eastbound tolls were doubled—a change mirrored at eleven other regional crossings within a . The original New Jersey toll plaza designed by Gilbert no longer stands. Historically, there were 29 toll lanes distributed across three plazas on New Jersey’s side. The introduction of E-ZPass occurred in July 1997. By 2000, plans were underway to replace traditional tollbooths on both lower-level and Palisades Parkway plazas with electronic gantries designed to facilitate highway-speed tolling. In April 2001, overnight unmanned operation began at Palisades Parkway plaza during late-night hours exclusively for E-ZPass users.

Pedestrians and cyclists continue to cross without charge on the south sidewalk; pedestrian tolls were phased out in 1940 after initial reductions from a starting fee of ten cents.

Implementation of Open road tolling has been gradual: starting with Palisades Interstate Parkway in February 2020, followed by lower-level lanes in November 2020, and finally upper-level lanes in July 2022. Tollbooths have been removed entirely; cash payments are no longer accepted. Cameras record license plates of vehicles without E-ZPass for billing purposes, while E-ZPass users are detected electronically without stopping. During March 2020 amid the COVID-19 pandemic, all-electronic tolling was temporarily adopted across all Port Authority facilities. Cash collection briefly resumed on upper-level lanes between October 2020 and July 2022 during infrastructure upgrades. The carpool discount was discontinued with open-road tolling implementation on upper-level lanes in July 2022. Demolition of remaining toll plazas commenced in March 2023 and is projected to last approximately two years.

Historical Toll Charges

Historic toll fees for the George Washington Bridge

Time Period	Toll Amount		Inflation-adjusted Toll in Template:Inflation-yearTemplate:Inflation-fn		Collection Direction	Ref.
	Cash	E-ZPass	Cash	E-ZPass
1931–1970	$0.50	rowspan="5" Template:N/A	$Template:Round–Template:Round	rowspan="5" Template:N/A	both directions
1970–1975	$1.00	$Template:Round–Template:Round	eastbound only
1975–1983	$1.50	$Template:Round–Template:Round	eastbound only
1983–1987	$2.00	$Template:Round–Template:Round	eastbound only
1987–1991	$3.00	$Template:Round–Template:Round}	eastbound only
1991–2001	$4.00	$4.00	$Template:Round–Template:Round}	$Template:Round–Template:Round}	eastbound only
2001–2008	$6.00	$5.00	${{round Template:Inflation US 6 2,001 r=2 2 }}–${{round Template:Inflation US 6 2008 r=2 2 }}	align="center" | ${{round Template:Inflation US 5 2,001 r=2 2 }}–${{round Template:Inflation US 5 2008 r=2 2 }}	eastbound only
2008–2011	$8.00	$8.00	${{round Template:Inflation US 8 2,008 r=2 2 }}–${{round Template:Inflation US 8 2011 r=2 2 }}	${{round Template:Inflation US 8 2,008 r=2 2 }}–${{round Template:Inflation US 8 2011 r=2 2 }}	eastbound only	- 2011–2012 ||$12.00||$9.50|| align="center"|${{round Template:Inflation US 12 2,011 r=2 2 }}–${{round Template:Inflation US 12 2012 r=2 2 }}|| align="center"|${{round Template:Inflation US 9.5 2,011 r=2 2 }}–${{round Template:Inflation US 9.5 2,012 r=2 2 }}||eastbound only|| |- 2012–2014 ||$13.00||$10.25|| align="center"|${{round Template:Inflation US 13 2,012 r=2 2 }}–${{round Template:Inflation US 13 2,014 r=2 2 }}|| align="center"|${{round Template:Inflation US 10.25 2,012 r=2 2 }}–${{round Template:Inflation US 10.25 2,014 r=2 2 }}||eastbound only|| |- 2014–2015 ||$14.00||$11.75|| align="center"|${{round Template:Inflation US14 2,014 r=2 2 }}–${{round Template:Inflation US14 2,015 r=2 2 }}|| align="center"|$11.75 r=2,015||eastbound only|| |- 2015–2020 ||$15.00||$12.50|| align="center"|$15 r=2,020|| align="center"|$12.5 r=2,020||eastbound only|| |- 2020–2023 ||$16.00||$13.75|| align="center"|$16 r=2,023|| align="center"|$13.75 r=2,023||eastbound only|| |- 2023–2024 ||$17.00||$14.75|| align="center"| $17.00 || align="center"| $14.75 || eastbound only || |- 2024–2025 ||$17.63||$15.38|| align="center"| $17.63 || align="center"| $15.38 || eastbound only || |- Effective January 5,2025 ||$18.31||$16.06|| align="center"| $18.31 || align="center"| $16.06 || eastbound only ||

Before July 10, 2022, a reduced toll rate of $7.75 was offered to vehicles carrying three or more passengers using NY or NJ E-ZPass in staffed lanes, excluding the Palisades Interstate Parkway entrance.

Non-motorized access

The George Washington Bridge accommodates pedestrians and cyclists with two dedicated sidewalks. The southern walkway, reachable via a steep ramp on the Manhattan side near 178th Street and Cabrini Boulevard, serves both pedestrians and bicyclists and links to the Hudson River Greenway north of the bridge. On the New Jersey side, entrances to both sidewalks are available from Hudson Terrace. This bridge forms part of New York State Bicycle Route 9, which extends from New York City to Rouses Point. As of October 2024, bike lanes are operational daily between 5 a.m. and midnight.

