A B737-300 WAS DISPATCHED IN NON COMPLIANCE WITH THE R NOSE COWL ANTI-ICE VALVE LOCKED CLOSED PER THE MEL. THE ACTUAL WRITE-UP WAS THE R WING ANTI-ICE VALVE WAS INOP.

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I WAS ON A DOWN LINE TO ZZZ FOR A SEAT PROB ON ANOTHER ACFT ON GATE X. I WAS COMPLETING LOGBOOK SIGNOFF. A RAMP AGENT INFORMED ME I WAS NEEDED ON GATE X ON A PROB. I RUSHED OVER TO GATE X; ACFT XXX. THE CAPT SHOWED ME THE R-HAND ANTI-ICE VALVE WAS INOP. I WAS THINKING ENG NOSE COWL ANTI-ICE. I LOCKED OUT THE ANTI-ICE VALVE; SIGNOFF TO MEL VALVE; CALLED MAINT CTL FOR NUMBER. I FELT THE PRESSURE -- THE ACFT HAD TO LEAVE SOON. I FINALLY GOT THE NUMBER; PUT MEL STICKER ON LOGBOOK; HANDED THE SMALL STICKER TO CAPT TO PUT ON SWITCH. AND THOUGH AT THAT TIME EVERYTHING WAS DONE CORRECTLY; I SAT DOWN IN THE BREAK ROOM AND REVIEWED THE PAPERWORK FAXED TO ME FROM MAINT CTL. (COMPONENT/SYSTEM/SUBSYSTEM INVOLVED: ANTI-ICE VALVE.) THE PAPERWORK WAS A COPY FROM THE MEL BOOK. THEY HANDED ME THE PAPER AFTER I LOCKED OUT THE ENG NOSE ANTI-ICE VALVE. I TOOK THE PAPERWORK; GLANCED AT IT. 'SIMPLE LOCKOUT PER MEL;' I THOUGHT TO MYSELF; AND STUCK IT IN MY BACK POCKET. I REVIEWED THE PAPERWORK IN THE BREAK ROOM AND REALIZED IT WAS WING ANTI-ICE PAPERWORK. I CALLED MAINT CTL RIGHT AWAY AND VERIFIED IT WAS WING ANTI-ICE VALVE. I TOLD THEM I LOCKED OUT ENG ANTI-ICE. THEN TOLD ME THE ACFT WAS GOING TO ZZZ1 AND THEY TOLD ME THEY WERE GOING TO CORRECT THE PROB IN ZZZ1.