George Washington Bridge

The George Washington Bridge was designed by chief civil engineer Othmar Ammann,{{sfn|Reier|2000|p=100}} design engineer Allston Dana,{{cite news |title=Allston Dana Is Engineer of Design for the Ft. Lee Bridge |url=https://news.hrvh.org/veridian/?a=d&d=scarsdaleinquire19291227.2.41&srpos=0& |access-date=September 17, 2018 |work=Scarsdale Inquirer |volume=XI |issue=6 |publisher=Scarsdale Women's Club Publications |date=December 27, 1927}} and assistant chief engineer Edward W. Stearns,{{sfn|Rastorfer|2000|p=163}} with Cass Gilbert as consulting architect.{{sfn|Rastorfer|2000|pp=43, 163}}{{sfn|Stern|Gilmartin|Mellins|1987|p=679}} It connects Fort Lee in Bergen County, New Jersey, with Washington Heights in Manhattan, New York. The bridge's construction required {{convert|113000|ST|LT t}} of fabricated steel; {{convert|28000|ST|LT t}} of wire, stretching {{convert|106000|mi}}; and {{convert|20000|ST|LT t}} of masonry.{{sfn|Stern|Gilmartin|Mellins|1987|p=681}}{{sfn|Reier|2000|p=100}}

The bridge carries 14 lanes of traffic, seven in each direction. As such, the George Washington Bridge contains more vehicular lanes than any other suspension bridge and is the world's busiest vehicular bridge.{{cite web |title=What is the world's busiest bridge? |website=Travel Trivia |url=https://www.traveltrivia.com/question/what-is-the-worlds-busiest-bridge/Xt5l8G78AIX3tiWB |access-date=June 23, 2020 |quote=A staggering 108 million vehicles cross the bridge annually, making the George Washington Bridge the busiest bridge on Earth}}{{sfn|Rastorfer|2000|p=41}}{{cite web |last=Collins |first=Beth |title=10 record-breaking bridges |publisher=CNN |date=December 2, 2011 |url=https://www.cnn.com/travel/article/record-breaking-bridges-bt/index.html |access-date=November 13, 2018}}

• {{cite web |url=http://www.panynj.gov/bridges-tunnels/george-washington-bridge.html |title=George Washington Bridge |publisher=Port Authority of New York and New Jersey |access-date=May 10, 2019 |quote=George Washington Bridge – The busiest bridge in the world, connecting northern Manhattan and Fort Lee, NJ.}}{{cite web |url=https://www.northjersey.com/story/news/columnists/christopher-maag/2019/05/09/george-washington-bridge-construction-repair-bridge-still-open-traffic/1150226001/ |title=How crews will re-suspend the GWB while 280,000 cars drive beneath them daily |author=Maag |first=Christopher |date=May 9, 2019 |access-date=May 10, 2019 |quote=High above the Hudson, engineers are working to rehang the world's busiest bridge — while it remains in service.}} The fourteen lanes of the bridge are split unevenly across two levels: the upper level contains eight lanes while the lower level contains six lanes. The upper level opened on October 25, 1931, and is {{convert|90|ft|m}} wide. The upper level originally had six lanes, though two more lanes were added in 1946.{{cite web |title=History – George Washington Bridge |url=http://www.panynj.gov/bridges-tunnels/gwb-history.html |access-date=March 6, 2010 |work=Port Authority of New York and New Jersey}} Although the lower level was part of the original plans for the bridge, it did not open until August 29, 1962. The upper level has a vertical clearance of {{convert|14|ft|m}}, and all trucks and other oversize vehicles must use the upper level. Trucks are banned from the lower level, which has a clearance of {{convert|13.6|ft|m}}. All lanes on both levels are {{convert|8|ft|6|in|m}} wide.{{cite web |title=Traffic Restrictions – George Washington Bridge |website=The Port Authority of NY & NJ |url=https://www.panynj.gov/bridges-tunnels/george-washington-bridge-traffic-restrictions.html |access-date=June 18, 2018}}{{Cite web |url=http://www.nyc.gov/html/dot/downloads/pdf/2015-06-08-truck-map-reverse.pdf |title=New York City Truck Route Map: Reverse Side |date=June 8, 2015 |website=nyc.gov |publisher=New York City Department of Transportation |access-date=September 12, 2017 |archive-date=February 27, 2017 |archive-url=https://web.archive.org/web/20170227192352/https://www1.nyc.gov/html/dot/downloads/pdf/2015-06-08-truck-map-reverse.pdf |url-status=dead}} Vehicles carrying hazardous materials (HAZMATs) are prohibited on the lower level due to its enclosed nature. HAZMAT-carrying vehicles may use the upper level, provided that they conform to strict guidelines as outlined in the Port Authority's "Red Book".For the Red Book itself, see: {{cite web |title=HAZARDOUS MATERIALS: Transportation Regulations at Tunnel and Bridge Facilities |website=The Port Authority of NY & NJ |url=https://www.panynj.gov/truckers-resources/pdf/red-book.pdf |access-date=June 18, 2018 |archive-date=June 10, 2019 |archive-url=https://web.archive.org/web/20190610023929/https://www.panynj.gov/truckers-resources/pdf/red-book.pdf |url-status=dead}}File:Crossing the Hudson River on the George Washington Bridge from Fort Lee, New Jersey to Manhattan, New York (7237796950).jpg-bound traffic on the upper deck of the bridge|left]]There are two sidewalks on the upper span of the bridge, one on each side.{{cite web |title=Pedestrian & Bicycle Information – George Washington Bridge |website=The Port Authority of NY & NJ |url=https://www.panynj.gov/bridges-tunnels/gwb-pedestian-bicycle-info.html |access-date=June 18, 2018 |archive-date=June 18, 2018 |archive-url=https://web.archive.org/web/20180618204419/https://www.panynj.gov/bridges-tunnels/gwb-pedestian-bicycle-info.html |url-status=dead}} The northern sidewalk was largely closed after the September 11 attacks;{{cite web |last=Higgs |first=Larry |date=February 14, 2023 |title=Hello ramp! The 171 steps that led to the George Washington Bridge walkway are no more. |url=https://www.nj.com/news/2023/02/the-171-steps-you-had-to-go-up-to-walk-over-george-washington-bridge-are-gone.html |access-date=January 13, 2024 |website=nj}} it reopened in 2017 while a temporary suicide prevention fence was installed on the southern sidewalk, in preparation for the installation of permanent fences on both sidewalks.{{cite web |title=Suicide Prevention Fence Coming To George Washington Bridge Walkway « CBS New York |website=CBS New York |date=September 18, 2017 |url=https://newyork.cbslocal.com/2017/09/18/gwb-suicide-prevention/ |access-date=November 23, 2018}}{{cite web |last=Krisel |first=Brendan |title=Safety Fences Coming To George Washington Bridge Walkways |website=Washington Heights-Inwood, NY Patch |date=September 19, 2017 |url=https://patch.com/new-york/washington-heights-inwood/safety-fences-coming-george-washington-bridge-walkways |access-date=November 23, 2018}} Prior to 2023, pedestrians had to traverse a total of 171 steps while using the northern sidewalk. As part of a renovation, the steps were replaced by a ramp, and two viewing platforms were added.{{cite web |last=Beck-Aden |first=Emmy |date=February 14, 2023 |title='Restoring the George' Program Brings Renovated Walkway to GWB to Enhance Safety |url=https://www.nbcnewyork.com/news/local/restoring-the-george-program-brings-renovated-walkway-to-gwb-to-enhance-safety/4104030/ |access-date=January 13, 2024 |website=NBC New York}} {{As of|2024}}, the northern sidewalk is closed at night.{{cite web |last=Lane |first=Charles |title=Commuters slam Port Authority excuses for closing George Washington Bridge bike path overnight |website=Gothamist |date=August 2, 2024 |url=https://gothamist.com/news/commuters-slam-port-authority-excuses-for-closing-george-washington-bridge-bike-path-overnight |access-date=August 3, 2024}}

The George Washington Bridge has a total length of {{convert|4760|ft|m}}, while its main span is {{convert|3500|ft|m}} long.{{cite web |url=http://www.panynj.gov/bridges-tunnels/gwb-facts-info.html |title=Facts & Info – George Washington Bridge |work=Port Authority of New York and New Jersey |access-date=February 27, 2010 |archive-date=March 1, 2019 |archive-url=https://web.archive.org/web/20190301004950/http://www.panynj.gov/bridges-tunnels/gwb-facts-info.html |url-status=dead}}{{sfn|Stern|Gilmartin|Mellins|1987|p=681}} Accounting for the height of the lower deck, the bridge stretches {{convert|212|ft|m}} above mean high water at its center, and {{convert|195|ft|m}} above mean high water under the New York anchorage.{{cite news |url=https://www.nytimes.com/1931/10/18/archives/tides-of-bridge-traffic-with-a-capacity-of-30000000-cars-a-year-the.html |title=Tides of Bridge Traffic |date=October 18, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 18, 2018}} The bridge's main span was the longest main bridge span in the world at the time of its opening in 1931, and was nearly double the {{convert|1850|ft|m}} of the previous recordholder, the Ambassador Bridge in Detroit.{{Cite news |url=https://www.nytimes.com/1931/10/18/archives/the-worlds-great-spans-detroit-river-bridge-was-longest-from-pier.html |title=The World's Great Spans |date=October 18, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} It held this title until the opening of the Golden Gate Bridge in 1937.{{cite web |title=George Washington Bridge |url=http://www.ascemetsection.org/committees/history-and-heritage/landmarks/george-washington-bridge |access-date=November 12, 2016 |work=ASCE Metropolitan Section}} Prior to the bridge's construction, engineers had believed that a suspension span's length was a large indicator of a suspension bridge's economic feasibility, but the bridge's completion proved that longer suspension bridges were both physically and economically feasible.{{sfn|Reier|2000|pp=100–101}}

The George Washington Bridge's total width is {{convert|119|ft|m}}. When the upper deck was built, it was only {{convert|12|ft|m}} thick without any stiffening trusses on the sides, resulting in a deck weighing {{convert|1100|lb/ft2}} and a length-to-thickness ratio of about 350 to 1.{{sfn|Rastorfer|2000|pp=59, 61}}{{sfn|Reier|2000|p=101}} At the time of the George Washington Bridge's opening, most long suspension spans had stiffening trusses on their sides, and spans generally had a length-to-thickness ratio of 60 to 1, which translated to a weight of {{convert|13000|to|14000|lb/ft2}} and a thickness equivalent to an 11-story building.{{sfn|Rastorfer|2000|p=63}}{{sfn|Reier|2000|pp=100–101}} During the planning process, Ammann designed the deck around the "deflection theory", an as-yet-unconfirmed assumption that a longer suspension deck did not need to be as stiff in proportion to its length, because the weight of the longer deck itself would provide a counterweight against the deck's movement. This had been tested by Leon Moisseiff when he designed the Manhattan Bridge in 1909, though it was less than half the length of the George Washington Bridge.{{cite book |last=Billington |first=D.P. |title=The Tower and the Bridge: The New Art of Structural Engineering |publisher=Princeton University Press |series=Princeton paperbacks |year=1985 |isbn=978-0-691-02393-9 |url=https://archive.org/details/towerbridgenewar00bill |url-access=registration |access-date=November 14, 2018 |page=[https://archive.org/details/towerbridgenewar00bill/page/136 136]}} Stiffening trusses were ultimately excluded from the George Washington Bridge's design to save money; instead, a system of plate girders was installed under the upper deck. This provided the stiffening that was necessary for the bridge deck, and it was replicated on the lower deck during its construction. The plate-girders underneath each deck, combined with an open-truss design on the bridge's side that connected the decks with each other, resulted in an even stiffer span that was able to resist torsional forces.{{sfn|Rastorfer|2000|p=63}}

File:DETAIL SHOWING SADDLE FOR HOLDING CABLE TOGETHER JUST BEFORE IT SPLAYS APART INTO ANCHORAGE BAY, NEW JERSEY END - George Washington Bridge, Spanning Hudson River between HAER NY,31-NEYO,161-62.tif

Four {{convert|3|ft|adj=on}}-diameter main cables support the bridge deck.{{sfn|Reier|2000|p=100}} Each main cable contained 61 strands, with each strand made of 434 individual wires, for a total of 26,474 wires per main cable, and 105,986 in all. The cables are covered by a sheath of weather-resistant steel.{{sfn|Rastorfer|2000|p=49}} The upper bridge deck is held by vertical suspender cables attached directly to the main cables by saddle connections; the lower deck is supported by girders attached to the upper.{{sfn|Rastorfer|2000|p=50}} There are 592 suspender cables, which are {{convert|38|to|674|ft}} long.{{cite web |last=Wallace |first=Amanda |date=March 7, 2025 |title=George Washington Bridge restoration project reaches milestone |url=https://www.northjersey.com/story/news/transportation/2025/03/07/george-washington-bridge-restoration-project-reaches-milestone/81927737007/ |access-date=March 9, 2025 |website=Bergen Record}}

The main cables are anchored in concrete on both sides of the bridge, in a purpose-built anchorage on the New York side and bored and set directly into the cliffs of the Palisades on the New Jersey side.{{sfn|Rastorfer|2000|p=57}} Originally, the end of each cable was supposed to receive one of several ornamental designs, such as a wing, fin, tire, or statue; cost-savings after the start of the Great Depression in 1929 preempted the flourishes.{{sfn|Rastorfer|2000|pp=57–59}}

File:GWB illuminated 2023-02-20 (2).pngThe suspension towers on each side of the river are each {{convert|604|ft}} tall. They are composed of sections weighing between {{convert|37|and|40|ST|LT}} and contain a combined 475,000 rivets.{{sfn|Rastorfer|2000|p=45}} Each bridge has two archways, one above and one below the decks.{{sfn|Reier|2000|p=100}} The George Washington Bridge is classified as a fracture critical bridge, making it vulnerable to collapse if parts of the towers were to fail, although the towers are located offshore.{{Cite news |first1=Jo Craven |last1=McGinty |first2=Paul |last2=Overberg |title=These Eight U.S. Bridges Are Vulnerable to a Repeat of the Baltimore Crash |date=March 29, 2024 |url=https://www.wsj.com/us-news/these-eight-u-s-bridges-are-vulnerable-to-a-repeat-of-the-baltimore-crash-f2a2a057 |access-date=April 1, 2024 |work=The Wall Street Journal |issn=0099-9660 |language=en-US}}

The original design called for the towers to be encased in concrete and granite in a Revival style, similar to the Brooklyn Bridge.{{sfn|Rastorfer|2000|p=45}}{{sfn|Stern|Gilmartin|Mellins|1987|p=679}} Additional scrutiny of the proposed bridge's engineering found that the steel alone could support the towers,{{sfn|Rastorfer|2000|p=43}} with only a decorative stone facade being retained in the plan.{{Cite news |url=https://www.nytimes.com/1931/09/06/archives/a-span-that-symbolizes-the-steel-age-bare-of-masonry-the-great.html |title=A Span That Symbolizes The Steel Age |last=Brock |first=H. i |date=September 6, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}}{{Cite book |url=https://archive.org/details/towerbridgenewar00bill |url-access=registration |title=The Tower and the Bridge: The New Art of Structural Engineering |last=Billington |first=David P. |date=1985 |publisher=Princeton University Press |isbn=0-691-02393-X |pages=[https://archive.org/details/towerbridgenewar00bill/page/134 134]}} Elevators to carry sightseers to restaurants and observatory proposed decks at the top of each tower were also all pared from the design.{{sfn|Stern|Gilmartin|Mellins|1987|p=679}}{{sfn|Reier|2000|pp=103–104}} Ultimately, even stone facades were postponed in 1929 during the Great Depression due to rising material costs.{{sfn|Rastorfer|2000|pp=43, 45}}{{harvnb|Stern|Gilmartin|Mellins|1987|p=679}}; {{harvnb|ps=.|Reier|2000|p=104}} Even though the steel towers had been left that way for cost reasons, some aesthetic critiques of the bare steel towers were favorable. Several groups, such as the American Institute of Steel Construction, believed that covering the steel framework with masonry would be both misleading and "fundamentally ugly".{{Cite news |url=https://www.nytimes.com/1929/07/07/archives/criticize-masonry-for-hudson-bridge-experts-question-architectural.html |title=Criticize Masonry For Hudson Bridge |date=July 7, 1929 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}

While the exposed steel towers' design was negatively received by a few critics such as Raymond Hood and William A. Boring, the public reception at the bridge's opening was generally positive.{{sfn|Stern|Gilmartin|Mellins|1987|p=681}} The Swiss-French architect Le Corbusier wrote of the towers: "The structure is so pure, so resolute, so regular that here, finally, steel architecture seems to laugh."{{sfn|Rastorfer|2000|pp=41, 43}} Milton MacKaye wrote in The New Yorker that the George Washington Bridge had established Ammann as "one of the immortals of bridge engineering and design, a genius."{{sfn|Stern|Gilmartin|Mellins|1987|p=682}} Ammann never incorporated masonry towers in his bridge plans again.{{sfn|Rastorfer|2000|p=45}} He wrote that the "sturdy appearance and well-balanced distribution of steel in the columns and bracing" gave the bridge's towers "a good appearance, a neat appearance".{{sfn|Stern|Gilmartin|Mellins|1987|p=679}}{{sfn|Reier|2000|pp=104–105}} Over time, the exposed steel towers, with their distinctive criss-crossed bracing, became one of the George Washington Bridge's most identifiable characteristics.{{sfn|Rastorfer|2000|p=49}}

File:George Washington Bridge with flag.JPG

Since 1947 or 1948,{{efn|A New York Times article from 1989 cites the flag as having flown since 1947, while the Port Authority gives a date of 1948.}} the bridge has flown the world's largest free-flying American flag on special occasions. Hung inside the arch of the New Jersey tower, it measures {{convert|90|ft|m|0}} long, {{convert|60|ft|m|0}} wide, and {{convert|450|lbs}}.{{cite news |last=Berkowitz |first=Natalie |title=Old Glory Fills Crew With Pride |work=The New York Times |issn=0362-4331 |date=July 2, 1989 |url=https://www.nytimes.com/1989/07/02/nyregion/old-glory-fills-crew-with-pride.html |access-date=September 13, 2018}} Until 1976, the flag was taken out of a garage in New Jersey and manually erected on national holidays. During the United States' bicentennial, a mechanical hoisting system was installed, and the flag was stored along the bridge's girders when not in use. When weather allows,{{cite web |url=http://www.panynj.gov/CommutingTravel/bridges/pdfs/01_08_02_GWashBrdg.pdf |title=George Washington Bridge Interesting Facts |publisher=Port Authority of New York and New Jersey |archive-url=https://web.archive.org/web/20061214113223/http://www.panynj.gov/CommutingTravel/bridges/pdfs/01_08_02_GWashBrdg.pdf |archive-date=December 14, 2006 |access-date=May 28, 2007 |url-status=dead}}{{cite press release |title=World's Largest Free-Flying American Flag to Fly at George Washington Bridge in Honor of 9/11 Victims |date=September 8, 2006 |publisher=Port Authority of New York and New Jersey |url=http://www.panynj.gov/press-room/press-item.cfm?headLine_id=774 |access-date=February 27, 2010 |archive-date=June 18, 2018 |archive-url=https://web.archive.org/web/20180618204409/http://www.panynj.gov/press-room/press-item.cfm?headLine_id=774 |url-status=dead}} it is hoisted on Martin Luther King Jr. Day, Presidents Day, Memorial Day, Flag Day, Independence Day, Labor Day, Columbus Day, and Veterans Day. Since 2006, the flag is also flown on September 11 of each year, honoring those lost in the September 11 attacks. On events where the flag is flown, the tower lights are lit from dusk until 11:59 p.m.

