Patent Publication Number: US-9834233-B2

Title: Lightweight rerailer

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to improvements in devices that are useful for placing derailed cars and locomotives back onto the track. 
     2. Brief Description of the Related Art 
     In the operation of railroads, it is sometimes the case where railroad cars, including locomotives, become derailed as they are moving along the track. The derailment of the railroad cars is often a result of uneven loads being carried by the cars, the condition of the track, or other factors. A common cause of the derailing of railroad cars is due to the cars rocking back and forth on the tracks. The rocking may cause one or more of the cars, in particular a wheel of the car, to rock off of the rail of the track. When a car is off the track, the locomotive that is pulling or pushing the derailed car will usually possess sufficient power to continue to move the car along the track, but with the derailed car wheel or wheels being dragged along with the other cars. The derailed car generally may find itself being dragged through the gravel ballast of the track bed, or along the ties. Aside from requiring more power and energy to pull the derailed car, there is a risk of danger or injury should the derailed wheel encounter an obstruction that would impede it from continuing to move along in the direction in which it is being pulled by the locomotive. For example, where a derailed car encounters a switch, the switch may direct the derailed car in a direction different than that of the locomotive or the other cars. Even the contact of the derailed wheel with the gravel, ties or other structure has the potential to cause decoupling of the derailed car from other cars. 
     Traditionally, rerailers have been employed as a way to address the problem of derailed cars. Rerailers are placed along the tracks to urge the derailed wheel back onto the track. Typically, rerailers consist of a metal casting that is slotted and positioned over or next to the rail near the wheel of a derailed train car. The train engine then pushes or pulls the derailed car so that the derailed wheel runs up the rerailer and is guided back onto the track. U.S. Pat. No. 349,783, issued on Sep. 28, 1886 to E. Campbell for a “Railway Frog”, discloses an arrangement of inclined plates to guide derailed wheels to the rails of the track. The &#39;783 patent discloses a length of the frogs are thirty feet. The frogs are disclosed to be formed from short sections to facilitate handling. This means that they must be joined together when they are installed or prior to installation. 
     A railroad rerailer is disclosed in U.S. Pat. No. 4,306,504, issued on Dec. 22, 1981 to Leslie E. Charles. The &#39;504 patent discloses a stationary railroad rerailing apparatus for rerailing derailed cars while the train is moving. The &#39;504 patent discloses the use of an inclined pad of a cushioning penetrable material, such as asphalt-aggregate material, for raising the derailed car, and rigid wedges outside the track rails for cooperating with the inclined pad to raise the derailed wheels above the level of the track rails and into a rerailed position. The &#39;504 patent requires that inner rail sections be installed, and that wedges be used to urge the derailed wheel onto the track rail. 
     The prior devices involve considerable installation procedures and are heavy to transport and install. Some prior devices include a body with a ramp and guide flanges that allow the derailed car to be raised and pushed toward the track rail so that the wheels end up realigned on the track rail. Because the devices must raise the railroad car or locomotive, the devices must be very strong, since they need to support the railroad car or a locomotive, which could weigh up to about 420,000 lbs. In order for the prior rerailer devices to possess the strength sufficient to accommodate multiple rerailments, the devices are constructed from high tensile strength alloy steel. Even the light weight rerailers for 90 to 150 lbs. rail, weigh between 125 and 165 lbs., while heavier models may weight upwards of 150 to 190 lbs. 
     Rail or track is generally measured in weight per unit of length. In the United States, for example, the rail weight is generally expressed in lbs. per yard. It is common for the rail to be expressed or referred to as lbs. For example, 132 lb rail is generally 132 lbs./yd. Rerailers are used with a variety of rail weights and sizes. Rerailers may be used with track weights from about 40 lbs to 155 lbs or greater. Non-permanent type rerailers that are used with 90 to 155 lb rail are generally well over 100 lbs. in weight. The rerailers, for example, may weigh about 124 lbs., with some non-permanent rerailers weighing in excess of 150 or 200 lbs. This makes for difficult lifting and transport of the rerailers from a location to the site of the track location where the vehicle to be rerailed is located. In addition, for safety reasons a number of railroads have mandated 50 lbs per person lifting limit. This weight limit therefore requires that rerailers weighing 150 lbs. need to be carried by at least three people, and heavier rerailers may require up to 5 people to lift and transport them. The current rerailers require costs and difficulty to move and transport. 
