Connecting the dots: Why infrastructure needs a unified voice now more than ever
FEATURE STORY
California’s role in securing the critical mineral supply chain
INFRASTRUCTURE
Low-carbon concrete, wildlife habitat come together in the Wallis Annenberg Wildlife Crossing
INFRASTRUCTURE
UC Davis road becomes another case study for asphalt pavement sustainability
COLUMN
Why are we still talking about RAP?
REGULATORY
Building stronger, regulatory developments
INFRASTRUCTURE
A step toward performance-based concrete specifications
TRAINING
CalCIMA training opportunities
LEGISLATIVE
State budget and legislative update: Idle mines and CEQA reform
CALCIMA EVENTS
CalCIMA members tee off for 2nd annual golf tournament
NATIONAL ASSOCIATION NEWS
CalCIMA 455 Capitol Mall, Suite 210 Sacramento, CA 95814 (916) 554-1000 www.calcima.org www.distancematters.org
PRESIDENT & CEO MESSAGE
Connecting the dots: Why infrastructure needs a unified voice now more than ever
As I write this column for The Conveyor’s infrastructure edition, I’m reflecting on a whirlwind over the last few weeks. The California Legislature finalized the state budget and key trailer bills. I recently returned from Washington, D.C., where the President signed the federal budget into law. If it feels like we've been riding the biggest policy rollercoaster of all time, it's because we have been.
Steady Investment, Signs of Progress
The good news: Funding for roads, bridges, airports, and transit has largely held steady at both the federal and state levels. Even better, several efforts are underway to expedite transportation projects.
In Washington, despite political turbulence and the clawback of discretionary “Green New Deal” funding, the U.S. DOT has been rapidly clearing a three-year backlog of infrastructure projects. More than 1,000 of 3,200 projects have already been given the go ahead, including 40 in California. A new federal initiative raises the cap on project financing from 33% to 49%, giving local agencies greater leverage. Updated National Environmental Policy Act regulations are streamlining permitting, and nearly $5 billion has been released to repair and replace aging bridges. In California, housing and manufacturing projects received a major boost through recent exemptions from parts of the California Environmental Quality Act. On the transportation side, SB 1 continues to provide consistent funding, delivering around $5 billion annually. Caltrans now manages 900–1,000 active projects totaling more than $15 billion—billions more than just a few years ago.
Headwinds on the Horizon
Still, challenges loom. The federal Infrastructure Investment and Jobs Act—a fiveyear, $550 billion program authorized in 2021— expires in September 2026. While time remains, reauthorization conversations with our national partners are already underway. Thankfully, California’s SB 1 has no expiration date and includes inflation indexing, offering long-term stability.
That said, advocates for alternative transportation modes are growing increasingly sophisticated in pushing for last-minute changes to long-planned highway and goods movement projects—many with six to seven years of environmental studies behind them. Under the state’s Climate Action Plan for Transportation Infrastructure (CAPTI), planning processes already incorporate alternative modes. But now, demands from the anti-vehicle movement are reaching the project approval stage before the California Transportation Commission with risking delays and undermining years of collaborative work.
An even more serious issue is the growing abuse of the vehicle miles traveled mitigation framework. It lacks cost caps, doesn’t distinguish between urban and rural areas, and in some cases, mitigation costs now consume half the total project budget—effectively doubling the cost of delivering new infrastructure. This broken system urgently needs reform. We’ve made this a top priority and are actively engaged in coalitions working to bring mitigation policy back into a realistic and responsible paradigm and fight for alternative funding mechanisms for alternative transportation projects.
Meanwhile, a fundamental question looms: How do we maintain reliable infrastructure funding as fuel tax revenues decline with the rise of electric vehicles and more fuel-efficient cars?
In Washington, the latest federal budget— passed without provisions requiring EVs to contribute to road funding—leaving that question unanswered, despite bipartisan support. In California, Assemblymember Lori Wilson (D-Suisun), and Senator Dave Cortese (D-San
Jose) are spearheading efforts to identify sustainable long-term funding options, including fuel taxes, road usage charges, registration fees, or a blend of all three with an eye to bringing EVs into the mix to pay their fair share.
CalCIMA’s Role in the Road Ahead
No matter the policy or program, CalCIMA members are essential to delivering infrastructure: Supplying the aggregates, asphalt, and concrete that build California’s economy.
Infrastructure isn’t just about budgets and backhoes. I like to remind lawmakers that we are the very foundation of our communities and our economy. Our job now is to ensure that value is clearly understood, to connect the dots for policymakers, and fiercely defend infrastructure and our operations at every level of government.
That means building coalitions, telling our story, and advocating for policies that support real progress. It’s no longer enough to speak
only within the infrastructure or aggregates echo chamber. To truly move the needle, we must build on the work we began last year and actively partner with those who design, build, and live in the built environment: Construction firms, housing advocates, commercial developers, freight carriers, and heavy civil operators. These are the stakeholders who feel the downstream impacts of policy shifts firsthand. When we speak together, the message resonates louder.