The bridge sits near the sites of Fort Washington (in New York) and Fort Lee (in New Jersey), which were fortified positions used by General George Washington and his American forces as they attempted to deter the occupation of New York City in 1776 during the American Revolutionary War. Unsuccessful, Washington evacuated Manhattan by ferrying his army between the two forts.{{efn|In 1910, the Washington Chapter of the Daughters of the American Revolution erected a stone monument to the Battle of Fort Washington. The monument is about {{convert|100|yd}} northeast of the Little Red Lighthouse, near the eastern bridge anchorage.{{cite web |url=http://www.washington-heights.us/history/archives/dar_monument_9.html |title=DAR Monument |last=Renner |first=James |date=January 1998 |work=Washington Heights & Inwood Online |archive-url=https://web.archive.org/web/20100925051531/http://www.washington-heights.us/history/archives/dar_monument_9.html |archive-date=September 25, 2010 |url-status=dead |access-date=March 13, 2010}}}}

By the end of the 19th century there were more than 200 separate municipalities along the lower Hudson River and the New York Bay, with no unified agency to control commerce or transport in the area{{sfn|Reier|2000|p=95}} and no fixed crossing. The first was proposed in 1888 by civil engineer Gustav Lindenthal, who later became New York City's bridge commissioner.{{sfn|Stern|Gilmartin|Mellins|1987|p=675}} The Hudson and Manhattan Railroad and the Pennsylvania Railroad opened three pairs of tubes under the lower Hudson in the 1900s.{{Cudahy-Hudson|page=10}} The first vehicular crossing across the lower Hudson River, the Holland Tunnel, was opened in 1927, connecting Lower Manhattan with Jersey City.{{Cite news |url=https://www.nytimes.com/1927/11/13/archives/great-crowd-treks-into-holland-tubes-after-gala-opening-thousands.html |title=Great Crowd Treks Into Holland Tubes After Gala Opening |date=November 13, 1927 |work=The New York Times |issn=0362-4331 |access-date=May 9, 2018}}{{cite web |url=https://npgallery.nps.gov/GetAsset/b97d03e2-7d26-416c-97da-7c174e17d540/ |title=Historic Structures Report: Holland Tunnel |date=November 4, 1993 |publisher=National Register of Historic Places, National Park Service |access-date=September 11, 2020 |page=9}}

File:2021-06-06 10 31 05 View north along I-95, US 1 and US 9 and east along US 46 (Bergen-Passaic Expressway) towards the eastbound George Washington Bridge from the overpass for NJ Route 445 (Palisades Parkway) in Fort Lee, Bergen County, New Jersey 2.jpg]]

A vehicular bridge across the Hudson River was being considered as early as 1906, during the planning for the Holland Tunnel.{{Cite news |title=Vehicular Tunnel Under the Hudson Seems Assured |date=January 26, 1919 |work=New York Sun |pages=[http://fultonhistory.com/Newspaper%209/New%20York%20NY%20Sun/New%20York%20NY%20Sun%201919%20Grayscale/New%20York%20NY%20Sun%201919%20Grayscale%20-%201614.pdf 1], [http://fultonhistory.com/Newspaper%209/New%20York%20NY%20Sun/New%20York%20NY%20Sun%201919%20Grayscale/New%20York%20NY%20Sun%201919%20Grayscale%20-%201620.pdf 7] |via=Fultonhistory.com}} Three possible locations for a suspension bridge were considered in the vicinity of 57th, 110th, and 179th Streets in Manhattan,{{Cite news |url=https://www.nytimes.com/1908/12/06/archives/want-three-bridges-across-north-river-engineers-favor-structures-to.html |title=Want Three Bridges Across North River |date=December 6, 1908 |work=The New York Times |issn=0362-4331 |access-date=May 3, 2018}} with others rejected on the grounds of aesthetics, geography, or traffic flows.{{Cite news |url=https://www.nytimes.com/1913/04/22/archives/tunnels-not-bridge-favored-to-jersey-new-york-state-commission.html |title=Tunnels Not Bridge Favored To Jersey |date=April 22, 1913 |work=The New York Times |issn=0362-4331 |access-date=May 4, 2018}} In 1920, English architect Alfred C. Bossom proposed a double-decker bridge with room for vehicular and railroad traffic near 57th Street in Midtown Manhattan. The same year, Othmar Ammann and Gustav Lindenthal proposed a vehicular and railroad bridge to 57th Street in Manhattan, topped by an office building on the Manhattan end that would have been the world's tallest.{{sfn|Stern|Gilmartin|Mellins|1987|pp=675, 677}} Lindenthal's plan failed because it did not receive permits from the United States Army Corps of Engineers or approval from the city, and because Midtown Manhattan real estate developers and planners opposed the plan. Ammann unsuccessfully attempted to convince Lindenthal to build his bridge elsewhere, without a tower atop the bridge's terminus.{{sfn|Stern|Gilmartin|Mellins|1987|p=677}} In January 1924, the New York State Chamber of Commerce voted against the 57th Street location in favor of another upstream.{{Cite news |url=https://www.nytimes.com/1924/01/04/archives/chamber-opposes-bridge-at-57th-st-states-business-men-fear-a.html |title=Chamber Opposes Bridge At 57th St |date=January 4, 1924 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}} Despite this, Lindenthal proposed that a bridge be built there, and carry 16 railroad tracks and 12 lanes of automotive traffic.{{Cite news |url=https://www.nytimes.com/1924/01/13/archives/lindenthal-outlines-hudson-bridge-plan.html |title=Lindenthal Outlines Hudson Bridge Plan |last=Lindenthal |first=Gustav |date=January 13, 1924 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}}

Meanwhile, Ammann became chief engineer of the Port of New York Authority (now the Port Authority of New York and New Jersey), which was created in 1921 to oversee commerce and transport along the lower Hudson River and New York Bay.{{sfn|Reier|2000|p=95}} He had disassociated himself from Lindenthal's proposal by 1923, conducting his own studies on the feasibility of a bridge from 178th Street in Fort Washington, Manhattan, to Fort Lee in New Jersey.{{sfn|Stern|Gilmartin|Mellins|1987|p=677}} Ammann's advocacy for the Fort Washington–Fort Lee bridge gained support from both New Jersey governor George Silzer and New York governor Alfred E. Smith by mid-1923.{{sfn|Reier|2000|p=95}}{{Sfn|Stern|Gilmartin|Mellins|1987|p=677}} In May 1924, Colonel Frederick Stuart Greene, the New York Superintendent of Public Works, announced a plan to construct a suspension bridge between Fort Lee and Fort Washington. At that location, both sides were surrounded by steep cliffs (The Palisades on the New Jersey side, and Washington Heights on the New York side). Thus, it was possible to build the bridge without either impeding maritime traffic or requiring lengthy approach ramps from ground level.{{Cite news |url=https://www.nytimes.com/1924/05/04/archives/greene-tells-plan-for-hudson-bridge-colonel-would-utilize-palisades.html |title=Greene Tells Plan For Hudson Bridge |date=May 4, 1924 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}}

A New Jersey state assemblyman introduced a bill for the Hudson River bridge that December.{{Cite news |url=https://www.nytimes.com/1924/12/30/archives/for-new-hudson-bridge-bill-will-be-introduced-in-the-new-jersey.html |title=For New Hudson Bridge |date=December 30, 1924 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}} This bill was passed in the New Jersey Assembly in February 1925.{{Cite news |url=https://www.nytimes.com/1925/02/11/archives/arthur-kill-spans-voted-in-trenton-senate-passes-bill-calling-for.html |title=Arthur Kill Spans Voted In Trenton |date=February 11, 1925 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}} After an initial rejection by Silzer, the Assembly made modifications before passing the bill again in March,{{Cite news |url=https://www.nytimes.com/1925/03/03/archives/pass-fort-lee-bridge-bill-jersey-assemblymen-concur-in-changes.html |title=Pass Fort Lee Bridge Bill |date=March 3, 1925 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}} after which Silzer signed the bill.{{Cite news |url=https://www.nytimes.com/1925/03/10/archives/silzer-signs-bill-for-hudson-bridge-measures-for-perth.html |title=Silzer Signs Bill For Hudson Bridge |date=March 10, 1925 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}} Around the same time, the New York state legislature was also considering a similar bill.{{Cite news |url=https://www.nytimes.com/1925/03/01/archives/hudson-bridge-is-nearer-realization-jersey-chooses-a-location-gov.html |title=Hudson Bridge Is Nearer Realization |date=March 1, 1925 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}} A dispute developed between New York civic groups, who supported the construction of the Hudson River Bridge; and the Parks Conservation Association, who believed that the bridge towers would degrade the quality of Fort Washington Park directly underneath the proposed bridge's deck.{{Cite news |url=https://www.nytimes.com/1925/03/19/archives/to-fight-for-bridge-at-178th-street-civic-bodies-deny-hudson-river.html |title=To Fight For Bridge At 178th Street |date=March 19, 1925 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}}{{Cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FNewburgh%2520NY%2520News%2FNewburgh%2520NY%2520News%25201926%2FNewburgh%2520NY%2520News%25201926%2520Feb-Mar%25201927%252000411_2.pdf |title=Location of Great Anchorage for Fort Lee Bridge in Park Is Cause of New York Protests |date=February 15, 1926 |work=Newburgh News |access-date=June 5, 2018 |pages=1 |via=Fultonhistory.com}} In late March 1925, the chairman of the Parks Conservation Association noted that the proposed New York state legislation would provide for the actual construction of the bridge, rather than just the planning.{{Cite news |url=https://www.nytimes.com/1925/03/22/archives/cites-bill-putting-park-in-jeopardy-roulstone-declares-the-port.html |title=Cites Bill Putting Park In Jeopardy |date=March 22, 1925 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}} Ultimately, the Hudson River bridge bill was passed in the New York state legislature, and Smith approved the bill that April.{{Cite news |url=https://www.nytimes.com/1925/04/03/archives/governor-approves-128-bills-vetoes-17-stops-salary-grab-validates.html |title=Governor Approves 128 Bills, Vetoes 17 |date=April 3, 1925 |work=The New York Times |issn=0362-4331 |access-date=June 1, 2018}}

File:George Washington Bridge NY.JPG

In March 1925, Silzer asked Ammann to devise preliminary plans for the Hudson River bridge. Ammann found that the width of the Hudson River decreased by more than {{Convert|1000|ft|m}} when it passed between Fort Lee and Fort Washington. The ledges of Fort Lee and Fort Washington were respectively {{Convert|300|and|200|ft|m}} above mean water level at this point, which was not only ideal geography for a suspension bridge, but also allowed the bridge to be high enough to give sufficient clearance for maritime traffic. However, the differing heights meant that a large cut had to be made through the Fort Lee ledge so that the bridge approach could be built there.{{Cite news |url=https://www.nytimes.com/1925/08/18/archives/survey-hudson-site-for-longest-bridge-engineers-pick-foot-of-178th.html |title=Survey Hudson Site For Longest Bridge |date=August 18, 1925 |work=The New York Times |issn=0362-4331 |access-date=June 3, 2018}} The same month, the New Jersey legislature asked for funds for test bores to determine if the geological strata would support the bridge. In response to continuing concerns from park preservationists, Ammann stated that placing the New York suspension tower anywhere else would make the bridge look asymmetrical, which he believed was a worse outcome than placing the tower within the park.{{Cite news |url=https://www.nytimes.com/1927/02/25/archives/defends-the-plans-for-hudson-bridge-engineer-says-to-move-the.html |title=Defends The Plans For Hudson Bridge |date=February 25, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}

The states conducted a study in mid-1925, which found that the Hudson River bridge would be able to pay for itself in twenty-five years if a 50-cent toll were to be placed on every vehicle.{{sfn|Stern|Gilmartin|Mellins|1987|p=679}} After funding was secured, surveyors began examining feasible sites for the future bridge's approaches in August 1925. By law, the New York end of the Hudson River Bridge could only be constructed between 178th and 185th Streets, and the New Jersey end had to be built directly across the river. Geologists made {{convert|300|ft|m|adj=on}} test bores on the New Jersey side to determine if the site was feasible for laying foundations for the bridge.Staff (January 1930) [https://books.google.com/books?id=deIDAAAAMBAJ&pg=PA464 "Giant of World's Bridges Rising in New York"], Popular Mechanics p.464 Othmar Ammann was hired as the bridge's chief engineer.Richman, Steven M. [https://books.google.com/books?id=5V2lnUoPXo4C&pg=PA118 The Bridges of New Jersey: Portraits of Garden State Crossings], p. 118. Rutgers University Press, 2005. {{ISBN|9780813535104}}. "The engineer, Othmar Ammann, and his architect, Cass Gilbert, had originally designed statuesque anchors, which were abandoned for cost reasons." In Ammann's original plans for the bridge, which had been published in March 1925, he had envisioned that the bridge would contain two sidewalks; a roadway that could carry up to 8,000 vehicles per hour; and space for four railroad tracks, in case the two North River railroad tunnels downstream exceeded their train capacity. Cass Gilbert was hired in January 1926 to design architectural elements for the Hudson River bridge, including the suspension towers. The bridge design had yet to be finalized, and its cost could not even be estimated at that point due to the complexity of factors.{{Cite news |url=https://www.nytimes.com/1926/01/06/archives/gilbert-to-design-the-hudson-bridge-architect-is-engaged-to-make-it.html |title=Gilbert to Design the Hudson Bridge |date=January 6, 1926 |work=The New York Times |issn=0362-4331 |access-date=June 3, 2018}}

Gilbert released preliminary sketches of the Hudson River bridge that March; by then, the architect had decided that the span would be a suspension bridge.{{Cite news |url=https://www.nytimes.com/1926/03/11/archives/sketch-of-proposed-40000000-bridge-across-the-hudson.html |title=Sketch of Proposed $40,000,000 Bridge Across the Hudson |date=March 11, 1926 |work=The New York Times |issn=0362-4331 |access-date=June 3, 2018}} The sketch accompanied a feasibility report that Ammann and other engineers presented to the Port of New York Authority, which was to operate the bridge. The central span was to be {{Convert|3500|ft|m}} long, longer than any other suspension bridge in existence at the time, and 200 feet above mean high water. The bridge would initially carry four lanes of vehicular traffic and sidewalk lanes; the plans called for three additional phases of expansion, culminating in an eight-lane bridge deck with four rapid-transit tracks underneath. The span would be supported by two towers, each {{convert|650|ft}} tall.{{Cite news |url=https://www.nytimes.com/1926/03/13/archives/50000000-bridge-to-ft-lee-approved-by-interstate-board-towers-to-be.html |title=$50,000,000 Bridge To Ft. Lee Approved By Interstate Board |date=March 13, 1926 |work=The New York Times |issn=0362-4331 |access-date=June 3, 2018}}{{sfn|Stern|Gilmartin|Mellins|1987|p=677}} There would also be space to build a second deck in the future below the main deck.{{Cite news |url=https://www.nytimes.com/1928/03/11/archives/reports-progress-on-hudson-bridge-amman-chief-engineer-tells-port.html |title=Reports Progress On Hudson Bridge |date=March 11, 1928 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} Ammann's team also found that the most feasible location for the bridge was at 179th Street in Manhattan (as opposed to 181st or 175th Streets). This was both because the 179th Street location was more aesthetically appealing than the other two locations, and because a 179th Street bridge would be cheaper and shorter in length than a bridge at either of the other streets. At this point in the planning process, the Hudson River bridge's estimated cost was $40{{nbsp}}million or $50{{nbsp}}million. Because of the proposed bridge's length, engineers also had to test the strength of materials, including suspension cables, that were to be used in the span.{{Cite news |url=https://www.nytimes.com/1926/07/18/archives/hudson-suspension-span-will-be-carefully-tested-but-improved.html |title=Hudson Suspension Span Will Be Carefully Tested |date=July 18, 1926 |work=The New York Times |issn=0362-4331 |access-date=June 3, 2018}}{{Cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FNewburgh%2520NY%2520News%2FNewburgh%2520NY%2520News%25201926%2FNewburgh%2520NY%2520News%25201926%2520Feb-Oct%252000811_1.pdf |title=Materials Entering Into Big Span Across Hudson River at Fort Lee Will be Well Tested |date=August 12, 1926 |work=Newburgh News |access-date=June 8, 2018 |pages=16 |via=Fultonhistory.com}}{{sfn|Reier|2000|p=101}} Ammann's research department constructed scale models of various designs for the bridge and tested them in wind tunnels.{{sfn|Reier|2000|p=101}}