     For safety and ease of transportation and installation a need exists for a lighter weight device that may be used for rerailing derailed railroad vehicles. 
     SUMMARY OF THE INVENTION 
     An improved lightweight rerailer for facilitating the realignment of a derailed wheel of a railroad vehicle back onto the track. The rerailer may be used to rerail derailed locomotives, as well as derailed railroad cars, and as used herein, the term railroad cars includes locomotives. 
     The present invention provides improved rerailers that have suitable strength for use with a variety of rail sizes and weights, and may be constructed to be considerably lighter in weight than prior rerailers and yet provide suitable strength for rerailing derailed rail cars. The present invention may accomplish the result of providing a suitably strong yet lightweight rerailer by constructing the rerailer from a material that has been specially treated through an austempering process, by providing a configuration that has a support structure that is lighter in weight, and/or by providing a combination of both a specially treated austempered material and a configuration that has a support structure. Several embodiments of a light weight rerailer are illustrated, including permanent and non-permanent rerailers, as well as inside rerailers and outside rerailers (that may be used in pairs and which are bi-directional), and y-style rerailers that sit on the track rail and provide ramps on both rail sides (inner and outer). These objects and advantages are illustrated in the preferred embodiments, which are exemplary of the rerailers encompassed by the scope and spirit of the invention. 
     It is an object of the present invention to provide a practical and effective solution to overcome the drawbacks associated with the prior heavy rerailer designs on the market today by providing an improved rerailer that may be constructed from preferred lighter weight material with similar or better tensile strength, by configuring the improved rerailer to reduce the amount of material used in non-load bearing areas, by configuring the load bearing areas of the rerailer by reducing material in those areas, or by combinations of one or more of the foregoing. 
     According to one embodiment, an improved rerailer is constructed by coring out material in thick load bearing areas. 
     According to a preferred embodiment, a lightweight rerailer is provided which is constructed from a material that has sufficient strength to support a locomotive and other railroad cars, and which may be more easily transported due to the weight of the rerailer. 
     It is an object to accomplish the above objects by providing a rerailer that is constructed from austempered ductile iron (ADI). According to a preferred embodiment, the austempered ductile iron is produced by a suitable austempering process. For example, austempering of ductile iron may be accomplished by heat-treating cast ductile iron to which specific amounts of nickel, molybdenum, or copper or combination thereof have been added to improve hardenability; the quantities of the elements needed to produce the ADI from ductile iron are related to the rerailer configurations and, for example, may depend on the thickest cross sectional area of the rerailer. 
     Another object of the invention is to provide an improved rerailer device that is constructed from a material that has a specific gravity that is less than that of alloy steel. 
     Another object of the invention is to provide a rerailer device that is constructed from a material that has a specific gravity of about 0.26 lbs/in3. 
     According to a preferred embodiment, an improved rerailer is constructed having a dual sided configuration with a tapering upper flange and configured to provide suitable support in the load bearing areas. 
     According to preferred embodiments, a lightweight rerailer is provided having an improved construction for handling and transferring stress loads. 
     It is an object of the present invention to accomplish the above objects by providing a configuration that comprises cross directional ridges for providing suitable strength to the rerailer structure. 
     Preferred embodiments of the invention are configured for use with trains moving along a railway, and other embodiments may be used for specific applications when a rail car is to be rerailed. Embodiments of the rerailers include permanent type rerailers and non-permanent type rerailers, which may include inside rerailers and outside rerailers that are designed to be placed alongside a rail. 
