[VMC] Vulcan Materials: Q3 2026 Earnings Test of Pricing vs Diesel

Vulcan Materials (VMC) is the largest producer of construction aggregates in the United States, quarrying and selling crushed stone, sand and gravel while also running asphalt and ready-mixed concrete businesses[1]. Ahead of Vulcan Materials Q3 2026 earnings, the company is scheduled to hold its earnings call on 2026-10-29[2], when it will report results for the Third quarter 2026 (three months ended September 30, 2026). In the latest disclosed period, the second quarter of 2026, total revenues were $2.156 billion, Adjusted EBITDA was $654 million (versus $660 million a year earlier) and adjusted EPS was $2.59; aggregates shipments rose 1% to 59.9 million tons, the freight-adjusted sales price was $22.97 per ton, and cash gross profit was $12.02 per ton (versus $11.88)[3]. The company gives only full-year guidance, not quarterly guidance: on July 29 it reiterated full-year Adjusted EBITDA of $2.4 billion to $2.6 billion[3], and on the call it said full-year aggregates shipments should grow modestly and kept capital spending at $750 million to $800 million[4], while the early-year framework of 1% to 3% shipment growth and 4% to 6% freight-adjusted price growth remains the reference point[1]. As of October 26, the analyst consensus compiled by Drillr stood at third-quarter EPS of $2.837 (12 analysts, range $2.668 to $3.045), revenue of $2.242 billion and EBITDA of $720.5 million, with full-year EPS of $8.790[5].

Three things matter most in this report. First, whether the mid-year price increase, pulled forward to June, can outrun diesel: second-quarter unit cash cost rose 7% year over year but only 3% excluding diesel[3], and the call put the diesel headwind at $26 million[4], so whether third-quarter cash gross profit per ton clearly beats last year decides whether aggregates profit re-accelerates. Second, whether shipments can hold up against a high base: first-half shipments of 109.9 million tons were only 2.7% above last year, and the second quarter was hurt by rain in Texas and the Southeast[3], while 2025 third-quarter shipments of 64.7 million tons, up 12%, make this the hardest comparison of the year. Third, whether the second half can deliver the full-year outlook: first-half Adjusted EBITDA was $1.101 billion[3], so reaching the $2.4 billion low end requires at least $1.299 billion in the second half, about $45 million more than the roughly $1.254 billion earned in the second half of 2025[1], and the third-quarter figure plus whether management reiterates the range will show directly whether that path still works.

Company Background and Business Structure

Vulcan's core asset is its aggregates reserve base in fast-growing regions. At the end of 2025 the company had 425 active aggregates facilities and 16.6 billion tons of reserves; management says 76% of U.S. population growth over the next decade is projected to occur in Vulcan-served states, and its footprint covers 34 of the 50 fastest-growing metropolitan areas[1]. In the second-quarter release, Pruitt said the aggregates business was executing well, the construction environment still supports continued aggregates price growth, and large projects and public construction support the expectation of volume growth in 2026[3]. Separately, the NAFTA arbitration the company brought against Mexico ended in an unfavorable damages award, which the second-quarter call listed among its risks[4].

The company reports three segments, Aggregates, Asphalt and Concrete, and Aggregates is where the profit sits. In 2025 the Aggregates segment shipped 226.8 million tons at a freight-adjusted price of $21.98 per ton, earning segment gross profit of $1.9648 billion and cash gross profit of $2.5683 billion; Asphalt shipped 13.4 million tons with cash gross profit of $223.7 million; Concrete shipped 4.5 million cubic yards with cash gross profit of $97.9 million[1]. On 2025 cash gross profit, Aggregates accounted for about 89% of the three segments combined. Aggregates also supplies the company's own asphalt and concrete operations through intersegment sales: in the second quarter of 2026, Aggregates segment revenue was $1.763 billion, Asphalt $330.0 million and Concrete $186.8 million, and after removing $124.0 million of intersegment aggregates sales, consolidated revenue was about $2.156 billion[3].

