We all know that investing in infrastructure, which is core to our industry, strengthens our long-term production capacity. It also has a positive and multiplier effect on economic growth and opportunity in the communities where we operate.
Eight years ago, we came together as an industry to ensure our state legislators and fellow Californians understood the imperative of passing SB-1. We also spent countless hours supporting the ballot measures that followed. I doubt anyone forgets what a hard-fought battle those efforts required.
The intent of SB-1 was to provide an estimated $5.4B of annual funding for infrastructure projects across California. However, as more and more EVs are sold and fewer gallons of gas are purchased, that $5.4B is decreasing each year. It is time to start the difficult but necessary conversation with legislators at all levels about the next generation of infrastructure funding.
At the federal level, funds from the Infrastructure Investment and Jobs Act (IIJA) and Inflation Reduction Act (IRA) are being obligated but these sources of funding will expire in 2026. Therefore, elected officials at every level of government are starting to explore the use of alternative and innovative funding and financing approaches for infrastructure projects. As an industry, we need to be part of those conversations.
For a deeper dive into the topic of the future of infrastructure funding, check out Robert Dugan’s President & CEO Message in this issue of The Conveyor which can be found on page 6.
In the meantime, I wish everyone a fun and safe summer. I look forward to seeing everyone in Napa for the Education Conference in the fall. n
Jamie Polomsky President - Western Division Vulcan Materials Company CalCIMA Chairman
PRESIDENT & CEO MESSAGE
Building a resilient future: Addressing the challenges of infrastructure funding and inflation
This summer, CalCIMA members are witnessing solid markets for both consumer good minerals and public works construction materials. As our chairman pointed out in his column, these strong markets are a result of a lot of hard work by our industry and others to make sure we had market drivers.
Unfortunately, we have also witnessed policy driven historic inflation in every sector of the economy. As a result, the market and consumer confidence continues to have trepidations. The time is now to get to work on next steps for the next generation.
At the CalCIMA leadership level, we are squarely focused on the next generation of infrastructure funding for the movement of goods and people. While comprehensive mobility is part of the policy framework now, we know it takes hard infrastructure to move goods and services. We need to work now to ensure robust markets on the public works side in the future for the sustainability of our economy. We have to prepare for reduction in revenue sources based on the gas tax, as fuel efficiency increases and there are more electric vehicles on the road. The Legislative Analyst’s Office has found that the combination of technology and climate change policies will reduce state transportation funding from $14 billion annually to about $10 billion annually in a decade.
During our Legislative Fly-In this past spring, CalCIMA and members advocated for and educated legislators about the next generation of transportation funding as a priority issue. The state has been studying alternative road funding mechanisms through the Road User Charge pilot projects for the past 10 years. Transportation California is also studying how
best to adopt an alternative funding mechanism. In a recent publicly broadcast panel discussion organized by industry, Toks Omishakin, Secretary of the California State Transportation Agency acknowledged the need as he spoke about the last three Road User Charge pilot projects that were driven by industry, and the current study to identify mechanisms and logistics for the replacement of California's gas tax. At the federal level, Congress has directed transportation officials to actively pursue options. Our national associations are already engaged on both the next generation of revenue streams and the upcoming renewal of the federal highway bill.
This discussion would not be complete without an acknowledgment of how transportation priorities are changing. I think back about the work we did in the early 2000s to stop funding non transportation projects out of the federal highway trust fund which was no easy task. It took work. Hard work. Now at the federal and state level, we’re seeing a wider range of transportation projects being funded than the traditional road and bridge projects. While all the focus on sustainable transportation is laudable, we also need to reduce road congestion and improve our transportation system.
While the Bipartisan Infrastructure Bill (Infrastructure Investment and Jobs Act) has provided comprehensive and new investments in road and highway infrastructure across the board, from repairs to rebuilds to new lane miles needed for a growing economy, we know there are challenges ahead. This includes where future funds will come from. We have seen a significant effort to use road user fees for non road improvements and increased pressure to eliminate the programming and approval of new lane miles, not a sustainable solution for a thriving American economy. We have also experienced a dramatic increase in the sales of electric vehicles, which are good for tailpipe emissions, but are not a sustainable solution for investing in our roads under our current model.
Electric vehicles weigh on average 30% more, pay less per actual mile in user fees to maintain the road they use, while having a greater impact on wear and tear of those same surfaces. This is in and of itself its own catch-22 for future infrastructure.
Our industry and all of our friends and partners have a daunting task to come together to hold the line to ensure that as we enter a greener economy, the human environment is not sacrificed to the point that quality of life dramatically decreases, our ability to get goods and services to market does not dramatically decrease, and the economy is actually
WE’VE CHANGED OUR NAME!
The Technical Committee is now...
Concrete & Aggregates Technical Committee
To join this committee, email Nicole Ross at nross@calcima.org with your contact information.
WE’VE CHANGED OUR NAME!
The Transportation Committee is now...
Fleet & Equipment Committee
To join this committee, email Nicole Ross at nross@calcima.org with your contact information.
sustainable and strong for all, not just those who can afford it.
