mud pump saint louis brands

With a complete selection of pumping equipment for any application, Claypool Pump & Machinery offers you pre-sale design, support and consultation backed by more than 65 years of experience in the industry, right from our St Louis, Missouri facility.

Claypool Pump & Machinery was founded in 1946 by Ralph Claypool and has operated under family ownership in the St Louis area for the last 68 years. In that time Claypool Pump & Machinery (CPM) has been a trusted supplier of pumps and associated equipment for the commercial, industrial, municipal, and fire protection markets.

Claypool Pump & Machinery offer you pre-sales project design, a complete offering of equipment for all of your application needs, and a full service repair shop for any maintenance or St Louis pump repair you may require.  Whatever your application: hot/chilled water systems, HVAC and cooling towers, fire pumps, industrial or process, and waste-water, we have a cost effective, timely, and informed solution. Our knowledgeable staff has over 100 years of combined experience in the commercial, fire, municipal, and industrial markets. Claypool Pump & Machinery’s large selection of products from the world’s best manufacturers, make us a leading St Louis pump distributor in custom pump sales in the Eastern Missouri and West Central Illinois areas.

With a working knowledge of almost every pump type and accessory for any pumping application, you can depend on our expertise and guidance to find solutions for your unique problems. If you need assistance to troubleshoot or to replacing a current installation our staff is ready to lend a hand.  We wouldn’t be the best St Louis pump company without offering custom services either.  For applications that require more complex pumping solutions (for example water solids pumping or fire department pumping projects), please don’t hesitate to contact us and we can work with you to identify the requirements, design a solution and select the right mix of pumping products that will help to deliver quality, long lasting performance.

The history of Currahee Mountain and the spirit of working together as a unified team lives on with Patterson Pump Company. Patterson resides upon the same hallowed ground where Camp Toccoa was established. Today the employees of Patterson Pump Company stand-alone together as The Custom Pump Manufacturer the world turns to for pumping solutions.

Continental Emsco Drilling Products, Inc., which consisted of Emsco drilling machinery and Wilson mobile rigs, was purchased by National-Oilwell, Inc on July 7, 1999. To our knowledge, no pumps have been manufactured and sold under the Emsco brand name since National-Oilwell acquired them.

Fairbanks Morse pumps are currently manufactured in Kansas City, Kansas. Fairbanks Morse is a division of Pentair ever since August, 1997 when Pentair purchased the General Signal Pump Group.

Gaso pumps are manufactured by National Oilwell Varco. Gaso was acquired as "Wheatley Gaso" by National-Oilwell in the year 2000. At the time, Wheatley Gaso was owned by Halliburton.

Skytop Brewster pumps are no longer available as new pumps. Skytop Brewster(Cnsld Gold), a unit of Hansen PLC"s Consolidated Gold Fields subsidiary, was acquired while in bankruptcy by National-Oilwell, Inc. in November, 1999.

For the successful execution of your projects, it is important to find an appropriate company with a good track record. We help you in connecting with the top mud pump manufacturers and companies and get the best quotation.

The most widely used mud pumps across the industry are Triplex Reciprocating Pumps. Their application has gained immense popularity with time because they are 30% lighter than duplex reciprocating pumps with relatively less operational cost. Moreover, through these pumps the discharge of mud is smooth and they are capable of moving large volume of mud at higher pressure.

Yes. We help you find the best mud pumps irrespective of your location. We simplify your search by connecting you with top mud pump manufacturers and mud pump companies in your location, according to your budget and business requirement.

The most widely used mud pumps across the industry are Triplex Reciprocating Pumps. Their application has gained immense popularity with time because they are 30% lighter than duplex reciprocating pumps with relatively less operational cost. Moreover, through these pumps the discharge of mud is smooth and they are capable of moving large volume of mud at higher pressure.

The different parts of a mud pump are Housing itself, Liner with packing, Cover plus packing, Piston and piston rod, Suction valve and discharge valve with their seats, Stuffing box (only in double-acting pumps), Gland (only in double-acting pumps), and Pulsation dampener. A mud pump also includes mud pump liner, mud pump piston, modules, hydraulic seat pullers along with other parts.