Let’s keep at it. n
Sincerely,
Robert Dugan President/CEO CalCIMA
California’s role in securing the critical mineral supply chain
By Adam Harper, Senior Director of Policy, CalCIMA / Photos contributed by MP Materials
California’s rare earth and critical mineral deposits are once again at the center of global geopolitics. In April, China responded to U.S. tariff policies by restricting exports of rare earth elements and magnets. The move triggered immediate supply chain disruptions, forcing temporary plant closures at Ford and other U.S. manufacturers. It was a stark reminder of how deeply American industry depends on foreign-controlled materials; it validated long-standing concerns about China’s dominance in critical minerals while underscoring the national security stakes of mineral policy.
California is home to all 50 of the critical minerals identified by the
U.S. Geological Survey, many of which were historically mined in the state. Yet today, only two mines are operational. The most prominent is the Mountain Pass Mine and Processing Facility in California’s high desert. Owned by MP Materials, Mountain Pass illustrates both the challenges and opportunities in rebuilding America’s rare earth supply chain.
Discovered in 1949, Mountain Pass led the world in rare earth production for decades. But starting in the 1980s, investment declined and production shifted offshore—largely to China. In 2005, the China National Offshore Oil Corporation (CNOOC) attempted to acquire UNOCAL, which then owned Mountain Pass. Although
CNOOC indicated it would divest the rare earth operation, the bid sparked national security concerns in Congress and was ultimately withdrawn.
Molycorp, a U.S. company, later acquired Mountain Pass and invested $1.7 billion to extensively modernize the site. But operational and financial setbacks and stiff competition from state-backed competitors in China led to its bankruptcy in 2015. At the time, few Americans grasped the strategic value of rare earths—once dismissed as “the red in television screens,” rare earths are now recognized as vital inputs to radar and missile systems, as well as drones, EVs and robots.
An aerial view of Mountain Pass, photographed in 2024.
The state-of-the-art water treatment facility creates the ultra-pure water necessary for rare earth processing.
Today, China controls 85% of global rare earth refining capacity and manufactures 95% of the world’s magnets. Its dominance spans mining, refining, and manufacturing, creating a strategic chokepoint. Rebuilding U.S. capacity will require investment in refining infrastructure, workforce development, and regulatory reform to attract capital and ensure environmentally responsible operations.
MP Materials has stepped up to meet this challenge. When the company acquired Mountain Pass in 2017, the site was idle. Since then, it has ramped up operations dramatically, restoring mining and concentrate production to record
levels. From a cold start, the workforce has grown to over 850 employees, making Mountain Pass the second most productive rare earth mine in the world. In 2023, MP Materials reestablished rare earth refining at the site. This year, it began converting those refined materials into metals and magnets at its new downstream manufacturing facility in Texas. This marks a major step toward building the first end-to-end domestic rare earth supply chain in decades.
China’s dominance in critical minerals wasn’t accidental, it was a deliberate strategy to gain national advantage. Meanwhile, the U.S. ceded ground, driven by NIMBYism and shortsighted
policies. Reclaiming leadership will require coordination between government, industry, and allies to rebuild the full supply chain at scale.
The stakes couldn’t be higher. Minerals are the backbone of the technologies that power modern economies and militaries. For the U.S. to remain a global leader, it must secure its mineral supply chain, from refining to advanced manufacturing. With its rich natural resources, cutting-edge technology, and robust capital infrastructure, California is uniquely positioned to help lead this national effort.
The good news? We’re making progress. But the question remains: Will we act decisively to finish the job? n
Left: Rare earth oxides produced by MP Materials at the Mountain Pass Rare Earth Mine & Processing Facility in California.
Above: Rows of 1,000 kg slings of NdPr oxide produced at Mountain Pass.
The leach circuit extracts rare earths from concentrate into solution prior to separation.
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.
vcesvolvo.com
Low-carbon concrete, wildlife habitat come together in the Wallis Annenberg Wildlife Crossing
By Adam Harper, Senior Director of Policy, CalCIMA / Photos contributed by Caltrans
If you follow innovative infrastructure, you've likely heard of the Wallis Annenberg Wildlife Crossing being constructed over Highway 101 in Los Angeles County. You have probably also heard how this project aligns with the state’s ambitious habitat and biodiversity goals. What you probably have not heard is that this project is being built with a low carbon concrete that advances the state’s goals for lower carbon construction materials.
The crossing over eight lanes of highway in the Santa Monica Mountains will be the largest wildlife crossing in the world. The first phase of construction was recently completed and entailed the use of over 5,700 cubic yards
of concrete, rocks to simulate habitat features, vegetated sound walls, 6,000 yards of soil, and 50 native plant species. The second phase will add more habitat and a crossing over a two-lane road. The project is scheduled for completion in fall 2026.