Strap on your shoes, the stakes have never been higher for the next generation, and we owe it to them to leave them a better world. n
Sincerely,
Robert Dugan President/CEO CalCIMA
Advocating producers positions with:
• Caltrans
• Air Resources Board
• Dept. of General Services
• State Architect
• CA Building Standards Commission
• UC Pavement Research Center
Providing speci c input on:
• Concrete and aggregate speci cations
• Performance speci cations
• Test methods
• Recycling of materials
• Environmental product declarations
• Low carbon concrete
What we’ve been up to:
• Planning for eet and equipment training:
◦ Bendix
◦ Bridgestone / Bandag
◦ Cummins
◦ DOT and CHP enforcement
◦ Quinn
◦ Ready mix maintenance
◦ Shop and driver safety
• Meeting with San Bernardino Community College District:
◦ Driver Training Program
◦ Addressing rules
◦ CARB Advanced Clean Fleet
◦ CARB Heavy-Duty Inspection and Maintenance
◦ FMCSA HOS Exemptions for ready mix trucks
Holliday Rock's journey: Innovation, expansion, and sustainability
By Peggy Robertson & Ignacio Valdivia, Holliday Rock
Founded in 1937 by Otha and Ethel Holliday, Holliday Rock has been a cornerstone of the construction materials industry for nearly a century. Known for its beliefs in common goals, adaptability, and shared values, the company has been able to play a significant role in shaping the infrastructure of Southern California. One of Holliday’s earliest and important infrastructure projects was the supply of aggregates for the construction of the I-10 Freeway east from Los Angeles that was added to the Interstate Highway System in 1957. Until the 1990s, the company operated four facilities in San Bernardino County. Since then, Holliday has expanded to forty
facilities in California, recently adding locations in Bakersfield and the Central Coast. This expansion has enabled the company to not only increase its capacity but also to better serve the region's growing infrastructure needs. Technological advancements have played a crucial role in Holliday Rock's operations, enhancing production processes and project management techniques. The company’s adoption of cutting-edge technology
has not only improved efficiency but also ensured the high quality of their products and services. One of the best examples of this process improvement was the completion of the 210 Freeway extension. This project connected the freeway
Top: Otha Noel Holliday (left) and Fred Holliday, circa 1968.
Above: Adam Holliday (left) and John Holliday, Holliday Rock.
from its original termination in the LA County city of La Verne to the 15 Freeway interchange, spanning over 12.5 miles through four cities: La Verne, Claremont, Upland, and Rancho Cucamonga. Holliday Rock produced aggregate, asphalt, and concrete for multiple contractors, while also accepting millions of tons of excess raw material from the highway right of way. Due to the location of their sites adjacent to the construction zone, transport of materials was minimized, which reduced environment and community impacts.
Holliday Rock’s family culture has built a robust and dedicated team that is well-equipped to handle the challenges of modern infrastructure projects. At the Inland Empire Utilities Agency's Regional Plant 5, Holliday Rock initially supplied 43,000 yards of concrete to build the original facility, which treats 16 million gallons of wastewater daily. Currently, Holliday Rock is finishing the plant's expansion, providing an additional 48,000 yards of high strength dense and durable concrete with a reduced Global Warming Potential to increase the facility’s capacity to 30 million gallons daily. The current phase of RP- 5 not only used a minimum of 20% supplementary cementitious materials (SCM) to replace cement, but also was designed to have total water reduction of 15%. Thereby not
only reducing cement, but total cementitious content. Behind every successful infrastructure project lies a crucial component: aggregates. Holliday Rock understands the importance of high-quality aggregates in building durable and resilient infrastructure. From road construction to building foundations, aggregates form the backbone of countless projects, providing strength, stability, and longevity. With their extensive network of mining operations, Holliday Rock ensures a reliable supply of aggregates, sourced locally whenever possible. Some mining occurs at the San Antonio Spreading Grounds, which consists of 850 acres that lie on the north side of Upland, reaching into the foothills
L-R: Sam Rade (Director, Sustainability & Strategy), Ignacio Valdivia (Sustainability Manager), Dominic Gogue (Sustainability Intern).
Bottom: The I-210/Baseline Road on and off ramps on the Upland/Claremont border. Holliday’s mining operations are visible on the upper left and right sides.
of the San Gabriel Mountains. The use of this property dates to the early 1900s. Holliday Rock conducts mining activities to create basins that help manage the spread of water coming out of San Antonio Creek. The final reclaimed end use of the basins is for water conservation, recharge, and storage, and flood control. This commitment to utilizing local materials not only reduces transportation costs but also supports the communities where they operate.
Holliday Rock is committed to sustainability in all aspects of its infrastructure projects. The company leads the way in using low-carbon materials, reducing the carbon footprint of construction, and enhancing the sustainability of
sustainability department oversees these efforts, reflecting Holliday Rock's company-wide focus on environmental responsibility. This commitment extends to their transportation fleet, which is changing to renewable natural gas (RNG) concrete mixers and electric vehicles, significantly cutting greenhouse gas emissions. Holliday Rock has invested in a large-scale solar array to power its facility, demonstrating their commitment to renewable energy, and reducing dependence on fossil fuels. In concrete production, they use CarbonCure technology, injecting recycled CO2 into fresh concrete to improve strength while lowering its carbon footprint. Their research and development (R&D) initiatives continually seek new materials, processes, and technologies to minimize environmental impact and improve efficiency in infrastructure projects. This comprehensive approach ensures that Holliday Rock not only builds essential infrastructure but does so in a way that supports a sustainable future.