The wearing parts of a mud pump should be checked frequently for repairing needs or replacement. The wearing parts include pump casing, bearings, impeller, piston, liner, etc. Advanced anti-wear measures should be taken up to enhance the service life of the wearing parts. This can effectively bring down the project costs and improve production efficiency.

Mobile Mini delivers tank and pump solutions, secure storage containers, and ground-level offices to customers throughout the St. Louis area, including:

Mobile Mini is the country’s largest storage, mobile office, and jobsite solutions provider. When it comes to service, support, and reach, we’re unbeatable. No matter where you live, chances are there’s a Mobile Mini branch nearby. If you’re looking for tanks and pumps in St. Louis, you’ve definitely come to the right place.

St. Louis is a melting pot of food, culture, and some of the country’s best (and most sought-after!) beer. While the beer is a definite perk, our city has produced legends like Josephine Baker, T.S. Elliot, and William Burroughs. Our city streets and riverside parks have inspired greatness, and the spirit of creativity and innovation that launched these giants is still very much in the air. Oh, and our toasted ravioli is the stuff of legend.

At Mobile Mini St. Louis, we proudly serve the Central Missouri and Southwestern Illinois region, providing jobsite and water management solutions that are uniquely “Lou.” Our local branch is staffed by people who live and work in the area and who know this city’s needs backward and forward. At Mobile Mini, we would never dream of offering a College Hill solution for a Hyde Park jobsite.

Industrial Pumps for St. Louis: At Mobile Mini, we only carry the best diesel-driven centrifugal and electric submersible pumps. Our industrial pumps are designed to fit seamlessly with our selection of pipes, hoses, berms, and manifolds, and are durable, easily transferred across projects, and built to last. All pumps and accessories work quickly and efficiently to:

Roll-Off Boxes for St. Louis: Water isn’t the only jobsite needs that require equipment. We stock a range of roll-off boxes and other storage units that are designed to safely handle:

The community’s search eventually led them to a trio of companies that combined their expertise to develop a three phase solution. Interactive Pipe Inspection (IPI), a Tumwater, Washington-based company that specializes in pipe inspections using advanced fiber-optic technology to CCTV long lengths of pipe, was first contracted to perform the initial under-lake pipe inspection of nearly 36,000 lf. For the second and third phases of the project, IPI partnered with Marion Hill Associates (MHA), a New Brighton, Pennsylvania-based commercial diving and marine construction company and SAK Construction (SAK), an O’Fallon, Missouri-based tunneling and pipe rehabilitation contractor, to create the plan. IPI hired several experts, engineers, and consultants to design subaqueous manhole structures, which MHA would construct. SAK, headquartered just miles from Lake St. Louis, joined the team to provide expert consultation, project management, and underwriting as well as pipeline rehabilitation when necessary.

The Lake Saint Louis Sewer Improvement Program called for the evaluation, upgrade and emergency access for approximately eight miles of sanitary sewer mains buried beneath Lake St. Louis and Lake St. Louise. Since the sewer system runs under the two lakes with no intermediate entry, very little information about the state of the pipe was available at the start of the project. With the pump stations no longer an option, the team of contractors needed a way to locate and gain access to the existing pipe in order to repair it now and in the future. The new design proposal consisted of 16 access manholes across the bottom of the lakes and further inspection of all the main lines, which IPI/MHA/SAK proposed in three phases. After the manhole was installed and the pipe inspected, any section of the pipe that required rehabilitation would be done by SAK using CIPP. Ultimately, this plan was accepted by both the homeowners and the Water District and resulted in only temporary disruption at a fraction of the original cost.

Getting the necessary equipment mobilized on the lake, figuring out the material and fittings of the pipe, and working 10 to 35 ft underwater with pipes buried 8 to 10 in. in the mud with zero visibility is a craft Maron Hill Associates has perfected.

Once the pipeline was located, manholes were introduced at varying intervals for access and to deploy inspection cameras. Conceptually, IPI developed the manhole installation idea, but Marion Hill Associates had the expertise when it came to water, diving, and marine construction. Getting the necessary equipment mobilized on the lake, figuring out the material and fittings of the pipe, and working 10 to 35 ft underwater with pipes buried 8 to 10 in. in the mud with zero visibility is a craft MHA has perfected – all with minimal disturbance to the recreational boating season.