While the crossing was spearheaded by the National Wildlife Federation and the Wallis Annenberg Foundation, the state’s policies and leadership have accelerated its realization. The state’s 30 x 30 land conservation policy to conserve 30% of the state’s land (currently 26 million acres) and mitigate development’s effects on species movement blends nicely with and highlights the significance of this project. It will allow wildlife to cross
located in Agoura Hills, specifically at Liberty Canyon, spans across the 101 Freeway. It is designed to reconnect fragmented habitats and provide a safe passage for wildlife, including mountain lions, across the busy highway.
without threat of death and ensure the survival of many isolated species.
The crossing, spanning a major freeway, epitomizes "building smarter"—balancing ecological preservation with infrastructure needs. Wallis Annenberg herself articulated this vision:
"We need to move beyond mere conservation toward environmental rejuvenation. Wildlife crossings restore ecosystems fractured by human development, showing us that solutions to ecological challenges are possible with fresh, innovative thinking."
Governor Newsom has been a strong supporter, too. “The Wallis Annenberg Wildlife Crossing will
Left: The Wallis Annenberg Wildlife Crossing
soon protect Los Angeles’ native wildlife and over 300,000 drivers daily, as well as provide a cuttingedge model for urban wildlife conservation,” Newsom said.
A Simple Idea with Innovative Execution
Yet, the innovation in the project is not only in mitigating a transportation impact and expanding wildlife corridors, it is also that the project advances the state’s goals to use construction materials with lower embodied carbon.
CalCIMA member National Ready Mixed Concrete Company Co., Inc. supplied concrete using a lower carbon cement with the techy name of “Type 1L cement,” but referred to as portland limestone
cement (PLC). Using PLC helped National achieve a 23% reduction in embodied carbon compared to regional benchmarks.
PLC is one of several “blended cements” that offer lower carbon profiles. They each substitute part of the traditional cement with either limestone, natural pozzolan, slag, or a combination of those, to reduce process emissions and the amount of energy consumption needed to manufacture cement. National’s most recent advancements include Limestone Calcined Clay Cement also known as LC3 with an even lower global warming potential.
California cement companies are all working towards providing lower carbon cements to supply
concrete producers who, in turn, provide the concrete to build the state's infrastructure, schools and homes. The first step in this was Caltrans approval of the use of PLCs and other blended cements on their jobs in 2021. The Public Resources Code’s net zero strategy for the cement sector also encourages its use in state projects. The use of PLC in the high-profile Annenberg Wildlife Crossing marks a pivotal step toward achieving net-zero concrete in California, as outlined in industry roadmaps like CalCIMA’s Achieving Net Zero Concrete.
A Shared Success
The Wallis Annenberg Wildlife Crossing is more than a triumph for habitat restoration, it’s a milestone in concrete innovation and sustainable construction. The collaboration of private foundations, Caltrans, wildlife proponents, cement and concrete producers, and others has demonstrated that reducing embodied carbon is not just a goal for the future but an achievable reality today. n
Above: National Ready Mixed Concrete supplied the concrete on the project using a lower carbon “Type 1L cement.”
Top Right: Griffith Company prepares for landscape installation.
Right: An aerial view of the crossing during construction shows soil coverage in place as crews prepare for native landscaping installation.
Photo contributed by Griffith Co.
November 10-13, 2025
Disney’s Grand Californian Anaheim, CA
• Registration is Open! Secure your spot at California’s premier construction materials event. Join professionals, educators, and innovators for insight, connection, and growth.
Put your company in front of industry leaders. Scan the QR code to secure your spot as a valued exhibitor.
• Hotel Room Block Check QR Code for more information. Book early for discounts and availability.
UC Davis road becomes another case study for asphalt pavement sustainability
By Cameron Richardson, Director of Technical Affairs, CalCIMA and Julia Maldonado, Communications Coordinator, CalCIMA
Levee Road in Davis, California is often used by UC Davis college students for cycling, running and driving. Now, this one mile stretch of road has been turned into an asphalt test track, focusing specifically on testing and proving the concept of dense-graded rubberized hot-mix asphalt (RHMA-D). This concept is not new, this project is the continuation of a Caltrans research initiative from 2015 looking to expand the opportunities to utilize recycled tire rubber (RTR).
The University of California Pavement Research Center (UCPRC), Teichert Materials / Teichert Construction, Caltrans, and CalRecycle are leading this project. UCPRC is conducting and directing the material testing and inspection, Caltrans and CalRecycle are funding
the research, CalRecycle and UC Davis are funding the construction, and Teichert Materials and Teichert Construction are donating the materials and labor.
