Shermac – The new standard in service trailers

Shermac have been manufacturing service trailers in Australia for over 20 years. 

Standard models include the smaller MTS1500 that is typically less than 2,000kgs when full, with an aggregate fluid carrying capacity of approximately 1,000L, and the larger MTS2000 which can be up to 3,500kgs, with a fluid carrying capacity of approximately 1,750L. 

Shermac service trailers have been designed to cater to every site situation. With tank capacities able to be configured to suit every application, a range of products from oil, diesel, coolant, and water can be carried. 

Incorporating 20 years of customisation and improvement 

In 2022, Shermac is proud to release its latest range of service trailers incorporating 20-years of customisation and improvement, with new design features and easier configuration options to create the ultimate on-site service solution for small or large operations.  

Perhaps the most significant change is the use of fluid storage tanks made from poly, instead of steel.  

Weight savings of up to 600kg per trailer 

Poly is extremely durable, and its natural flex minimises the risk of cracking and enables it to be used with confidence in the toughest environments. But most importantly, poly is light and weight savings can be as much as 600kg per trailer.  

Increased flexibility for Service Managers 

A challenge that many service managers face is keeping their vehicles operating within legal weight limits. Take a typical service ute for example, with a GVM of 3,200kg, a GCM of 6,000kg and a towing capacity of 3,500kg. By the time the ute has a service body fitted and is filled with parts and tools, they are generally right on the GVM limits, meaning the towing capacity is reduced to 2,800kg. Any weight that can be saved in the base trailer can be used for extra tools, parts and fluids. 

Other features… 

In addition to fluid storage tanks, other features include: 

• The relocation of the compressor to the trailer drawbar, protected by a secure enclosure. This moves heat and noise generated by the compressor to the outside of the trailer, and makes maintenance, service and refueling much easier. 

• The spare wheel carrier on the rear of the trailer has been redesigned and includes a wheel lifter to improve safety and ergonomics.  

• The option of a roof-mounted retractable work light pole to provide all-round illumination. 

• The overall aesthetics of the trailer have been improved with curved back and front walls and side doors that offer better protection to the operator from sun and rain. 

Reduced lead time 

In a world of supply chain uncertainty, the increased use of locally manufactured components minimises risk and results in significantly reduced lead time. You can have the best of both worlds with short lead times and still configure your trailer to best suit your requirements.   
 
 

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Ready to find out how you can enjoy short lead times and still configure a trailer to suit your specific needs? If you’d like to learn more about Australia’s best and most versatile service trailer, please call our team on 1300 799 943 or email [email protected] with your inquiry.  

The operator of a service vehicle will visit many different locations during a shift and may be required to get in and out of the cabin up to 30 times. 

Climbing into and out of a cab is physically demanding and the risks to operator safety include repetitive strain injuries and the potential for slips, trips and falls. These risks are exacerbated by factors such as uneven, slippery or soft ground surfaces, poor lighting, different cab heights and the different body shapes of operators. 

To mitigate risk, cabin design includes non-slip steps that are deep enough to provide a stable access platform and handrails that are low enough to allow for a comfortable grip and long enough to provide a continuous hand grip up the steps. 

Operators should wear proper footwear with non-slip soles and should routinely check that the non-slip step surface is in good condition. The operator should face the cabin and use the steps and grab handles to establish and maintain three points of contact. 

Despite these measures, strain injuries, slips and falls during entry and exit from heavy truck cabs are common, and access and egress to and from the driver cab is a risk area amenable to engineering as well as behavioural solutions, and a number of truck manufacturers have introduced initiatives to try and address this challenge. 

Low Entry Cabs 

Low entry cabs were specifically conceived for operations that require the driver to climb in and out of the cab several times a day and typically feature two steps and a walk through cab that can be accessed via full-height doors on either side. 

Manufacturers note that low entry cabs are ergonomic and much gentler on backs and knees, and that work processes are significantly faster. 

