Atchison, Topeka and Santa Fe Railway No. 1010 is a 2-6-2 type steam locomotive built by the Baldwin Locomotive Works in 1901 for Atchison, Topeka and Santa Fe Railway. It started out as a Vauclain compound locomotive before it was rebuilt into a conventional locomotive in the 1910s. It was primarily used for various passenger trains across the Southwestern United States, including the record breaking 1905 Scott Special on the segment between Needles, California, and Seligman, Arizona, before it was reassigned to freight service in the 1940s. It was retired in 1955 and was kept by the Santa Fe for several years for preservation purposes. In 1979, Santa Fe donated No. 1010 to the California State Railroad Museum, where the locomotive resides there in Sacramento as of 2022. History Revenue service (1901-1954) No. 1010 was the eleventh member of the Atchison, Topeka and Santa Fe Railway's 1000 class, being built and delivered by the Baldwin Locomotive Works of Philadelphia, Pennsylvania in October 1901. The 1000 class was a series of 2-6-2 "Prairie" type locomotives, and although most other American-built 2-6-2s had an average driver diameter of forty-five to fifty-inches and were designed to pull short-distance freight trains, the 1000 class locomotives had a driver diameter of seventy-nine inches and were designed to pull mainline passenger trains. No. 1010 was initially constructed as a Vauclain compound high-pressure locomotive with four cylinders, since this design has proven to be popular with various class 1 railroads, and the 1000 class locomotives often ran over the 3% grades between Trinidad, Colorado and Raton, New Mexico, which was part of the La Junta-Albuquerque route. In 1905, No. 1010 became famous for taking part in the record-breaking Scott Special train from Los Angeles, California to Chicago, Illinois, and No. 1010 pulled the train from Needles, California to Seligman, Arizona. As the popularity of vauclain compound locomotives declined in the 1910s, the Santa Fe rebuilt their 2-6-2s with conventional cylinders, sixty-nine-inch diameter driving wheels, an oil tender, and superheaters to decrease operation costs. No. 1010 was subsequently reassigned to secondary commuter trains, since 4-6-2 "Pacific" types and 4-8-2 "Mountain" types have taken over mainline passenger service on the Santa Fe. By the end of the 1930s, No. 1010 became solely used in pulling short freight trains, and it had completed its final freight assignment in the Slaton Division in Texas in the early 1950s. Preservation (1955-present) Since