The RHMA-D test section splits the road in half, with one side being the control mix utilizing 25% Recycled Asphalt Pavement (RAP), and the other is divided into four consecutive sections utilizing four technologies to add the RTR. This project highlights the importance of tire recycling, meeting sustainability mandates, extending pavement life, and offering a new alternative to gap-graded RHMA for Caltrans and local agencies.
Originally looking at 5 to 10% of crumb rubber modifier (CRM) added to the binder of dense graded hotmix asphalt (HMA), the continued research and development of
technology over the past decade has created the opportunity to increase up to 30% by weight of binder.
Current Caltrans standards only have specifications built for open-graded (RHMA-O) and the more common gap-graded (RHMA-G) rubberized hot mix asphalt. Both have a formulaic methodology utilizing 18-22% CRM in the binder, which has helped meet the recycling goals set forth by the CalRecycle grant programs. As noted in CalRecycle’s California Waste Tire Market report: 2022, approximately 36% of Caltrans tonnage that year was rubberized yielding 34 million pounds of crumb rubber used, meeting the target of 35%. This project aims to set the stage to raise the bar.
Nine recycled rubber products were evaluated in the laboratory phase of the project, including:
• TRMAC
• Sigmabond
• ViaTec
• SmartMIX
• RARx
• Elastiko
• CRM Company (#40, #60, and #80 mesh)
UCPRC ultimately selected CRM Crumb Rubber Manufacturer’s #40 mesh crumb rubber, Wright Asphalt’s TRMAC, US Polyco’s Sigmabond, and Neotech Asphalt’s RARx to advance to the pilot phase. These technologies fall into three categories of rubber additives: Crumb rubber modifier (CRM), Engineered CRM (ECRM), and terminal blend (TB):
Teichert, UCPRC and Caltrans work together to pave Levee Road, a one mile stretch of road commonly used for driving, biking and walking. Half of the road is a control mix, while the other half are equal sections of four technologies.
• The CRM is added via the “Advanced Wet” process, which is a simplified from the current Caltrans method, and no longer requires extender oil.
• The ECRM can be added to RAP, ideally with a second recycle cold feed.
• The TB can be used as a regular binder without reengineering the mix design.
“Each selected product has shown clear benefits in terms of cracking resistance when testing laboratory-fabricated mixes and each one introduces the RTR in a different way,” said Dr. Angel Mateos, Principal Investigator at the UCPRC and Research Professor at UC Berkeley.
When it comes to evaluating the success or failure of these mixes, Dr. Mateos noted that, any of the technologies will be regarded as successful and potentially ready for implementation if the pilot demonstrates the following requirements:
1. The mix can be fabricated and compacted properly in the field.
2. The plant-produced mix shows the benefits envisioned based on laboratory-produced mix. This requirement verification requires a comprehensive laboratory testing of the mixes sampled from the plant. The testing will be conducted through this calendar year.
Teichert, UCPRC and Caltrans lay the control mix, which contains both 25% recycled asphalt pavement and 10% recycled tire rubber.
3. The initial monitoring of the pilot performance does not reveal any issue with the mix.
Both industry and agency recognize that one pilot project’s success does not prove that a new technology is ready for implementation as a standard. But there have been positive early test results as core density for all test sections indicate proper compaction and the paving crew provided excellent feedback as well, saying, “It’s much easier to work with than RHMA-G, far less smoke and smell, ” one member of the paving team going as far as to urge CalCIMA and industry as a whole via the PMPC, UCPRC, and Caltrans to, “get this in the spec now!” While not immediately possible, these test strips and additional pilot projects will be needed to fully prove these technologies; the initial results seem positive from all angles and the appetite is there from industry to continue bringing the benefits of
innovation down to street level, as noted by Jeff Buscheck, UCPRC Laboratory Manager.
Dr. John Harvey, UCPRC Director, and Teichert’s Product Development Director Pete Conlin believe that collaborative projects such as Levee Road and other academia, industry, and Caltrans collaborative projects play into the future of the industry. When it comes to the Levee Road project and how it can impact the potential transformation of asphalt road building, Conlin said:
“The RTR offers a low cost and environmentally sustainable alternative to improve the cracking resistance of the HMA.” Improving the cracking resistance is the direction the asphalt mixes are moving currently, fueled by the Balanced Mix Design (BMD)
initiatives. The RTR can play a critical role in a scenario where the asphalt mix is required to meet high cracking resistance standards while meeting rutting resistance.
“The RTR offers also the great advantage of the low carbon footprint since the carbon footprint of the scrap tire processing and the rubberized product delivery to the plant contributes to the environmental product declaration. Further, the RTR can be an efficient approach to improve the quality of marginal asphalt binder,” Conlin said.
CalCIMA will keep members informed as further results are reported on the viability of dense-graded rubberized hot mix asphalt. n
Why are we still talking about RAP?