Kenworth Active Cabin Entry 

The Kenworth Active Cabin Entry (ACE) is a system of hydraulically operated steps that extend outward to form a staircase and a platform to access the cab. The steps have integrated LED lights and there are two switches that can be used by the driver to activate the steps – one located on the dash and the other at the base of the driver’s seat meaning the system can be easily activated to enter or exit the cab. 

As the premier manufacturer of service vehicles for the mining and earthmoving industries, continuous improvement is part of Shermac DNA. We continually monitor industry developments that have the potential to improve operator ergonomics and optimise productivity as part of our commitment to engineering safety in and hazards out. 

The “operating envelope” of a Shermac service vehicle refers to the set of operating conditions and limitations within which the vehicle can operate safely and effectively. It defines the boundaries within which the vehicle’s performance, capabilities, and components are designed to function optimally. The operating envelope takes into account various factors that can impact the vehicle’s operation such as load capacity, environmental conditions, terrain and road conditions, and regulatory requirements. 

Chassis selection is perhaps the most critical decision when considering the operating envelope of a service vehicle. The chassis serves as the foundation of the service vehicle and determines its structural integrity, weight distribution, load-bearing capacity, and overall performance capabilities. Here’s why chassis selection is crucial for the operating envelope of a service vehicle: 

Structural Integrity 

The chassis provides the structural backbone of the service vehicle, supporting the body, engine, suspension, and other components. A well-designed and robust chassis ensures that the service vehicle can withstand the stresses and loads it will encounter during operation. It is critical to the overall stability, durability, and safety of the vehicle, enabling it to operate within its intended operating envelope. 

Load Capacity 

The choice of chassis will define the maximum allowable load capacity of a service vehicle and the distribution of the load. Proper chassis selection ensures that the service vehicle can safely carry the desired payload without exceeding its weight limits or compromising its safety and stability. 

Handling and Stability 

The chassis design influences the service vehicle’s handling characteristics and stability. A well-engineered chassis provides the necessary rigidity, suspension geometry, and weight distribution to ensure predictable and controlled handling. It helps the service vehicle maintain stability during cornering, braking, and acceleration, contributing to safe and confident operation within the operating envelope. 

Compatibility with Body and Equipment  

The chassis selection should consider the compatibility with the desired body type and any specialised equipment or modifications required for the service vehicle’s specific application. The chassis must have appropriate mounting points, structural reinforcements, and load-bearing capabilities to accommodate the intended body and equipment. This ensures that the service vehicle can operate effectively and safely within its operating envelope. 

Adaptability and Flexibility  

The chosen chassis should offer flexibility to meet specific operational requirements. This allows for the installation of auxiliary equipment or specialised storage compartments. The chassis’ adaptability ensures that the service vehicle can operate efficiently and effectively within its intended operating envelope, regardless of the specific application. 

Regulatory Compliance 

Chassis selection also influences the service vehicle’s compliance with legal and regulatory requirements. It must meet size and weight regulations, emission standards, and other industry-specific regulations that apply to service vehicles. Proper chassis selection helps ensure that the service vehicle can operate legally and within the defined operating envelope as mandated by relevant authorities.

For more than 20 years, Shermac have been designing and manufacturing service vehicles for the Australian mining industry. With a deep understanding of operating in remote areas of Australia, we can relate to the tough conditions that customers deal with on a daily basis. 

Shermac has unprecedented experience in chassis selection and options. This ensures that Shermac service vehicles can operate safely, efficiently, and effectively within their intended operating envelope, optimising productivity and utilisation, and minimising operational risk for our customers. 

If you’d like to discuss your next project, please call our team on 1300 799 943 or email [email protected] with your inquiry.   

As the recovery in Australian economy continues to gather steam after the coronavirus pandemic, supply-chain disruptions in markets around the world have resulted in shortages of many products that Australian manufacturers are used to having readily available and, as a result, prices are being driven up.

A publication from the University of Melbourne noted that ‘Supply, demand and logistics are the three main elements in every supply chain. If one of these is disrupted it can go on to cause a widespread disturbance along the whole supply chain. Currently, global supply chains are experiencing disruption in all three areas…’

Several factors have hampered supply chains over the last two years, including COVID-related production issues, broad-based labor supply challenges, and an imbalance between supply and demand that eliminated all inventory.

