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Back2Basics
PART 12 – The Basics of Brass
Section 2: The Evolution of Brass Models
By Tom Watson
Tom gave us a thorough introduction to brass collecting in Section 1 last time. In this Section he continues his journey through the basics of brass with a look at how brass models have evolved over time.
All photos by the author unless otherwise stated.
Where do Brass Models Come From?
The production of a brass model involves several parties and an understanding of the process is important in appreciating the likely quality and overall merit of a model. The first thing to be decided by the importer is what to get built:
• There may be requests from modellers via retailers;
• the established popularity of a road will be a major factor;
• if the prototype has been made before (and how long ago);
• the availability of a builder and painter;
• the likely cost of manufacture; and
• perhaps above all, the accessibility of data concerning the
prototype.
Such information is more likely to be available if there is an historical society in existence and if the road is large and well- known. Thus, for example, the early and enduring popularity of the Santa Fe, starting in 1949 (but mostly since 1965), has resulted in more brass ATSF steam locomotive models being built, (over 57,000), than for any other road; for at least eighteen different importers (Redding & Baker, 1997).
The importer will supply the builder with a detailed package of specifications. From this, the builder will produce an estimate of costings, subject to negotiation and final size of production run. The importer will then advertise the model and invite reservations. In the “early days” (up until the 1990’s), production would be based on anticipated sales and could be in the thousands. For example in 1974 Kumata (KMT) made 1,000 Long Island 4-6-0s for Custom Brass; and during the period 1964-1974 Atlas-Ashai produced 2,175 C&O H-6 2-6-6-2s for United/PFM (although runs of a few hundred were more common).
Nowadays, models tend to be “built to order”, with few “spares”. Because recent models usually represent specific individual prototypes, runs are often limited to a dozen or two of any one road number. The last HO steam loco produced by Ajin for Overland Models Inc. (OMI) in 2008 was a U.P. 2-8-2 McArthur, in seven different versions: There were 30 and 26 models respectively of the two most popular road numbers, but only 18 of each of the others, for a total of 146 in the whole run. But even with today’s relatively limited runs, the manufacturing techniques have more in common with mass production than the “hand-built” methods of old. A team of artisan builders will work on sub- assembles under the direction of a supervisor and the whole process will be guided by a general foreman working to the set of instructions based on the specifications provided by the importer. There is no “artist” per se.
We can see that the quality of the information package that the importer sends to the builder is crucial. If sufficient reservations are forthcoming, (or the importer feels lucky, or can negotiate a lower price from the builder), a production decision is made and the builder will usually make one or more pilot models. These go to the importer for approval and corrections. The importer may refer the pilots to an expert authority for more detailed inspection
and further corrections. All this takes time, usually months, sometimes years. Meanwhile the importer will have requested cash deposits to confirm the earlier reservations (if not taken already). Once the production models arrive at the importers, they should each be individually inspected and tested before being sent out to dealers, who will usually conduct their own tests before selling. All this process is essential for quality assurance and the extent to which it is conducted conscientiously can vary significantly from one importer to another.
So, we see that both the competency of the builder and the professionalism of the importer are vital elements in determining the quality and intrinsic value of a brass model. In previous periods of brass production, especially when the Korean builders first entered the market in the 1970’s, attitudes tended to be much more cavalier. For the modeller-collector it is helpful to develop a knowledge over time of the reputations of different importers and their builders.
How Have Brass Models Evolved Over Time?
The Early Japanese Period, 1946 – 1961
Historically, the earliest examples were produced by a few skilled craftsmen in Japan, starting in the late 1940’s, in response to requests by American servicemen who saw the quality of home- grown Japanese models and wanted American versions built to the same standard. Often all they gave the builders to work with were a few B&W photos. These earliest examples are exceedingly rare and very expensive and unlikely to find their way into the average collection, (e.g. a 1949 ATSF #5011 2-10-4 Texas by Tenshodo at $6,500.00). These so-called “hand-built” models continued to be produced in small quantities into the 1960’s, mainly under the PFM/Atlas/United label, and some of them exhibit really exquisite craftsmanship by builders such as Toby, Kawai, Asahi, Nakamura- Seimitsu, Mizuno-Microcast, Tetsudomokeisha, and Tsubomi. Because of the risk of fraud, they should be accompanied by a certificate of authenticity. Often, they will also have an engraved signature by the builder, usually on the baseplate. Conversely, many of the earliest production models were very primitive by modern standards and simply because a model was built in the 1950’s it should not be considered intrinsically valuable.
The Era of Japanese Dominance, 1951 – 1975
The idea of making such models in larger numbers and importing them into the United States came largely from west coast airline pilots and east coast businessmen. Brass models in kit form were first brought to the attention of the wider model railroading
Perhaps the apex of Japanese brass: This C & O 2-6-6-6 H-8 Allegheny is a Fujiyama Crown built for PFM in 1979-80. Exceptional build quality.
June 2018 - ROUNDHOUSE 15