Holliday Rock remains intent of maintaining its position as a leading independent producer of construction materials. As it enters its 4th generation of leadership, Holliday Rock is dedicated to promoting a culture of safety, sustainability, quality and empowerment for its workforce, customers, and
[ Continued on page 12 ]
Above: The Women of Holliday Rock touring the San Antonio Spreading Grounds (SASG) mining property in Upland.
Right: Construction of the I-210/East Highland Avenue overpass in Rialto (2006).
Below: The Holliday Companies map mid 90s.
HOLLIDAY ROCK
Corporate Office 1401 N.
www.HollidayR ock.com
Concrete
Mojave, CA 93501
CA 93554
[ Continued from page 10 ]
Phone 909-982-1553 Fax 909-949-6315
Irwindale • Concrete, Asphalt
Longden, Irwindale, CA 91706
Valley • Concrete, Aggregate
E. Avenue T.,
CA 93543
92705
communities. We recognize that everyone deserves a safe workplace where communication should be both respected and decisive, and made with purpose and passion. We believe in a
909-972-0409
through engagement and contributing to the common good. Our goal is to create an environment in which our employees learn, grow, and have impactful careers. n Above: The Holliday
strong work ethic, integrity, and shared values. We are committed to a sustainable future in which our products and services are the best in the industry. We support our surrounding communities by developing strong partnerships
LAND USE
“Builder’s Remedy” – Keep watch on your local housing element
By Brad Johnson, Founder, Everview Law
California construction materials businesses understand the challenge in maintaining positive relationships with surrounding communities. This task is difficult enough even when operations are isolated from residences and community services.
But when housing development encroaches on quarries, asphalt plants, and batch plants, conflict is nearly unavoidable. With few exceptions, operators end up paying the price for local governments’ poor planning decisions and residents’ ignorance (willful or otherwise) about the consequences of moving next door to heavy industry.
To some extent, land use planning, implemented through local General Plans and zoning regulations, can help avoid these conflicts by maintaining a healthy buffer between housing and construction materials businesses. While hardly perfect, such land use controls do at least require local governments and developers to consider compatibility questions before approving, for example, housing across the street from an operating quarry.
Developers, however, are newly utilizing a 30-year old provision in California law to sidestep General Plan and zoning restrictions altogether. Called the “Builder’s Remedy” (Gov. Code § 65589.5), this law allows developers to force through affordable housing projects in cities and counties that do not have a General Plan housing element that “substantially complies” with state housing laws.
More specifically, the Builder’s Remedy requires local governments to approve a housing development even if it is inconsistent with General Plan and zoning restrictions if two conditions are met: (1) the local government’s General Plan housing element is out of compliance with state housing laws; and (2) the proposed development provides either 20% of the total units to lower income households or all of the units to moderate- or middleincome households. In other words, if a local government’s housing element is out of compliance with state law, developers may pursue housing projects anywhere in the jurisdiction, including in areas zoned for mining and industrial uses.
As noted, while the Builder’s Remedy has been on the books for more than 30 years, only recently have developers begun to see its power, spurred by California’s dysfunctional approval process. By
one estimate, there are currently more than 154 Builder’s Remedy applications pending in more than 40 cities. Many propose to build housing in industrial and commercial zones (where land is less expensive) that otherwise would prohibit residential uses. The clear risk for construction materials businesses is that restrictive zoning will not ensure a buffer from housing if the local government does not have an updated, compliant housing element.
Currently, 180 jurisdictions have housing elements that are out of compliance with state law, and are therefore vulnerable to a Builder’s Remedy application. Table 1 identifies some of these jurisdictions.
For construction materials businesses already facing pressure from encroaching development, the Builder’s Remedy poses a new, or at least newly discovered, pathway for developers to build
projects wherever they can find a suitable property, regardless of zoning. Affordable or not, any residential project located next to a construction materials business presents an existential risk to that business.
For that reason, operators should monitor their local jurisdiction’s housing element status (this can be done directly with the local jurisdiction or through the state Housing and Community Development Department). If the local jurisdiction does not have a compliant housing element, construction materials businesses have several tools at their disposal – including litigation – to compel the local jurisdiction to bring its housing element back into compliance. n
Alameda County County
Amador County County and 5 cities, including Lone and Jackson
Contra Costa County 3 cities: Lafayette, Martinez and Pittsburg
Fresno County County and 13 cities, including Fresno, Clovis, Coalinga
Kern County County and 10 cities, including: Bakersfield
Los Angeles County 21 cities, including Irwindale
Merced County County and 6 cities, including Atwater and Los Banos
Monterey County 9 cities, including Monterey
Napa County County
Orange County County and 9 cities, including Fullerton and Costa Mesa
Riverside County 8 cities, including Riverside
San Bernardino County 10 cities, including San Bernardino, Chino, and Colton
San Joaquin County 7 cities, including Stockton, Lathrop and Manteca
San Mateo County 1O cities, including Atherton, San Bruno and San Mateo
Santa Barbara County 3 cities including Lompoc
Santa Clara County 6 cities including Cupertino and Palo Alto
Source: California Housing and Community Development Department, data as of June 21, 2024
Table 1. Jurisdictions Vulnerable to Builder's Remedy Applications
Infrastructure & climate adaptation: What’s new with CAPTI
By Charley Rea, Vice President for Policy and Communications, CalCIMA
Discussion of California transportation policy and funding today increasingly centers around the role of California’s Climate Action Plan for Transportation Infrastructure (CAPTI).