By Cameron Richardson, Director of Technical Affairs, CalCIMA
At CalCIMA’s 2025 Legislative Summit & Lobby Day, the CalCIMA Policy Staff did a round table regarding pressing issues in our respective areas and offered opportunities for members and guests to ask questions and drill down on topics. Granite Construction’s Director of Sustainability Raven Adams posed a question to me regarding the fact that we are still talking about RAP (Reclaimed Asphalt Pavement). This had me thinking about the history of this issue. I have been in the industry for 20 years now and this has been a consistent topic.
This year, the materials industry is running its fourth bill through the legislature regarding RAP usage. Since 2012, three bipartisan, nearly unanimously, supported bills–AB 812 (Ma) in 2021, and including AB 2355 (Levine) in 2015, and AB 2953 (Salas) in 2022– imploring local and state governments to adopt more recycling have become law. But the industry is still fighting against municipalities with no-RAP
and less than Caltrans’ 25% allowable RAP in its Standard Specifications in local municipalities. This is despite there being both completed and ongoing efforts through the Caltrans/ Industry Pavement and Materials Partnering Committee (PMPC) and the regional Greenbook: Standard Specifications for Public Works to provide the necessary specifications to advance RAP usage.
While progress has been made, there still remain jurisdictions wary of the use of RAP. The industry knows that RAP is a viable and valuable avenue to extend California’s strained aggregate and liquid asphalt resources while delivering a quality product for the public. RAP can also be a key driver in reducing greenhouse gas (GHG) emissions and energy consumption in the hot mix asphalt (HMA) manufacturing process. So, why is there still hesitation for RAP acceptance?
There are loads of data and studies from federal highways, Caltrans, academia, and other
Above: The Federal Highway Administration defines Reclaimed Asphalt Pavement (RAP) as 'removed and/or reprocessed pavement materials containing asphalt and aggregates. These materials are generated when asphalt pavements are removed for reconstruction, resurfacing, or to obtain access to buried utilities. When properly crushed and screened, RAP consists of highquality, well-graded aggregates coated by asphalt cement.'
states, that say it can be done and done well. I surmise that we don’t have the “credit” in California for widespread adoption. I use that term deliberately as it feels that the hard hits of a few failed projects with RAP (regardless of actual failure reason) have had more weight in the eyes of the agency and public than the many successful projects.
I took to the National Asphalt Pavement Association’s AI tool Hey NAPA for an answer to my original question: “What is the issue with RAP adoption?” It came back with seven potential reasons, two of which seemed particularly pertinent to California:
Above: RAP processing and fine and coarse aggregate stockpiles at an asphalt concrete production plant.
INFRASTRUCTURE
A step toward performance-based concrete specifications
By Charley Rea, Vice President of Policy & Communications, CalCIMA
California concrete producers and Caltrans have long discussed the correct methods for control, or mitigation, of alkali-silica reactivity (ASR) in concrete. Recently, a work group of ready mixed concrete producers, concrete contractors, and Caltrans made an initial step towards alignment to develop specification and test method changes.
ASR is a reaction of the alkalis in cement and certain types of aggregates–called reactive aggregates–that causes swelling and deterioration in concrete and was first identified by Caltrans in 1940. While different strategies were tried specific to reactive aggregates, concern about changing sources of aggregates caused Caltrans in 1986 to require mitigation for all aggregates–whether reactive or not. This came in the form of requiring 15% fly ash, or other supplementary cementitious materials (SCM) in all concrete mixes. Fly ash and SCMs reduce the alkalinity and swelling in the concrete mix.
The approach was modified in 2009 to have separate requirements for reactive and non-reactive, or innocuous, aggregates. The exact quantities of fly ash or other SCMs are determined by two equations in Section 90 for concrete in Caltrans Standard Specifications. As quality assurance personnel know, a difference in the “x” value for reactive and innocuous aggregates in the equations results in mixes with reactive aggregates generally
Graniterock crews expertly finish a freshly poured concrete slab, demonstrating precision and teamwork on a large-scale paving project.
having to mitigate with 25% SCM and innocuous aggregates with 15%.
While this addresses ASR in a broad and “one-size-fits-all” method, it overlooks that reactivity is not the same in all “reactive” aggregates; there is considerable variation, some with less and some with more reactivity than others. Furthermore, it only considers the potential reactivity based on the aggregate in isolation, it does not address actual reactivity of the cement and aggregate when combined with an SCM in a mix.
In essence, the current approach is not the most efficient use of materials and may actually end up requiring more materials than needed. In a time of using transportation funds efficiently, uncertainty about fly ash and other SCM sources, and reducing embodied carbon in materials, a change of direction was needed.