Aggregates are heavy and cheap relative to their weight, so transport cost makes this a local business. About 80% of shipments go by truck directly from the quarry to the customer, and about 15% travel first by rail or water to a sales yard before final truck delivery; along the Gulf Coast and the Eastern Seaboard, where local high-quality aggregates are scarce, the company supplies markets from distant quarries using barges, rail and its own Panamax-class self-unloading ships[1]. Management said delivery surcharges are in place to capture these costs and that delivery itself is a pass-through[6]. The portfolio shrank downstream in 2025 and 2026: the company divested its Houston asphalt and construction business in the fourth quarter of 2025, completed the sale of its California ready-mixed concrete operations in early June 2026, and bought a quarry in southern Colorado and a rail yard in Dallas-Fort Worth from Brannan Sand & Gravel[3]; the California concrete and U.S. Virgin Islands sales brought combined proceeds of $722.1 million, made up of $572.1 million in cash and a $150.0 million note due December 2027[7].

Financial History and Current Position

Over the past three years, Vulcan's profit growth has come mainly from higher cash gross profit per ton rather than from volume. Aggregates shipments were 234.6 million tons in 2023, 219.9 million in 2024 and 226.8 million in 2025, while the freight-adjusted price rose from $19.02 to $21.98 per ton, cash gross profit per ton rose from $9.46 to $11.33, and unit cash cost rose from $9.56 to $10.65[1]. Adjusted EBITDA was $2.3236 billion in 2025, up from $2.0572 billion in 2024[1].

Cash flow in 2025 funded both shareholder returns and lower leverage. Operating cash flow was $1.813 billion (versus $1.4096 billion in 2024), purchases of property, plant and equipment were $677.7 million, share repurchases were $438.4 million and dividends were $259.8 million; total debt at year-end was $4.3621 billion (versus $5.3074 billion at the end of 2024), net debt was $4.1727 billion, and net debt to Adjusted EBITDA was 1.8 times, below the long-term target of 2.0 to 2.5 times[1].

Revenue and profit grew modestly in the first half of 2026, but operating cash flow slipped. First-half total revenues were $3.912 billion (versus $3.737 billion), Adjusted EBITDA was $1.101 billion (versus $1.070 billion), adjusted EPS was $3.93 (versus $3.45), and trailing-twelve-month revenue through June was $8.116 billion[3]. First-quarter operating cash flow was $241.1 million and repurchases were $149.5 million[8]; first-half operating cash flow was $584.6 million (versus $593.2 million), second-quarter repurchases were $250.3 million and dividends were $67.5 million, and at June 30 total debt was $4.3643 billion with $288.7 million of cash, net debt to trailing Adjusted EBITDA was 1.7 times, and trailing return on invested capital was 16.1%[7].

Operating Model

Revenue depends mainly on aggregates volume and price per ton, with freight and the downstream businesses playing a supporting role. Consolidated revenue roughly equals aggregates tons shipped times the freight-adjusted price per ton, plus pass-through freight and service revenue, plus asphalt and concrete revenue, minus intersegment aggregates sales; of the $1.763 billion in second-quarter Aggregates segment revenue, freight and delivery revenue was $360.4 million and other revenue $26.2 million, leaving freight-adjusted aggregates revenue of $1.3764 billion[7]. Price rises mainly through announced increases: the company said increases effective at the beginning of the year produced widespread price growth across its footprint[9], and this year's mid-year increase was pulled forward to June[4]; in the first quarter management had already warned that the second quarter would feel the diesel squeeze most acutely before mid-year increases flowed through[6].

The key to profit is cash gross profit per ton, which is the price per ton minus unit cash costs such as labor, diesel, electricity, repairs and insurance. In 2025, $11.33 per ton times 226.8 million tons produced $2.5683 billion of aggregates cash gross profit; adding about $322 million of asphalt and concrete cash gross profit and subtracting $564 million of SAG roughly reconciles to $2.3236 billion of Adjusted EBITDA, and the company guided 2026 interest expense to about $225 million[1]. Diesel is used mainly in stripping, loading, hauling and loadout, so a price rise lifts unit cost in the same quarter[6]; higher volume spreads fixed cost more thinly, and management cited seasonally higher tonnage as one reason second-half cost performance should improve[4].

Operating cash flow tracks Adjusted EBITDA and is strongly seasonal. In 2025, operating cash flow of $1.813 billion covered $677.7 million of capital spending, $259.8 million of dividends and $438.4 million of repurchases, while total debt fell by about $945 million[1]. In the first quarter of 2026 operating cash flow was only $241.1 million and capital spending was $90.4 million[8]; first-half operating cash flow reached $584.6 million, second-quarter capital spending was $176.3 million, and the company also received $572.1 million of cash from divestitures[7]. Full-year capital spending guidance is $750 million to $800 million[4], about $266.7 million had been spent in the first half, and roughly $480 million to $530 million remains for the second half, so collections in the construction season have to carry most of the investment and shareholder returns.