By late 1926, one engineer predicted that construction on the Hudson River bridge would start the following summer.{{Cite news |url=https://www.nytimes.com/1926/10/21/archives/tells-hudson-span-plans-engineer-says-work-on-new-bridge-will-start.html |title=Tells Hudson Span Plans |date=October 21, 1926 |work=The New York Times |issn=0362-4331 |access-date=June 3, 2018}} In December 1926, the final plans for the bridge were approved by the public{{Cite news |url=https://www.nytimes.com/1926/12/03/archives/final-hearing-backs-hudson-bridge-plan-200-organizations-present-to.html |title=Final Hearing Backs Hudson Bridge Plan |date=December 3, 1926 |work=The New York Times |issn=0362-4331 |access-date=June 3, 2018}} and by the War Department.{{Cite news |url=https://www.nytimes.com/1926/12/14/archives/gets-final-permit-for-hudson-bridge-port-authority-receives-war.html |title=Gets Final Permit For Hudson Bridge |date=December 14, 1926 |work=The New York Times |issn=0362-4331 |access-date=June 3, 2018}} The Port Authority planned to sell off $50{{nbsp}}million worth of bonds to pay for the bridge, and the initial $20{{nbsp}}million bond issue was sold that December.{{Cite news |url=https://www.nytimes.com/1926/12/10/archives/fort-lee-bridge-bonds-are-awarded-port-authority-accepts-bid-on.html |title=Fort Lee Bridge Bonds Are Awarded |date=December 10, 1926 |work=The New York Times |issn=0362-4331 |access-date=June 3, 2018}} Further issues arose when the New Jersey Assembly passed a bill in March 1927, which increased the New Jersey governor's power to veto Port Authority contracts. Smith, the New York governor, and Silzer, the now-former New Jersey governor who had been appointed Port Authority chairman, both objected to the bill since the Port Authority had been intended as a bi-state venture.{{Cite news |url=https://www.nytimes.com/1927/03/26/archives/jersey-bridge-bill-faces-court-fight-attack-on-measure-is-expected.html |title=Jersey Bridge Bill Faces Court Fight |date=March 26, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}{{Cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252021%2FBallston%2520Spa%2520NY%2520Daily%2520Journal%2FBallston%2520Spa%2520NY%2520Daily%2520Journal%25201927%2FBallston%2520Spa%2520NY%2520Daily%2520Journal%25201927%2520-%25200323.pdf |title=Treaty Abrogation on Port Authority Between New York and New Jersey Go to Court |date=March 28, 1927 |work=Ballston Spa Daily Journal |access-date=June 5, 2018 |pages=1 |via=Fultonhistory.com}} Afterward, the then-current New Jersey governor A. Harry Moore worked with legislators to revise the legislation.{{Cite news |url=https://www.nytimes.com/1927/04/01/archives/still-seek-way-out-of-bridge-tangle-jersey-legislators-meet-again.html |title=Still Seek Way Out Of Bridge Tangle |date=April 1, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} The revised law was ultimately not a significant deviation from the Port Authority's practice at the time, wherein the Port Authority was already submitting its contracts to New Jersey government for review.{{Cite news |url=https://www.nytimes.com/1927/04/03/archives/no-upset-likely-in-bridge-program-governor-moore-is-not-expected-to.html |title=No Upset Likely In Bridge Program |date=April 3, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}

The George Washington Bridge's construction employed three teams of workers: one each for the New Jersey tower, the New York tower, and the deck.{{sfn|Reier|2000|p=102}} The construction process was relatively safe, although twelve or thirteen workers died during its construction.{{sfn|Stern|Gilmartin|Mellins|1987|p=681}}{{sfn|Reier|2000|p=102}} Of these, three were killed when the foundation for the New Jersey tower flooded; a fourth worker was killed by a blast at the New Jersey anchorage; and the others died because of their own carelessness, according to Port Authority records.{{sfn|Reier|2000|p=102}}

File:George Washington Bridge NYC full span from Hudson.jpg

In April 1927, the Port Authority opened the first bids for the construction of the Hudson River bridge. It was specifically seeking bids for the construction of the New Jersey suspension tower's foundation.{{Cite news |url=https://www.nytimes.com/1927/04/12/archives/first-bids-opened-for-ft-lee-bridge-port-authority-takes-initial.html |title=First Bids Opened For Ft Lee Bridge |date=April 12, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} The Manhattan suspension anchorage's location was still undecided at this time.{{Cite news |url=https://www.nytimes.com/1927/04/25/archives/more-time-on-bridge-bids-port-heads-get-extension-to-await-city.html |title=More Time on Bridge Bids |date=April 25, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} A bid for the New Jersey tower was awarded later that month.{{Cite news |url=https://www.nytimes.com/1927/04/30/archives/first-contract-let-for-hudson-bridge-silas-b-mason-gets-award-for.html |title=First Contract Let For Hudson Bridge |date=April 30, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} In May, the Port Authority opened more bids for the construction of the bridge's approaches and anchorage on the New Jersey side.{{Cite news |url=https://www.nytimes.com/1927/06/01/archives/18-bids-received-on-hudson-bridge-new-jersey-anchorage-and-approach.html |title=18 Bids Received On Hudson Bridge |date=June 1, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} Dredging operations on the Hudson River, which would allow large ships to pass underneath the bridge, also started that May.{{Cite news |url=https://www.nytimes.com/1927/05/08/archives/biggest-dredge-in-world-starts-work-to-prepare-hudson-river-for.html |title=Biggest Dredge in World Starts Work To Prepare Hudson River for Bridge |date=May 8, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} By late August, the Port Authority had started condemning plots of land for the bridge's approaches.{{Cite news |url=https://www.nytimes.com/1927/08/29/archives/seeks-land-at-fort-lee-port-authority-starts-condemnation.html |title=Seeks Land at Fort Lee |date=August 29, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}

Montgomery B. Case, the bridge's chief construction engineer,{{Cite news |url=https://www.newspapers.com/image/515580001/ |title=New Span To Be Lecture Subject |date=November 6, 1931 |work=The Montclair Times}} began construction on the Hudson River bridge on September 21, 1927, with groundbreaking ceremonies held at the sites of both future suspension towers.{{Cite news |url=https://www.nytimes.com/1927/09/22/archives/ground-is-broken-for-hudson-bridge-acting-mayor-mckee-digs-earth-at.html |title=Ground Is Broken For Hudson Bridge |date=September 22, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}{{Cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252018%2FYonkers%2520NY%2520Statesman%2FYonkers%2520NY%2520Statesman%25201927%2FYonkers%2520NY%2520Statesman%25201927%2520-%25203748.pdf |title=Start Digging For New Span |last=International News Service |date=September 22, 1927 |work=Yonkers Statesman |access-date=June 5, 2018 |pages=9 |via=Fultonhistory.com}} Each tower was to have a base with a perimeter measuring {{Convert|89|by|98|ft|m}}, and descending 80 feet into the riverbed. The riverbed around the towers' sites was dredged first, and then steel pilings were placed in the riverbed to create a watertight cofferdam. The cofferdams for the bridge were the largest ever built at the time.{{Cite news |url=https://www.nytimes.com/1931/10/18/archives/how-the-bridge-was-built-unusual-difficulties-were-overcome-in.html |title=How the Bridge Was Built |last=Skinner |first=Frank W. |date=October 18, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}}{{Cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%25205%2FBrooklyn%2520NY%2520Daily%2520Eagle%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201928%2520Grayscale%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201928%2520a%2520Grayscale%2520-%25200425.pdf |title=World's Largest Suspension Bridge, Over Hudson River, To Be Opened to Traffic in 1932 |date=March 11, 1928 |work=Brooklyn Daily Eagle |access-date=June 8, 2018 |pages=20A |via=Fultonhistory.com}} In early October of that year, the Port Authority received bids for the construction of the bridge deck. There were two main methods being considered for the span's construction: the cheaper "wire-cable" method and the more expensive "eyebar" method.{{Cite news |url=https://www.nytimes.com/1927/10/04/archives/open-bids-for-span-over-hudson-river-port-authority-commissioners.html |title=Open Bids For Span Over Hudson River |date=October 4, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}{{Cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%25205%2FBrooklyn%2520NY%2520Daily%2520Eagle%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201927%2520Grayscale%2FBrooklyn%2520NY%2520Daily%2520Eagle%25201927%2520b%2520Grayscale%2520-%25202810.pdf |title=American Bridge Plan Looms as Victor in Keen Hudson Span Controversy |date=October 9, 1927 |work=Brooklyn Daily Eagle |access-date=June 5, 2018 |pages=A11 |via=Fultonhistory.com}} The wire-cable method, where the vertical suspender wires are attached directly to the main cables and the deck directly, would require a stiffening truss to support the deck. The eyebar method, where the suspender wires are attached to a chain of eyebars (metal bars with holes in them), would be self-supporting.{{sfn|Rastorfer|2000|p=49}}{{Cite book |url=https://archive.org/details/apracticaltreat00steigoog |page=[https://archive.org/details/apracticaltreat00steigoog/page/n89 74] |title=A Practical Treatise on Suspension Bridges: Their Design, Construction and Erection |last=Steinman |first=David Barnard |date=1922 |publisher=Wiley}} Ultimately, the Port Authority chose the wire-cable design because of costs, and it awarded the contract for constructing the deck to John A. Roebling Sons' Company.{{Cite news |url=https://www.nytimes.com/1927/10/14/archives/fort-lee-contract-goes-to-roebling-port-authority-finds-wire-cable.html |title=Fort Lee Contract Goes To Roebling |date=October 14, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}{{sfn|Rastorfer|2000|p=49}} The corresponding contract for manufacturing the steel was awarded to the {{Interlanguage link|McClintic-Marshall Company|de|McClintic-Marshall Company|qid=Q15834635}}.{{Cite news |url=https://www.nytimes.com/1927/10/21/archives/bridge-steel-ordered-mcclinticmarshall-gets-contract-for-hudson.html |title=Bridge Steel Ordered |date=October 21, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} The first serious accident during the bridge's construction occurred in December 1927, when three men drowned while working in a caisson on the New Jersey side.{{Cite news |url=https://www.nytimes.com/1927/12/24/archives/3-drown-at-work-in-hudson-caisson-rush-of-water-through-leak-traps.html |title=3 Drown at Work in Hudson Caisson |date=December 24, 1927 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}

File:Under GWB Pillars.jpg

Bids for the Manhattan suspension tower were advertised in March 1928.{{Cite news |url=https://www.nytimes.com/1928/03/06/archives/hudson-bridge-bids-in-for-manhattan-side-lowest-of-32-offers-is.html |title=Hudson Bridge Bids In For Manhattan Side |date=March 6, 1928 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} At this point, 64% of the total projected worth of construction contracts had been awarded. The piers that provided foundation for the New Jersey suspension tower and approaches were being constructed. The cliffs on both sides of the river were high enough that only minimal bridge approaches were required on either side. The towers' foundations could reach at most {{Convert|190|ft|m}} below mean low water, where the foundations would hit a layer of solid rock.{{Cite news |url=https://www.nytimes.com/1928/04/15/archives/fast-bridge-work-at-staten-island-two-great-spans-over-the-arthur.html |title=Fast Bridge Work At Staten Island |date=April 15, 1928 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} In May 1928, builders started drilling a {{Convert|50|ft|m|-deep|adj=mid}} cut through the Palisades on the New Jersey side so that the Hudson River bridge approach could be built.{{Cite news |url=https://www.nytimes.com/1928/05/06/archives/groove-cut-in-palisades-for-hudson-bridge-road-trap-rock-now-being.html |title=Groove Cut In Palisades For Hudson Bridge Road |date=May 6, 1928 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} By June 1928, half of the money earned during the previous year's $20{{nbsp}}million bond sale had been spent on construction.{{Cite news |url=https://www.nytimes.com/1928/09/29/archives/bond-men-watch-hudson-river-span-question-is-raised-whether-the.html |title=Bond Men Watch Hudson River Span |date=September 29, 1928 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} By that October, nearly all blasting operations had been completed. The suspension tower on the New Jersey side had been constructed to a height of {{Convert|250|ft|m}}, and the tower on the New York side was progressing as well.{{Cite news |url=https://www.nytimes.com/1928/10/07/archives/bridging-the-hudson-a-spectacular-job-great-towers-are-rising-at.html |title=Bridging The Hudson A Spectacular Job |last=Poore |first=C. G. |date=October 7, 1928 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} The suspension towers consisted of 13 segments, each of which were almost 50 feet high.

The New York anchorage required {{convert|370000|ST|LT t}} of concrete, being freestanding, while the New Jersey anchorage was blasted into the Palisades.{{sfn|Stern|Gilmartin|Mellins|1987|p=681}} By March 1929, the concrete structure of the New York anchorage had been completed, three months ahead of schedule. The anchorage on the New Jersey side, which had been fully bored, consisted of two holes that had been bored 250 feet into the face of the Palisades. On the New Jersey side, {{Convert|225,000|yd3|m3}} of rock had to be blasted out to make way for the New Jersey approach. The suspension towers were nearly complete at the time of the report; only 100 feet of each tower's height remained to be built. Anchors were being placed in the two holes that were being drilled for the New Jersey anchorage, and this task was also nearing completion.{{Cite news |url=https://www.nytimes.com/1929/03/24/archives/work-is-speeded-on-hudson-bridge-massive-anchorage-on-new-york-side.html |title=Work is Speeded on Hudson Bridge |date=March 24, 1929 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}}

In April, the Port Authority acquired the last of the properties that were in the path of the bridge's Manhattan approach.{{Cite news |url=https://www.nytimes.com/1929/04/14/archives/buys-final-plot-for-hudson-bridge-port-authority-rounds-out.html |title=Buys Final Plot For Hudson Bridge |date=April 14, 1929 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} Plans for the Manhattan approach were approved by the New York City Board of Estimate around the same time. The approach was to consist of scenic, meandering ramps leading to both Riverside Drive and the Henry Hudson Parkway, which run along the eastern bank of the Hudson River at the bottom of the cliff in Washington Heights. The bridge would also connect to 178th and 179th Streets, at the top of Washington Heights. A third connection would be made to an underground highway running between and parallel to 178th and 179th Streets; this connection would become the 178th–179th Street Tunnels, and would later be replaced by the Trans-Manhattan Expressway.{{Cite news |url=https://www.nytimes.com/1929/04/18/archives/bridge-approaches-beautify-hudson-riverside-drive-approach-to.html |title=Bridge Approaches Beautify Hudson |date=April 18, 1929 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} The original plan for the approach to the underground highway stated that the approach would be made using a monumental stone viaduct descending from the span at a 2.2% gradient. The Port Authority started evicting residents in the approach's path in October 1929.{{Cite news |url=https://www.nytimes.com/1929/10/27/archives/to-raze-20-flats-in-path-of-bridge-wreckers-soon-to-clear-three.html |title=To Raze 20 Flats In Path Of Bridge |date=October 27, 1929 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} The same month, the Port Authority sold the final $30{{nbsp}}million in bonds to pay for the bridge.{{cite news |url=https://www.nytimes.com/1929/10/23/archives/municipal-loans-port-of-new-york-authority.html |title=Municipal Loans; Port of New York Authority |date=October 23, 1929 |work=The New York Times |issn=0362-4331 |access-date=June 18, 2018}}

The plans for the Hudson River bridge's Fort Lee approach were also changed in January 1930. Originally, the bridge would have terminated in a traffic circle,{{Cite news |url=https://www.nytimes.com/1930/01/08/archives/plan-to-eliminate-hudson-span-plaza-new-plan-for-jersey-approach-to.html |title=Plan to Eliminate Hudson Span Plaza |date=January 8, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} a type of intersection design that was being built around New Jersey during the 1920s and 1930s.{{cite news |url=https://www.nytimes.com/1991/11/12/nyregion/squaring-traffic-circles-with-lights-and-bridges.html |title=Squaring Traffic Circles With Lights and Bridges |last=Peterson |first=Iver |date=November 12, 1991 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} However, the revised plans called for a grade-separated highway approach that would connect to a traffic "distributing basin" with ramps to nearby highways. The total cost of land acquisition for the bridge approaches on both sides of the Hudson River exceeded $10{{nbsp}}million.{{Cite news |url=https://www.nytimes.com/1930/04/20/archives/land-for-the-new-hudson-river-bridge-approaches-to-cost-over.html |title=Land for the New Hudson River Bridge Approaches to Cost Over $10,000,000 |date=April 20, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}}

File:DETAIL SHOWING SUSPENDER CABLE AND SADDLE - George Washington Bridge, Spanning Hudson River between Manhattan and Fort Lee, NJ, New York, New York County, NY HAER NY,31-NEYO,161-29.tif

After the towers were completed, two temporary catwalks were built between the two suspension towers.{{sfn|Rastorfer|2000|p=55}} Then, workers began laying the bridge's four main cables, a series of thick cables that stretch between the tops of the two towers and carry what would later become the upper deck. The first strand of the first main cable was hoisted between both towers in July 1929, in a ceremony attended by the governors of both states and the mayors of New York City and Fort Lee.{{Cite news |url=https://www.nytimes.com/1929/07/10/archives/first-wire-hoisted-for-hudson-bridge-officials-of-two-states-on.html |title=First Wire Hoisted For Hudson Bridge |date=July 10, 1929 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} The two temporary catwalks allowed workers to spin the wires for the main cables on-site.{{sfn|Rastorfer|2000|p=55}}{{Cite news |url=https://www.nytimes.com/1929/09/15/archives/a-dizzy-task-for-men-without-nerves-surefooted-are-the-workers-who.html |title=A Dizzy Task For Men Without Nerves |last=Poore |first=C. G. |date=September 15, 1929 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} The wires for the cables were spun by dozens of reels at a dock near the base of the New York anchorage; each reel contained 30 miles of wire at any given time.{{Cite news |url=https://www.nytimes.com/1930/05/25/archives/weaving-a-great-span-over-the-hudson-river-the-hudson-bridge-takes.html |title="Weaving" A Great Span Over The Hudson River |last=Eddy |first=J. L. Jr. |date=May 25, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} A total of 105,986 wires were used in the bridge when it was completed.

