Back to School
DataMac® Truck U.S. Roadshow
WE ARE “ON THE ROAD” AGAIN PRESENTING OUR LATEST 2016 AFTERMARKET DATA.
It is an exciting time of year for us as we have the opportunity to present our 2016 Aftermarket data to all of our DataMac® clients. Our presentation consists of a look into:
- Today’s Economy, how it is impacting the Truck Market
- TEA®, Truckable Economic Activity and the factors that will effect goods moving by trucks
- Factors impacting the Aftermarket such as Retail Sales, Mileages, Vehicle Age and Utilization
- DataMac.net and the latest additions to our online application
We look forward to seeing you!!
Through the report and DataMac.net, subscribers can obtain historical, current and forecast Equipment Population, Retail Sales, Vocational Splits, Point of Service, Type of Replacement, Distribution Channel, Regional demand.
DataMac® provides you with a COMPLETE look into the U.S. Truck and Trailer Aftermarket.
2016 DataMac® Truck U.S.
RELEASED AUGUST 1, 2016
- Vehicle Class: Class 6, 7, 8, Trailers, Container Chassis
- Annual replacement parts demand of over 650 components with 5 years of history and five years of forecast. The basis for our data stems directly from the vehicle operators. Through our extensive survey process and model development, our data reflects the usage as reported by the end user.
- Report highlights total market, economic factors impacting the Aftermarket, new components and much, much more. Online application provides users with access to the data any time the need arises.
2016 DataMac® Truck Canada
RELEASED AUGUST 15, 2016
Vehicle Classes: Class 6,7 & 8
Trailers and Container Chassis
Similar in structure and offerings as in the United States report. Annual replacement parts demand for more than 650 components with 5 years of history and 5 years of forecast.
Subscribers have access to all their Aftermarket data and analysis through our DataMac® Canada service.
Annual report and online application provides subscribers with Aftermarket data covering all of Canada’s ten provinces. DataMac.net details Equipment Populations, Retail Sales, Vocation Splits, Point of Service, Type of Replacement and Distribution Channels. Aftermarket demand is profiled in both unit demand and total value in Canadian dollars.
With the latest GDP numbers scheduled to be released next Friday, August 26th, MacKay & Company’s Q2 TEA® report will be released the week of August 29th.
Wait for Weight?
While most of our attention is devoted to the tangible measures of that activity, such as tonnage and mileage, we also need to keep track of the intangibles, such as the regulations that govern the movement of freight, and by extension, the movement of trucks.
In the final analysis, it is the movement of the trucks that determines how much gets spent on the parts and service needed to keep them profitably in motion.
Over the past year we have had to contend with the effects of the labor dispute at the West Coast ports on the movement of goods in and out of those locations.
One thing we learned is that bottlenecks at the docks quickly affect the rest of the supply chain. And, just when we thought we had cleared up those backlogs and gotten back to a more normal contour of operations, along comes the International Maritime Organization (IMO) with a directive under the Safety of Life at Sea (SOLAS) convention requiring the certification of the true weight of all shipping containers before loading on to an ocean going vessel.
Under the directive, a document called a verified gross mass declaration (VGM) must be presented at the dock before a container can be loaded. The directive went into effect worldwide on July 1, 2016. Ship operators have been pushing for the VGM requirement for some time, as there have been several marine accidents stemming from improperly stated container weights.
he implementation of the VGM requirement is expected to be difficult both from a logistical standpoint (getting every container weighed and certified) and from a legal standpoint (who bears the final responsibility for the accuracy of the VGM?).
In the first case, many terminals here and abroad, are offering weighing services to help deal with the problem. In the second case, matters are much more unsettled. Especially since the regulation provides for steep fines in cases of noncompliance. Some carriers are putting the responsibility for the VGM on the shipper who is originating the cargo.
In other cases, the carrier is accepting the shipment and then doing the final certification at the port. And this leaves out those parts of the world where precise weighing of cargo has been the exception rather than the rule.
The IMO has sent a circular out to the port directors instructing them that some leniency in the enforcement of the VCM rule in the interests of maintaining port efficiency will be allowed. But eventually, the IMO expects the rule to be fully implemented.
What does all this mean for the U.S. trucking sector and the aftermarket?
At best, a brief period of adjustment as shippers and carriers incorporate the additional steps needed to get a container on a ship. In that case, we should be able to get back to monitoring the quantitative measures of trucking activity to assess the demand for parts and service.
At worst, a prolonged period of uncertainty where the supply chain gets backed up much as it did last year while the shippers, the carriers, the IMO and lawyers try to get things sorted out.
As seen in Truck Parts & Service August 3, 2016 Article
January 23, 2017, Las Vegas NV
Heavy Duty Aftermarket Dialogue
HDAD is an outlook conference, specifically directed toward the heavy duty aftermarket supplier industry. It is intended to provide an in-depth view of the prospects for the global, heavy duty industry’s aftermarket component, for the next 5 years.