Industry and Competitive Position

The U.S. aggregates industry is highly fragmented, and competition plays out within each metropolitan area. The company estimates that the ten largest producers accounted for about 35% of U.S. production in 2025, and Vulcan, the industry leader, holds about 10% of the national market; other publicly traded companies among the ten largest include Arcosa, Amrize, Cemex, CRH, Heidelberg Materials, Knife River and Martin Marietta Materials[1]. Because transport is expensive relative to the value of the material, most aggregates are produced near where they are used, and freight limits the competitive radius of any single quarry[1].

Vulcan's advantages show up in its reserve footprint, long-haul transport network and pricing execution, but comparable data are limited. Its reserves are concentrated in faster-growing states, its waterborne network lets it supply markets that lack local high-quality aggregates along the Gulf Coast and the Eastern Seaboard, and the rise in cash gross profit per ton from $9.46 in 2023 to $11.33 in 2025 reflects consistent execution on price increases[1]. The available materials give no peer per-ton profit or market-by-market share, so the size of these advantages relative to competitors cannot be quantified.

Core Debates

Can the mid-year price increase, pulled forward to June, outrun diesel costs in the third quarter and re-accelerate aggregates cash gross profit per ton?

This question decides whether Vulcan's profit growth can return to the pace of recent years. Aggregates generate about nine-tenths of the company's cash gross profit, and cash gross profit per ton was $9.46 in 2023, $10.61 in 2024 and $11.33 in 2025[1]; in the first half of 2026, however, it rose only from $11.32 to $11.53 as higher diesel absorbed most of the price gains[3]. The company's early-year outlook called for continued improvement in full-year cash gross profit per ton[1], which now depends on the second half, and the third quarter is both the peak season and the first full quarter after the mid-year increase[4].

Prices rose in the second quarter, but costs rose faster. The freight-adjusted price was $22.97 per ton, up 3.9% on a reported basis and 4.7% on a mix-adjusted basis[7]; unit cash cost rose 7%, or $0.72 per ton, but only 3% excluding diesel, and cash gross profit per ton of $12.02 was only about 1% above the prior year's $11.88[3]. The call cited a $26 million diesel headwind and $40 million of total energy headwinds for the quarter; management said the mid-year increase was pulled forward to June and performed better than in 2025, that it would consider further increases in the second half if energy prices stay elevated, and that second-half cost performance should improve as the company laps unusually concentrated repair and insurance costs from the second half of 2025[4]. For comparison, in the first quarter the reported price rose 3.5%, unit cash cost rose 4%, and cash gross profit per ton was $10.93[9].

The gap between price and cost is multiplied by tons shipped straight into the income statement. The chain runs from the mid-year increase lifting the price per ton, and diesel lifting stripping, loading and on-site hauling costs, to their difference, which is cash gross profit per ton; multiplied by tons shipped, that yields aggregates cash gross profit ($720.1 million in the second quarter), which flows into Adjusted EBITDA[7]. An alternative reading is equally plausible: the mix-adjusted price has consistently run above the reported price, which suggests part of the gain comes from product and geographic mix rather than broad acceptance of increases; meanwhile, the jump in 2025 third-quarter shipments cut that quarter's unit cash cost by 2% to $10.17, so this year's third-quarter cost comparison is tough, the cost improvement may only become visible in the fourth quarter, and management itself placed gross margin expansion in the fourth quarter[4].

The third-quarter test is fairly clear. In the third quarter of 2025, Vulcan's cash gross profit per ton was $11.84 and its freight-adjusted price was $22.01 per ton; if this quarter's cash gross profit per ton exceeds $11.84 and approaches $12.50, both reported and mix-adjusted price growth exceed the second quarter's 3.9% and 4.7%, unit cash cost growth falls from 7%, and the diesel headwind is smaller than $26 million, the view that pricing is outrunning cost would strengthen. Conversely, if diesel keeps rising while customers resist increases and peak-season cash gross profit per ton falls year over year, or if data centers and other large projects use large volumes of lower-priced base rock so that the reported price keeps trailing the mix-adjusted price, that view would weaken.