Initiated in 2019 from an executive order by Governor Newsom, the outline of CAPTI was complete by 2021. Since then, the various parts and pieces have been going into place, guided by an Action Plan that identified 8 strategies and 31 key actions. Two-dozen of those were in place in state programs by the end of last year and the remaining ones should be by the end of this year.
As a recollection, CAPTI is the comprehensive program to tie together various goals for transportation, climate change, and social equity. While steering clear of the state’s “fix-it-first” approach to roads and bridges and programmed funding via SB 1, the Road Repair & Accountability Act of 2017, it aims to modernize and incorporate more goals into the transportation network. It addresses everything from climate change impacts—like floods, fires, and earthquakes—and greenhouse gases emitted from cars and trucks on our roads to affordable housing and redressing wrongs to neighborhoods cut off by highways. It gives a hard look to options for highway expansions in urban areas.
A key overall arching goal is to reduce greenhouse gas emissions from the transportation network. This can mean incentivizing electric vehicles, reducing travel
time between home and work, and fostering transit, bike and pedestrian opportunities. As such, it builds upon two key climate laws: AB 32, the Global Warming Solution Act of 2007 and the subsequent Scoping Plans to implement it; and SB 375, the Sustainable Communities and Climate Protection Program of 2009, intended to optimize land use planning for work, home, and travel.
While a lot of CAPTI is about planning, it also provides the California State Transportation Agency with authority to direct $5 billion in annual discretionary transportation funds for the purpose of reduced GHG in the transportation sector. The biggest
chunk of this is the $4.2 billion State Highway Operations & Protection Program (SHOPP), which funds roadway maintenance.
What all this means in a practical sense is that CAPTI will drive modified transportation projects. It means a Business 80 bridge expansion over the American River that includes bike and pedestrian aspects; Highway 1 improvements that include a pedestrian bridge, noise reduction and concrete retaining walls, and updated storm drains; and a pedestrian rail undercrossing in San Diego for disconnected communities.
As the implementation continues, here are some of the recent developments:
• The State released in Dec. 2023 an annual report documenting progress in implementing CAPTI. At the time, 25 of the key actions had been initiated with the remainder expected by fall 2024. Accomplishments include $149 million in the state budget for the Highways to Boulevards
program; a reduction in vehicle miles travelled from 6.19 to 1.16 VMT; $532 million for 10 multi-model projects in the Congested Corridors program; and $2.3 billion in SHOPP funds over 10 years for bike and pedestrian improvements.
• Also, in December the Mineta Transportation Institute released a report, Evaluating Benefits from Transportation Investments Aligned with CAPTI. It finds that CAPTI has generated consistent economic benefits across the state in comparison to pre-CAPTI and has not resulted in diminution of job quality or access to jobs.
• The CA Transportation Commission approved the 2024-25 to 2027-28 SHOPP. Adopted in March 2024, it is the SHOPP’s first transition to CAPTI. In all, there are 100 projects where Caltrans added climate adaptation and additional safety and bike and pedestrian elements to previously adopted projects.
• Again, in March, Caltrans released its draft CAPTI Alignment Metrics. This provides a methodology to incorporate CAPTI objectives into the Caltrans System Investment Strategy (CSIS). The CAPTI metrics will work alongside with Program Fit metrics, which are unique to each funding program.
So, with all this happening, is CAPTI changing everything all at once? It is a progression. “Philosophies change over time. We’re way ahead of where we were a decade ago in the state as it relates to our positioning on making sure that projects have a multimodal, sort of climate-friendly outlook, and so it’s sometimes hard to just do a 180 pivot. Our job is to make sure that regardless of how long the project has been in the queue, in the pipeline, that we’re making the right adjustments as much as we possibly can. Are the projects perfect? No, they’re not. But are we making the adjustments from a policy standpoint, from a funding standpoint, to align? Absolutely,” said CALSTA Secretary Toks Omishakin at a recent policy conference. n
INFRASTRUCTURE ADAPTATION
Electrical infrastructure – Planning for the future
By Adam Harper, Senior Director of Policy, CalCIMA
As California and much of the world engage in the race to electrify our manufacturing plants and transportation sectors, official reports and research abound that are intended to assist with planning. It is easy to get distracted by the daunting electrical infrastructure needed in a short time to achieve the targets set for the electrification transition. This article looks at different forecasts, assumptions, and considerations CalCIMA members may want to take in managing their transition to electrified operations. Many of the official reports provide important numbers that help us project total economic potential impact cost and benefit. But those totals--other than as a measure of future construction work to supply with materials--don’t tell us how to manage this transition for our operations. They are focused on the State’s needs.
Further, it can be easy to let the significant scope and uncertainties reported in assessments distract us from focusing on our own plans and transitions. One such seminal report is the “Assembly Bill 2127 Second Electric Vehicle Charging Infrastructure Report.” The AB 2127 Report was updated as of January 2024 and includes the current best model of the number of chargers needed to meet the transportation adaptation needs of California. It’s a lot!