By February 1930, the bridge was halfway complete; since construction was two months ahead of schedule, the bridge was scheduled to open in early 1932. A team of 350 men was spinning the wires for each of the {{Convert|36|in|cm|-wide|adj=mid}} main cables, which were 22% complete. In addition, the builders had started ordering steel for the deck.{{Cite news |url=https://www.nytimes.com/1930/02/25/archives/hudson-river-bridge-now-50-complete-work-is-two-months-ahead-of.html |title=Hudson River Bridge Now 50% Complete |date=February 25, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} By April, the spinning of the main cables was half complete.{{Cite news |url=https://www.nytimes.com/1930/04/19/archives/pushes-hudson-span-work-engineer-says-bridge-cables-are-about-half.html |title=Pushes Hudson Span Work |date=April 19, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} The first main cable was completed in late July 1930,{{Cite news |url=https://www.nytimes.com/1930/07/29/archives/finish-first-cable-for-hudson-bridge-workmen-to-complete-three.html |title=Finish First Cable For Hudson Bridge |date=July 29, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} and the other three main cables were completed that August,{{Cite news |url=https://www.nytimes.com/1930/08/05/archives/to-complete-span-cables-workmen-to-string-last-wires-thursday-on.html |title=To Complete Span Cables |date=August 5, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} with the laying of the last wire being marked by a ceremony.{{cite news |title=Last Wire Of Span Spun Over Hudson |work=The New York Times |issn=0362-4331 |date=August 8, 1930 |url=https://www.nytimes.com/1930/08/08/archives/last-wire-of-span-spun-over-hudson-port-authority-head-starts-flag.html |access-date=September 18, 2018}} The spinning of the main cables had taken ten months in total.{{sfn|Rastorfer|2000|p=57}}

After the main cables were laid, workers spun the suspender wires that connected the main cables with the deck. When it was finished, the system of cables would support {{Convert|90,000|ST|LT}} of the deck's weight, though the cables would be strong enough to carry {{Convert|350,000|ST|LT}}, four times as much weight.{{Cite news |url=https://www.nytimes.com/1929/07/14/archives/weaving-bridge-cables-high-above-the-hudson-the-first-thin-strand.html |title=Weaving Bridge Cables High Above The Hudson |last=Poore |first=C. G. |date=July 14, 1929 |work=The New York Times |issn=0362-4331 |access-date=June 5, 2018}} The construction of a lower deck for rail usage was postponed, since the start of the Depression meant that there would not be enough railroad traffic to justify the construction of such a deck in the near future.

{{multiple image

|total_width=400

|image1=Exhibit 2 of the "1930 Agreement" between the Port of New York Authority and the City of New York.jpg

|caption1=An aerial image included as Exhibit 2 of the "1930 Agreement" between the Port of New York Authority and the City of New York

|image2=Exhibit No. 3 of the "1930 Agreement" between the Port of New York Authority and the City of New York.jpg

|caption2=An exhibit in the "1930 Agreement" between the Port of New York Authority and the City of New York depicts a roadway connection over Riverside Drive

}}

An agreement between the Port of New York Authority and the City of New York, dated July 29, 1930, was formed to convey property and property easements granted in relation to the New York Approach to the then Hudson River Bridge.{{cite book |url=https://books.google.com/books?id=0jSA9BZkv60C&pg=RA1-PA94 |title=Records and Briefs |publisher=New York State Appellate Division |page=94 |access-date=June 16, 2020}}

• For media related to this agreement, see Media:Page 1 of the "1930 Agreement" between City of New York and Port of New York Authority.jpg. That month, the Port Authority opened the bidding process for contracts to build the Hudson River bridge's approaches on the New York side. These included contracts for the 178th–179th Street Tunnels and the Riverside Drive connection.{{Cite news |url=https://www.nytimes.com/1930/07/10/archives/will-get-bids-monday-on-bridge-approach-port-authority-plans-tunnel.html |title=Will Get Bids Monday On Bridge Approach |date=July 10, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} The tunnel contracts were awarded later that month. In August, the bidding process for the Fort Lee approaches was opened.{{Cite news |url=https://www.nytimes.com/1930/08/06/archives/ft-lee-bridge-to-have-approach-350-ft-wide-new-jersey-will-receive.html |title=Ft. Lee Bridge To Have Approach 350 Ft. Wide |date=August 6, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} Bids for the Riverside Drive connection were received the following month.{{Cite news |url=https://www.nytimes.com/1930/09/16/archives/12-bid-on-bridge-drives-connections-with-hudson-span-to-cost-995969.html |title=12 Bid on Bridge Drives |date=September 16, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}}

Prior to and during construction, the bridge was unofficially known as the "Hudson River Bridge" or "Fort Lee Bridge". The Hudson River Bridge Association started seeking suggestions for the bridge's official name in October 1930. Residents of New York and New Jersey were encouraged to send naming choices to the association, which would then forward the suggestions to the Port Authority.{{Cite news |url=https://www.nytimes.com/1930/10/26/archives/seek-name-for-bridge-suggestions-being-received-for-new-hudson-span.html |title=Seek Name for Bridge |date=October 26, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} According to ballot voting submitted to the Port Authority, the "Hudson River Bridge" name was the most popular choice.{{cite news |title=Name That Bridge, 1931 Edition |first=Jay |last=Maeder |url=http://cityroom.blogs.nytimes.com/2011/02/17/way-back-machine-naming-that-bridge/ |work=The New York Times |issn=0362-4331 |date=February 17, 2011 |access-date=March 18, 2011}} The Port Authority preferred the name "George Washington Memorial Bridge", which had been proposed by a board member, and still others championed the name "Palisades Bridge".{{sfn|Stern|Gilmartin|Mellins|1987|p=679}}{{sfn|Reier|2000|p=103}} However, the Port Authority formally adopted the "George Washington" name on January 13, 1931, honoring the general and future president's evacuation of Manhattan at the bridge's location during the Revolutionary War.{{Cite news |url=https://www.nytimes.com/1931/01/14/archives/washington-memorial-bridge-is-name-of-new-hudson-span.html |title=Washington Memorial Bridge Is Name of New Hudson Span |date=January 14, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} This was described as potentially confusing, since there was already a "Washington Bridge" connecting 181st Street with the Bronx, directly across Manhattan from the "George Washington Bridge" across the Hudson River.{{sfn|Stern|Gilmartin|Mellins|1987|p=677}}{{Cite news |date=January 15, 1931 |title=Informs President of Bridge Naming |work=The New York Times |url=https://www.nytimes.com/1931/01/15/archives/informs-president-of-bridge-naming-washington-memorial-group-calls.html |access-date=June 8, 2018 |issn=0362-4331}} Shortly afterward, the Port Authority Board of Commissioners voted to reconsider the renaming of the Hudson River Bridge, stating that it was open to alternate names.{{Cite news |url=https://www.nytimes.com/1931/01/23/archives/port-board-votes-to-rename-hudson-bridge-bows-to-protests-on.html |title=Port Board Votes to Rename Hudson Bridge |date=January 23, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} Hundreds of naming choices had been submitted by this time.{{Cite news |url=https://www.nytimes.com/1931/01/30/archives/new-bridge-names-pour-in-wide-range-of-suggestions-for-hudson-span.html |title=New Bridge Names Pour In |date=January 30, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} The most popular naming choices were those of Washington, Christopher Columbus, and Hudson River namesake Henry Hudson.{{Cite news |url=https://www.nytimes.com/1931/02/12/archives/washington-leads-as-name-for-bridge-but-more-individual-letters-to.html |title=Washington Leads as Name for Bridge |date=February 12, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} The span was again officially named for George Washington in April 1931.{{Cite news |url=https://www.nytimes.com/1931/04/24/archives/hudson-span-named-george-washington-port-commissioners-approve.html |title=Hudson Span Named George Washington |date=April 24, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}}{{Cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252021%2FBuffalo%2520NY%2520Courier%2520Express%2FBuffalo%2520NY%2520Courier%2520Express%25201931%2FBuffalo%2520NY%2520Courier%2520Express%25201931%2520a%2520-%25202018.pdf |title=Giant Span Given Name |date=April 24, 1931 |work=Buffalo Courier Express |access-date=June 8, 2018 |pages=2 |via=Fultonhistory.com}} This decision was applauded by then-congressman Fiorello La Guardia, who felt that other options "insulted the memory of our first President and encouraged the Reds".{{sfn|Stern|Gilmartin|Mellins|1987|p=679}}{{sfn|Reier|2000|p=103}}

File:Edgewater north 1931.jpg, early 1931]]

The system of girders to support the deck was installed throughout 1930, and the last girder was installed in late December 1930.{{Cite news |url=https://www.nytimes.com/1930/12/30/archives/final-rivets-driven-in-bridge-girders-workers-on-hudson-span-begin.html |title=Final Rivets Driven In Bridge Girders |date=December 30, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} In March 1931, the Port Authority announced that the Hudson River Bridge was set to open later that year, rather than in 1932 as originally planned. At that time, the Port Authority had opened bids for paving the road surface.{{Cite news |url=https://www.nytimes.com/1931/03/04/archives/new-hudson-bridge-to-open-this-year-port-authority-also-reveals.html |title=New Hudson Bridge To Open This Year |date=March 4, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} Later that month, the agency published a report, which stated that the bridge's early opening date was attributable to how quickly and efficiently the various materials had been transported.{{Cite news |url=https://www.nytimes.com/1931/03/15/archives/lauds-port-facilities-in-building-of-bridge-authority-describes.html |title=Lauds Port Facilities In Building Of Bridge |date=March 15, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} In June 1931, forty bankers became the first people to cross the bridge.{{cite news |title=Forty Bankers Hike Over Hudson Bridge |work=The New York Times |issn=0362-4331 |date=June 24, 1931 |url=https://www.nytimes.com/1931/06/24/archives/forty-bankers-hike-over-hudson-bridge-representatives-of-interests.html |access-date=June 25, 2018}}

Work was progressing quickly on the bridge approaches in New Jersey,{{Cite news |url=https://www.nytimes.com/1931/04/26/archives/new-jersey-hlghways-to-serve-new-hudson-river-bridge.html |title=New Jersey Highways to Serve New Hudson River Bridge |date=April 26, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} and the New York City government was considering building another bridge between Manhattan and the Bronx (the Alexander Hamilton Bridge) to connect with the George Washington Bridge.{{Cite news |url=https://www.nytimes.com/1931/05/06/archives/asks-funds-to-plan-new-harlem-bridge-goldman-seeks-50000-to-survey.html |title=Asks Funds to Plan New Harlem Bridge |date=May 6, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} Bids for constructing tollbooths and floodlight towers were opened in July 1931.{{Cite news |url=https://www.nytimes.com/1931/07/07/archives/bridge-bids-opened-four-cover-work-of-building-washington-span.html |title=Bridge Bids Opened |date=July 7, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}}

File:JesterCoverGWBridge.jpg, the humor magazine at Columbia University, celebrating the opening of the George Washington Bridge]]

The George Washington Bridge was dedicated on October 24, 1931, and the bridge opened to traffic on October 25, 1931, eight months ahead of schedule.{{sfn|Reier|2000|p=105}} The opening ceremony, attended by 30,000 guests, was accompanied by a show from military airplanes, as well as speeches from politicians including Morgan Foster Larson, the governor of New Jersey, and Franklin D. Roosevelt, the governor of New York. The first people to cross the George Washington Bridge were reportedly two elementary school students who roller-skated across the bridge from the New York side.{{cite news |title=Two Governors Open Great Hudson Bridge As Throngs Look On |url=http://timesmachine.nytimes.com/timesmachine/1931/10/25/113342447.pdf |page=1 |work=The New York Times |issn=0362-4331 |date=October 25, 1931 |access-date=March 6, 2010}}{{sfn|Reier|2000|pp=105–106}} Pedestrians were allowed to walk the length of the George Washington Bridge between 6 p.m. and 11 p.m. The bridge was formally opened to traffic the next day. The Port Authority collected tolls for drivers who used the bridge in either direction; as with the Holland Tunnel, the toll was set at 50 cents for passenger cars, with different toll rates for other vehicle types.{{cite news |title=56,312 Cars Cross Bridge on First Day |url=https://www.nytimes.com/1931/10/26/archives/56312-cars-cross-bridge-on-first-day-festive-air-reigns-thousands.html |work=The New York Times |issn=0362-4331 |date=October 26, 1931 |access-date=March 6, 2010}} Pedestrians paid a toll of 10 cents each, which was lowered to 5 cents in 1934.{{Cite news |url=https://www.nytimes.com/1934/11/09/archives/pedestrians-to-get-lower-bridge-toll-charge-on-george-washington.html |title=Pedestrians to Get Lower Bridge Toll |date=November 9, 1934 |work=The New York Times |issn=0362-4331 |access-date=June 9, 2018}} Within the first 24 hours of the George Washington Bridge's official opening, 56,312 cars used the span, as well as 100,000 pedestrians (including those who had walked across after the ceremony). The Port Authority reported that 33,540 pedestrians crossed the bridge on the first day, of which 20,000 paid a toll to cross.

During the George Washington Bridge's construction, the cost of the bridge was estimated at $75{{nbsp}}million,{{cite news |url=https://books.google.com/books?id=FSgDAAAAMBAJ&pg=PA49 |title=Speeding the Hudson Bridge |date=November 1929 |magazine=Popular Science |access-date=October 19, 2011 |page=49}} and the bridge was expected to carry eight million vehicles and 1.5{{nbsp}}million pedestrians in its first year. When the George Washington Bridge opened, it was estimated that eight million vehicles would use the bridge in its first year, and that the bridge could ultimately carry 60{{nbsp}}million vehicles annually after a second deck was added. The bridge's final cost was estimated at $60{{nbsp}}million.{{Cite news |url=https://www.nytimes.com/1931/10/18/archives/an-astounding-span-of-steel-and-wire-the-new-bridge-and-approaches.html |title=An Astounding Span Of Steel And Wire |last=Warner |first=Arthur |date=October 18, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}}{{sfn|Rastorfer|2000|p=39}} Real-estate speculators believed that the bridge's construction would raise real-estate values in Fort Lee, since the borough's residents would be able to more easily access New York City. During the construction of the George Washington Bridge, speculators spent millions of dollars to buy land around the bridge's New Jersey approach.{{Cite news |url=https://www.nytimes.com/1930/06/08/archives/heavy-realty-sales-in-bergen-county-hirliman-firm-reports-deals.html |title=Heavy Realty Sales In Bergen County |date=June 8, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} The bridge was later credited with helping raise land prices and encouraging residential development in formerly agricultural parts of Bergen County. It also spurred the rise of the trucking industry along the United States' East Coast, supplanting much of the freight railroads that used to carry cargo.{{cite news |last=Hanley |first=Robert |date=October 25, 1981 |title=What Hath a Bridge Wrought |work=The New York Times |url=https://www.nytimes.com/1981/10/25/nyregion/what-hath-a-bridge-wrought.html |access-date=June 28, 2018 |issn=0362-4331}} In the George Washington Bridge's first week of operation, the bridge carried 116,265 vehicles, compared to the Holland Tunnel's 173,010 vehicles, despite the fact that the tunnel had fewer lanes than the bridge did. During that time span, 56,000 pedestrians used the bridge.{{Cite news |url=https://www.nytimes.com/1931/11/01/archives/more-autos-use-tunnel-than-new-bridge-extra-force-to-handle-travel.html |title=More Autos Use Tunnel Than New Bridge |date=November 1, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 9, 2018}} A week after the bridge opened, the 10-lane tollbooth was expanded to 14 lanes because of heavy weekend traffic volumes.{{Cite news |url=https://www.nytimes.com/1931/10/31/archives/bridge-service-extended-4-new-toll-lanes-planned-for-heavy-sunday.html |title=Bridge Service Extended |date=October 31, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 9, 2018}} During its first year, the George Washington Bridge saw 5.5{{nbsp}}million vehicular crossings and nearly 500,000 pedestrian crossings.{{Cite news |url=https://www.nytimes.com/1932/10/25/archives/washington-bridge-a-year-old-earnings-put-at-1200000.html |title=Washington Bridge a Year Old |date=October 25, 1932 |work=The New York Times |issn=0362-4331 |access-date=June 9, 2018}} Traffic counts on the George Washington Bridge grew year after year. By the time of the bridge's tenth anniversary in 1941, the span had been used by 72{{nbsp}}million vehicles total, including a record 9.1{{nbsp}}million vehicles in 1940.{{Cite news |date=October 26, 1941 |title=Hudson Span Marks Tenth Anniversary |work=The New York Times |url=https://www.nytimes.com/1941/10/26/archives/hudson-span-marks-tenth-anniversary-foresight-of-designers-lauded.html |access-date=June 10, 2018 |issn=0362-4331}}

On February 22, 1932, George Washington's 200th birthday, the Port Authority planted 70 red oak trees along an approach to the bridge.{{Cite news |url=https://www.nytimes.com/1932/02/23/archives/oaks-planted-at-hudson-bridge-as-a-tribute-to-washington.html |title=Oaks Planted at Hudson Bridge As a Tribute to Washington |date=February 23, 1932 |work=The New York Times |issn=0362-4331 |access-date=June 9, 2018}} New Jersey Route 4, which connected directly to the bridge's western end, opened in July 1932.{{Cite news |url=https://www.nytimes.com/1932/07/24/archives/hudson-bridge-link-ready-direct-road-to-paterson-will-be-opened-on.html |title=Hudson Bridge Link Ready |date=July 24, 1932 |work=The New York Times |issn=0362-4331 |access-date=June 10, 2018}} The 178th–179th Street Tunnels, which connected Amsterdam Avenue on the eastern side of Manhattan to the bridge's eastern end on the west side of Manhattan, were supposed to be completed in late 1932.{{Cite news |url=https://www.nytimes.com/1932/01/24/archives/tube-to-hudson-span-to-be-ready-in-fall-2000foot-vehicular-tunnel.html |title=Tube To Hudson Span To Be Ready In Fall |date=January 24, 1932 |work=The New York Times |issn=0362-4331 |access-date=June 9, 2018}} Direct approaches to Riverside Drive and the Hudson River Parkway were completed in 1937,{{sfn|Stern|Gilmartin|Mellins|1987|p=681}} and the tunnels were completed in 1938–1939. A ramp eastward from the bridge and southward to the Harlem River Drive was also completed around this time.{{Cite news |url=https://www.nytimes.com/1939/07/23/archives/citys-improved-exits-ready-new-approaches-to-george-washington.html |title=City's Improved Exits Ready |last=Mathieu |first=George M. |date=July 23, 1939 |work=The New York Times |issn=0362-4331 |access-date=June 9, 2018}} The bridge's westbound entrance ramp from Fort Washington Avenue, at the top of the cliff on the Manhattan side, opened in April 1939;{{Cite news |url=https://www.nytimes.com/1939/04/07/archives/new-bridge-ramp-ready-westbound-entrance-to-washington-span-to-open.html |title=New Bridge Ramp Ready |date=April 7, 1939 |work=The New York Times |issn=0362-4331 |access-date=June 10, 2018}} another approach in New Jersey had opened by July 1939. The corresponding eastbound exit ramp, as well as the 178th Street Tunnel, opened in June 1940, while the 179th Street Tunnel opened in 1950.{{Cite news |date=June 26, 1940 |title=Cross-city Tunnel Opens Tomorrow; Manhattan's First East-West Drive Goes Under Heights From Washington Bridge |language=en-US |work=The New York Times |url=https://timesmachine.nytimes.com/timesmachine/1940/06/26/112744136.pdf |page=25 |access-date=January 26, 2021 |issn=0362-4331}} In May 1935, a court ruled that the New Jersey and New York governments controlled their respective sides of the bridge.{{Cite news |date=March 9, 1935 |title=Court Rules Jersey Owns Half of Bridge; Appellate Division Reverses Collins in Accident Case on Washington Span. |url=https://www.nytimes.com/1935/03/09/archives/court-rules-jersey-owns-half-of-bridge-appellate-division-reverses.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}}