A sharp but short-lived decline in demand early in the pandemic prompted many firms to trim inventories and production. This was followed by an unexpected and unprecedented surge in demand for goods, and the challenges for businesses to return to pre-pandemic levels are compounded by labour shortages and logistical challenges. A backlog of shipments and containers waiting to be delivered has created congestion in ports and a general shortage of containers is limiting shipping capacity.

Sourcing a wide range of inputs from suppliers around the world, Shermac are not immune from the global supply chain disruptions, and this creates the potential for disrupting the Shermac production line.

In many cases, Shermac has been dealing with its raw materials suppliers for many years and benefit from reliable, well-understood relationships with them, and Shermac has endeavoured to minimise the impact on clients by increasing its material inventories.

Shermac’s business processes have stood the test of time and weathered the peaks and troughs of the mining and earthmoving industries for two decades. With the unprecedented challenges created by the coronavirus pandemic, the best assurance of on-time delivery for client projects is time, and, quite simply, the more notice that Shermac has of client needs, the better able it is to ensure that the materials for client projects are on hand and available.

Like everyone else, we hope that the supply chain bottlenecks are soon resolved and the situation stabilises. All clients can however be assured that Shermac will never compromise on the quality of its products and will take every possible action to ensure that production schedules are maintained.

If you have any queries, call our team on 1300 799 943 or email [email protected] with your enquiry. We look forward to hearing from you.

Kerb Weight is the weight of an empty vehicle with all fluids such as oil and coolant and a full tank of fuel. It is literally the weight of a vehicle parked at the kerb and ready to drive away.

The Gross Vehicle Mass (GVM) is the maximum weight of a fully loaded vehicle as specified by the manufacturer. This is equivalent to the Kerb Weight plus the weight of all accessories and the payload. The payload is the weight of everything loaded onto the vehicle, which includes the driver and passengers.

The payload carried by a vehicle must be properly distributed to ensure it does not exceed the maximum load that the front and rear axles can carry, as specified by the manufacturer.

The Kerb Weight less the GVM is the total payload capacity – the total weight of accessories, cargo, and people that the vehicle can transport without towing a trailer.

If a vehicle is towing a trailer, several additional factors must be considered to ensure a vehicle can reliably and safely tow a specified load and can launch – move a load from a complete stop, accelerate and climb.

The Trailer Weight (TARE) is the weight of an empty trailer, while the Gross Trailer Weight (GTW) is the maximum axle load that the trailer can carry as specified by the manufacturer.

When towing a trailer, the bulk of the trailer weight is taken by the trailer wheels, but a small proportion is passed to the towing vehicle via tow bar. The Tow Bar Download (TBD) is typically between 10% and 15% of the GTW, and together, the TBD and the GTW form the Aggregate Trailer Weight (ATW) which is the maximum towing weight as specified by the manufacturer.

Finally, the Gross Combination Mass (GCM) is the maximum combined weight of a vehicle and trailer as specified by the vehicle manufacturer. In the same way that cargo on the towing vehicle needs to be properly distributed to not exceed the axle capacities, so too does cargo on the trailer. As a rule of thumb, approximately 60% of the load should be in the front half of the trailer but it is important to note that overloading the front of a trailer will increase the TBD and potentially exceed the 15% range which may result in impairment of vehicle performance.

Headquartered in regional Western Australia, Shermac has been designing and manufacturing high quality, engineered-for-purpose mobile equipment in the mining, civil and commercial sectors since 2002.

Shermac engineers utilise world-class technology that allows them to exactly measure vehicle and trailer load, and weight distribution and compliance is verified at several stages in the Shermac design process. An initial weight report is submitted at quotation, another is submitted at completion of detailed design and engineering, and a final weight report is submitted pre-delivery.

Weight distribution is the amount of the total vehicle weight imposed on the ground at an axle, group of axles, or an individual wheel. The weight on a truck must be distributed on the axles to comply with the chassis manufacturer’s axle ratings and weight laws. 