     It is one object of the invention to accomplish the above objects by providing an improved rerailer that is configured for installation alongside a track rail. 
     It is another object of the invention to accomplish the above objects by providing an improved rerailer that is configured for installation to provide a rerailer that may be installed in a railroad bed between parallel rails of a track section, and on the outside lateral sides of the track section. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWING FIGURES 
         FIG. 1  is a top plan view of a preferred embodiment of a bi-directional rerailer according to the invention that is configured as an outside rerailer. 
         FIG. 2  is a bottom plan view of the rerailer of  FIG. 1 . 
         FIG. 3  is a front elevation view of the rerailer of  FIG. 1 . 
         FIG. 4  is an isometric perspective view of the rerailer of  FIG. 1 , as viewed from the top rear. 
         FIG. 5  is a bottom plan view of an alternate embodiment of a bi-directional, outside rerailer, with the top, bottom and front views being similar to those views of the first embodiment illustrated in  FIGS. 1, 2 and 3 , respectively. 
         FIG. 6  is a top plan view of an alternate embodiment of a bi-directional rerailer embodiment illustrated having a ramp style configuration and being configured as an outside rerailer. 
         FIG. 7  is a bottom plan view of the rerailer of  FIG. 6 . 
         FIG. 8  is a front elevation view of the rerailer of  FIG. 6 . 
         FIG. 9  is an isometric perspective view of the rerailer of  FIG. 6 . 
         FIG. 10  is a perspective view of a bi-directional inside rerailer according to the present invention viewed from the top rear. 
         FIG. 11  is a top plan view of the rerailer of  FIG. 10 . 
         FIG. 12  is a bottom plan view of the rerailer of  FIG. 10 . 
         FIG. 13  is a front elevation view of the rerailer of  FIG. 10 . 
         FIG. 14  is a left side elevation view of the rerailer of  FIG. 10 . 
         FIG. 15  is a top perspective view of a Y-style rerailer constructed in accordance with the present invention, illustrated being installed on a rail. 
         FIG. 16  is a right side perspective view of a ramp style rerailer constructed in accordance with the present invention, shown attached to a rail. 
         FIG. 17  is a top view of a permanent style rerailer constructed in accordance with the present invention, shown attached to the rail. 
         FIG. 18  is a front perspective view of the preferred rerailer of  FIGS. 1-4 , shown with a rail positioned against the support face of the rerailer and illustrating a wheel (shown separately from the axle and train structure) positioned at the top of the rerailer. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Rerailer devices are provided in accordance with the invention. According to one embodiment, an improved rerailer is constructed as a ramp style, y-style or permanent style rerailer. One exemplary embodiment of the invention is illustrated in  FIGS. 1-4 , where a bi-directional, outside rerailer  10  is shown. The bi-directional rerailer  10  illustrated in  FIGS. 1-4  is configured as an outside rerailer.  FIGS. 10-14  illustrate an inside rerailer. The outside rerailer  10  and inside rerailer  110  preferably may be used in pairs, and positioned on opposite lateral sides of a track rail. The rerailers of the invention, such as, for example, the outside rerailers  10 ,  110 , preferably are sized to accommodate a derailed car wheel, which may be several inches from the rail. The rerailers  10 ,  110  are also configured for use with optional extenders, not shown, which are designed to be positioned to extend the ramp surface of the rerailers  10 ,  110  for derailed cars whose derailed wheel is substantially distant from the track rail, e.g., greater than about 10 inches). 