With this in mind, a work group was formed in 2022 to take the initial steps to provide flexibility to the ASR requirement based on performance, although only in the limited case of reactive aggregates. The work group members were Mark Hill, CEMEX, Bruce Carter, South West Concrete Pavement Association; Nathan Shwiyhat, Martin Marietta; and Sydney Zaragoza, CalPortland. The work was conducted under the aegis of the Concrete Task Group of the Pavement & Materials Partnering Committee (PMPC). Their work was completed this year, and signed off in a final report by the PMPC.
The solution adopted, while retaining the current mitigation requirements for both innocuous and reactive aggregates, introduces a third option for reactive aggregates. This solution allows use of the same factor normally reserved for innocuous aggregates in the Section 90 equations; thus, opening up the possibility for tailored solutions for mitigation based on actual reactivity. These are key aspects of the new option for reactive aggregates:
• The reactive aggregates must test within zone 1 or zone 2 criteria in the ASTM C1778 test, indicating whether mitigation is possible or not;
• The combination of materials satisfies the current equations in Section 90 (with the adjusted “x” factor of 1.8 for reactive aggregates)
CalCIMA training opportunities
CalCIMA is partnering with equipment manufacturers to provide CalCIMA members factory-authorized training. Skill development is integral to maintaining a safe, productive, and rewarding work environment. Empower your technical professionals with this training. Participant spaces are limited. Register at www.calcima.org/register.
1. REVOLUTION:
• Revolution Mixer Maintenance Training
◦ August 18 – Jurupa, CA
2.CUMMINS:
• Basic Electronic Engine Diagnostics & Engine Operation and Troubleshooting
◦ August 25-29 – Bloomington, CA
◦ September 23-26 – Bloomington, CA
◦ October 14-17 – Bloomington, CA
• Natural Gas Familiarization
◦ September 2-5 – Bloomington, CA
3. BENDIX:
• Bendix Air Brake Training
◦ September 9 – Ontario, CA
◦ September 11 – Pleasanton, CA
4. QUINN:
• Fundamental Electrical
◦ August 26 – City of Industry, CA
◦ August 28 – City of Industry, CA
• SIS / ET
◦ September 30 – City of Industry, CA
◦ October 1 – City of Industry, CA
• Tier 4 Final with Lab
◦ October 2 – City of Industry, CA
5. PACCAR:
• Sign up through CalCIMA by August 15 to receive complimentary access to the online training
State budget and legislative update: Idle mines and CEQA reform
By Erik Turner, Director of Legislative Affairs, CalCIMA
The Legislature is adjourned for summer recess for a month before the legislators return for the final month of session. There are many important issues still on the docket – cap and invest extension (formerly cap and trade) and the Greenhouse Gas Reduction Fund (GGRF) spending plan, oil refinery closures, affordability measures, artificial intelligence legislation, and a host of other issues the CalCIMA legislative team is actively engaged on.
CalCIMA’s sponsored bill – AB 982 (Carrillo), which would create a new “Idle Reserve Mine Status” to allow idle mines to remain operating for an additional ten years beyond the existing 15-year limit – is currently in Senate Appropriations Committee after it passed the Senate Natural Resources & Water Committee unanimously.
The committee amended the bill to provide additional flexibility for operators who apply for “Idle Reserve Mine Status” but that have not yet been approved by allowing their existing interim management plan to remain in effect until a determination has been made. In addition, the amendments to AB 982 will require the Division of Mine Reclamation to post publicly available data about the status of existing mines, among other changes. Senate Appropriations Committee will meet when the Legislature returns from summer recess to hold their second and final “Suspense hearing” whereupon the remaining bills with a fiscal impact to the state, included
AB 982, will either move forward or be held for the year.
California’s $322 billion 2025-26 state budget, approved and signed by Gov. Newsom on June 27, 2025, includes a substantial package of state infrastructure investments spanning transportation, water systems, broadband, and public health. Among the most significant changes included in the state budget, however, were not funding – which for transportation remained relatively unchanged from last year – but rather long-sought CEQA (California Environmental Quality Act) reforms that were heavily opposed by the environmental committee.
In a dramatic turn from just a few years ago when major CEQA reform legislation regularly died without much fanfare due to environmental opposition, Governor Newsom insisted on sweeping CEQA reforms as the price of his signature on the state budget. The result: two budget trailer bills— AB 130 and SB 131—were enacted on June 30, 2025 and took effect immediately. The reforms included in these bills represent the most
significant overhaul to CEQA in modern history.
AB 130 enacted provisions similar to those included in Assemblymember Wicks’ AB 609 introduced earlier this year, carving out a clear CEQA exemption for qualifying multifamily, dense urban “infill” housing projects. Key features:
• No environmental review required for infill projects under prescribed height, density, and urban context conditions.
• These streamlined provisions don’t mandate wage or affordable-housing requirements for projects below 85 feet.
AB 130 emerged as both a carrot and stick in the budget negotiations—Newsom paused other planning funding unless this passed by the deadline, showing its strategic importance.