In total, the AB 2127 report estimates California will need 1.01 million chargers for light duty vehicles by 2030 and 2.11 million by 2035. Of those, 39,000 and 89,000 respectively, will need to be direct current fast chargers. In
the medium and heavy-duty truck sectors, the equipment used to build California are expected to need 109 thousand depot chargers and 5,500 enroute chargers come 2030. This will expand to 256 thousand depot chargers and 8,500 enroute chargers by 2035. Functionally, fueling is expected to need a lot more pumps than the current model is apparent.
Overall transportation charging load demand is expected to be 5% of the grid in 2030 and 10% of the grid demand in 2035. But, it is very clear the state will want to manage via policy when that load hits the grid, preferring daylight charging of vehicles during renewable generation peaks if possible, in their managed load scenarios to change where this load hits. California is not only managing the variable of what you do with your power but how and when do you generate your power. They clearly intend to use rate policy to match demand to generation windows alongside significant use of storage to expand clean renewable energy time window availability.
To help utilities and businesses with planning for installation of charging capacity, the California Energy Commission (CEC) has also created the EDGE Visualization Tool and hopes to improve it in the future to provide more data and information. “EDGE helps users identify regions of the grid that could suitably host EV chargers or may need capacity upgrades… 1” according to the CEC website. Currently, data limitations enable the tools use as a general reference only; it is not accurate to specific addresses, yet. Keep checking. This
tool helps the state plan grid investments to help fill the holes and is also useful for facilities. Unfortunately, a region that shows enough power may still not be able to accommodate your installation of charging infrastructure, and a location that shows no capacity may have it. Perhaps most importantly this tool reveals the laws of scarcity are in effect and there is no guarantee you will be able to get power when you want it, where you want it. Producers will need to manage this uncertainty carefully. This is, of course, a key management challenge for California producers. What is the electrical capacity and upgrade potential of your existing or future facilities and locations. Can you install additional electrical capacity and charging infrastructure or are you waiting for the grid to increase capacity? If you wait, how long can you safely wait, or will others use the capacity available on the grid, leaving you behind? Managing from a position of resource scarcity is not a normal position to be in for domestic businesses. The EDGE tool is also there to support those the state hopes to encourage to enter the electric charging business. Also, third parties will build private charging stations once the vehicle rules and other mandates are in place.
California is engaging in a complex set of policies engaging demand via regulatory mandates and supply via incentives. The assumptions reveal businesses and consumers are going to be expected to dynamically manage their energy production storage and use through technology. Or, as
New blended supplementary cementitious materials specification
By Charley Rea, Vice President for Policy and Communications, CalCIMA
The joint Caltrans and industry Pavement and Materials Partnering Committee (PMPC) --and specifically the Concrete Task Group (CTG)--have recently completed work on a specification change that should benefit concrete producers.
It updates Sec. 90-1.02B(3) of the Caltrans Standard Specification to allow for the use of blended supplementary cementitious materials (SCM). As members know, the supply of fly ash, the principal SCM, has been a concern due to occasional supply shortages, since most sources are from out of the state or country. Caltrans, in particular, is sensitive to fly ash availability since they account for about one-third the usage in California.
In general, too, Caltrans has wanted to use more SCMs in concrete to lower the carbon footprint of concrete products, as well as enhance performance characteristics such as strength, pumpability, and permeability.
The current specifications have allowed the use of fly ash, ultra fine fly ash, slag, natural pozzolan, silica fume, or metakaolin, in concrete mixes The current specifications allow a concrete producer to add up to 3 of these SCMs at the concrete plant, but each must come from a different silo. Due to limits on silo capacity, this was not always feasible.
What the new specification will do is allow for pre-blended SCMs. In other words, a fly ash and a natural
WHAT IS THE CWC FORECAST?
The CWC Forecast model offers accurate predictions for how the demand for construction aggregate, concrete, and asphalt will change over the next year in the State of California and the following Metropolitan Statistical Areas (MSA)
• Los Angeles-Long Beach-Anaheim
• Riverside-San Bernardino-Ontario
• Sacramento –Roseville-Folsom
• San Diego-Chula Vista-Carlsbad
pozzolan or a fly ash, natural pozzolan, and a slag, could be combined at a production plant and then shipped to the ready mix producer. This would allow the concrete producer to better use their silo capacity. In addition, it will expand the available SCMs by allowing use of previously unusable SCMs as well as taking advantage of additional characteristics from a blended product. The blend will be classified according to the predominant SCM.
Caltrans expects to have the blended SCMs in the updated specs that will be issued in October. Caltrans is currently working on the procedures for blended SCMs to be listed on the authorized materials list. n
• Utilizing Type 1L (HS) low carbon cement to reduce embodied carbon and CO2 emissions.
• Providing innovative, high performance mix designs with third party verified Environmental Product Declarations (EPDs) available with every mix.
• Incorporating a large fleet of bulk material haulers (aggregate and cement) and concrete mixers that run on renewable natural gas RNG, reducing GHG emissions.
• Technically advanced, high production facilities providing superior quality and service throughout Los Angeles, Orange and Ventura Counties.
nrmcc.com
Women of CalCIMA tour CEMEX, CalPortland
This past spring, the Women of California toured members’ operations in Northern and Southern California.
In May, the Women of CalCIMA toured CEMEX’s West Sacramento Cement Terminal at the Port of Sacramento, located in West Sacramento.