     Referring to  FIG. 1 , there is illustrated a top view of a preferred embodiment of a bi-directional rerailer  10  having a body  11 , with load bearing faces including a first load bearing face  12  and a second load bearing face  13 . Guide flanges including a first guide flange  14  and a second guide flange  15 , are shown provided at an edge of each respective load bearing face  12 ,  13 . An inclined or sloped load bearing slide face  20  is provided and is sloped inwardly in the direction of the rail (when the rerailer  10  is installed, such as, for example, in the exemplary illustration of  FIG. 18 ). The rerailer  10  also has side support walls, including a first side support wall  21  and a second side support wall  22 . The second or inner side wall  22  includes a first engaging portion or surface  22   a  that is configured to engage the head of the rail  100  (see  FIG. 18 ), and a second engaging portion  22   b  that is provided to extent toward the rail web (see  FIGS. 3 and 18 ). A mounting flange  30  is shown on the lower edge of the first side support wall  21 . The mounting flange  30  may be used to secure the rerailer to the rail with suitable mounting hardware (see  FIG. 18 ). The mounting flange  30  preferably has apertures or grooves  31  for facilitating mounting of the rerailer  10  with a spike or other suitable mounting hardware (not shown) to a structure, such as, for example, a railroad tie. Slots  32 ,  33  may be provided in the body  11  of the rerailer to accommodate extension elements, not shown, that may be used in connection with the rerailer  10  to provide more surface area on which to direct derailed cars that are further from the ramp surfaces  12 ,  13  of the rerailer  10 . A pin or other member (not shown) may be placed into the slot  32  or  33  to hold the rerailer extension (not shown) in position with the rerailer  10 . According to preferred embodiments, a central aperture  34  is provided in the rerailer body  11  to facilitate mounting of an optional clamp (not shown). The clamp (not shown) may be attached to a chain, and the clamp, chain or both secured to the rail bed or rail tie to facilitate mounting of the rerailer  10 . A side wall aperture  35  provided in the first side wall  21  ( FIG. 4 ) is provided to facilitate mounting, and more particularly, for example, to permit a clamp to be inserted and mounted therethrough (see  FIG. 16  where an exemplary alternate embodiment is illustrated with a clamp). Optional apertures  36 ,  37  are shown in the side wall  21  for facilitating transportation of the rerailer by permitting a structure, such as, for example, a chain to be inserted through the apertures  36 ,  37  so that the rerailer may be carried on a truck to or from the desired rerailing location. 
       FIG. 2  illustrates a bottom view of the bi-directional rerailer  10 . The first load bearing face  12  and second load bearing face  13  are shown comprising a layer that is disposed between the first side wall  21  and second side wall  22 . Support means is provided for supporting the slide face  20  and the first and second load bearing faces  12 ,  13 . The support means is shown configured as a supporting structure  40  having a plurality of support elements, including a plurality of transverse support ribs  41 ,  42 ,  43 ,  44 . According to a preferred embodiment, the supporting structure  40  may also include second support ribs  45 ,  46 ,  47 ,  48 , which preferably engage with the side support walls  21 ,  22  and the first plurality of transverse support ribs, such as those ribs  43 ,  44 , shown in  FIG. 2 . The supporting structure  40 , which, according to the preferred embodiment illustrated may include the transverse support ribs  41 ,  42 ,  43 ,  44  and the second support ribs  45 ,  46 ,  47 ,  48 , is arranged to handle force loads that are imparted to the rerailer  10  from vehicle traffic, including from the wheels of a derailed railroad car passing along the rerailer  10  (see  FIG. 12 ). The supporting structure  40  preferably is arranged to support the upper surfaces of the rerailer  20 , including the slide surface  20 , and, according to a preferred embodiment, as illustrated in  FIG. 2 , the supporting structure  40  second support ribs  45 ,  46 ,  47 ,  48  are disposed beneath the slide surface  20  to provide support to handle force loads transmitted to or imparted upon the slide surface  20 . 
       FIG. 3  shows a front view of the bi-directional rerailer  10  and shows the second load bearing face  13 , guide flange  14 , sloped load bearing slide face  20  and side support walls  21 ,  22 . The rerailer  10  is illustrated in  FIG. 4  in an isometric view looking at the rerailer  10  from the first side support wall  21 . 