The bridge was initially lit by 200 lights to provide warning to pilots flying at night.{{Cite news |url=https://www.nytimes.com/1931/05/30/archives/200-washington-bridge-lights-to-warn-nightflying-aviators.html |title=200 Washington Bridge Lights To Warn Night-Flying Aviators |date=May 30, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 8, 2018}} The Port Authority enacted a photography ban during World War II in the 1940s.{{Cite news |url=https://www.nytimes.com/1942/07/24/archives/photo-ban-emphasized-port-authority-says-no-tunnel-or-bridge-views.html |title=Photo Ban Emphasized |date=July 24, 1942 |work=The New York Times |issn=0362-4331 |access-date=June 10, 2018}} An aviation obstruction light was installed in 1936 as a memorial to Will Rogers.{{Cite news |date=November 11, 1935 |title=Huge Air Beacon to Honor Rogers; State Aviation Commission to Erect It on Tower of George Washington Bridge |url=https://www.nytimes.com/1935/11/11/archives/huge-air-beacon-to-honor-rogers-state-aviation-commission-to-erect.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}} Additionally, from May 1942 to May 1945, the lights on the bridge were shut off at night as a precautionary measure. After the war ended, the lights were turned back on, but the photography ban was upheld.{{Cite news |url=https://www.nytimes.com/1945/05/15/archives/bridge-lights-on-tonight-cables-of-george-washington-span-to-glow.html |title=Bridge Lights On Tonight |date=May 15, 1945 |work=The New York Times |issn=0362-4331 |access-date=June 10, 2018}} In August 1946, the bridge's towers were repainted.{{Cite news |date=July 22, 1946 |title=The George Washington Bridge Gets Its First Paint Job in Six YearS |url=https://www.nytimes.com/1946/07/22/archives/the-george-washington-bridge-gets-its-first-paint-job-in-six-years.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}} The underside of the bridge was also repainted in May of the following year.{{Cite news |date=May 8, 1947 |title=To Paint Under Hudson Bridge |url=https://www.nytimes.com/1947/05/08/archives/to-paint-under-hudson-bridge.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}}

File:GWBridgeUSSNautilus.agr.jpg passes under the bridge in 1956, when the bridge had only a single deck]]

Originally, the George Washington Bridge's deck consisted of six lanes, with an unpaved center median. In 1946, the median was paved over and two more lanes were created on the upper level, widening it from six lanes to eight lanes.{{sfn|Rastorfer|2000|p=39}} The two center lanes on the upper level served as reversible lanes, which could handle traffic in either direction, depending on which direction had the greater traffic flow.

In November 1950, workers began to tighten the bridge's suspender ropes after almost 20 years of being in place; the project was completed by 1951.{{Cite news |last=Liebowitz |first=Meyer |date=August 2, 1950 |title=Cable Tightening on Bridge Begins; Keeping George Washington Bridge in Top Condition |url=https://www.nytimes.com/1950/08/02/archives/cable-tightening-on-bridge-begins-keeping-george-washington-bridge.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}} New ramps onto the Henry Hudson Parkway were opened in late 1953,{{Cite news |date=October 27, 1953 |title=New Ramp at George Washington Bridge Nearly Ready |url=https://www.nytimes.com/1953/10/27/archives/new-ramp-at-george-washington-bridge-nearly-ready.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}} followed by the ramps with the Palisades Interstate Parkway in December 1954.{{Cite news |last=Times |first=Special to The New York |date=December 19, 1954 |title=Parkway Link is Opened; Two-Mile Section of Palisades Interstate Put in Use |url=https://www.nytimes.com/1954/12/19/archives/parkway-link-is-opened-twomile-section-of-palisades-interstate-put.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}} In addition, the barrier system on the bridge was adjusted in mid-1954, and new navigational signs were added to assist motorists.{{Cite news |date=July 2, 1954 |title=New Signs Aid George Washington Span Traffic; Push Buttons Govern Number of Lanes Toward City |url=https://www.nytimes.com/1954/07/02/archives/new-signs-aid-george-washington-span-traffic-push-buttons-govern.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}} In 1955, the lighting system on the deck was replaced.{{Cite news |date=March 18, 1955 |title=Washington Bridge to Get New Lights |url=https://www.nytimes.com/1955/03/18/archives/washington-bridge-to-get-new-lights.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}}

Construction of the lower deck, as well as the construction of a new bus terminal and other highway connections near the bridge, were recommended in a 1955 study that suggested improvements to the New York City area's highway system. The lower deck was approved by the U.S. Army Corps of Engineers.{{cite news |url=https://www.nytimes.com/1955/01/17/archives/excerpts-from-proposal-to-meet-citys-bridge-and-highway-needs-for.html |title=Excerpts From Proposal to Meet City's Bridge and Highway Needs for Next 2 Decades |date=January 17, 1955 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}}{{Cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252018%2FLittle%2520Falls%2520NJ%2520Herald%2FLittle%2520Falls%2520NJ%2520Herald%25201960%2FLittle%2520Falls%2520NJ%2520Herald%25201960%2520-%25200331.pdf |title=Little Falls Resident Works On George Washington Bridge Project |date=July 26, 1960 |work=Little Falls Herald |access-date=June 15, 2018 |pages=12 |via=Fultonhistory.com}} A Bergen County leader voted against the construction of the lower level in 1956, temporarily delaying construction plans.{{cite news |last=Ingraham |first=Joseph C. |title=Plan For 2 Decks On Bridge Fades |work=The New York Times |issn=0362-4331 |date=March 5, 1956 |url=https://www.nytimes.com/1956/03/05/archives/plan-for-2-decks-on-bridge-fades-bergen-leader-virtually-kills.html |access-date=October 7, 2018}} The New York City Planning Commission approved the George Washington Bridge improvement in June 1957,{{cite news |url=https://www.nytimes.com/1957/06/05/archives/bridge-program-advanced-by-city-planning-commission-takes-formal.html |title=Bridge Program Advanced By City |date=June 5, 1957 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}} and the Port Authority allocated funds to the improvement that July.{{cite news |url=https://www.nytimes.com/1957/07/12/archives/fund-is-allotted-bridge-to-jersey-182000000-is-set-by-port-board.html |title=Fund Is Allotted Bridge To Jersey |last=Ingraham |first=Joseph C. |date=July 12, 1957 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}}{{cite news |url=https://www.nytimes.com/1960/02/22/archives/george-washington-bridge-loops-to-open-in-fall-manhattan-ramps-lead.html |title=George Washington Bridge Loops to Open in Fall |last=Stengren |first=Bernard |date=February 22, 1960 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}} The $183{{nbsp}}million project included the construction of the lower deck; the George Washington Bridge Expressway, a 12-lane expressway connecting to the Alexander Hamilton Bridge and the Cross Bronx Expressway (later I-95 and US 9); the George Washington Bridge Bus Station above the expressway; and a series of new ramps to and from the Henry Hudson Parkway. On the New Jersey side, two depressed toll plazas, one in each direction, were to be constructed for lower level traffic. Highway connections were also being built on the New Jersey side, including a direct approach from I-95.{{cite news |url=https://www.nytimes.com/1961/09/20/archives/its-a-rocky-road-to-bigger-bridge-men-tnt-and-machinery-clear-way.html |title=It's A Rocky Road To Bigger Bridge |date=September 20, 1961 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}}

Construction of the approaches started in September 1958. Work on the lower level itself started on June 2, 1959,{{cite news |url=https://www.nytimes.com/1959/06/02/archives/new-deck-begun-on-bridge-here-platforms-being-put-up-on-george.html |title=New Deck Begun On Bridge Here |date=June 2, 1959 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}} but work was briefly halted later that year because of a lack of steel.{{cite news |url=https://www.nytimes.com/1959/10/27/archives/lack-of-steel-halts-a-bridge-job-here-bridge-is-slowed-by-lack-of.html |title=Lack of Steel Halts A Bridge Job Here |last=Ingraham |first=Joseph C. |date=October 27, 1959 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}} By February 1960, construction was underway on the lower level; the supporting steelwork for the future deck had been completed, and the sections for the lower deck were being installed. The George Washington Bridge's lower deck would comprise 75 steel slabs; each slab weighed 220 tons and measured {{Convert|108|ft|m}} wide by {{Convert|90|ft|m}} feet long, with a thickness of {{Convert|30|ft|m}}. The construction of the slabs proceeded from either side of the bridge. The right-of-way for the George Washington Bridge Expressway had been almost entirely cleared except for the ventilation buildings for the 178th–179th Street Tunnels. The segments of the lower deck had been laid completely by September 1960, at which point workers started pouring the concrete for the deck's roadway, a process that took five weeks.{{cite news |url=https://www.nytimes.com/1960/09/28/archives/5week-pouring-job-is-begun-for-lower-roadway-of-bridge.html |title=5-Week Pouring Job Is Begun For Lower Roadway of Bridge |date=September 28, 1960 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}} The layer of concrete measured {{Convert|4|in|cm}} thick. Finally, the deck was paved over with a {{Convert|2.5|in|cm|adj=on}} layer of asphalt.{{cite news |url=https://www.nytimes.com/1962/07/27/archives/2d-deck-of-bridge-near-completion-work-on-george-washington-span.html |title=2d Deck of Bridge Near Completion |date=July 27, 1962 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}}

New ramps to the George Washington Bridge in New Jersey, including from the newly completed I-95, opened in mid-1962.{{cite news |url=https://www.nytimes.com/1962/07/31/archives/jersey-to-open-new-ramps-with-rise-in-bridge-traffic.html |title=Jersey to Open New Ramps With Rise in Bridge Traffic |date=July 31, 1962 |work=The New York Times |issn=0362-4331 |access-date=June 15, 2018}} The lower deck was opened to the public on August 29, 1962.{{cite news |title=Lower Deck of George Washington Bridge Is Opened |first=Joseph C. |last=Ingraham |url=https://www.nytimes.com/1962/08/30/archives/lower-deck-of-george-washington-bridge-is-opened-new-deck-opens-on.html |work=The New York Times |issn=0362-4331 |date=August 30, 1962 |access-date=March 6, 2010}} The lower level, nicknamed "Martha" after George's wife Martha Washington,{{sfn|Rockland|2008|p=81–82}}{{cite web |title=85 Years Strong, George Washington Bridge Still Adds Grace to NYC Skyline |website=ASCE News |date=June 21, 2018 |url=https://news.asce.org/george-washington-bridge-still-adds-grace-to-new-york-skyline-50-years-later/ |access-date=January 12, 2019}} increased the capacity of the bridge by 75 percent,{{cite news |url=https://fultonhistory.com/highlighter/highlight-for-xml?altUrl=https%3A%2F%2Ffultonhistory.com%2FNewspaper%252024%2FRiverdale%2520NY%2520Press%2FRiverdale%2520NY%2520Press%25201962%2FRiverdale%2520NY%2520Press%25201962%252000286_1.pdf |title=New 6 Lane Lower Level Adds 75% to Capacity |date=August 30, 1962 |work=Riverdale Press |access-date=June 18, 2018 |page=12 |via=Fultonhistory.com}} and simultaneously made the George Washington Bridge the world's only 14-lane suspension bridge.{{cite web |title=Happy birthday George Washington Bridge! See rare 1981 interview with the man who crossed it on horse on the first day |publisher=WPIX |date=October 25, 2013 |url=https://www.pix11.com/2013/10/25/happy-birthday-george-washingon-bridge-see-rare-1981-video-of-the-man-who-crossed-it-on-horse-on-the-first-day |access-date=February 10, 2020 |first=Scott |last=Marvin |quote=And with a total of 14 lanes, it's the only one of its kind.}} In addition to providing extra capacity, the lower level served to stiffen the bridge in high winds; before the lower deck was constructed, the George Washington Bridge was known to swing up to {{Convert|30|in|cm}}.{{cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FTarrytown%2520Ny%2520Daily%2520News%2FTarrytown%2520Ny%2520Daily%2520News%25201962%2FTarrytown%2520Ny%2520Daily%2520News%25201962%2520-%25204859.pdf |title=Dedication Rites Set Tomorrow For George Washington 2nd Deck |date=August 28, 1962 |work=Tarrytown Daily News |access-date=June 18, 2018 |pages=5 |via=Fultonhistory.com}} The George Washington Bridge Bus Station opened on January 17, 1963 and the Alexander Hamilton Bridge opened on January 15, 1963, thus allowing more traffic to use the George Washington Bridge.{{cite news |title=New York-New Jersey Win Double Header |date=January 18, 1963 |work=Brooklyn Daily |pages=[http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FBrooklyn%2520NY%2520New%2520York%2520and%2520Brooklyn%2520Daily%2FBrooklyn%2520NY%2520New%2520York%2520and%2520Brooklyn%2520Daily%2520%25201962-1969%2FBrooklyn%2520NY%2520New%2520York%2520and%2520Brooklyn%2520Daily%2520%25201962-1969%2520-%25200985.pdf 7], [http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspapers%252023%2FBrooklyn%2520NY%2520New%2520York%2520and%2520Brooklyn%2520Daily%2FBrooklyn%2520NY%2520New%2520York%2520and%2520Brooklyn%2520Daily%2520%25201962-1969%2FBrooklyn%2520NY%2520New%2520York%2520and%2520Brooklyn%2520Daily%2520%25201962-1969%2520-%25200994.pdf 16] |via=Fultonhistory.com}} In the first year after the lower level's opening, the expanded bridge had carried 44{{nbsp}}million vehicles. By comparison, 35.86{{nbsp}}million vehicles had crossed the bridge in an 11-month period between September 1, 1961 and July 31, 1962. In addition, traffic congestion at the George Washington Bridge was reduced after the lower level opened, and the Port Authority repaired the upper level for the first time in the bridge's history.{{cite news |url=https://www.nytimes.com/1963/08/29/archives/2d-level-of-bridge-brings-new-record-for-hudson-traffic.html |title=2d Level of Bridge Brings New Record For Hudson Traffic |date=August 29, 1963 |work=The New York Times |issn=0362-4331 |access-date=June 18, 2018}}

In preparation for the 1964 New York World's Fair, the addition of lighting on the bridge's suspender ropes was completed in April of that year.{{Cite magazine |date=Spring 2015 |title=George Washington Bridge Trivia |url=https://www.paranynj.org/paranynj/assets/file/public/newsletter/para-spring-2015.pdf |access-date=2025-01-30 |magazine=PARA |page=4 |issue=35}} A fixed median was added to the upper level in 1970; the concrete barrier was destroyed to allow for such. In 1976, the bridge's towers were equipped with new mechanics towers to hoist up an American flag automatically, This saved money, increased safety, and reduced congestion, as traffic previously had to stop when this happened.

Deterioration of the upper deck had become noticeable by the late 1950s. By 1970, 25% of it had become filled with potholes.{{cite web |title=Applications of Orthotopic Decks in Bridge Rehabilitation |first=Roman |last=Wolchuk |url=https://ej.aisc.org/index.php/engj/article/download/490/489 |year=1987 |access-date=February 1, 2025 |page=113-114}} Because of this, in 1977, the Port Authority began a project to replace the deck. The original was removed, and the new deck, which was constructed in prefabricated sections, was placed over it.{{cite web |title=George Washington Bridge (I-95, US 1 and US 9) |website=NYCRoads |date=October 21, 1927 |url=http://www.nycroads.com/crossings/george-washington/ |access-date=August 16, 2024}} As part of the project, the upper level was restricted to four lanes; the upper-level lanes carried two-way traffic during off-peak hours. The PANYNJ encouraged traffic to use the lower level due to this.{{Cite news |date=July 21, 1977 |title=New Jersey Briefs |url=https://www.nytimes.com/1977/07/21/archives/new-jersey-briefs-bridge-lanes-to-close-violent-robber-held-fort.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}} It was completed in October 1978, a few weeks ahead of schedule. It was one the first orthotropic deck replacements in the United States.