CEMEX manager Nick Pippin led a safety briefing and the tour, where members saw the port where ships bring cement, as well as the silos, scales for loading and unloading, and safety areas.
In June, CalCIMA members toured CalPortland’s Center for Technical Excellence in Jurupa Valley, which houses the Central Research Lab and Portland Cement Association Library. There, members learned about CalPortland’s technical research and the company’s efforts to meet the state’s decarbonization goals for concrete and cement materials.
Also, on this site, CalPortland has a biodiversity project to protect native species. The group explored a garden landscaped with 19 California native plant species, including trees, shrubs, and grasses, as well as a rain garden.
Both tours provided good opportunities for CalCIMA members and agency representatives to learn more about the latest in materials production and supply. n
Women of CalCIMA members inspected the terminal, equipment and trucks.
Women of CalCIMA members walking toward the port where ships bring cement.
Nick Pippin, manager at CEMEX, discusses the site with Dr. Dawnté Early, West Sacramento City Council.
Women of CalCIMA members took a walking tour of CEMEX’s West Sacramento Cement Terminal.
Women of CalCIMA members toured CalPortland’s Center for Technical Excellence in Jurupa Valley, which houses the Central Research Lab and PCA Library.
Hamed Maragheci, VP of R&D and Decarbonization, CalPortland.
Louisa Verma, the PCA Librarian at CalPortland, guided the group through the extensive PCA library.
Alan Simmons, Director of Electrical & Controls Engineer, CalPortland.
Left: Karin Perissinotto, the Sustainability Manager, guided the group through the garden landscaped with California native plants.
Cynthia “Cindy” Pridmore, senior engineering geologist with the California Geological Survey, is retiring! Pridmore spent over 35 years with the CGS, first in mineral resources and regional geologic mapping, then 30 years in the seismic hazard mapping program.
Pridmore’s fascination with geology started when she was a child and frequently went on camping trips. “When I was really little, my family camped a lot and I would bring rocks home,” Pridmore said. “As a little girl, I always thought rocks were really cool.” This translated over into her professional life, when she discovered geology as a result of an open house tour at CSU Long Beach. Pridmore earned her bachelor's degree in geology from CSU Long Beach and master’s degree in geological sciences from San Diego State University.
As a senior engineering geologist with the CGS, Pridmore had a wide array of responsibilities, such as fieldwork to make liquefaction hazard maps, and monitoring at all the earthquakes going on in California to communicate with California Office of Emergency
Services. She also works on outreach and hosting workshops, as well as serving as a media spokesperson when needed, to name a few.
The CGS has become more involved in events and outreach, and Pridmore helped spearhead the efforts. She would bring rocks to State Scientist Day and eventually grew from a small table to a large canopy booth, which would have tons of information about geology, tsunamis, earthquakes and more to teach scientists about the different programs in the CGS.
In addition to the tabling at State Scientist Day, Pridmore has worked with science teachers and public schools to put on mineral research workshops and earthquake workshops. One of her favorite memories was copresenting a workshop with members of Women in Mining to over 70 science teachers in Palm Springs last year, which was one of the biggest crowds they've had. Whenever she visits classrooms, she brings minerals and sand to teach kids the importance of sand and gravel.
“I would hold a plastic jar of sand and talk about how every society,
city and county has to have a source of this, and kids look at me kind of funny,” Pridmore said. “You plant that seed and the kids will hear it again sometime, and they’ll go ‘I remember that lady talking about that before!’”
A significant amount of Pridmore's mineral education outreach was conducted with Stephanie Pridmore (CalCIMA) and Joyce Pulliam-Fitzgerald (Elementis). Cindy worked with CalCIMA for many years on the annual Mineral Education Conferences, where teachers attended and learned from geologists and other professionals in the industry, as well as tour cement plants. Cindy would bring her rocks, silica sand, glass and other products that were created as a result of the mining industry.
Pridmore has certainly left her mark within the CGS not only with her dedication and work to the seismic hazard mapping, but the science community and kids who might turn out to be future geologists someday.
Congratulations on your retirement, Cindy! n
From rocks in her pocket to seismic hazard mapping, Cindy Pridmore leaves a legacy of passion for geology and education, she has inspired countless scientists and students alike.
2 0 2 4 E D U C A T I O N
C O N F E R E N C E
R E G I S T R A T I O N
I S O P E N !
J o i n C a l i f o r n i a ’ s c r i t i c a l
i n f r a s t r u c t u r e a n d e s s e n t i a l
m a t e r i a l s p r o d u c e r s f o r t h e 2 0 2 4
E d u c a t i o n C o n f e r e n c e i n N a p a ,
C a l i f o r n i a . C o m e f o r t h e r o b u s t
e d u c a t i o n a l s e s s i o n s a n d s t a y f o r
t h e n e t w o r k i n g a n d f u n . T h e
c o n f e r e n c e w i l l a l s o i n c l u d e a n
e x h i b i t h a l l , c o m m i t t e e m e e t i n g s ,
a w a r d s a n d m o r e .
T h i s a n n u a l c o n f e r e n c e w e l c o m e s
a n y o n e d o i n g b u s i n e s s o r
i n t e r e s t e d i n c o n s t r u c t i o n
m a t e r i a l s , e s s e n t i a l m i n e r a l s ,
a s p h a l t o r c o n c r e t e .