Against last year's 12% third-quarter jump, can public works and large projects such as data centers hold up shipments?

Shipments determine peak-season revenue and how thinly fixed costs are spread. First-half 2026 shipments were 109.9 million tons, 2.7% above the prior year's 107.0 million, and the second quarter grew only 1%[3]; the company's early-year range was 1% to 3% growth for the full year[1], and the second-quarter call shifted the language to "modest" growth[4]. In the third quarter of 2025 the company shipped 64.7 million tons, up 12%, making it the hardest quarter of the year to compare against.

Second-quarter shipments were 59.9 million tons, and heavy rainfall in Texas and some Southeastern markets in May and June held back construction[3]. Management said trailing-twelve-month highway awards in Vulcan markets were up by double digits and total public infrastructure awards were up 20%, that large projects in data centers, LNG, power infrastructure and manufacturing were active, and that only residential construction remained weighed down by affordability[4]. A Barchart report, by contrast, said analysts deemed the modest growth in tons shipped "underwhelming", and the shares fell 4.5% on July 30[10].

Shipments affect profit through both revenue and cost. Public contract awards and large project starts first turn into construction days, then weather determines how many tons actually ship; tons times price form freight-adjusted aggregates revenue, which was $1.3764 billion in the second quarter, up 5.1%, and $2.5154 billion in the first half, up 6.5%[7], and higher tonnage spreads fixed cost more thinly, amplifying aggregates cash gross profit and Adjusted EBITDA. An alternative reading is that first-half growth came mainly from first-quarter shipments rising 5%, a quarter in which the company also cited more typical weather in some markets[9], so like-for-like demand may not actually be accelerating.

Third-quarter shipments are the most direct evidence on this debate. Against the 64.7 million tons shipped in the third quarter of 2025, shipments of at least 63.4 million tons (a decline within about 2%) would show demand withstood the high base, and 65.3 million tons or more would mean growth of about 1%; freight-adjusted aggregates revenue was $1.4237 billion in the prior-year quarter. Investors should also watch whether management keeps full-year shipment growth or cuts it to flat, how the continuing resolution and new highway bill progress after the federal program expires, and how management describes the pace of state lettings. If weather or residential weakness lowers peak-season shipments, or a rough federal funding transition leads state transportation departments to delay lettings, the current reading of shipments would weaken.

After exiting California concrete and absorbing higher diesel costs, can the second half deliver the full-year Adjusted EBITDA outlook of $2.4 billion to $2.6 billion?

Whether the full-year outlook holds depends on how much more the second half earns than last year. First-half Adjusted EBITDA was $1.101 billion, only $31 million above the prior year, and the second quarter slipped from $660 million to $654 million, yet the company reiterated the $2.4 billion to $2.6 billion range in both April and July[6][3]. Based on full-year 2025 Adjusted EBITDA of $2.3236 billion, the second half of 2025 was about $1.254 billion[1]; the low end of the range requires at least $1.299 billion in the second half of 2026, and the midpoint requires about $1.399 billion. The outcome also affects whether the company can sustain the second quarter's $250.3 million pace of repurchases[7].

Second-quarter Adjusted EBITDA absorbed $40 million of energy headwinds[4]; asphalt and concrete cash gross profit was $73 million, the prior-year quarter still included the divested Houston asphalt business, this quarter's concrete results included only two months of the California business, and SAG was $141 million (versus $144 million)[3]. The company lowered full-year SAG guidance by $10 million to $15 million from the original $580 million to $590 million range and guided to fourth-quarter gross margin expansion[4]. The Drillr consensus stands at third-quarter EBITDA of $720.5 million and full-year EBITDA of about $2.535 billion, slightly below the guidance midpoint[5].

Second-half EBITDA is built from three pieces. Aggregates cash gross profit equals tons shipped times cash gross profit per ton; adding post-divestiture asphalt and concrete cash gross profit and subtracting full-year SAG of about $565 million to $580 million yields quarterly Adjusted EBITDA, which in turn sets operating cash flow and the room for repurchases and acquisitions. First-half asphalt and concrete cash gross profit was about $110.9 million, consisting of $84.4 million from asphalt and $26.5 million from concrete (segment gross profit plus depreciation)[3], and full-year downstream cash gross profit guidance is about $290 million, below $322 million in 2025[1]. An alternative reading is that holding the outlook relies mainly on a fourth-quarter recovery against a weak base, and the third quarter itself could come in below last year; if profit lost through divestitures is mismatched with the timing of the multiple transactions the call said should close in the second half[4], the full year is more likely to land in the lower half of the range.

