George Washington Bridge Toll History: How Rates Changed Over the Years

Why Do George Washington Bridge Tolls Keep Going Up?

The George Washington Bridge is owned and operated by the Port Authority of New York and New Jersey, a bi-state agency that receives no direct tax revenue. Instead, it funds operations, maintenance, and capital improvements almost entirely through toll revenue, lease payments, and fees from its various facilities. When the Port Authority needs to invest in aging infrastructure or take on new projects, raising tolls is the primary mechanism available.

Several factors drive toll increases on the GWB. The most significant is the Port Authority's capital program, a multi-year investment plan that covers bridge repairs, tunnel rehabilitation, airport improvements, the PATH rail system, and bus terminals. The 2011 capital plan, for example, was a $27.6 billion initiative that required phased toll increases over four years. The GWB toll jumped from $8.00 in 2008 to $12.00 in 2011, then rose again to $13.00 in 2013 and $15.00 in 2015.

Maintenance costs have also grown steadily. The George Washington Bridge is more than 90 years old, and keeping a bridge of this scale safe and functional requires constant attention. Steel cables need inspection and occasional replacement. Roadway surfaces wear down under the weight of 103 million vehicles per year. Painting, drainage upgrades, electrical systems, and seismic strengthening all require funding that comes primarily from tolls.

Bond obligations are another major factor. When the Port Authority borrows money for capital projects, it pledges future toll revenue to repay bondholders. These obligations are legally binding and create long-term financial commitments that can only be met if toll revenue remains sufficient. As borrowing for new projects increases, so does the pressure to raise tolls.

The Biggest Toll Jumps in GWB History

The most dramatic single increase came in 2011, when the toll jumped from $8.00 to $12.00, a 50% increase. This was part of a broader capital investment program that the Port Authority Board of Commissioners approved in late 2011. The plan included three phases of increases designed to generate the revenue needed for critical infrastructure work across all Port Authority facilities.

Before that, the 2001 increase from $4.00 to $6.00 was notable because it came in the aftermath of the September 11 attacks. The Port Authority suffered enormous losses from the destruction of the World Trade Center and needed to invest heavily in security upgrades across all of its bridges, tunnels, airports, and transit facilities. Toll increases were essential to rebuilding the agency's financial position.

In the early decades, toll changes were smaller in dollar terms but still significant in percentage terms. The 1970 increase from $0.50 to $1.00 represented a 100% jump. The 1987 increase from $2.00 to $3.00 was a 50% rise. Each of these reflected the growing costs of maintaining and operating one of the world's busiest bridges.

How GWB Tolls Compare to Other Crossings Over Time

All Port Authority crossings between New York and New Jersey share the same toll schedule. This means the Lincoln Tunnel, Holland Tunnel, Bayonne Bridge, Goethals Bridge, and Outerbridge Crossing have matched GWB toll increases dollar for dollar throughout their histories. From the perspective of toll cost alone, choosing one Port Authority crossing over another makes no difference.

The Tappan Zee Bridge (now the Gov. Mario M. Cuomo Bridge), operated by the New York State Thruway Authority, has historically been less expensive. In 2024, the E-ZPass rate on the Cuomo Bridge is approximately $5.69, compared to $13.75 on the GWB. This price difference has led some commuters to detour north to the Cuomo Bridge, especially those who live in Rockland County or southern Westchester.

The Shift to Cashless Tolling

One of the most significant changes in the history of GWB tolling was not a price increase but a change in how tolls are collected. In 2020, the Port Authority completed the conversion of all its crossings to cashless tolling. The familiar toll plazas with staffed booths and coin baskets were removed entirely.

Under the cashless system, vehicles equipped with E-ZPass transponders are charged electronically as they pass through overhead gantries at highway speed. Drivers without E-ZPass are photographed by license plate cameras, and a bill is mailed to the registered vehicle owner. This Toll-by-Mail rate is higher than the E-ZPass rate, creating a financial incentive for drivers to sign up for E-ZPass.

The switch to cashless tolling eliminated the traffic bottleneck that toll plazas created. Before the change, vehicles had to slow down or stop to pay cash, which caused significant congestion, especially during peak hours. The removal of toll booths also reduced the number of rear-end collisions in the toll plaza area and allowed the Port Authority to reduce staffing costs.

The cashless conversion also introduced the peak and off-peak pricing structure for E-ZPass users. Before 2020, all E-ZPass users paid the same rate regardless of when they crossed. The new system charges more during weekday rush hours (6:00 AM to 10:00 AM and 4:00 PM to 8:00 PM) to encourage drivers to shift their travel to less congested times. Learn how to save money by timing your crossings.

What to Expect for Future Toll Increases

Predicting the exact timing and amount of future toll increases is difficult, but the underlying pressures that drive increases show no sign of easing. The George Washington Bridge continues to age and will need ongoing structural investment. The Port Authority's broader portfolio of facilities, including LaGuardia and JFK airports, the PATH train, and the new bus terminal project, all require enormous capital funding.

The Port Authority's current capital plan runs through 2026, and a new plan will likely include additional infrastructure spending. Industry observers expect that tolls will continue to rise, though the pace and scale of increases will depend on the agency's financial situation, the status of federal infrastructure funding, and political considerations.

The introduction of New York City's congestion pricing program in 2025 added a new variable. Drivers entering Manhattan below 60th Street now pay an additional congestion charge on top of bridge and tunnel tolls. While GWB drivers who remain north of 60th Street are not directly affected by the congestion charge, those who continue into Midtown or Lower Manhattan face a combined toll burden that could influence future toll-setting decisions. Learn how congestion pricing interacts with GWB tolls.

Toll History in Perspective: Inflation Adjustment

While the nominal toll has increased from $0.50 to $16.00, inflation accounts for a significant portion of that rise. The $0.50 toll charged in 1931 is equivalent to roughly $10.50 in 2024 dollars, adjusted for the Consumer Price Index. This means the current Toll-by-Mail rate of $16.00 represents a real increase of about 52% above the inflation-adjusted 1931 rate.

However, the E-ZPass off-peak rate of $11.75 is actually closer to the inflation-adjusted original toll than many people realize. In real terms, the GWB toll has been remarkably stable for much of its history, with the sharpest real increases occurring in the 2011 to 2015 period when the Port Authority's capital program required significant new revenue.

Comparing the toll to other transportation costs also provides useful context. In 1931, a gallon of gasoline cost about $0.10, so the $0.50 toll was equivalent to five gallons of gas. In 2024, with gas averaging around $3.50 per gallon, the $13.75 E-ZPass peak toll is equivalent to about four gallons. By this measure, the GWB toll has actually decreased relative to fuel costs.

Explore More

• Current 2026 GWB toll rates for all vehicles
• NYC congestion pricing and how it affects GWB commuters
• How to save money on George Washington Bridge tolls
• GWB commuter guide with cost breakdowns and traffic tips