S C A N T O
R E G I S T E R
CalCIMA welcomes Cameron Richardson
CalCIMA would like to welcome Cameron Richardson, the new Director of Technical Affairs.
Richardson has nearly two decades of experience in various capacities in the construction materials industry, including working in materials, sustainability, estimating, pavement technologies, performance, and quality control, to name a few.
Richardson is from Long Beach, California and received his MBA from University of Phoenix, Southern California Campus. An opportunity to be a quality manager with a CalCIMA producer member, and one of the largest construction material producers in California, brought Richardson to Northern
California in 2016. He has previous experience with one of CalCIMA’s Climate Tech associate members, where he helped asphalt producers innovate with more sustainable processes while elevating material performance.
“The timing and opportunity to join CalCIMA when sustainability and innovation are being pushed to the forefront felt serendipitous,” Richardson said. “A situation where you get to unite your experience, education, and your passion to help those around you is rare. I look forward to this industry leadership role and welcome the opportunity. I believe CalCIMA is uniquely positioned and supported by the industry to where I can lean
on those around me to help advocate effectively.”
Outside of work, Richardson enjoys cooking and spending time with his family. He loves coaching his kids in different team sports, such as basketball, baseball or football and teaching them different skills and how to work in a team environment. As for himself, he enjoys playing golf the most. Fun fact: He has a collection of over 70 golf course poker chips from different golf courses where he’s played, and has been collecting them since 2019.
Welcome to the team, Cameron! You can contact Cameron Richardson at crichardson@ calcima.org n
PROVEN TECHNOLOGY HIGH UPTIME
Sandvik we have combined years of industry expertise and the latest advances in technology to develop pioneering mobile crushing and screening solutions for you. Utilizing Sandvik’s renowned, proven technology and smart process solutions, such as My Fleet remote monitoring, our equipment is designed to increase operational efficiency, optimize productivity and maximize uptime.
Bakersfield, CA
661.387.6090
Corona, CA 951.277.7620
Fresno, CA
Lakeside, CA 619.441.3690
San Leandro, CA 510.357.9131 Redding 279.201.4869
559.834.4420 Sacramento, CA 916.504.2300
vcesvolvo.com
volvoces
CA
We keep your environmental compliance in check so your operations run
Biology & Wetlands
CEQA & NEPA
SMARA & Permit Compliance
Ecological Restoration
Mitigation Solutions
Revegetation & Erosion Control
So much goes into securing your mining approvals. Maximize your investment by maintaining those rights. Keep that open mine.
In a state where community and environmental requirements are never fixed for long, you need skill, patience and agility to see it through.
Benchmark Resources has been trusted by more than 350 California operators to keep producing essential minerals for over 30 years.
National association news
ESSENTIAL MINERALS ASSOCIATION (EMA)
Essential Minerals Association Industry Update
EMA launched a new website at the beginning of May that reflects our new brand! The site is one more tool in our toolkit to help better explain why minerals are essential. In addition to information about the issues EMA advocates on, we’ve added a blog to highlight the many ways in which minerals are used in our everyday lives. Check it out at essentialminerals.org
EMA will host the 2024 Fall Conference in Washington, DC, September 10-12. The Fall Conference is the mineral industry’s opportunity to gather in DC and hear from leaders across government while also meeting with individual members of Congress to share information about the issues we face. The meeting is open to EMA members and any prospective members (we offer a one-time complimentary registration for prospects.)
Registration is now open and details are available on EMA’s website, essentialminerals.org Prospective members should reach out to Chris Greissing at chrisgreissing@essentialminerals.org.
NATIONAL ASPHALT PAVEMENT ASSOCIATION (NAPA)
NAPA Working to Secure Long-Term Highway Funding
With the next surface transportation funding bill less than two years away, NAPA is engaging Congress and coalition partners to secure the Highway Trust Fund (HTF), which has teetered on insolvency for years. The nonpartisan Congressional Budget Office predicts the HTF will face a financial gap of $250 billion
by the end of the next decade. There may be no single solution to close the gap, thus NAPA urges policymakers to pursue every option: increasing the Federal fuel tax, testing vehicle miles traveled (VMT) programs, exploring user fee models focused on gross vehicle registrations at the state level, engaging in project-specific public-private partnerships, and ensuring all road users pay into the HTF, including the entire EV market.
The time for Congress to act is now. Read more in The Washington Times
NATIONAL STONE, SAND & GRAVEL ASSOCIATION (NSSGA)
Congress Passes FAA Reauthorization
The Federal Aviation Administration Reauthorization Act of 2024 was signed into law in May, marking a significant milestone in aviation and infrastructure policy. This legislation, passed with resounding bipartisan support, is crucial for enhancing U.S. aviation safety and efficiency and is of substantial importance for the aggregates industry.
FAA Reauthorization promises increased demand for materials essential to airport construction. Improved runways, taxiways and related infrastructure projects require substantial quantities of aggregates, creating a ripple effect fostering industry growth and job creation.
NSSGA expressed its support for the FAA Reauthorization Act and is committed to working with
Congress to strengthen airport infrastructure. With a comprehensive approach to addressing current challenges, this legislation sets the stage for a safer, more efficient and economically vibrant future for American aviation.