     According to a preferred embodiment, the bi-directional rerailer  10  preferably is constructed from a strong material that possesses suitable strength to support a load, such as, for example, the load placed on the rerailer from the wheel of a railway car. One preferred exemplary configuration for the bi-directional rerailer  10  is a rerailer  10  where the wall thickness of the side walls has a reduced wall thickness, which may be up to about 0.5 inches, and more preferably, from about 0.20 to 0.5 inches, in cross sectional thickness, and where the guide flanges, including the first guide flange  14  and second guide flange  15 , each taper from about 0.8 in. to about 1.75 in. According to a preferred exemplary embodiment, as shown in  FIGS. 1-4 , the non-load bearing side of the rerailer  10  which includes the first side wall  21 , preferably is sloped inwardly (see  FIG. 3 ). The sloped configuration facilitates the weight reduction by reducing the material required for the non-load structures of the rerailer  10 , such as, in the exemplary embodiment, the first side wall  21 . The rerailer  10  load handling strength is facilitated by the sloped guide flanges  14 ,  15 . The flanges  14 ,  15  provide a bridging means for supporting the side faces, including the first side face  12  and second side face  13 . According to preferred embodiments, the guide flanges  14 ,  15  preferably bridge one side face, such as, the first side face  14  to the other, such as the second side face  15 . 
     Referring to  FIG. 5 , an alternate embodiment of a bi-directional outside rerailer  10 ′ is illustrated, with the prime numbers used to designate elements similar to those described in connection with the rerailer  10  of  FIGS. 1-4 . The rerailer  10 ′ is similar to the rerailer  10  ( FIGS. 1-4 ), but is shown having an alternate interior configuration with a plurality of transverse support ribs  77 - 84  and a plurality of lateral support ribs  85 - 90 . Connecting support ribs  91 - 96  are provided and engage one or more of the transverse support ribs  77 - 84  and the lateral support ribs  85 - 90 . 
     According to some configurations, the rerailer  10  may be constructed from stainless steel or other alloy steels, and more preferably from an austempered ductile iron. According to a preferred embodiment, the lightweight features of the improved rerailer  10  may be accomplished by constructing the rerailer  10  from a suitably strong material that provides improved density characteristics. The rerailers must be suitable to withstand the weight, or portion thereof, of a passing railway car that is imparted to the rerailer by way of the derailed wheel of the car that travels on the rerailer. 
     The specific gravity of a substance, such as, a solid, relates the density of the substance to the density of water at 4 degrees C. Below are formulas (I) and (II) which are used to determine the specific gravity (sp gr) of solids and liquids, with water used as the standard substance. 
     
       
         
           
             
               
                 
                   
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     According to preferred embodiments, the rerailer  10  is constructed from austempered ductile iron. Austempered ductile iron is a wear resistant material, and has a specific gravity of about 0.26 lbs/in3. Alloy steel is steel that is alloyed with different elements that change the properties (e.g., hardness) of the steel alloy. 
     According to the present invention, the rerailers, such as, the outside rerailers  10 ,  10 ′ and  110  in  FIGS. 1-4, 5 and 6-9 , respectively, the inside rerailer  210  shown in  FIGS. 10-14 , the y-style rerailer  310  shown in  FIG. 15 , the outside rerailer  410  shown in  FIG. 16 , and the permanent rerailer  510  of  FIG. 18 , may be constructed from hard materials, such as, for example, alloy steel or other suitable materials that provide sufficient strength and hardness, have support structures, such as for example, an arrangement of support ribs, or a combination of both support structures and a suitably hard material that is lightweight. 