Axle capacities are limited either by the axle capacity or legal weight limits, whichever is lower. In addition to axle capacities, the Gross Vehicle Mass (GVM) is the maximum operating weight of the vehicle specified by the manufacturer, which takes the cab and chassis, engine, and every other component of the truck into account. 

The centre of gravity of an object is a hypothetical point at which weight is evenly dispersed and all sides are in balance. Each truck component, including passengers and cargo, have a centre of gravity.  

In physics, “moments” are a force or weight times a distance. Moments provide a way to combine several components or items to calculate a centre of gravity for them as a group. When the centre of gravity is known for all items combined, it is possible to calculate the weight on each axle. 

From a vehicle owners’ perspective, it is important to match the capacity of the truck to the weight it is expected to carry. An overloaded truck is unsafe and illegal but if a truck consistently hauls less than its capacity, the owner is not realising a full return on investment and operating costs will be higher than they should be. 

In addition to being illegal and the risk of penalties, improper weight distribution and overloading cause excessive wear and premature failure of parts, unsafe operation such as compromised directional control and insufficient braking capacity and additional stresses that may be instrumental in causing the frame to crack or break. 

Careful consideration must be given to distribution of the load weight to determine how much of the total, including chassis, cab, body, and payload, will be carried on the front axle and how much will be carried on the rear axle, and the total. Moving components a few inches forward or backward on the chassis can mean the difference between acceptable weight distribution for the truck or an application that will not do the job satisfactorily. 

Headquartered in regional Western Australia, Shermac has been designing and manufacturing high quality, engineered-for-purpose mobile equipment in the mining, civil and commercial sectors since 2002. 

If you have a technical query or would like to discuss your next project, call our team on 1300 799 943 or email [email protected] with your inquiry.   

On average, in the Australian manufacturing industry, 8% of people change jobs every year. At Shermac, the figure is less than a quarter of the national average, and once people start working for Shermac, they often stay and become long-term employees. 

We spoke to Shermac Chief Executive, Mike Ray. 

We value and respect our staff and we look after them well 

‘Shermac is a stable, family-owned and operated business that has enjoyed long-term growth. We employ a diverse, highly skilled and multi-cultural staff of more than 50 people. We work hard to offer our staff a safe, supportive work environment and create a mutually beneficial experience’ 

Shermac manufacture specialised purpose-built service vehicles designed for the mining and construction industries. Clients are highly demanding and run 24 x 7 x 365 operations in some of the most hostile environments on earth. Mike Ray said, ‘We believe that we manufacture the best equipment of its type in the world, and we have extremely high standards. Our staff take immense pride in the equipment we build. Every job we do is different, and we encourage our staff to draw on their experience and tell us where opportunities exist to do things better and where we might improve.’ 

Shermac are an end-to-end fabricator and doing everything in-house not only enables the company to control every aspect of production and quality but also exposes staff to a wider range of activities than most fabricators and creates opportunities to improve their skills and develop new ones. 

Mike Ray said, ‘We We operate from a state-of-the-art manufacturing facility, and we are constantly updating our processes to keep up with the latest equipment and technological advances to maximise efficiency. We have recently constructed a purpose-built heavy fabrication workshop to build large tank modules and install completed modules on off-road chassis. This facility included an industry-first custom-engineered tank rotation system where equipment, mounted in a floor pit, is connected to the tank which can be lifted and rotated as needed.’

Treating people well is hard-wired into our DNA 

‘It doesn’t matter whether you are a team member, a supplier, or a customer, we treat everyone with decency and respect. We want everyone who comes in contact with Shermac, whether it’s a local work-experience student, a delivery driver or a multi-million dollar customer, to have a positive experience.’ 

‘We treat our customers the same way we would treat a guest in our home. We do everything in our power to ensure that their needs are met and that we provide not only the best solution to their problems, but also the best possible customer experience.’ 

We actively support the community that is our home 

Shermac’s home is Dalwallinu - a small town in the Wheatbelt region of Western Australia, approximately 250km Northeast of Perth.  