NSSGA will continue making our voice heard in Washington, D.C. during our annual Legislative & Policy Forum, September 24-27. We invite everyone to register for LPF to help share the industry’s story. You can learn more about NSSGA’s federal advocacy work and the benefits of membership by visiting nssga.org
NATIONAL READY MIXED CONCRETE ASSOCIATION (NRMCA)
The Federal Highway Administration's (FHWA) Low Carbon Transportation Materials (LCTM) program represents a pivotal initiative in the realm of sustainable infrastructure development. With an acute focus on reducing the environmental footprint of transportation projects, particularly in terms of greenhouse gas emissions, the LCTM grants aim to foster innovation and adoption of low carbon materials and practices across the industry. This initiative is crucial in addressing the urgent need for more sustainable infrastructure solutions amidst escalating concerns over climate change.
One significant area of focus within the LCTM grants is the definition of what constitutes a low carbon material and the development of thresholds for global warming potential (GWP) that grant recipients may use on construction projects that meet the definition of low carbon. The FHWA has made a commitment to utilize industry derived data to
establish their thresholds and the Environmental Protection Agency (EPA) through their Interim Determination on Low Carbon Materials under IRA 60503 and 60506 has defined a material to be “substantially lower” in terms of GWP if it is in the best performing 20 percent (Top 20 percent or lowest 20 percent in embodied greenhouse-gas emissions), when compared to similar materials/ products. If no materials/products in the Top 20 percent are available in a project’s location, then a material/product qualifies for funding if its GWP is in the Top 40 percent or, if that is not available, then it must be better than the estimated industry average.
Since 2014, the National Ready Mixed Concrete Association (NRMCA) has periodically published its Industry-Wide (Average) EPD
and Regional Benchmarks Report listing average environmental impacts for concrete materials and the FHWA will be using this data to establish its thresholds for concrete. However, to comply with the EPA Interim Determination, NRMCA is also calculating the 20th and 40th percent quintiles to accompany the average values. Similar activities are also underway in the asphalt, glass, and steel industries.
NRMCA is supportive of federal initiatives, including the FHWA LCTM grants, that encourage the adoption of sustainable practices throughout the lifecycle of concrete infrastructure, from material extraction and production to construction, maintenance, and end-of-life recycling. By collaborating with industry
specialists in engineering, safety, planning and the environment
Services:
Land Use and Environmental Planning / CEQA and NEPA Compliance
Construction Materials, Industrial Minerals, and Metal Mining / SMARA Compliance
Air Quality & Permitting Services
Environmental Health and Safety and Regulatory Compliance and Permitting
Hazardous Materials and Hazardous Waste Management
Groundwater and Surface Water Studies and Permitting
Geologic and Mineral Resource Assessment and Characterization
Comprehensive Transactional Due Diligence Services
Environmental Site Assessment and Investigation
Industrial Hygiene / Support to Legal Counsel / Training
stakeholders, academia, and government agencies, the FHWA and the concrete industry are paving the way for a more sustainable future in transportation infrastructure. The establishment of GWP benchmarks not only drives innovation but also provides a framework for measuring progress towards reducing carbon emissions across the construction sector. As these efforts continue to evolve, they underscore a broader commitment to environmental stewardship and resilience in infrastructure development, ensuring that future generations inherit a more sustainable and resilient transportation network. n
The mobile impact crusher MOBIREX MR 130i EVO2 can be deployed universally as an all-rounder and produces rst-class nal grain quality. With a crusher inlet width of 52 in., it achieves a production rate that until now was only associated with considerably larger crushing plants. This is made possible by outstanding cost e ectiveness and performance with a variety of technical highlights. Thanks to its compact design, the plant is easy to transport and can be assembled and disassembled quickly.
• Simple and intuitive SPECTIVE control concept
• E cient and powerful D-DRIVE diesel direct drive
• High-performance post screening unit with oversize grain returning (option)
“Everything
That’s Rubber”
• Belting
• Belt Lacing
• V Belts
• Hose
• Hose Fittings
• Hydraulic Hose, Tube & Couplings
• Hydraulic Adapters
Rainwear
Work Gloves
Rubber Boots
Tarp Material
Mats & Matting
Gasket Material
Gaskets
Sponge
Tubing
Sheet Rubber
Plastics
Adhesives
Fabrication
C I R MANUFACTURED CONVEYOR SYSTEMS
For all your conveyor belt and industrial rubber and plastics needs, including on-site belt splicing and custom manufactured conveyor systems
Bakersfield Branch
19428 Colombo Street
Bakersfield, CA 93308
Phone: 661-392-1912
bakersfield@cir.net
Yuba City Branch 1690 Sierra Avenue
Yuba City, CA 95993
Phone: 530-674-2444
yubacity@cir.net
Full Service Machine Shop
Fresno Branch 2539 South Cherry Ave. Fresno, CA 93706
Phone: 559-268-7321
fresno@cir.net
Carlin, NV 1120 Green St. Carlin, NV 89822
Phone: 775-754-6747 carlin@cir.net
Sliger Machineworks (A division of CIR) 3620 South Bagley Ave Fresno, CA 93725
Phone: 559-442-0211
machineworks@cir.net
Merced Branch 2280 Cooper Avenue Merced, CA 95348 Phone: 209-722-8844 merced@cir.net
