Class 19 (Locobase 12860)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 48, p. 221 See also 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 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.

Class 205 (Locobase 6782)

Data from 1918 KO & G Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive collection. See also DeGolyer, Vol 43, pp. 106+. Works #33960-33961 in October 1909; 35254-35255, 35294-35295 in September 1910; 36587-36590 in May 1911.

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.

Class 221 (Locobase 9474)

Data from 1918 KO & G Locomotive Diagrams book supplied in May 2005 by Allen Stanley from his extensive collection. See also DeGolyer, Vol 43, pp. 110+. Works #37412-37413 in January 1912 and 37582-37585 in May; and 37786-37789 in June.

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.

Class 4 (Locobase 12994)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 29, p. 153. Works number was 29014 in September 1906.

Locobase shows the base class of Consolidations from which this locomotive differs in having a wide Wootten firebox.

Class 6 (Locobase 11530)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Vol 26, p. 154, Volume 28, p. 162; vol 31, p 5. See also 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

1904

January 23510; March 23852; August 24523; September 24650; October 24762-24763 in

1905

September 26444

1906

September 29005, 29014; November 29539, 29560-29561

1907

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.

Class C-50 - 29.4 (Locobase 7819)

Data from MP 8 - 1936 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Soon after they arrived on Texas's MV, this pair was sold to the Hodges Downey Corporation, who sold them to the Crystal City & Uvalde, which was reorganized in 1912 as the San Antonio, Uvalde & Gulf.

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.