Works numbers were 40672-40673 in September 1913.
The MVRR retained the same power dimensions in this pair of Consolidations that it used in all of the earlier Baldwins (Locobase 11530) and retained the same grate area. But the boiler and firebox grew considerably and steam admission came through Walschaert's outside radial valve gear.
It may split a hair or two to distinguish this group of Consolidations from the 1912 engines described in Locobase 9474, but there were differences in tube count from one to the next.
This class had slight differences in tube count and firebox heating surface from the 1909 design shown in Locobase 6782. Note that neither group was superheated - nor would they be. Connelly's record of Baldwin construction shows that 237 was sold to the Osage Railway, although Locobase cannot be sure of the date.
Locobase shows the base class of Consolidations from which this locomotive differs in having a wide Wootten firebox.
http://condrenrails.com/FSVB/Midland-Valley.htm, a full photo view of the MV locomotives as well as those of the Kansas, Oklahoma & Gulf and the Oklahoma City-Ada-Atolka Railway.
Works numbers were 23223 in December 1903
January 23510; March 23852; August 24523; September 24650; October 24762-24763 in
September 29005, 29014; November 29539, 29560-29561
August 31095-31096, 31605, 31610, 31636-316370; September 31669; November 32132-32133, 32195.
The Midland Valley was a line that operated northwest-southeast between Wichita, Kans and Fort Smith, Ark, serving Muskogee and Tulsa, Okla along the way.
After several years with the MV, 9-10 were sold to Cherokee Consolidated Company. In the 1907 specs, noted that the 19 was sold in 1909 to the Denver, Laramie & Northwestern and 20-21 to Hodges, Downey & Company for resale.
20-21 soon went to the Crystal City & Uvalde in Texas as their #22 and #21,respectively ; the CC & U soon evolved into the Link Route -- the San Antonio, Uvalde & Gulf . See Locobase 7819 for the superheated makeover the Sausage Line soon applied to both of these engines. Ultimately the two wound up on the Missouri Pacific in their class C-50 as road number 1004 1005.
The "Link Line" (aka the Sausage) began as the Crystal Lake & Uvalde connecting those two towns southwest of San Antonio. The system grew quickly. The North-South line extended a few miles further south to Carrizo Springs even before the line was begun. Once it was complete, land speculation by "colonizers" encouraged eastward expansion from Crystal Lake on a road that curved north to Pleasanton. By this time, the SAU & G intended to link Pleasanton and Corpus Christi to its southeast; it was logical to connect Pleasanton to San Antonio. The final Sausage layout resembled an upside-down Adirondack chair (or a laid-back, lower-case h). (Use your imagination or look up the map at http://www.txtransportationmuseum.org/SAUG.htm.)
Although the original line and its link to Pleasanton soon proved unprofitable, the San Antonio-Corpus Christi link proved valuable to the Missouri Pacific (through its purchase by the New Orleans, Texas & Mexico in 1925).
The MP renumbered the pair once again.
Neither of the available locomotive diagram books includes the actual superheater area; Locobase estimates that it measured approximately 350 sq ft.
|Specifications by Steve Llanso|
|Class||19||205||221||4||6||C-50 - 29.4|
|Railroad||Midland Valley (KO&G)||Missouri, Oklahoma & Gulf (KO&G)||Missouri, Oklahoma & Gulf (KO&G)||Midland Valley (KO&G)||Midland Valley (KO&G)||Midland Valley (KO&G)|
|Road Numbers||19-20||205-219 (odd only)||221-239 (odd only)||4||6-12, 5, 13-18, 22-26, 19-21||20-21 / 22, 21 / 1004-1005|
|Builder||Baldwin||Baldwin||Baldwin||Burnham, Williams & Co||Burnham, Williams & Co||SAUG|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.63||0.64||0.64||0.63||0.63||0.64|
|Overall Wheelbase (engine & tender)||53.56'||55.21'||53.92'||57.25'||51.75'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||133000 lbs||150000 lbs||147850 lbs||137000 lbs||120000 lbs||128660 lbs|
|Engine Weight||150000 lbs||165000 lbs||163200 lbs||154000 lbs||135000 lbs||146880 lbs|
|Tender Light Weight||100000 lbs||125000 lbs||126800 lbs||100000 lbs||100000 lbs||130545 lbs|
|Total Engine and Tender Weight||250000 lbs||290000 lbs||290000 lbs||254000 lbs||235000 lbs||277425 lbs|
|Tender Water Capacity||5000 gals||6500 gals||6500 gals||5000 gals||5000 gals||6000 gals|
|Tender Fuel Capacity (oil/coal)||12 tons||12 tons||tons||tons||2125 gals|
|Minimum weight of rail (calculated) on which locomotive could run||55 lb/yard||63 lb/yard||62 lb/yard||57 lb/yard||50 lb/yard||54 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||180 psi||200 psi||200 psi||200 psi||180 psi||180 psi|
|Cylinders (dia x stroke)||20" x 24"||20" x 26"||20" x 26"||20" x 24"||20" x 24"||20" x 24"|
|Tractive Effort||29376 lbs||34000 lbs||34000 lbs||32640 lbs||29376 lbs||29376 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.53||4.41||4.35||4.20||4.08||4.38|
|Firebox Area||162 sq. ft||186 sq. ft||175 sq. ft||181 sq. ft||118 sq. ft||162 sq. ft|
|Grate Area||30 sq. ft||32 sq. ft||32.80 sq. ft||75.90 sq. ft||30 sq. ft||31 sq. ft|
|Evaporative Heating Surface||2204 sq. ft||2415 sq. ft||2416 sq. ft||2051 sq. ft||1995 sq. ft||1791 sq. ft|
|Superheating Surface||350 sq. ft|
|Combined Heating Surface||2204 sq. ft||2415 sq. ft||2416 sq. ft||2051 sq. ft||1995 sq. ft||2141 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||252.56||255.45||255.56||235.03||228.61||205.23|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||5400||6400||6560||15180||5400||5580|
|Same as above plus superheater percentage||5400||6400||6560||15180||5400||6473|
|Same as above but substitute firebox area for grate area||29160||37200||35000||36200||21240||33826|