Ak-Sar-Ben - 9284 - Covered Hopper, 3-Bay, PS-2 2893 - Detroit Toledo & Ironton - 10120

Prototype History: Pullman-Standard dominated the covered hopper car market beginning in the 1950s, thanks to the design success of their PS-2 series of covered hoppers. Designed to carry bulk commodities, such as grain, cement and plastic pellets, these cars roamed the rails of North America for decades, attesting to their utilitarian functionality. The 2893 c.f. model has a capacity of 70 tons and has a 4-3-4 post arrangement. The roof hatches are not spaced evenly. These cars featured side ladders at the right hand end whereas later PS models used grab irons.

Road Name History: The DT&I was born in 1905 with the sale and reorganization of the Detroit Southern Railroad. Beginning in Detroit, the DT&I carved a huge northwest to southeast arc around western Ohio, serving Lima (like the bean, not Peru), Springfield, Jackson, and finally the Ohio River port of Ironton on the Kentucky border. Toledo was reached via a short segment of trackage rights on the Ann Arbor.

In 1920, as part of a complicated solution to realigning a shipping channel that served Henry Ford’s River Rouge plant, Ford bought the DT&I. The Ford years brought a ban on facial hair, uniform white hats and an expectation that crews keep their overalls clean and tidy. He also strung catenary and bought heavy electric locomotives for a 17 mile line segment between his River Rouge plant and Carolton, Michigan. During this period, the DT&I closed for business on Sundays. In 1929, Ford sold the line to Pennroad Corporation, a holding company affiliated with the Pennsylvania Railroad.

The steam fleet of the DT&I was a pretty homely lot. 2-8-0s and Russian Decapods were the kings of the road for the first few decades. As the tide of traffic turned from coal and minerals from the south end of the line to automobiles from the north end of the line, DT&I went to Lima Locomotive Works for faster stronger 2-8-4 Berkshires. Although the DT&I Berks were light and stumpy by Berkshire standards, they were a bit too much for DT&I’s physical plant so their final steam orders were for very heavy Mikados ( 20 tons heavier than USRA Heavy Mikes.) By 1955, they had completely dieselized with 37 EMD GP7’s and GP9’s setup for short hood forward operation (interesting given their ties to the Pennsylvania Railroad who preferred long hood forward operation) and 24 various EMD switchers.

The DT&I diesel fleet has always been solid orange but the logo on the long hood was smaller and more reserved in the 1950s. Second generation diesels included 8 GP35’s, 21 GP38’s, 6 GP40’s, 5 SD38’s (used in hump service,) 8 GP38-2’s, and 20 GP40-2’s. Features included a general lack of dynamic brakes and nose mounted gong style bells (a feature familiar to fans of Chicago & North Western.)

The freight car fleet was very, very colorful. Often, special colors were used to identify groups of cars for large customers. Ocean blue boxcars were for General Mills, Army green went to a paper mill on the Soo Line, yellow went to Campbell Soup, and of course, the auto parts cars which came in sky blue, cypress green, and magenta.

In 1963, and with control having been passed from Pennroad to The Pennsylvania Company (another holding company at arms length from the PRR,) the DT&I gained control of the Ann Arbor from their parent Wabash, turning the AA orange. This was part of the complicated arrangements made in the run up to the Penn Central merger. PRR needed to end their control of Wabash but wanted to hold onto DT&I and Ann Arbor. DT&I control ended in 1973 when AA declared bankruptcy.

In 1976, the DT&I was profitable even though parent Penn Central was in bankruptcy. Therefore DT&I was not included in the Conrail consolidation. In fact Conrail gave DT&I trackage rights on their lines from Springfield to Cincinnati, which gave DT&I even more Ohio River access as well as friendly connections with Southern and Louisville & Nashville. Meanwhile, The Pennsylvania Company, stripped of its Penn Central parent, put the DT&I up for sale. Grand Trunk Western offered to buy it and Chessie and N&W offered to jointly buy it. The ICC went with Grand Trunk Western and the sale was completed in 1980. Some locomotives were painted in GTW blue and red but with DT&I logos. In 1983, the DT&I officially merged into GTW.

Brand/Importer Information: Ak-Sar-Ben Hobby Co
Information on AkSarBen Hobby and their history is sketchy at best. Of course, AkSarBen is Nebraska spelled backwards so one might assume that they got their start in the Husker state. The most recent evidence of their existence, however, was in the 2010 Model Retailer Hobby Industry Directory listing them in Jacksboro, TN. The phone number listed is disconnected, so, who knows for sure? What is known is that AkSarBen Hobbies was owned by Allen Miller and got their start in the 1980's producing very high quality custom, limited edition HO and N Scale products. They probably have left the model train business for more than 20 years ago.

Manufacturer Information: 'Atlas Model Railroad' represents the New Jersey manufacturing facility for Atlas brand model railroad products. Atlas also imported European made models in their early years and those items will be noted as having manufacturers set appropriately. In the 1990s Atlas moved all their toolings to China.