The first-ever complete closure of the George Washington Bridge occurred on August 6, 1980, when a truck carrying highly flammable propane gas across the bridge started to leak. As a safety precaution in case the fuel started to ignite, traffic across the bridge was halted for several hours, and 2,000 people living near the bridge were evacuated. Since the George Washington Bridge is the primary crossing between New Jersey and New York City, the closure caused traffic jams that stretched for up to {{convert|30|mi}}, and the effects of this congestion could be seen more than {{convert|45|mi}} away.{{cite news |url=https://www.nytimes.com/1980/08/08/archives/a-propane-gas-leak-on-bridge-to-jersey-causes-huge-tieup-2000.html |title=A Propane Gas Leak On Bridge To Jersey Causes Huge Tie-up |last=McFadden |first=Robert D. |date=August 8, 1980 |work=The New York Times |issn=0362-4331 |access-date=June 28, 2018}} Two police officers eventually plugged the leak with an inexpensive device.{{cite news |url=https://www.nytimes.com/1980/08/09/archives/koch-salutes-2-who-plugged-propane-leak-it-seemed-logical.html |title=Koch Salutes 2 Who Plugged Propane Leak |last=Buder |first=Leonard |date=August 9, 1980 |work=The New York Times |issn=0362-4331 |access-date=June 28, 2018}} Up to that point, trucks carrying flammable material had been allowed to use the George Washington Bridge.{{cite news |url=https://www.nytimes.com/1980/08/08/archives/tank-truck-followed-regulations-officials-report-trucker-saw-gas.html |title=Tank Truck Followed Regulations, Officials Report |last=Farber |first=M.A. |date=August 8, 1980 |work=The New York Times |issn=0362-4331 |access-date=June 28, 2018}} After the incident, New York City officials conducted a study on whether to prohibit hazardous cargo from traveling through the city.{{cite news |url=https://www.nytimes.com/1980/08/09/archives/propane-leak-spurs-study-by-new-york-issue-of-moving-hazardous.html |title=Propane Leak Spurs Study By New York |last=Farber |first=M.A. |date=August 9, 1980 |work=The New York Times |issn=0362-4331 |access-date=June 28, 2018}} As a direct result, any truck carrying flammable gas were banned from the lower level.https://www.law.cornell.edu/regulations/new-york/21-NYCRR-1211.20

The bridge was carrying 82.8{{nbsp}}million vehicles per year by 1980. The American Society of Civil Engineers named the bridge as a National Historic Civil Engineering Landmark on October 24, 1981, the 50th anniversary of the bridge. The 50th anniversary was also marked with a parade of automobiles. At that point, 1.8{{nbsp}}billion vehicles had used the bridge throughout its lifetime. A temporary water pipeline was installed on the bridge during a drought; it was ultimately retained.{{Cite news |date=1983-07-03 |title=Plea Is Made to Retain Water Pipeline on Span |url=https://www.nytimes.com/1983/07/03/nyregion/l-plea-is-made-to-retain-water-pipeline-on-span-003953.html |access-date=2025-02-01 |work=The New York Times |language=en-US |issn=0362-4331}} The north sidewalk was rebuilt from November 1983 to late 1985, and the south sidewalk was also reconstructed from February 1984 to early 1986.{{Cite news |agency=Associated Press |date=1984-02-25 |title=The City; Bridge Sidewalk Shut for Repairs |url=https://www.nytimes.com/1984/02/25/nyregion/the-city-bridge-sidewalk-shut-for-repairs.html |access-date=2025-02-01 |work=The New York Times |language=en-US |issn=0362-4331}} The project cost $9 million.{{Cite news |last=Parisi |first=Albert J. |date=1985-02-10 |title=Bridge Repair: Losing Battle |url=https://www.nytimes.com/1985/02/10/nyregion/bridge-repair-losing-battle.html |access-date=2025-02-01 |work=The New York Times |language=en-US |issn=0362-4331}}

Rehabilitation of the upper level's expansion joints took place in 1988,{{Cite news |date=1988-05-15 |title=Repairs to Be Made on Two Key Bridges |url=https://www.nytimes.com/1988/05/15/nyregion/repairs-to-be-made-on-two-key-bridges.html |access-date=2025-02-01 |work=The New York Times |language=en-US |issn=0362-4331}} and a rehabilitation of the lower level was announced two years later. The supporting structural steel between the two decks were replaced, and some ramps onto the lower level were rebuilt.{{cite news |first=Liv |last=Osby |url=https://www.newspapers.com/clip/25570624/bridge_tunnel_repairs_could_slow/ |title=Bridge, tunnel repairs could slow commuters |date=March 3, 1990 |work=Daily Record |location=Morristown, NJ |page=3 |via=Newspapers.com |access-date=November 13, 2018}} The ramps on the New York side, connecting with Riverside Drive and the Henry Hudson Parkway, were reconstructed for $27.6{{nbsp}}million after studies in the late 1980s showed deterioration on these ramps.{{cite news |url=https://www.newspapers.com/clip/25570754/hudson_crossing_ramps_in_nyc_will_be/ |title=Hudson crossing ramps in NYC will be rebuilt |date=March 10, 1991 |work=The Courier-News |location=Bridgewater, NJ |page=18 |via=Newspapers.com |access-date=November 13, 2018}} Although the Port Authority had announced the repairs in advance, the start of roadwork in September 1990 caused extensive traffic jams.{{cite news |last=James |first=George |title=Chaos Set Off By Shutdown At Bridge |work=The New York Times |issn=0362-4331 |date=September 8, 1990 |url=https://www.nytimes.com/1990/09/08/nyregion/chaos-set-off-by-shutdown-at-bridge.html |access-date=November 20, 2018}} The upper level was repaved in 1995,{{Cite news |last=Pristin |first=Terry |date=July 18, 1995 |title=New Jersey Daily Briefing; Repair of Bridge Is Planned |url=https://www.nytimes.com/1995/07/18/nyregion/new-jersey-daily-briefing-repair-of-bridge-is-planned.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}} an inspection in 1997 found that 440 vertical suspender ropes at the New York anchorage had corroded, so these were replaced.{{cite web |last=Oviatt-Lawrence |first=Alice |title=The Unfinished Bridge |website=STRUCTURE magazine |date=February 25, 1926 |url=https://www.structuremag.org/?p=23380 |access-date=July 14, 2024}}

Workers started rehabilitating about {{Convert|5|miles}} of approach ramps in 1999; the project was finished in May 2001 and cost $38 million.{{cite web |title=George Washington Bridge (I-95, US 1 and US 9) |website=NYCRoads |date=October 21, 1927 |url=http://www.nycroads.com/crossings/george-washington/ |access-date=July 17, 2024}} The Port Authority also proposed a ramp from the lower level to the Palisades Interstate Parkway on the New Jersey side in 2000.{{cite news |first=Bill |last=Egbert |url=https://www.newspapers.com/clip/25356954/wish_list_likened_to_erie_canal_impact/ |title=Wish list likened to Erie Canal impact |date=January 15, 2001 |work=New York Daily News |page=4 |via=Newspapers.com |access-date=November 13, 2018}} The ramp would have cost $86.5{{nbsp}}million and would have been completed in 2003 or 2004, but the connection was ultimately not built.{{cite news |first=Liza |last=Khan |url=https://www.newspapers.com/clip/25357086/87m_ramp_could_ease_traffic/ |title=$87M ramp could ease traffic |date=December 27, 2000 |work=The Journal-News |location=White Plains, NY |page=23 |via=Newspapers.com |access-date=November 13, 2018}} Starting on July 4, 2000, and for subsequent special occasions, each of the George Washington Bridge's suspension towers has been illuminated by 380 light fixtures that highlight the exposed steel structure.{{cite web |title=George Washington Bridge Interesting Facts |url=http://www.panynj.gov/CommutingTravel/bridges/pdfs/01_08_02_GWashBrdg.pdf |url-status=dead |archive-url=https://web.archive.org/web/20061214113223/http://www.panynj.gov/CommutingTravel/bridges/pdfs/01_08_02_GWashBrdg.pdf |archive-date=December 14, 2006 |access-date=February 20, 2017 |publisher=Port Authority of New York and New Jersey}} On each tower are a mix of 150 and 1000 watt metal halide lamp fixtures.{{cite news |last=Schneider |first=Daniel |date=September 24, 2000 |title=F.Y.I. |url=https://www.nytimes.com/2000/09/24/nyregion/fyi-266108.html |access-date=February 20, 2017 |work=The New York Times |issn=0362-4331}} The architectural lighting design was completed by Domingo Gonzalez Associates.{{cite book |last=Yee |first=Roger |title=Lighting Spaces |date=2007 |publisher=Visual Profile |isbn=978-1-58471-116-2 |page=64}}

The northern sidewalk was closed after the September 11 attacks because of security concerns. In addition, trucks were banned from the lower level{{cite web |last=Union-Tribune |first=San Diego |title=George Washington Bridge reopens after truck wreck |website=The San Diego Union-Tribune |date=June 12, 2014 |url=https://www.sandiegouniontribune.com/2014/06/12/george-washington-bridge-reopens-after-truck-wreck/ |access-date=February 1, 2025}} to avoid severe damage from a potential car bombing.{{cite web |last=Bendel |first=John |title=The George Washington Bridge nightmare and how we got here |website=Land Line |date=February 26, 2019 |url=https://landline.media/the-george-washington-bridge-nightmare-and-how-we-got-here/ |access-date=February 1, 2025}} In 2002, the Port Authority began to repaint the towers and the underside of the upper deck. The old lead-based paint was replaced with lead-free paint. The $62 million project was completed in September 2006, in advance of the bridge's 75th anniversary.{{cite web |title=George Washington Bridge Receives a Birthday Present |website=Port Authority of New York and New Jersey |url=https://www.panynj.gov/port-authority/en/press-room/press-release-archives/2006_press_releases/george_washingtonbridgereceivesabirthdaypresent.html |access-date=July 17, 2024}} In September 2007, the Port Authority announced announced that the suspender lighting was to be replaced by new energy-efficient diodes.{{Cite news |date=September 21, 2007 |title=Manhattan: Efficient Lighting for Bridge and Tunnel |url=https://www.nytimes.com/2007/09/21/nyregion/21mbrfs-bulbs.html |access-date=July 14, 2024 |work=The New York Times |language=en-US |issn=0362-4331}} This project was completed in 2009.{{cite web |last=Lee |first=Jennifer 8. |title=George Washington Bridge Sports a New Sparkle |website=City Room |date=September 11, 2017 |url=https://archive.nytimes.com/cityroom.blogs.nytimes.com/2009/07/06/george-washington-bridge-sports-a-new-sparkle/ |access-date=July 14, 2024}}

Following 15 reported suicides and 68 failed suicides in 2017, the Port Authority installed protective netting and an {{convert|11|ft|m|adj=mid|-high}} fence along each upper level sidewalk. The netting partially overhangs the sidewalks in order to prevent potential jumpers from scaling the fence directly.{{Cite news |url=https://www.nytimes.com/2017/12/29/nyregion/george-washington-bridge-suicide-fence.html |title=At George Washington Bridge, a Fence Rises to Deter Suicides |date=December 29, 2017 |work=The New York Times |issn=0362-4331 |access-date=June 9, 2018}} The southern sidewalk was closed from September to December 2017 so that a temporary fence could be installed there. Once the temporary fence had been erected, the permanent 11-foot-high barrier was constructed on the northern sidewalk, followed by the permanent barrier on the southern sidewalk.

File:2013 George Washington Bridge in winter fog seen from Castle Village.jpg, shrouded in winter fog in December 2013]]

In December 2011, the Port Authority announced plans to extensively rehabilitate the bridge. The vertical suspender ropes would be replaced, at an expected cost of more than $1{{nbsp}}billion paid for by toll revenue.{{cite news |url=https://www.nytimes.com/2011/12/09/nyregion/george-washington-bridge-cables-to-be-replaced.html |title=Now 80, George Washington Bridge Will Undergo Repairs |last=Haughney |first=Christine |date=December 8, 2011 |work=The New York Times |issn=0362-4331 |access-date=December 9, 2011}} In August 2013, repair crews began an $82 million effort to fix cracks in the upper deck's structural steel.{{cite news |url=http://www.syracuse.com/news/index.ssf/2013/08/new_york_citys_george_washington_bridge_to_undergo_major_construction_project_st.html |title=New York City's George Washington Bridge to undergo major construction project starting Monday |agency=Associated Press |date=August 2, 2013 |access-date=June 30, 2014 |publisher=syracuse.com}} Work restarted in June 2014 after a pause lasting several months.{{cite news |url=http://7online.com/traffic/repair-work-on-gwb-starts-monday-night;-3-upper-level-lanes-to-close/114743/ |title=Overnight repair work on GWB begins; 3 upper-level lanes close down |date=June 16, 2014 |access-date=July 7, 2014 |publisher=7online.com}} The Port Authority also started a $2 billion project to renovate or replace bridge components.{{cite web |last=DeAngelis |first=Jenna |date=January 12, 2024 |title=George Washington Bridge rehab project reaches halfway point |url=https://www.cbsnews.com/newyork/news/george-washington-bridge-restoration-project-progress/ |access-date=January 13, 2024 |website=CBS New York}} The lower level was repaved in 2016, and repainting work and maintenance platform replacement on the lower deck was completed in 2017. The bridge's 592 vertical suspender ropes were then replaced to fix damage caused by excessive heat and humidity. The staircases leading to the sidewalks on both the northern and southern sides of the upper deck were also being replaced with ramps that were compliant with the Americans with Disabilities Act of 1990. The Trans-Manhattan Expressway was being renovated in conjunction with this project.{{Cite news |url=https://newyorkyimby.com/2017/02/a-look-at-the-timeline-for-restoring-the-george-washington-bridge.html |title=A Look at the Timeline for Restoring the George Washington Bridge – New York YIMBY |date=February 2, 2017 |work=New York YIMBY |access-date=May 31, 2018}} On the New Jersey side, the Palisades Interstate Parkway "Helix" ramp onto the bridge would be replaced at a cost of $112.6{{nbsp}}million; this was completed in March 2019.{{cite web |title=PORT AUTHORITY COMPLETES CRITICAL GWB PROJECT AS PART OF ITS $1.9 BILLION "RESTORING THE GEORGE" PROGRAM |website=Port Authority of New York and New Jersey |url=https://www.panynj.gov/port-authority/en/press-room/press-release-archives/2019_press_releases/port_authority_completescriticalgwbprojectaspartofits19billionre.html |access-date=August 16, 2024}}

The northern sidewalk reopened in early 2023, after the suspender ropes on that side had been replaced. By early 2024, the restoration project was half complete, and workers were restoring the southern sidewalk and its cables. The same year, the Port Authority awarded $455 million in contracts for structural steel replacement.{{cite web |last=Higgs |first=Larry |date=May 24, 2024 |title=Project to rebuild the George Washington Bridge gets $455M boost |url=https://www.nj.com/news/2024/05/project-to-rebuild-the-george-washington-bridge-gets-455m-boost.html |access-date=December 4, 2024 |website=nj}} The suspender cable replacements were almost finished by December 2024,{{cite web |last=Higgs |first=Larry |date=December 2, 2024 |title=$2B project to restore the GW Bridge is more than halfway done. What's left? |url=https://www.nj.com/news/2024/12/2b-project-to-restore-the-gw-bridge-is-more-than-halfway-done-whats-left.html |access-date=December 4, 2024 |website=nj}}{{cite web |last=Guadalupe |first=Julian Leshay |date=December 2, 2024 |title=Construction on George Washington Bridge steel suspender ropes |url=https://www.northjersey.com/picture-gallery/news/bergen/fort-lee/2024/12/02/george-washington-bridge-construction-steel-suspender-ropes/76708790007/ |access-date=December 4, 2024 |website=Bergen Record}} and all of the 592 suspender cables had been replaced by March 2025.{{cite web |last=Carlo |first=Anthony |date=March 6, 2025 |title=Touring the George Washington Bridge as crews replace final suspension cables |url=https://abc7ny.com/post/touring-george-washington-bridge-crews-replace-final-suspension-cables/15984794/ |access-date=March 9, 2025 |website=ABC7 New York}} The National Transportation Safety Board also recommended in early 2025 that the bridge undergo a structural vulnerability assessment, following the Francis Scott Key Bridge collapse in Maryland the previous year.{{cite web | title=Key Bridge collapse: NYC bridges among 68 in the US recommended for vulnerability assessments, NTSB says | website=ABC7 New York | date=March 21, 2025 | url=https://abc7ny.com/post/key-bridge-collapse-nyc-bridges-among-68-us-recommended-vulnerability-assessments-ntsb-says/16059419/ | access-date=March 21, 2025|postscript=none}}; {{cite web | last=Loria | first=Michael | title=Millions of people use these bridges. Feds say they're taking a risk. | website=USA TODAY | date=March 21, 2025 | url=https://www.usatoday.com/story/news/nation/2025/03/20/bridges-at-risk-of-collapse-key/82582036007/ | access-date=March 21, 2025}}

The George Washington Bridge carries I-95 and US 1/9 between New Jersey and New York. Coming from New Jersey, US 46 terminates at the state border in the middle of the bridge. Further west, I-80, US 9W, New Jersey Route 4, and the New Jersey Turnpike also feed into the bridge via either I-95, U.S. 1/9, or U.S. 46 but end before reaching it. I-80 also gives drivers from the Garden State Parkway and Route 17 access to the bridge, and access to them as seen by signage on I-95 south. The Palisades Interstate Parkway connects directly to the bridge's upper level, though not to the lower level;{{Google maps|url=https://www.google.com/maps/place/George+Washington+Bridge/@40.8516964,-73.9527159,15z/data=!4m2!3m1!1s0x0:0x43e0227030fb8c72?sa=X&ved=0ahUKEwinmILi2q7bAhWHwFkKHZMiBGQQ_BII9QEwGA|title=George Washington Bridge|access-date=May 30, 2018}} however, a ramp to link the Interstate Parkway to the lower level was proposed in 2000. The marginal roads and local streets above the highways are known as GWB Plaza. The bridge's toll plaza, which collects tolls from eastbound/northbound traffic only, is located on the New Jersey side.{{sfn|Rastorfer|2000|p=71}}

File:ENTRANCE TO THE GEORGE WASHINGTON BRIDGE FROM THE WEST SIDE HIGHWAY IN UPPER MANHATTAN. THE ROAD PASSING UNDER THE... - NARA - 548332 (edit).jpg

On the New York side, the 12-lane Trans-Manhattan Expressway heads east across the narrow neck of Upper Manhattan, from the bridge to the Harlem River. It provides access from both decks to 178th and 179th Streets, which cross Manhattan horizontally, where U.S. 9 leaves the expressway and follows Broadway; the Henry Hudson Parkway and Riverside Drive, on the Hudson River's eastern bank along the west side of Manhattan; and to Amsterdam Avenue and the Harlem River Drive, on the Harlem River's western bank on the east side. The expressway connects directly with the Alexander Hamilton Bridge, which spans the Harlem River as part of the Cross-Bronx Expressway (I-95), providing access to the Major Deegan Expressway (I-87). Heading towards New Jersey, local access to the bridge is available from 179th Street. There are also ramps connecting the bridge to the George Washington Bridge Bus Terminal,{{google maps |url= https://maps.google.com/maps?q=loc:40.848889,-73.938333&hl=en&ll=40.849455,-73.940333&spn=0.003161,0.008256&t=h&z=18 |title= GW Bridge ramps to GW Bridge Bus Terminal |access-date= July 30, 2013}} a commuter bus terminal with direct access to the New York City Subway at the 175th Street station on the IND Eighth Avenue Line (served by the {{NYCS trains|Eighth far north}}).{{Cite NYCS map|neighborhood|Washington Heights (Fort Washington Park, Highbridge Park)}}