The prior-year base for third-quarter Adjusted EBITDA is $735.2 million; in the third quarter of 2025, asphalt and concrete cash gross profit totaled about $114.5 million (including divested operations) and SAG was $145.3 million. If Adjusted EBITDA this quarter exceeds $700 million and approaches the $720.5 million consensus or the prior-year level[5], downstream cash gross profit reaches $95 million or more, and the company reiterates or narrows the $2.4 billion to $2.6 billion range, the second-half path becomes more credible. If the third quarter falls below $700 million, the full-year outlook is cut, or acquisitions fail to replace the profit lost through divestitures, it would show that the first-half drag from diesel and weather was not recovered in the second half.

Risks and Falsifiers

The transition in federal highway funding is the largest policy variable for public-works shipments in 2027. Under IIJA, the Federal-Aid Highway Program obligation limitation rises from $66.9 billion in fiscal funding year 2022 to $72.1 billion in fiscal funding year 2026, for a cumulative total of nearly $350 billion, and over the past ten years the program has provided on average about 50% of state capital investment in roads and bridges[1]. The current authorization ends with federal fiscal year 2026; the second-quarter call anticipated a continuing resolution during the August congressional recess and said unspent IIJA funds will continue to support activity[4], but the company does not disclose shipments by end market, so this exposure can only be judged qualitatively. If a new bill passes with formula funding, or public contract awards in Vulcan markets keep growing under the continuing resolution, this risk would be falsified.

A delayed residential recovery would lower the floor for shipments. In the second quarter, management said residential construction remained weak because of affordability while keeping its view of modest full-year shipment growth, which rests on public works and large projects[4]; the annual report also notes that construction spending depends on interest rates, employment, inflation and other macroeconomic factors[1]. Residential is one of three end markets, but the company does not disclose its share. If management reports on the third-quarter call that single-family demand has stabilized or improved, this risk would recede.

Persistently high energy prices are the most direct risk to peak-season profit per ton. The company consumes significant amounts of electricity, diesel fuel, liquid asphalt and other petroleum-based resources in production and distribution[1], and the diesel headwind alone reached $26 million in the second quarter[4]. On 2025 shipments of 226.8 million tons, every $0.10 decline in cash gross profit per ton reduces aggregates cash gross profit by about $22.7 million[1]. If third-quarter cash gross profit per ton is no lower than $11.84 and unit cash cost growth falls below 4%, this risk would not have materialized.

Lower peak-season shipments would hit both revenue and unit cost. Rain in Texas and the Southeast already held back second-quarter shipments[3]; based on the 64.7 million tons shipped in the third quarter of 2025 and cash gross profit of about $11.84 per ton, every 1% decline in shipments, or about 0.65 million tons, would cut cash gross profit by about $7.7 million, before the additional loss from weaker fixed-cost absorption. If third-quarter shipments are flat or higher year over year, this risk would be falsified.

A mismatch between downstream shrinkage and acquisition timing could push full-year EBITDA into the lower half of the range or even below the low end. The California concrete and U.S. Virgin Islands sales brought combined proceeds of $722.1 million[7], and full-year downstream cash gross profit guidance, which excludes the California ready-mixed concrete assets held for sale, falls from $322 million in 2025 to about $290 million[1]; management said multiple transactions should close in the second half[4]. If third-quarter downstream cash gross profit is at least $95 million and the full-year outlook is reiterated or narrowed, this risk would be falsified.

What to Watch Next

• Price versus diesel: whether third-quarter aggregates cash gross profit per ton beats last year's $11.84 and approaches $12.50, against $12.02 (up 1%) in the second quarter; a reading above $11.84 with slower cost growth confirms the pricing view, and a year-over-year decline falsifies it.
• Price growth and the diesel headwind: whether reported (3.9%) and mix-adjusted (4.7%) price growth widen and the diesel headwind shrinks below $26 million.
• Shipments against a high base: whether third-quarter shipments hold at 63.4 million tons or more, versus 64.7 million tons (up 12%) a year earlier; flat or higher confirms resilience, and a clear decline falsifies it.
• Full-year volume language and federal highway funding: whether management keeps modest growth after the early-year 1% to 3% range, and how the continuing resolution and new highway bill progress; a cut to flat or delayed state lettings would falsify the current reading.
• Quarterly Adjusted EBITDA: whether it exceeds $700 million against $654 million in the second quarter, $735.2 million a year earlier and the $720.5 million consensus, and whether the $2.4 billion to $2.6 billion range is reiterated.
• Asphalt and concrete cash gross profit: whether it reaches $95 million or more against $73 million in the second quarter and about $290 million guided for the year, and how large the second-half acquisitions are.