Since 2001, the northern sidewalk has remained closed due to accessibility challenges—it involves stair access at both ends, restricting use for individuals with disabilities and raising safety concerns during adverse weather conditions. Although this sidewalk offers direct entry to Palisades Interstate Park, organizations such as Transportation Alternatives have advocated for enhancements including ramps that comply with ADA standards.

In connection with the ongoing vertical cable replacement initiative, access points to both sidewalks are slated for ADA-compliant upgrades. While work proceeds on the southern cable replacement, that sidewalk will be temporarily closed, allowing continued use of the northern sidewalk. Upon completion of the project in 2027, pedestrian traffic will be directed to the southern sidewalk, with cyclists using the northern one. The anticipated cost for these sidewalk improvements is approximately $118 million.

Suicides and deaths

The George Washington Bridge ranks as one of the most commonly selected locations for suicide by jumping within the New York metropolitan region. The earliest fatality by jumping was accidental, occurring prior to the bridge’s 1930 opening when stunt jumper Norman J. Terry suffered a fatal neck injury upon water impact. The first confirmed suicide took place on November 3, 1931, shortly after the bridge began operation.

Several suicide-related events have attracted public attention over time. In 1994, an individual identifying as "Prince" called into The Howard Stern Show from the bridge, threatening to take his own life but was ultimately dissuaded by Stern. The 2010 suicide of Tyler Clementi, who leapt from the bridge, brought national focus to issues such as cyberbullying and difficulties encountered by LGBT youth.

In 2012, a record number of 18 people died by suicide at the bridge, while another 43 survived their attempts. Comparable figures were reported in 2014 and 2015, each recording 18 fatalities; during those years, Port Authority police prevented 74 and 86 attempts respectively. In 2016, deaths declined to 12 with 70 interventions by authorities. In response, in 2017 the Port Authority proposed outfitting a two-person Emergency Services Unit with harnesses aimed at preventing suicides on the bridge.

Controversies and protests

On September 9, 2013, the number of toll lanes at a Fort Lee entrance to the bridge's upper deck was abruptly decreased from three to one without prior notification to local authorities or emergency personnel. This sudden change resulted in significant traffic jams and hindered school transportation as well as emergency response times. The Port Authority restored the lanes on September 13. An investigation lasting four months uncovered that aides of New Jersey Governor Chris Christie had orchestrated the lane closures, igniting a political scandal famously referred to as the Fort Lee lane closure controversy. This event triggered inquiries by the Port Authority, federal prosecutors, and a legislative committee within New Jersey.

On September 12, 2020, approximately 100 Black Lives Matter demonstrators from New York and New Jersey obstructed the upper level of the bridge for about an hour before proceeding to march toward the NYPD’s 34th Precinct in Manhattan.

Other incidents

On December 28, 1966, a 19-year-old pilot executed an emergency landing on the New Jersey side of the bridge after experiencing engine failure. Due to minimal traffic at that time, there were no fatalities; however, both the pilot and passenger sustained injuries. Notably, the upper deck did not have a median barrier during this period.

In June 1977, two tractor-trailers jackknifed and nearly plunged off the lower deck after breaking through the roadway barrier and a protective mesh netting. One driver suffered minor injuries while occupants of other vehicles involved remained unharmed. The bridge has also been the site of accidents involving trucks spilling cargo such as watermelons, frozen poultry parts, and horse manure onto the roadway.

Following the terrorist attacks on September 11, 2001, certain media outlets reported discovering a vehicle loaded with explosives on the bridge’s lower level. Subsequent investigations found no evidence supporting these claims.

In popular culture

The bridge has been featured in numerous films set in New York:

• Ball of Fire (1941) marked its first cinematic appearance.
• In Force of Evil (1948), gangsters bury a character beneath the bridge.
• How to Marry a Millionaire (1953) portrays celebrations for the passage of the bridge’s 50 millionth vehicle.
• Network (1976) includes a subplot involving a news shoot on the newly constructed lower deck.
• Sully (2016) reenacts Captain Sullenberger’s low-altitude flight just above the bridge.
• The structure also appears in The Godfather (1972) and Cop Land (1997).

Musically, it is mentioned in Ernie’s singalong from Sesame Street, William Schuman’s 1950 orchestral piece George Washington Bridge, and Nina Rosario’s song "Breathe" from In the Heights.

In visual arts, the bridge is depicted collapsing in the 1952 comic book Atomic War! and has been portrayed by painters such as George Ault and Valeri Larko. It also features in video games like Metal Gear Solid 2: Sons of Liberty.

Publications detailing its construction include George Washington Bridge: A Timeless Marvel and George Washington Bridge: Poetry in Steel. Alongside the adjacent Little Red Lighthouse, it plays a central role in Hildegarde Swift's 1942 children’s book The Little Red Lighthouse and the Great Gray Bridge.

See also

• List of bridges documented by the Historic American Engineering Record in New Jersey
• List of bridges documented by the Historic American Engineering Record in New York
• List of fixed crossings of the Hudson River

Further reading

• Doig, Jameson W. Empire on the Hudson: Entrepreneurial vision and political power at the Port of New York Authority (Columbia University Press, 2013)
• Plotch, Philip M. and Jen Nelles, Mobilizing the Metropolis: How the Port Authority Built New York (University of Michigan Press, 2023)

External links

• Official George Washington Bridge website hosted by the Port Authority of New York and New Jersey
• George Washington Bridge profile at Bridges & Tunnels
• The George Washington Bridge in Heavy Smog, View Toward the New Jersey Side of the Hudson River from the World Digital Library