SB 131, which included many components of Senator Wiener’s SB 607 introduced earlier this year, and complements AB 130 with additional CEQA reforms and expanded exemptions:
• "Near-miss" test: Projects that almost—but don’t fully—qualify for the AB 130 exemption now need only study the impacts
associated with the specific disqualifying condition (e.g., slight oversize), rather than full EIRs.
• Additional statutory exemptions: SB 131 enacts broad categorical exemptions—without the usual CEQA caveats—for transit projects, advanced manufacturing in industrial zones, wildfire mitigation, childcare centers, health clinics, food banks, broadband, parks, farmworker housing, and water infrastructure.
These new exemptions significantly reduce litigation windows and lower procedural burdens. There were numerous other changes to existing law included in AB 130 and SB 131 – such as provisions taken from
AB 306 (Schultz) prohibiting any new residential building codes, including green building codes, updates until 2031 or the creation of a new Vehicle Miles Traveled (VMT) mitigation fund which, some argue, will significantly increase the cost of housing. However, the passage of these measures marked a significant moment for CEQA
reform, despite environmental opposition to many provisions. It’s also part of a larger trend of using budget trailer bills to bypass legislative gridlock. For CalCIMA members, the CEQA reforms represent a major development in terms of removing bureaucratic red tape for large housing and infrastructure projects. n
CalCIMA members tee off for 2nd annual golf tournament
By Julia Maldonado, Communications Coordinator, CalCIMA
Nearly 100 CalCIMA members gathered for a day out on the green for CalCIMA’s 2025 Annual Golf Tournament, held at the beautiful Yocha Dehe Golf Club at Cache Creek Casino Resort.
CalCIMA President & CEO Robert Dugan kicked off the golf tournament by thanking the members for their attendance and sponsors for making the event happen. Dugan recognized the hard work by John Dooly, Teichert and Joshua Neff, Folsom Ready Mix, to make the tournament a success.
Twenty-four teams of CalCIMA members could be found throughout the course during the day, enjoying all the scenery had to offer
An awards ceremony followed the tournament. Teams were honored for 1st, 2nd or 3rd place, as well as closest to the pin and longest drive.
Winners included:
• 1st Place: Holliday Rock Co., Inc.
• 2nd Place: CEMEX
• 3rd Place: A&A Ready Mixed Concrete
• Most Honest: HardROK Equipment Inc.
• Longest Drive (men’s): Jeremy Myers, Teichert Materials
• Closest to the pin (men’s): Brandon Litherland, CalPortland
• Closest to the pin (women’s): Camille Preece, Sespe Consulting
Thank you to all for attending, and we look forward to seeing everyone at next year’s golf tournament. n
Sponsors:
PRODUCER LEVEL SPONSORS
• CEMEX
• Holliday Rock Co., Inc.
• Martin Marietta
• Teichert Rock Products
ASSOCIATE LEVEL SPONSORS
• CalPortland
• Graniterock
• Livingston’s Concrete Service, Inc.
• Powerscreen of California, Nevada, Hawaii
SPECIAL EVENT SPONSORS
• Chryso Saint Gobain
• CRH Americas Materials
• Holliday Rock Co., Inc.
• Reed Family Companies
• Werner Corporation
CHALLENGE HOLES SPONSOR
• Sespe Consulting, Inc.
HOLE SPONSORS
• Bollard Acoustical Consultants, Inc.
• Bulk Exchange
• DeSilva Gates
• Holliday Rock Co., Inc.
• Spragues’ Ready Mix
• Teichert Rock Products
TOURNAMENT PARTICIPANTS
• A & A Ready Mixed Concrete, Inc.
• Bollard Acoustical Consultants, Inc.
• Calpine Energy Solutions
• CalPortland
• CEMEX
• Chryso Saint Gobain
• DeSilva Gates
• Folsom Ready Mix
• Granite Construction
• Graniterock
• HardROK Equipment, Inc.
• Holliday Rock Co., Inc.
• Knife River Construction
• Livingston’s Concrete Service, Inc.
• Ingevity
• Martin Marietta
• Powerscreen of California, Nevada, Hawaii
• Reed Family Companies
• Sespe Consulting, Inc.
• Teichert Rock Products
• Vulcan Materials Company
Team CalPortland.
Team HardROK Equipment.
Team Granite Construction.
Team Vulcan Materials Company.
Team DeSilva Gates.
Team Holliday Rock.
Team Folsom Ready Mix.
Team Reed Family Companies. Team Livingston's Concrete.
Team Knife River Construction. Team A&A Ready Mixed Concrete. Team CEMEX.
Team Powerscreen of California, Nevada, Hawaii.
Team Teichert Rock Products. Team Teichert Rock Products.
Team Bollard Acoustical Consultants. Team Martin Marietta.