     The configuration of the rerailers  10 ,  10 ′ preferably provides lightweight rerailers  10 ,  10 ′ that possess suitable strength for handling loads from railway cars. The sloping of the first side wall  21 ,  21 ′ and the provisioning of the secondary support ribs, such as, for example, the second support ribs  45 ,  46 ,  47 ,  48  of the rerailer  10  and the transverse support ribs  77 - 84 , lateral support ribs  85 - 90  and connecting support ribs  91 - 96  of the rerailer  10 ′ ( FIG. 5 ) provides for suitably strong rerailers  10 ,  10 ′ that may utilize less alloy steel material and possess sufficient strength to support railway cars traveling on the rerailer  10 ,  10 ′. The rib configurations of the rerailer  10 ′ provide alternate configurations for imparting suitable strength to the rerailer  10 ′. In addition, the inside rerailer  110  (see  FIGS. 10-14 ) also includes a preferred arrangement of support structures so that the inside rerailer may be constructed from alloy steel to provide a lighter weight rerailer, and more preferably, may be constructed from a lighter weight material, such as, for example, austempered ductile iron, to provide a suitably strong and lighter rerailer  110 . 
     According to preferred embodiments, the lightweight rerailers  10 ,  10 ′, and the other rerailer embodiments and configurations shown and described herein (e.g., rerailers  110 ,  210 ,  310 ,  410  and  510 ), may be constructed from austempered ductile iron. As illustrated in  FIGS. 15, 16, and 17 , the rerailers  310 ,  410  and  510  may be constructed from a composition that provides sufficient strength to handle forces received from railway cars passing along the track, and be constructed from lightweight material. A preferred configuration for the rerailer embodiments  310 ,  410  and  510  illustrated in  FIGS. 15, 16, and 17 , is a composition comprising austempered ductile iron (ADI). The rerailers shown and described herein may be constructed from austempered ductile iron (ADI). Through an austempering process, the iron may be enhanced to provide improved weight properties for the rerailer  10 , and the other rerailers shown and described herein. The rerailers, such as, for example, the rerailer  10 , may be constructed from austempered ductile iron. The austempered ductile iron is produced by a suitable austempering process. For example, one method of producing the rerailer  10 , involves carrying out the austempering of ductile iron by heat-treating cast ductile iron to which small amounts of nickel, molybdenum, or copper or combination thereof have been added to improve hardenability. The rerailer  10  may be cast or forged from the austempered ductile iron. The rerailer  10  may also be machined from ductile iron and, after machining, austempered to achieved the desired strength and density characteristics suitable to provide sufficient strength to handle the operational loads that the rerailer, when installed, encounters from the derailed rail cars. The rerailer  10  may be further machined or processed to provide apertures in any of the walls, such as, for example, the first wall  21 . The quantities of elements that may be incorporated in the ductile iron to form the ADI, according to preferred embodiments, depend on the configuration of the rerailer, such as, for example, the thickest cross sectional area of the rerailer. For example, according to some embodiments, the alternative support structure may be configured to have ribs, and the ribs may be provided thicker, in the case of ADI that has a lower range of hardness, and thinner in the case of ADI that has a higher range of hardness. The utilization of ADI, and the ability to austemper the ductile iron to provide ADI which is lighter and stronger than non-ADI materials, such as steel and alloy steel, provides a way to further reduce the weight of the rerailer and maintain sufficient strength for operation of the rerailer under working loads. 
     Although not shown in  FIGS. 15, 16 and 17 , according to alternate embodiments, the rerailers  310 ,  410  and  510 , may include a support structure that may include one or more pluralities of support ribs. For example, the alternative support structures, such as the secondary support structures, which may include the secondary support and connecting ribs (shown in the embodiments of  FIGS. 1-4 ,  FIG. 5 ,  FIGS. 6-9 , and  FIGS. 10-14 ) may be employed in the other rerailer embodiments illustrated and described herein. The provisioning of the non-solid support structures permit reduction of solid structural areas, and serve to provide a lighter rerailer. The alternate embodiments that utilize ADI for their construction and incorporate alternative support structure, such as, for example, the secondary support structure (e.g., support ribs), results in a rerailer that is lighter in weight and is suitably strong to handle loads from railway cars (e.g., derailed cars). The weight reduction with the ADI provides about a 7% reduction in comparison to alloy steel, based on the specific gravities set forth above. The further utilization of the alternative support structure, such as support ribs, provides sufficient strength without the need for solid material in the location or locations where the secondary support structure is disposed. For example, according to preferred embodiments, the rerailers  10 ,  10 ′ and  110  may be provided for use with up to 90 to 155 lb rail, and the rerailers may be constructed to be about 100 lbs or less in weight. In addition, alternate rerailer weights may be constructed, and where a rerailer is required to be larger, the present construction alternative support means, material (such as ADI) or combinations of these may be used to produce a lightweight rerailer. 
