A $2.3 billion replacement for the 1952 Calcasieu River Bridge, a $1.8 billion new container terminal downriver of New Orleans, I-10 widened through Baton Rouge, and the levees, locks and marsh projects of a coast being rebuilt even as its largest single restoration project was cancelled — Louisiana's public pipeline is the Gulf Coast's biggest building story.
*How to read the total: the sum of the published figures in the list below. Bases differ by project — most are total cost estimates, some are federal grants, program totals, or construction contracts as awarded. Each project's expanded view labels its own basis. We add them up with the labels showing rather than pretend they're all the same kind of number.
Hover a pin for the project snapshot. Pin numbers match the project list below. Locations are approximate (nearest city or corridor midpoint) on a schematic state outline.
Click any project to expand its full record — description, owner, dates, funding, the law behind it, and its source. Filter by who owns it and where it stands, or sort by cost.
16 major public projects: 4 in the Baton Rouge area, 3 in greater New Orleans and the River Parishes, 2 in Lafayette, 2 on the Terrebonne coast, 2 in Shreveport-Bossier, and one each at Lake Charles, Garyville and Raccoon Island. The listed figures sum to ≈$10.8B. Louisiana's pipeline is unusually water-shaped: seven of the sixteen records are levees, locks, diversions or marsh and barrier-island restoration, most of them paid for with Deepwater Horizon settlement and RESTORE Act money rather than ordinary capital budgets.
News-flagged sources: six rows rest on news or trade-press reporting of official figures, flagged 'news-flagged' in the data — the Louisiana International Terminal and Comite River Diversion (trade reporting of Port NOLA and USACE figures), the I-10 Baton Rouge widening and Jimmie Davis Bridge (ENR and contractor reporting of LA DOTD figures), the Maurepas reintroduction (CPRA figures via DredgeWire), LSU's South Quad (university reporting) and the I-49 Lafayette Connector (NOLA.com reporting LA DOTD and Lafayette officials). Each record names the underlying official source. Three records keep an earlier published total and disclose a later, larger figure on the record rather than silently substituting it: I-10 Baton Rouge ($925M kept; about $1.1B reported in 2026), West Shore Lake Pontchartrain ($760M kept; USACE's certified total had risen to $3.7B by 2023, including future levee lifts) and the Calcasieu Bridge ($2.3B used; $2.1B appeared in earlier P3 signing coverage).
Deliberately excluded: the Mid-Barataria Sediment Diversion — TERMINATED on July 17, 2025 by CPRA and the Louisiana Trustee Implementation Group, which cut its authorised budget from $2.26B to $618.52M of funds already disbursed, after USACE suspended its permit; a terminated project is excluded by rule, not listed as suspended, and its companion Mid-Breton Diversion was cancelled months later — the state's pivot to the smaller Myrtle Grove diversion is a planning matter, not a funded build, and is not listed. Also excluded: the new Mississippi River bridge south of Baton Rouge (about $2B in 2026 alignment estimates, but only about $400M set aside, no alignment chosen and environmental review running into 2027 — an unfunded proposal, however long-discussed); the IHNC lock replacement in New Orleans (a $5.2B recommended plan in USACE's 2026 final study, with construction funding and delivery unresolved); the St. Bernard Transportation Corridor road for the new terminal (about $1B, environmental review to about 2028, unfunded); the proposed second MSY terminal (above $1B, plan and financing not finalised); the 2019 MSY North Terminal; and all private work (LNG terminals, petrochemical plants, the Meta data centre and its dedicated power build, Hyundai Steel) — out of scope by rule.
Softest record: the I-49 Lafayette Connector — listed as a funded-design project at its ≈$2B published corridor estimate, but construction is unfunded; the money actually secured (October 2026) is $50M for final engineering and right-of-way on one interchange, and a federal record of decision is not expected until early 2027. The record says so in full. Next softest: West Shore Lake Pontchartrain's headline figure, whose certified cost has moved far beyond the $760M partnership figure kept here — disclosed on the record.