Team Chryso Saint Gobain.
Team Granite Construction.
Team Graniterock.
Team Ingevity.
Left: Team Calpine Energy.
Right: Team A&A Ready MIxed Concrete Company.
NATIONAL NEWS
National association news
ESSENTIAL MINERALS ASSOCIATION (EMA)
Essential Minerals Association Industry Update
It’s never a dull moment in DC! The Essential Minerals Association’s staff have been hard at work on a number of issues including the reconciliation package and tax reform negotiations (the One Big Beautiful Bill); continued engagement with the Trump Administration regarding tariff policies; meeting with the new political leadership at the Departments of Interior, Energy, and Commerce on EMA policy priorities; and addressing a significant issue at the Department of Health and Human Services this past month.
EMA’s Fall Conference is scheduled for September 16-18 in Washington, DC. This is your opportunity to engage directly with members of Congress, hear from key federal agency officials, and network with fellow industry leaders. EMA is excited to announce that we’ve invited Interior Secretary Doug Burgum to speak on the Administration’s work on federal permitting and various environmental policies. Registration is now available: https://www. essentialminerals.org/event/2025fall-conference/.
NATIONAL ASPHALT PAVEMENT ASSOCIATION
(NAPA)
Elam: New user fees pave the only road to healthy highways
New user fees are critical to highway infrastructure, writes NAPA Vice President for Government Affairs Nile Elam in his latest Op-Ed for the Washington Times.
"The reality of the Highway Trust Fund (HTF) is that its revenue sources, the gas and diesel fuel taxes, have not changed since 1993 when a dozen eggs cost less than a buck and the average American home sold for less than $150,000," Elam writes.
NAPA Director for Government Affairs Mitch Baldwin said asphalt mix plant tours have played a major role in educating many in Congress about the best interests of the nation's highways.
"One of the most effective ways we’ve built understanding and support is by bringing Members of Congress to asphalt plants across the country,” Baldwin said. “These site visits provide a firsthand look at our industry in action, allowing legislators to meet the people behind the work.”
New user fees pave the only road to healthy highwaysWashington Times https://www. washingtontimes.com/news/2025/ jun/24/new-user-fees-pave-roadhealthy-highways/
NATIONAL STONE, SAND & GRAVEL ASSOCIATION (NSSGA)
Congress Considers Key Industry Priorities
In 2025, Congress is advancing legislation significantly impacting the aggregates industry. The One Big Beautiful Bill Act extends the 2017 Tax Cuts and Jobs Act, providing tax relief through permanent small business deductions, bonus depreciation and R&D credits, benefiting the industry. Concurrently, work is underway on a surface transportation reauthorization bill, building upon the Infrastructure Investment and Jobs Act (2021) to provide investment in our roads, bridges and rail and boosting demand for aggregates. These efforts underscore Congress’ focus on key priorities that are critical for our industry’s growth. NSSGA continues to engage with House and Senate offices in support of these priorities.
During this critical time, NSSGA will make our voice heard in Washington, D.C. at our annual Legislative & Policy Forum, Sept. 16-19. To make our coalition stronger, we will be joined by
NRMCA and NAPA and invite all members to register for LPF to help share the industry’s story. You can learn more about NSSGA’s advocacy work and the benefits of membership by visiting nssga.org
NRMCA announced the winners of the 2025 Concrete Innovation Awards, celebrating advancements in concrete manufacturing, research, design, and construction. This year's 11 winning projects showcase groundbreaking achievements in sustainability, reducing embodied carbon, and improving performance.
Two outstanding projects from California along with several large infrastructure projects from around the country were recognized for their pioneering excellence. Intuit Dome (Inglewood, CA) demonstrated cutting-edge concrete applications for sports arenas with concrete supplied by NRMCA member CalPortland and SFO Terminal 3 West (San Francisco) was cited for its landmark use of low-carbon concrete provided by NRMCA member Bauman Concrete.
Among the honorees are AWS Data Center in Indiana, which set new standards in low-carbon concrete for tech infrastructure, and the Central City Parallel Tunnel in Minneapolis, recognized for its eco-friendly water management innovations. MnROAD in Minnesota led the charge in sustainable road construction. Other winners include landmark projects in Boston, Virginia, North Carlina, New York, and Salt Lake City.
Project details, including images, are available at www.concreteinnovations. com/2025winners n
Mobile Impact Solutions from Kleemann: MR100, MR130, MR130 PRO
The mobile MOBIREX impact crushers are used in soft to medium-hard natural stone and in recycling. The performance of the plants is impressive – not just in terms of pure volume reduction. The focus today is on cost and environmental awareness, availability, versatility and, above all, the quality of the end-product to be achieved. The MOBIREX plants crush stone so e ciently that the grain shape, grain size distribution and cleanness comply with the strict standards for concrete and asphalt aggregates.