‘Over the years, we have become a major employer in Dalwallinu, and we acknowledge and embrace our responsibilities to our home community. We actively play our part in supporting the economic and social viability of the community in which we live and work.’ 

‘This community perspective is apparent in everything we do. While we have always endeavoured to hire and spend locally, we have sponsored skilled migrants and are delighted that they have become active members of the local community and now consider Dalwallinu as their home. We offer work experience to local youths and hire apprentices from the local community.’ 

‘We sponsor and donate to local sporting, community and not-for-profit groups. We have staff members that volunteer with the local emergency services and, when they respond to local emergencies, we continue to pay them as-if they were still at work as we won’t allow them to suffer any financial penalties when supporting our community. We recently covered all costs for staff that travelled 400kms to support cyclone relief efforts in remote WA communities.’ 

‘Families are at the heart of all vibrant, caring communities and we are as flexible as we can be in terms of work arrangements and accommodating the needs of our staff to balance work and family commitments.’ 

Working with Shermac 

‘As a growing business, we’re always interested in hearing from people who’d like to join our team and if Shermac sounds like the type of business you’d like to be part of, we’d encourage people to contact us as we’d love to have a chat’. 

If you’d like to find out more about opportunities with Shermac, please call us on 1300 799 943 or email [email protected]  

The road network is critical to open pit mining and to keep productivity at an optimum level, every road must be properly maintained and in good condition. 

Mine haul roads are typically dirt roads, and they sustain continuous heavy vehicle traffic. The EPA noted that “Dust generated from haul roads within the mines is the biggest source of fine dust particles on most mine sites, contributing about 40 per cent of total emissions” 

Mine roads are generally watered to suppress dust and mine operators face a continuous struggle when trying to balance dust suppression and overwatering. 

As a result, mine haul roads invariably suffer from one of two conditions – under-watering resulting in a dry and dusty surface or over-watering that washes away the surface layers of the road, degrades road quality and results in changes to the surface friction coefficient that reduces tyre traction, increases skid potential and increases stopping distances. 

Over a 5-year period, the Queensland Department of Natural Resources and Mines reported there were 477 high potential incidents in Queensland and noted that three key factors contribute to truck slides: 

• Road material
• Road geometry
• Road watering

The most common reason for truck slides is over-watering and inappropriate watering of mine roads, and this factor accounted for 49% of incidents. Over-watering is a common term but really only applies to low friction or road wearing course material that is friction sensitive to water. 

The Department advised that a clay surface can lose up to 50% of its coefficient of friction through the application of water, and that weathered overburden clays have half the coefficient of friction of some siltstones and sandstones. 

The Department encouraged operators to conduct road surface frictional coefficient testing to better understand road surfaces and noted that testing the frictional coefficient of road surfaces allows engineers to better understand surface materials, how watering affects the frictional resistance of different road surface materials and allows them to make changes to watering systems and practices. 

In addition, the Department advised operators to regularly check the calibration of water trucks and noted several common issues that were identified from testing the calibration of water trucks:­ 

• Identical trucks and watering systems delivering very different application rates of water 
• Water rates are not being applied consistently across the travel path (overlapping of sprays, direction of sprays etc) 
• Overwatering occurs when water trucks are travelling at slower speeds 
• Water being wasted due to spray direction and width
• Sprays applying wider than required strips of water meaning a truck can have all wheels in the wet line

Shermac are the recognised experts in the design and manufacture of water carts for the mining industry and was founded on the understanding that the operational needs and operating environments of customers were so diverse that standardised equipment did not offer them sufficient flexibility. 

Ready to find out more? Talk to our expert team to find out more about how custom design and concept-to-delivery engineering and manufacturing capabilities can minimise project risk and ensure lowest total cost of ownership.   

The challenges presented by dust from coal mining activities is well understood. When inhaled, coal dust is a proven carcinogen and a cause of lung disease. When mixed with gas, atmospheric coal dust creates a potential explosion hazard, and it also presents equipment maintenance challenges through premature wear and breakdowns. 