     Referring to  FIGS. 6-9 , an alternate embodiment of an outside rerailer  110  is shown having a body  111  with load bearing faces including a first sloped load bearing face  112  and a second sloped load bearing face  113 . Guide flanges including a first guide flange  114  and a second guide flange  115 , are shown provided at an edge of each respective sloped load bearing face  112 ,  113 . An inclined or sloped load bearing slide face  120  is provided and is sloped inwardly in the direction of the rail (when the rerailer  10 ,  10 ′ is installed, such as, for example, similar to the rerailer  10  in the exemplary illustration of  FIG. 12 ). The rerailer  110  also has side support walls, including a first side support wall  121  and a second side support wall  122 . In the bottom view of  FIG. 7 , the bi-directional rerailer  110  is shown having a body  111 . The undersides  112   a ,  113   a , respectively, of the supporting faces  112 ,  113 , are illustrated. Support means is provided for supporting the slide face  120  and the first and second sloped load bearing faces  112 ,  113 . The support means is shown configured as a supporting structure  140  having a plurality of support elements  140   a ,  140   b ,  140   c ,  140   d . According to the exemplary embodiment illustrated in  FIG. 7 , the rerailer  110  includes a first side wall  121  and a second side wall  122 , and the support elements  140   a ,  140   b ,  140   c ,  140   d  preferably are connected to the side walls  121 ,  122 . Referring to  FIG. 8 , there is illustrated a non-load bearing face  120   a , that preferably is adjacently disposed in relation to the sloped load bearing face  120 . The load bearing face  120  and non-load bearing face  120   a , may preferably form a single face having a portion of which is sloped and forms the load bearing face  120 , and another portion of which is substantially planar or not sloped and is designated the non-load bearing face, such as the portion  120   a .  FIG. 9  shows a front view of the preferred embodiment of the bi-directional rerailer  110 , shown with a body  111 , sloped load bearing face  112 , guide flanges  114 ,  115 , sloped load bearing slide face  120  with non-load bearing flat face  120   a  and side support walls  121 ,  122 . 
     An inside rerailer  210  is shown in  FIGS. 10-14 , including a body  211 , sloped load bearing faces  212 ,  213  guide flanges  214 ,  215 , sloped load bearing slide face  220  and side support walls  221 ,  222 . A mounting flange  230  may be provided similar to the flange  30  illustrated in  FIGS. 1-4 . A supporting structure is illustrated comprising a plurality of support ribs, including, transverse ribs, lateral ribs and connecting ribs. The arrangement of the alternative support structure shown in  FIG. 12  may be similar to the alternative support structures shown and described herein in connection with the rerailer embodiments  10 ,  10 ′ shown in  FIGS. 2, 5 and 7 . The exemplary rerailer  210  shows an inside rerailer, which, according to preferred embodiments, in addition to the alternative support structure, may be constructed from ADI to provide a lightweight rerailer  210 . 
     As illustrated in  FIG. 15 , a third alternate embodiment of a rerailer  310  is illustrated configured as a ramp styled rerailer  310  having a generally Y-shape. The rerailer  310  has a body  311 , load bearing faces  312 ,  313 , guide flanges  314 ,  315 . The rerailer  310  preferably is constructed from a lightweight and suitably strong material, such as, austempered ductile iron. According to an alternate configuration, although not shown in  FIG. 15 , the rerailer  310  may be provided with support means, such as, those shown and described herein in connection with the rerailer embodiments  10 ,  10 ′,  110  and  210  of  FIGS. 1-4, 5, 6-9 and 10-14 , respectively. 