Originally, the approach to the George Washington Bridge from the New York side consisted of a roundabout encircling a fountain, which was designed by Cass Gilbert. This plan was deemed not feasible as a result of the congestion that the weaving movements would create.{{sfn|Rastorfer|2000|p=63}} The final plans called for meandering roadways from Riverside Drive and Henry Hudson Parkway, which run along the eastern bank of the Hudson River at the bottom of the cliff in Washington Heights. The Henry Hudson Parkway actually passes under the New York side's anchorage using an underpass designed by Gilbert.{{sfn|Rastorfer|2000|p=71}} The connection to the 178th–179th Street Tunnels, which connected to the southbound Harlem River Drive, opened in 1940. The tunnels were replaced by the Trans-Manhattan Expressway, which opened in 1962. The tunnels and expressway were built to minimize disruption to the Washington Heights neighborhood, which had already been developed at the time.{{sfn|Rastorfer|2000|p=66}}

Further south along the Hudson River, the Lincoln Tunnel (Route 495) and Holland Tunnel (Interstate 78/Route 139) also enter Manhattan.{{cite news |last=LaRock |first=Hana |title=How to Avoid the Tolls From New Jersey to New York |work=USA Today |date=December 16, 2013 |url=http://traveltips.usatoday.com/avoid-tolls-new-jersey-new-york-110205.html |access-date=May 31, 2018}} Both tunnels are operated by the Port Authority, which collects tolls from drivers crossing the Hudson River eastbound toward New York City.{{cite web |url=http://www.panynj.gov/bridges-tunnels/tolls.html |title=New Toll Fare Rates for the Bridges & Tunnels Effective December 6, 2015 at 3:00 AM |work=Port Authority of New York & New Jersey |access-date=November 23, 2015}} The Verrazzano-Narrows Bridge (I-278), connecting the New York City boroughs of Staten Island and Brooklyn, is the southernmost alternate route. It connects to the Bayonne Bridge, Goethals Bridge, and Outerbridge Crossing between Staten Island and New Jersey. All four bridges to Staten Island collect tolls for drivers driving into the island.{{efn|MTA Bridges and Tunnels collects tolls for the Verrazzano-Narrows Bridge{{cite web |url=http://web.mta.info/bandt/traffic/btmain.html |title=2017 Toll Information |publisher=MTA Bridges & Tunnels |access-date=March 16, 2017}} while the Port Authority collects tolls for the other three bridges to Staten Island.}}

Farther north within the New York metropolitan area, the Tappan Zee Bridge (Interstates 87/287 and New York State Thruway) avoids the congested Cross Bronx Expressway and the city proper. Thruway traffic sometimes uses the George Washington Bridge as a detour, since no roads cross the Hudson River between the George Washington and Tappan Zee bridges.{{cite news |last=Newman |first=Andy |title=Finding Alternatives to Alternate Routes |work=The New York Times |issn=0362-4331 |date=October 10, 1997 |url=https://www.nytimes.com/1997/10/10/nyregion/finding-alternatives-to-alternate-routes.html |access-date=May 31, 2018}} The Tappan Zee Bridge also charges tolls for eastbound drivers.{{cite web |title=Incentive Pricing Toll Schedules – Cashless Tolling |website=New York State Thruway |date=November 7, 2014 |url=https://www.thruway.ny.gov/travelers/tolls/schedules/incentivetolls.html |access-date=January 12, 2019}} Even farther north is the Bear Mountain Bridge, carrying U.S. 6 and U.S. 202, about {{convert|20|mi|km}} north of the Tappan Zee Bridge; it also charges tolls for eastbound drivers.{{Cite web |title=Bear Mountain Bridge {{!}} History {{!}} Facts |url=https://nysba.ny.gov/bridge/bear-mountain |access-date=October 23, 2022 |website=nysba.ny.gov}}

{{As of|2025|01|05|df=us}}, the tolls-by-mail rate going from New Jersey to New York City is $18.31 for cars and motorcycles; there is no toll for passenger vehicles going from New York City to New Jersey. New Jersey and New York–issued E-ZPass users are charged $14.06 for cars and $13.06 for motorcycles during off-peak hours, and $16.06 for cars and $15.06 for motorcycles during peak hours. Users with E-ZPass issued from agencies outside of New Jersey and New York are charged the tolls-by-mail rate.{{cite web |title=2025 Tolls |publisher=Port Authority of New York & New Jersey |url=https://www.panynj.gov/bridges-tunnels/en/tolls/2025-tolls.html |access-date=January 5, 2025}} From July 2025, the Mid-Tier rate {{Show by date|2025|07|06|will be|is}} $18.72, while the toll-by-mail rate {{Show by date|2025|07|06|will be|is}} $22.38.{{cite web | last=Higgs | first=Larry | title=PATH fare hike in new Port Authority budget. See how much you will have to pay. | website=nj | date=November 14, 2024 | url=https://www.nj.com/news/2024/11/path-fare-hike-in-new-port-authority-budget-see-how-much-you-will-have-to-pay.html | access-date=May 29, 2025}}{{cite web | last=Kiefer | first=Eric | title=Toll Hikes At GWB, Lincoln Tunnel Proposed In Port Authority Budget | website=Montclair, NJ Patch | date=November 14, 2024 | url=https://patch.com/new-jersey/montclair/toll-hikes-lincoln-tunnel-gwb-proposed-port-authority-budget | access-date=May 29, 2025}}

File:GWB Bridgegate entrance Sept 2016.jpg

Originally, tolls were collected in both directions. The original toll booth on the New Jersey side was designed by Gilbert, who also designed a classical-style maintenance booth, neither of which is extant.{{sfn|Rastorfer|2000|p=71}} In August 1970, the toll was abolished for westbound drivers, and at the same time, eastbound drivers saw their tolls doubled. The tolls of eleven other New York–New Jersey and Hudson River crossings along a {{convert|130|mi|km|adj=on}} stretch, from the Outerbridge Crossing in the south to the Rip Van Winkle Bridge in the north, were also changed to south- or eastbound-only at that time.{{cite news |last=Moran |first=Nancy |title=One-Way Tolls Confusing Some Drivers |work=The New York Times |issn=0362-4331 |date=August 13, 1970 |url=https://www.nytimes.com/1970/08/13/archives/oneway-tolls-confusing-some-drivers.html |access-date=April 9, 2018}} There were a series of tollbooths on the New Jersey side. The bridge had 29 toll lanes: 12 in the main upper-level toll plaza, 10 in the lower-level toll plaza, and seven in the Palisades Interstate Parkway toll plaza leading to the upper level.{{cite web |url=http://www.panynj.gov/bridges-tunnels/tolls.html |title=Tolls – Bridges & Tunnels |work=Port Authority of New York and New Jersey |access-date=February 27, 2010}} E-ZPass was accepted for toll payment on the George Washington Bridge starting in July 1997.{{cite news |last=MacFarquhar |first=Neil |title=Some Changes Via E-Z Pass at George Washington Bridge |work=The New York Times |issn=0362-4331 |date=July 29, 1997 |url=https://www.nytimes.com/1997/07/29/nyregion/some-changes-via-e-z-pass-at-george-washington-bridge.html |access-date=September 13, 2018}} In 2000, the Port Authority proposed removing the tollbooths for the E-ZPass lanes on the lower level and Palisades Parkway toll plazas, replacing them with electronic toll collection gantries to allow motorists to maintain highway speeds.{{cite news |url=https://www.newspapers.com/clip/25357207/ezpass_bridge_tollbooths_may_be_history/ |title=E-ZPass bridge tollbooths may be history |date=June 19, 2000 |work=Central New Jersey Home News |location=New Brunswick, NJ |page=3 |via=Newspapers.com |access-date=November 13, 2018}} The Palisades Parkway toll plaza began operating overnight in April 2001,{{Cite news|last=Demasters|first=Karen|date=2001-04-08|title=Briefing: Transportation; Unmanned Toll Plaza|url=https://www.nytimes.com/2001/04/08/nyregion/briefing-transportation-unmanned-toll-plaza.html|access-date=2025-04-01|work=The New York Times|language=en-US|issn=0362-4331}} though only E-ZPass users could use the toll plaza from 11 p.m. to 5 a.m. on weekdays and from 11 p.m. to 7 a.m. on weekends.{{Cite news|last=Gilbert|first=Pat R.|date=2001-04-04|title=Late-night E-ZPass Users to Get Pal Parkway Treat|work=The Record|id={{pq|425280369}}|pages=A1, A11}}

Pedestrians and cyclists may cross free of charge on the south sidewalk. Pedestrians traveling in either direction originally paid tolls of 10 cents when the bridge opened. The pedestrian toll was reduced to 5 cents in 1935{{cite news |title=Toll Rules Fixed By Port Authority |work=The New York Times |issn=0362-4331 |date=December 31, 1934 |url=https://www.nytimes.com/1934/12/31/archives/toll-rules-fixed-by-port-authority-scrip-tickets-to-be-sold-for.html |access-date=June 18, 2018}} and discontinued altogether in 1940.{{cite news |title=Jersey Bridge Tolls End For Pedestrians |work=The New York Times |issn=0362-4331 |date=May 29, 1940 |url=https://www.nytimes.com/1940/05/29/archives/jersey-bridge-tolls-end-for-pedestrians-george-washington-and.html |access-date=June 18, 2018}}

Open road tolling was implemented for drivers going from Palisades Interstate Parkway on February 2, 2020, on the lower level on November 7, 2020, and on the upper level on July 10, 2022.{{Cite web |first=Larry |last=Higgs |date=October 22, 2020 |title=Cash tolls at the Lincoln Tunnel and GWB are back, but not for long |url=https://www.nj.com/news/2020/10/cash-tolls-at-the-lincoln-tunnel-and-gwb-are-back-but-not-for-long.html |access-date=December 24, 2020 |website=nj |language=en}} The tollbooths have been dismantled, and drivers can no longer pay cash at the bridge. Instead, cameras are mounted onto new overhead gantries on the New Jersey side going to New York. A vehicle without E-ZPass has a picture taken of its license plate and a bill for the toll mailed to its owner. For E-ZPass users, sensors detect their transponders wirelessly.{{cite web |title=GWB, Lincoln & Holland tunnels getting rid of toll booths |website=New Jersey 101.5 |date=July 25, 2019 |url=https://nj1015.com/gwb-lincoln-holland-tunnels-getting-rid-of-toll-booths/ |access-date=July 26, 2019}} In March 2020, due to the COVID-19 pandemic, all-electronic tolling was temporarily placed in effect for all Port Authority crossings, including the George Washington Bridge.{{Cite web |url=https://www.panynj.gov/port-authority/en/press-room/in-line-with-emergency-orders-from-new-york-and-new-jersey--port.html |date=March 22, 2020 |title=In Line With Emergency Orders From New York and New Jersey, Port Authority to Collect Tolls Exclusively by Electronic Means and Temporarily Suspend Cash Toll Collection at Hudson River Crossings |publisher=Port Authority of New York and New Jersey |access-date=March 28, 2020}} Cash toll collection was temporarily reinstated on the upper level only from October 2020 to July 2022 while the required open road tolling infrastructure was being installed. The carpool discount was eliminated when open-road tolling commenced on the upper level in July 2022.{{cite web |last=Alexander |first=Dan |title=Major toll changes for George Washington Bridge drivers coming this summer |website=New Jersey 101.5 |date=June 9, 2022 |url=https://nj1015.com/major-toll-changes-for-george-washington-bridge-drivers-coming-from-nj/ |access-date=June 10, 2022}}{{cite web |last=Higgs |first=Larry |title=Cashless tolls are coming to the GWB, but carpool discounts are ending |website=nj |date=June 9, 2022 |url=https://www.nj.com/news/2022/06/cashless-tolls-are-coming-to-the-gwb-but-carpool-discounts-are-ending.html |access-date=June 10, 2022}} The toll plazas were demolished starting in March 2023; the removal was expected to take two years.{{cite web |last=O'Neill |first=James M. |title=Toll plazas at the George Washington Bridge are disappearing |website=Bergen Record |date=October 8, 2024 |url=https://www.northjersey.com/story/news/transportation/2024/10/08/nj-toll-plaza-george-washington-bridge-disappearing/75092894007/ |access-date=October 11, 2024}}

Prior to July 10, 2022, a discounted carpool toll ($7.75) was available at all times for cars with three or more passengers using NY or NJ E-ZPass, who proceed through a staffed toll lane (provided they have registered with the free "Carpool Plan"), except if entering from the Palisades Interstate Parkway entrance to the bridge.{{Cite web |url=https://www.panynj.gov/bridges-tunnels/en/tolls.html |title=Tolls |website=panynj.gov |access-date=March 28, 2020}} The Carpool Plan ended when the George Washington Bridge implemented cashless tolling.

File:GWB to New York.JPG

The George Washington Bridge contains two sidewalks that can be used by pedestrians and bicyclists. The southern sidewalk (accessible by a long, steep ramp on the Manhattan side of the bridge) is shared by cyclists and pedestrians. The entrance in Manhattan is at 178th Street, just west of Cabrini Boulevard, and also has access to the Hudson River Greenway north of the bridge. Both sidewalks are accessible on the New Jersey side from Hudson Terrace. The George Washington Bridge carries New York State Bicycle Route 9, a bike route that runs from New York City north to Rouses Point.{{cite web |url=https://www.dot.ny.gov/portal/pls/portal/MEXIS_APP.DYN_BIKE_TRAIL_GOOGLE_MAPIT.show?p_arg_names=p_trail_id&p_arg_values=145 |title=State Bicycle Route 9 Map |publisher=New York State Department of Transportation |access-date=January 12, 2019}} {{As of|October 2024}}, the bike lanes are open from 5 a.m. to midnight every day.{{cite web |last=Lane |first=Charles |title=Port Authority extends George Washington Bridge bike hours, but reasoning remains murky |website=Gothamist |date=October 28, 2024 |url=https://gothamist.com/news/port-authority-extends-george-washington-bridge-bike-hours-but-reasoning-remains-murky |access-date=October 30, 2024}}

The Port Authority closed the northern sidewalk at all times in 2001.{{cite web |url=http://www.panynj.gov/bridges-tunnels/gwb-pedestian-bicycle-info.html |title=Pedestrian & Bicycle Information – George Washington Bridge |work=Port Authority of New York and New Jersey |access-date=February 27, 2010 |archive-date=October 30, 2019 |archive-url=https://web.archive.org/web/20191030171548/http://www.panynj.gov/bridges-tunnels/gwb-pedestian-bicycle-info.html |url-status=dead}} Though it offers direct access into Palisades Interstate Park, the northern sidewalk requires stairway climbs and descents on both sides, which was inaccessible for people with physical disabilities and posed a risk in poor weather conditions.{{cite web |last=Yellin |first=Deena |url=http://www.northjersey.com/news/a-controversial-path-planned-gwb-pedestrian-lane-attracts-critics-1.1107554 |title=A controversial planned GWB pedestrian lane attracts critics |work=The Record (Bergen County) |date=October 12, 2014 |access-date=June 19, 2016 |quote=It includes replacing stairways on the bridge's north side with access ramps and removing a tight hairpin turn on the south side walkway to make it safer and accessible to wheelchairs. |archive-url=https://web.archive.org/web/20141014230944/http://www.northjersey.com/news/a-controversial-path-planned-gwb-pedestrian-lane-attracts-critics-1.1107554 |archive-date=October 14, 2014 |url-status=dead}} Advocacy groups such as Transportation Alternatives also suggested improvements.{{cite journal |date=Summer 2003 |title=Support Grows in NJ for GW Bridge to 'River Road' Connector Path |journal=Reclaim Magazine |page=15 |publisher=Transportation Alternatives |url=http://www.transalt.org/sites/default/files/news/magazine/033Summer/15gwb.html |access-date=February 27, 2010 |archive-date=October 20, 2014 |archive-url=https://web.archive.org/web/20141020122945/http://www.transalt.org/sites/default/files/news/magazine/033Summer/15gwb.html |url-status=dead}}

As part of the project to replace the bridge's vertical support cables, the connections to both sidewalks will be enhanced or rebuilt and made ADA-compliant. While the south-side cables are being replaced, that sidewalk will be closed and the north sidewalk will be open. Once the entire project is completed in 2027, pedestrians will use the south sidewalk and cyclists will use the north sidewalk. The sidewalk aspect of the project is expected to cost $118{{nbsp}}million.{{cite web |title=Projects ramping up around the GWB |website=North Jersey |date=May 2, 2016 |url=https://www.northjersey.com/story/news/2016/05/01/projects-ramping-up-around-the-gwb/94667818/ |access-date=November 13, 2018}}{{cite web |url=https://njbwc.org/wp-content/uploads/George-Washington-Bridge-Supplemental-Information-on-Bike-and-Pedestrian-Access.pdf |title=George Washington Bridge 'Restoring the George' Construction Program: Supplemental Information on Bicycle and Pedestrian Access |publisher=New Jersey Bike and Walk Coalition |access-date=April 18, 2019}}

{{Clear}}

The George Washington Bridge is among the most frequently chosen sites in the New York metropolitan area for suicide by jumping or falling off the bridge.{{cite web |last=Zabriskie |first=Phil |url=http://nymag.com/news/features/46811/ |title=The Mysteries of the Suicide Tourist |work=New York |date=May 8, 2008 |access-date=April 13, 2012}} The first death by jumping was unintentional and occurred before the bridge opened. On September 21, 1930, a stunt jumper named Norman J. Terry jumped off the bridge's deck in front of a crowd of thousands, and because his body was facing the wrong way, he broke his neck upon hitting the water.{{Cite book |url=https://books.google.com/books?id=AEgyCgAAQBAJ&pg=PA27 |title=Patient H.M.: A Story of Memory, Madness, and Family Secrets |last=Dittrich |first=Luke |date=August 9, 2016 |publisher=Random House Publishing Group |isbn=978-0-679-64380-7 |pages=27–29}}{{Cite news |url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Ffultonhistory.com%2FNewspaper%252018%2FTroy%2520NY%2520Times%2FTroy%2520NY%2520Times%25201930%2FTroy%2520NY%2520Times%25201930%2520-%25203919.pdf |title=213-foot Leap Kills Stunter |agency=Associated Press |date=September 22, 1930 |work=Troy Times |access-date=June 5, 2018 |pages=1 |via=Fultonhistory.com}}{{Cite news |url=https://www.nytimes.com/1930/09/22/archives/dies-in-stunt-dive-from-ft-lee-bridge-professional-daredevils-back.html |title=Dies In Stunt Dive From Ft. Lee Bridge |date=September 22, 1930 |work=The New York Times |issn=0362-4331 |access-date=June 6, 2018}} The first intentional suicide occurred on November 3, 1931, a little more than one week after the bridge opened.{{Cite news |url=https://www.nytimes.com/1931/11/04/archives/first-suicide-at-new-bridge-pedestrians-see-man-jump.html |title=First Suicide at New Bridge |date=November 4, 1931 |work=The New York Times |issn=0362-4331 |access-date=June 9, 2018}}