Australia is the 4^th largest coal producer in the world and is responsible for 6.2% of global coal production. There are approximately 400 coal mines in Australia and nearly 80% of coal is produced from open-cut mines in contrast with the rest of the world, where open-cut mining only accounts for 40% of coal production. 

Types of atmospheric particles include suspended particulate matter designated as PM₁₀ which are coarse particles with a diameter of 10 microns or less and fine particles, designated PM_2.5 with a diameter of 2.5 microns or less. 

During the extraction, transport and processing of coal in surface mining operations, significant amounts of airborne respirable dust can be generated. 

While there are rigorous safety standards to reduce the risks associated with coal dust, mine haul roads are particularly challenging. 

“Mine haul roads are generally dirt roads and sustain continuous heavy vehicle traffic” EPA’s Mark Gifford said, adding “Dust generated from haul roads within the mines is the biggest source of fine dust particles on most mine sites, contributing about 40 per cent of total emissions. 

When it is windy and dry, this [overburden] dust is more likely to leave mine sites, so tighter control is needed at these times,” Gifford said. 

Mine roads need to be constructed and maintained to optimise the transfer of material from the point of production to processing facilities while minimising the creation of airborne dust, and one of the unsung heroes of the mining industry is the water truck. The water truck (or water cart) is essential for compaction and dust suppression on mine roads. 

Shermac was founded on the understanding that the operational needs and operating environments of customers were so diverse that standardised equipment did not offer them sufficient flexibility, and while customers were looking for customised equipment options, these were not available in the equipment manufacturers marketplace.  

Shermac will work with you to establish your strategic, operational, and budgetary requirements to build the ideal water cartage vehicle or fleet that saves you time and money. Customisation ensures Shermac water carts are fit-for-purpose, optimising productivity, utilisation and effectiveness while minimising operational risk for our customers. 

Ready to find out more? Talk to our expert team to find out more about how custom design and concept-to-delivery engineering and manufacturing capabilities can minimise project risk and ensure lowest total cost of ownership.  

Shermac has been designing and manufacturing custom-built water cartage and support vehicles for the mining, civil and commercial sectors for over 20 years. While the focus has traditionally been on road-going trucks, in response to increasing industry demand, Shermac has expanded its range of off-road vehicles. 

The physical size of these off-road vehicles requires a new approach to manufacturing and Shermac are building a specialised facility at its Dalwallinu base to accommodate industry demand. 

Off-road water carts and service vehicles have modules that may weigh between 9 and 40 tonnes, and Shermac has constructed a 1,400 square metre heavy fabrication workshop with a 220mm concrete floor that is engineered for 50 tonne point loads. 

As tanks need to be rotated a number of times during build, a key feature of the new facility is a custom-engineered tank rotation system where equipment, mounted in a floor pit, is connected to the tank which can be lifted and rotated as needed. 

Customisation is critical

Shermac’s Chief Operating Officer Steve Ray said, ‘Shermac has been providing customised, engineered-for-purpose service vehicles to the resource sector for two decades. Customisation is critical, as vehicle design must reflect the specific operational needs for the unique environment of the customer, and Shermac’s end-to-end capability allows us to relentlessly focus on customisation, lowest lifetime cost of ownership and maximising value for our customers.’ 

Shermac’s in-house capabilities include design and engineering, procurement, complete fabrication capabilities including assembly, testing, hydraulic engineering, auto electric, paint and commissioning, and extends to transport, delivery, operator training, after-sales support and parts.  

‘Rather than simply upgrading our existing production facilities, we decided to separate manufacturing into road-going and off-road vehicle streams. While the new facility represents a significant investment by Shermac, it demonstrates our commitment to off-road service vehicles and is critical to increased production and ensuring the highest quality product’ 

Steve added, ‘The new facility will enable Shermac to remove off-road vehicles from our current production line and into a specialised facility. This additional production ‘swim lane’ will free-up and increase capacity for our standard range and significantly reduce build-time for tanks for off-road vehicles.’ 

‘This also marks important expansion for Shermac. We are an Australian family-owned business who are passionate about supporting regional Australia and we’re delighted that our expansion is creating additional employment opportunities here in Dalwallinu and helping to support our local community.’