Conclusion

Vulcan's business is, at its core, steady price increases on hard-to-replicate local reserves: volume has changed little over three years, and profit growth has come mainly from cash gross profit per ton rising from $9.46 in 2023 to $11.33 in 2025[1]. The balance sheet is sound, with net debt at 1.7 times trailing Adjusted EBITDA at the end of June[7], below the long-term target range. The most important and still unresolved relationship is whether the price increase pulled forward to June can outrun diesel costs in the third quarter while shipments avoid a clear drop against last year's 12% growth base; together, these decide whether the second half can produce the at least $1.299 billion of Adjusted EBITDA needed to reach the $2.4 billion low end.

Since the second-quarter results on July 29, the only usable outside interpretation is a Barchart report by Aritra Gangopadhyay, published on August 24, that summarizes Wall Street views. It noted that second-quarter revenue and adjusted EPS of $2.59 both topped Street estimates, but that analysts deemed the modest growth in tons shipped "underwhelming", operating margin fell below the 22.4% of the prior-year quarter, and the shares dropped 4.5% on July 30; it also cited analysts' view that full-year EPS will rise 16.1% to $9.29[10], a figure above the $8.790 full-year consensus compiled by Drillr[5], on a different basis. The report centers the shipments debate and stands in contrast to the company's price-and-cost narrative: in its reading, the market cares more about whether volume is growing than about beats driven by price and expenses. It is a financial news piece rather than independent research, and no usable sell-side report text turned up for the period, so it represents one outside interpretation, not a market consensus.

To materially strengthen the current understanding, the third quarter would need to show cash gross profit per ton above last year's $11.84, unit cash cost growth easing from 7%, shipments of at least 63.4 million tons, Adjusted EBITDA above $700 million, and a reiterated or narrowed full-year outlook. Conversely, if cash gross profit per ton falls year over year, shipments come in clearly below the high base, management cuts its full-year shipment or EBITDA outlook, and the federal highway funding transition breaks down, it would show that the price-driven profit model is being squeezed by cost and demand at the same time, and the current understanding would weaken materially.

Sources

[1] VMC FY2025 10-K filed 2026-02-19 · 2026-02-19 · 10-K · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0001396009&type=10-K&dateb=&owner=include&count=40

[2] VMC earnings calendar updated 2026-10-26 · 2026-10-26 · Drillr earnings calendar

[3] VMC Q2 2026 8-K filed 2026-07-29 · 2026-07-29 · 8-K · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0001396009&type=8-K&dateb=&owner=include&count=40

[4] VMC Q2 2026 earnings call 2026-07-29 · 2026-07-29 · earnings-call · https://www.vulcanmaterials.com/investor-relations

[5] Drillr analyst estimates VMC Q3 2026 retrieved 2026-10-26 · 2026-10-26 · Drillr analyst estimates · https://gateway.drillr.ai/mcp/private

[6] VMC Q1 2026 earnings call 2026-04-29 · 2026-04-29 · earnings-call · https://www.vulcanmaterials.com/investor-relations

[7] VMC Q2 2026 10-Q filed 2026-07-29 · 2026-07-29 · 10-Q · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0001396009&type=10-Q&dateb=&owner=include&count=40

[8] VMC Q1 2026 10-Q filed 2026-04-29 · 2026-04-29 · 10-Q · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0001396009&type=10-Q&dateb=&owner=include&count=40

[9] VMC Q1 2026 8-K filed 2026-04-29 · 2026-04-29 · 8-K · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0001396009&type=8-K&dateb=&owner=include&count=40

[10] Barchart view on Vulcan Materials via Webull 2026-08-24 · 2026-08-24 · Barchart(Webull 转载) · https://www.webull.ca/news-detail/15457339470332928