     Referring to  FIG. 16 , an alternate embodiment of a bi-directional ramp rerailer  410  is shown having a body  411 , sloped load-bearing faces  412 ,  413 , and side support walls  421 ,  422 . The rerailer  410  preferably may be constructed similar to prior type rerailer configurations that previously were constructed from steel or steel alloys. The rerailer  410  is constructed from austempered ductile iron. The rerailer  410  is shown having an aperture  435  in the first wall  421  for receiving a clamp  105  secured with a chain  106 . An alternate embodiment of a permanent style ramp rerailer  510  is shown in  FIG. 17  having a body  511 , sloped load bearing faces  512 ,  513 ,  514 , side support walls  521 ,  522  and guide flanges  525 ,  526 . The rerailer  510  is constructed from austempered ductile iron, which imparts suitable strength to the rerailer to handle a derailed wheel of a rail car that may travel along the load bearing faces  512 ,  513 ,  514 . The austempered ductile iron provides for a strong yet lightweight rerailer  510 . 
     Referring to  FIG. 18 , a front view of a preferred embodiment of the bi-directional rerailer  10  of  FIGS. 1-4  is shown positioned in an installed condition adjacent a rail  100 , with a wheel  101  of a rail car being shown (the rail car not shown). The head of the rail  100  is shown positioned against the support face  22   a  and the wheel  101  is positioned at the top load bearing slide face  20  showing it is positioned to slide in a direction toward the support face  22  and toward the rail  100 . The second engaging portion  22   b  of the rerailer face  22  is shown engaging the web of the rail  100 . 
     According to the preferred embodiment of the rerailer  10  illustrated in  FIGS. 1-4  and shown in  FIG. 18 , the support face  22  is placed on the side of the rail  100 , which the wheel  101  is sitting so the wheel  101  may roll up one of the sloped surfaces  12 ,  13  of the rerailer  10 . As the wheel  101  begins to roll up the incline of the sloped surface  20 , the wheel  101  will contact the rerailer body  11  at a load bearing face  12  or  13  (depending on from which direction the train is being moved). The wheel flange  102  will begin to roll up the load bearing face  12  or  13  until the wheel flange  102  engages one of the rerailer guide flanges  14 ,  15 , respectively, which will direct the wheel  100  and guide it in a direction toward the support face  22  and toward the track  100 . As the wheel  101  is moved along the rerailer body  11  and up the incline of a load bearing face  12  or  13 , the wheel  100  ultimately should reach the top of the rerailer body  11  and the load bearing slide face  20 . When the wheel  100  reaches the load bearing slide face  20 , the wheel tread  103  will be angled and encouraged by the sloped surface  20  to move or slide in a direction toward the support face  22  and toward the track  100  allowing the derailed wheel  100  to slide back onto the track  101  in its proper aligned and rerailed position. 
     The lightweight rerailers shown and described herein preferably may be constructed utilizing an industry standard process of casting and heat treating to achieve the desired austempered ductile iron grade. In view of the foregoing, it may be seen that many embodiments of the preferred rerailer may be taken to achieve the desired lower weight. In addition, the alternative support structures, such as, for example, the second support structures, may be provided in configurations other than the support rib configurations shown in the preferred embodiments in  FIGS. 2, 5, and 12 , and preferably the second support structures engage with other support structures and the walls of the rerailer. The cross directional ridges or structures provided in the rerailer bodies preferably are configured to receive forces imparted on the rerailer ramp and sloped face or faces. For example, the configuration of multi-directional ribs facilitates the force handling from forces exerted on the surfaces, such as the ramps and sloped faces. For these reasons, a latitude of modification, change, and substitution is intended in the foregoing disclosure, and in some instances, some features of the invention will be employed without a corresponding use of other features. Accordingly, it is appropriate that the appended claims be construed broadly and in a manner consistent with the spirit and scope of the invention herein.