Several suicide attempts off the George Washington Bridge have been widely publicized. In 1994, a person going by the name "Prince" called The Howard Stern Show while on the bridge, said he would kill himself, but Howard Stern talked him out of it.{{cite web |last=Goldman |first=John J. |title=Shock Jock Howard Stern Stops Caller's Suicide Leap : Media: Man phoned in threat from edge of bridge. Radio personality says he decided to 'keep this man laughing' until authorities could arrive. |website=Los Angeles Times |date=December 8, 1994 |url=https://www.latimes.com/archives/la-xpm-1994-12-08-mn-6575-story.html |access-date=August 29, 2024}}{{cite news |last=Weber |first=Bruce |title=Now a Caller From the G. W. Bridge: Stern to the Rescue |work=The New York Times |issn=0362-4331 |date=December 8, 1994 |url=https://www.nytimes.com/1994/12/08/nyregion/now-a-caller-from-the-g-w-bridge-stern-to-the-rescue.html |access-date=June 28, 2018}} The 2010 suicide of Tyler Clementi, who had jumped from the bridge, drew national attention to cyberbullying and the struggles facing LGBT youth.{{cite news |url=http://www.newyorker.com/reporting/2012/02/06/120206fa_fact_parker |title=The Story of a Suicide |last=Parker |first=Ian |date=January 29, 2012 |newspaper=The New Yorker |access-date=February 5, 2012}}

In 2012, a record 18 people threw themselves off the bridge to their deaths, while 43 others attempted to do so but survived.{{cite news |last=Messing |first=Philip |title=Sad GWB suicide record |newspaper=New York Post |date=January 14, 2013 |url=http://www.nypost.com/p/news/local/sad_gwb_suicide_record_9ELUgLy1EyYM2heFPNSMQM |access-date=January 14, 2013}} There were 18 deaths reported in both 2014 and 2015. In 2014, 74 people were stopped by the Port Authority police, while the next year, another 86 people were stopped by the Port Authority police. In 2016, there were 12 reported deaths, a decrease from previous years, while 70 people were stopped by the Port Authority police.{{cite news |url=http://www.nydailynews.com/new-york/manhattan/12-people-jumped-deaths-george-washington-bridge-2016-article-1.2936230 |title=12 people jumped to deaths from George Washington Bridge in 2016 |work=Daily News |location=New York}} In 2017, the Port Authority proposed equipping a two-person Emergency Services Unit team with harnesses to prevent suicides from the bridge.{{cite web |last1=Tracy |first1=Thomas |last2=Greene |first2=Leonard |title=Exclusive: Port Authority eyeing harness-equipped suicide prevention units on George Washington Bridge |work=Daily News |location=New York |date=February 21, 2017 |url=http://www.nydailynews.com/new-york/port-authority-eyeing-harness-equipped-cops-gwb-article-1.2977743 |access-date=September 12, 2018}}

On September 9, 2013, dedicated toll lanes for one of the local Fort Lee entrances to the bridge's upper level were reduced from three to one, with the two other lanes diverted to highway traffic. The closures were made without notification to local government officials and emergency responders. The local toll lane reductions caused massive traffic congestion, with major delays for school transportation and police and emergency service responses within Fort Lee.{{cite news |date=January 9, 2014 |title=For Christie, perhaps a bridge too far |newspaper=The Washington Post |url=https://www.washingtonpost.com/politics/for-christie-perhaps-a-bridge-too-far/2014/01/09/2928e054-797a-11e3-af7f-13bf0e9965f6_graphic.html}} The lanes were reopened by the Port Authority on September 13.{{cite web |last1=Durando |first1=Jessica |last2=Symons |first2=Michael |date=January 10, 2014 |title=The backstory of Christie's 'Bridgegate' scandal |url=https://www.usatoday.com/story/news/politics/2014/01/09/christie-bridge-scandal-what-happened/4392155 |access-date=February 2, 2014 |work=USA Today}} After a four-month investigation, it was revealed that the lane closures were made by the aides and appointees of New Jersey Governor Chris Christie, causing a political scandal.{{cite web |last=Baxter |first=Christopher |title=UPDATED: Timeline of Port Authority's George Washington Bridge controversy |url=http://www.nj.com/politics/index.ssf/2014/03/timeline_of_the_port_authoritys_george_washington_bridge_lane_closure_controversy.html |access-date=March 31, 2014 |work=The Star-Ledger |date=March 11, 2014}} The repercussions and controversy surrounding these actions have been investigated by the Port Authority,{{cite news |last=Strunsky |first=Steve |date=October 16, 2013 |title=George Washington Bridge lane closures prompt internal review, lawmaker outrage |newspaper=The Star-Ledger |url=http://www.nj.com/news/index.ssf/2013/10/george_washington_bridge_lane_closures_prompt_internal_review_lawmaker_outrage.html |access-date=April 3, 2014}} federal prosecutors,{{cite news |last=Chung |first=Jen |date=January 9, 2014 |title=U.S. Attorney Now Investigating Bridgegate |work=Gothamist |url=http://gothamist.com/2014/01/09/us_attorney_investigating_bridgegat.php |url-status=dead |access-date=January 10, 2014 |archive-url=https://web.archive.org/web/20140112031811/http://gothamist.com/2014/01/09/us_attorney_investigating_bridgegat.php |archive-date=January 12, 2014}} and a New Jersey legislature committee.{{cite news |last=Costa |first=Robert |date=January 13, 2014 |title=Broader investigation of N.J. bridge closures launched |newspaper=The Washington Post |url=https://www.washingtonpost.com/blogs/post-politics/wp/2014/01/13/special-investigation-of-n-j-bridge-closures-launched |access-date=January 13, 2014}}{{cite news |last=Zernike |first=Kate |date=January 16, 2014 |title=A Hiring by Christie Raises Questions Over Cooperation |work=The New York Times |url=https://www.nytimes.com/2014/01/17/nyregion/christie-bridge-inquiry.html?hp&_r=0 |access-date=January 20, 2014 |issn=0362-4331}}

On September 12, 2020, a hundred anti-police brutality protesters from the Black Lives Matter movement converged from both New York and New Jersey, blocking the upper level of the bridge for about an hour before walking to the New York City Police Department's 34th Precinct in Manhattan.{{Cite web |last=Keogh |first=Elizabeth |title=Protesters stop traffic on NYC side of George Washington Bridge |url=https://www.nydailynews.com/new-york/ny-protestors-shut-down-bridge-20200913-suoao5jn3nb6ngxthl6nflpfby-story.html |access-date=September 14, 2020 |website=New York Daily News |date=September 12, 2020}}{{Cite web |title=Protesters Shut Down George Washington Bridge, Clash With NYPD |url=https://www.nbcnewyork.com/news/local/protesters-shut-down-george-washington-bridge-clash-with-nypd/2614844/ |access-date=September 14, 2020 |website=NBC New York |date=September 13, 2020 |language=en-US}}

File:George Washington Bridge, HAER NY-129-8.jpg

On December 28, 1966, a 19-year-old pilot made an emergency landing on the bridge's New Jersey side after his plane's engine failed. There were no deaths reported, because there was very little traffic at the time, but the pilot and his passenger were injured.{{cite news |url=https://www.nytimes.com/1965/12/28/archives/pilot-19-defends-bridge-landing-rejected-jersey-meadows-as-too.html |title=Pilot, 19, Defends Bridge Landing |date=December 28, 1965 |work=The New York Times |issn=0362-4331 |access-date=June 18, 2018}}{{cite web |url=https://www.panynj.gov/bridges-tunnels/gwb-80.html |title=George Washington Bridge 80th Anniversary |date=October 25, 2011 |website=The Port Authority of NY & NJ |access-date=June 18, 2018 |archive-date=June 18, 2018 |archive-url=https://web.archive.org/web/20180618204332/https://www.panynj.gov/bridges-tunnels/gwb-80.html |url-status=dead}} At the time, there was no median barrier on the bridge's upper deck.

In June 1977, two tractor-trailers nearly fell off the lower level after jackknifing, then going through both the roadway barrier and a mesh net next to the roadway. One of the drivers was hurt slightly, while the other driver was not hurt. The accident also involved a third tractor-trailer and two passenger cars, none of whose occupants were hurt.{{Cite news |url=https://www.nytimes.com/1977/06/10/archives/two-trucks-rip-net-over-hudson-but-bridge-beam-catches-the-cabs.html?login=email |title=Two Trucks Rip Net Over Hudson, But Bridge Beam Catches the Cabs |last=McFadden |first=Robert D. |date=June 10, 1977 |work=The New York Times |issn=0362-4331 |access-date=June 25, 2018}} Accidents involving trucks dumping their cargo have also occurred on the George Washington Bridge. Watermelons, frozen chicken parts, and horse manure have all fallen onto the bridge's roadway at some point.{{cite news |last=Carmody |first=Deirdre |title=A 50-Year View of the George Washington Bridge |work=The New York Times |issn=0362-4331 |date=October 10, 1981 |url=https://www.nytimes.com/1981/10/10/nyregion/a-50-year-view-of-the-george-washington-bridge.html |access-date=June 25, 2018}}

During the terrorist attacks on September 11, 2001, several news organizations, including CNN, reported that a vehicle filled with explosives had been found on the lower level of the bridge.{{Cite web |title=CNN.com – Transcripts |url=https://transcripts.cnn.com/show/se/date/2001-09-11/segment/04 |access-date=December 19, 2021 |publisher=CNN}}{{Cite web |last1=Lima |first1=Paulo |last2=Stile |first2=Charles |title=New Jersey gives its all to a neighbor in dire need |url=https://www.newspapers.com/article/the-record-new-jersey-gives-its-all-to-a/132353348/ |newspaper=The Record |date=September 12, 2001}} However, several investigations found no evidence of a vehicle containing explosives on the bridge.{{Cite web |last=Colford |first=Paul D. |title=False accounts taint stories |url=https://www.newspapers.com/article/daily-news-false-accounts-taint-stories/132354239/ |newspaper=Daily News |date=September 15, 2001}}

The bridge is seen in a number of movies set in New York:{{sfn|Rockland|2008|p=123}}

• Ball of Fire (1941) was the first film to show the bridge.{{Sfn|Rockland|2008|p=125}}
• In Force of Evil (1948), Leo Morse is buried under the bridge by the mob of gangsters employing his brother Joe.{{sfn|Rockland|2008|p=124}}{{Cite web |url=https://www.nypl.org/blog/2011/10/25/g-dubs-love-letter-george-washington-bridge |title=I ♥ G-Dubs: A Love Letter to the George Washington Bridge on its 80th Birthday |first=Jeremy |last=Megraw |work=nypl.org |publisher=New York Public Library for the Performing Arts |date=October 25, 2011 |access-date=September 17, 2018}}
• In How to Marry a Millionaire (1953), Loco and Brewster are fêted as being in the 50 millionth car to cross the bridge as part of the "George Washington Bridge Week" festivities.{{sfn|Rockland|2008|p=124}}
• In Network (1976), Schumacher tells a story in which, having overslept for a news shoot about the bridge's new lower deck, he gets into a cab wearing a raincoat over his pajamas and tells the driver to take him to the middle of the bridge. The taxi driver, concerned that Schumacher intends to jump, begs him: "Don't do it buddy! You're a young man!"{{Sfn|Rockland|2008|p=124}}
• Sully (2016) reenacts how Sullenberger overflew the bridge by a few hundred feet.{{cite web |url=https://globalnews.ca/news/2926225/sully-the-untold-story-of-us-airways-flight-1549/ |title=Sully: The untold story of US Airways Flight 1549 – Toronto |last=Hay |first=Susan |date=September 7, 2016 |website=Global News |access-date=September 18, 2018}}
• The bridge was also shown in The Godfather (1972),{{sfn|Rockland|2008|p=124}}{{cite web |url=http://www.scoutingny.com/the-godfather-the-new-york-city-filming-locations-then-and-now/ |title=The New York Filming Locations of The Godfather, Then and Now |date=January 26, 2014 |website=Scouting NY |access-date=September 18, 2018}} and Cop Land (1997).{{sfn|Rockland|2008|p=126}}{{cite magazine |last=Thrush |first=Glenn |url=https://books.google.com/books?id=yOgCAAAAMBAJ&pg=PA30 |title=The Real Cop Land |date=August 18, 1997 |magazine=New York |page=30 |access-date=September 20, 2018}}

The bridge has been featured in music. In the opening singalong for Sesame Street, Ernie sang the words "George Washington Bridge" to the tune of Sobre las Olas ("The Loveliest Night of the Year").{{sfn|Rockland|2008|pp=133–134}} In addition, William Schuman's 1950 work George Washington Bridge.{{sfn|Rockland|2008|p=133}}{{cite web |title=William Schuman's GWB Tribute Finds New Resonance – New York's Classical Music Radio Station |publisher=WQXR |date=January 10, 2014 |url=https://www.wqxr.org/story/william-schumans-gwb-tribute-finds-new-resonance/ |access-date=September 17, 2018}}{{cite book |first=Hildegarde |last=Swift |others=Lynd Ward (illustrator) |title=The Little Red Lighthouse and the Great Gray Bridge |publisher=Harcourt, Brace, and World |year=1942 |edition=2002 |isbn=0-15-204571-6 |url=https://archive.org/details/littleredlightho0000swif}} Nina Rosario sings "Just me and the GWB asking, 'Gee, Nina, what'll you be?{{' "}} in "Breathe" from In the Heights.{{Citation |title="In the Heights" Original Broadway Company & Mandy Gonzalez – Breathe |url=https://genius.com/In-the-heights-original-broadway-company-and-mandy-gonzalez-breathe-lyrics |access-date=February 19, 2023}}

In visual art, the first issue of the comic Atomic War! published in November 1952, the George Washington Bridge is shown collapsing during a bombing of New York City.{{cite web |url=https://en.wikisource.org/wiki/Atomic_War!/1#/media/File:AtomicWar0109.jpg |title=Atomic War! #1 |page=09}} Additionally, painters George Ault and Valeri Larko have both created artworks named after the bridge.{{sfn|Rockland|2008|p=130}} Video games such as Metal Gear Solid 2: Sons of Liberty also showed the George Washington Bridge.{{cite web |url=https://www.gamespot.com/articles/the-final-hours-of-metal-gear-solid-2-sons-of-liberty/1100-6376810/ |title=The Final Hours of Metal Gear Solid 2: Sons of Liberty |work=GameSpot |first=Geoff |last=Keighley |date=May 16, 2012 |access-date=April 2, 2019}}

The construction of the bridge is detailed in George Washington Bridge: A Timeless Marvel{{cite book |last=Rastorfer |first=Darl |title=George Washington Bridge : a timeless marvel |publisher=The Port Authority of New York and New Jersey in association with Darl Rastorfer and Associates |location=New York, N.Y |year=2006 |isbn=978-0-9789640-0-9 |oclc=85791384}} and George Washington Bridge: Poetry in Steel.{{sfn|Rockland|2008|p=81–82}} The bridge and the nearby Little Red Lighthouse are the subjects of Hildegarde Swift's 1942 children's book The Little Red Lighthouse and the Great Gray Bridge.{{cite web |url=https://www.nycgovparks.org/parks/fort-washington-park/highlights/11044 |title=Fort Washington Park Highlights |date=June 26, 1939 |website=The Little Red Lighthouse : NYC Parks |access-date=September 17, 2018}}

• For the book itself, see: {{cite book |title=The little red lighthouse and the great gray bridge |last=Swift |first=Hildegarde |publisher=Harcourt Brace Jovanovich |year=1974 |isbn=978-0-15-204573-9 |location=New York |oclc=695588}}

{{Wide image|George Washington Bridge from Riverside Drive Eric Sorenson.jpg|800px|From Riverside Drive, at night}}

{{Portal|Transport|Engineering|New Jersey|New York (state)|New York City}}

• 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

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{{notelist}}

{{Reflist}}

• {{Cite book |last=Rastorfer |first=Darl |url=https://www.worldcat.org/oclc/41977224 |title=Six bridges : the legacy of Othmar H. Ammann |date=2000 |publisher=Yale University Press |isbn=978-0-300-08047-6 |location=New Haven |oclc=41977224 |chapter-url=https://books.google.com/books?id=A51VbeqTwogC&pg=PT177 |chapter=Chapter 2: The George Washington Bridge}}
• {{cite book |url=https://books.google.com/books?id=4sU2DwAAQBAJ&pg=PA85 |title=The Bridges of New York |last=Reier |first=Sharon |publisher=Dover Publications |year=2000 |isbn=978-0-486-41230-6 |series=New York City Series}}
• {{cite book |url=https://archive.org/details/georgewashington00rock_0 |url-access=registration |title=The George Washington Bridge: Poetry in Steel |last=Rockland |first=Michael Aaron |publisher=Rutgers University Press |year=2008 |isbn=978-0-8135-4375-8 |location=New Brunswick, NJ}}
• {{cite New York 1930}}

• 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, [https://www.press.umich.edu//12009801 Mobilizing the Metropolis: How the Port Authority Built New York] (University of Michigan Press, 2023)

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{{Commons category}}

• [http://www.panynj.gov/bridges-tunnels/george-washington-bridge.html George Washington Bridge Official Site] by the Port Authority of New York and New Jersey
• [http://bridgestunnels.com/location/george-washington-bridge/ George Washington Bridge] at Bridges & Tunnels
• {{Structurae|id=20000032|title=George Washington Bridge}}
• {{HAER |survey=NY-129 |id=ny1264 |title=George Washington Bridge |photos=77 |color=12 |data=6 |cap=8}}
• [http://www.wdl.org/en/item/2739 The George Washington Bridge in Heavy Smog, View Toward the New Jersey Side of the Hudson River] from World Digital Library

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