The object of this volume is to set forth the inherent and acquired advantages of St. Louis with reference to traffic and industry, and the extent to which these resources have been utilized in the development of the material interests of the city. The author has essayed to briefly sketch such points of antecedent history as are necessary to explain the city"s industrial growth and indicate the steps in her progress, and to present such a view of the present as will convey a faithful idea of the greatness of St. Louis as a commercial and manufacturing center.

There is no lack of evidence of the fact that the spot upon which St. Louis now stands, and the country contiguous to it, formed the habitation, centuries ago, of races now extinct or represented only by a debased progeny, long since transplanted to other climes. The inquiry into the traits and characteristics of the Mound Builders and the measure of their advancement from barbarism, while interesting to the ethnologist or antiquarian, has no material bearing upon the history of St. Louis, which began, so far as the present has any important connection with it, one hundred and twenty-three years ago.

DeSoto crossed the Mississippi in 1541; Marquette sailed down it to the mouth of the Arkansas River in 1673, and La Salle explored its entire length in 1682. All these events, with the inspiring narratives of those who participated in them, offered the stimulus and prepared the way for the settlement of the Mississippi Valley and, as a consequence, of St. Louis, its center and metropolis.

St. Louis had its origin in the adventurous and enterprising spirit of a business man, bound on a business errand. The firm of Maxent, Laclede & Co., of New Orleans, obtained in 1762, from the Governor General of Louisiana, a grant of exclusive control of the fur trade with the Missouri and other tribes of Indians inhabiting this region. The youngest member of the firm, Pierre Laclede Liguest, commonly

called, after the French fashion, by his middle name of "Laclede," was sent to choose a site for a trading post in what was then known as Northern Louisiana. He selected and named St. Louis, returning to Fort de Chartres for the winter. In February, 1764, Laclede sent his young companion and clerk, Augusts Chouteau, ahead of him, and the latter arrived with his men on the 14th of February, and the following day the trees were felled for the first log huts which were the germs of a great city.

Although the portion of Louisiana west of the Mississippi had been ceded to Spain by Louis XV two years before, the new colony had not heard of it, and it was not until 1770 that Spanish authority was asserted by the arrival, with a small body of Spanish troops, of Don Pedro Piernas, who took charge as governor. He was succeeded by Cruzat, who was followed in 1778 by Fernando de Leyba. During the latter"s administration, on the day of the feast of Corpus Christi, May 25, 1780, the town was attacked by Indians. The war of the Revolution was then in progress, and the attack was charged to English influence. Governor Leyba was suspected, perhaps unjustly, of complicity in the affair, and was shortly afterward removed, his place being taken by Cruzat, who had been his predecessor. After Cruzat"s second term, the governorship was successively held by Manuel Perez, Zenon Trudeau and Charles Dehault Delassus. In the latter part of 1803 the Territory of Louisiana was ceded back by Spain to France, but the same year Jefferson"s purchase of Louisiana took place. Formal possession was taken by the United States Government, represented by Captain Amos Stoddard, March 10, 1804.

In 1811 the first brick house, a two-story structure at the corner of Main and Spruce streets, was built for the mercantile firm of Berthold & Chouteau. Soon after a small trade began to develop in lead and hemp. In 1812 the first shop for the manufacture of saddles, bridles and harness was opened; nails were manufactured in 1814, and in 1816 pottery was made. The same year saw the incorporation of the Bank of St. Louis. In 1817 there were twenty-one business houses in St. Louis and manufactures of copper and tin and of tobacco were begun. In 1819 the first foundry and first saw mill were started.

The first steamboat to reach St. Louis was the "Zebulon M. Pike," from Louisville, which landed at the foot of Market street August 2, 1817. In a year or two, however, the steamboat ceased to be an object of curiosity, and the principal commerce of the city found its outlet and inlet by the Mississippi and its tributaries. The first boat for New Orleans, the "Franklin," left in June, 1818, and the same year the first steamboat went up the Missouri River.

In 1822 St. Louis became a city, a charter being granted by the Legislature and Dr. William Carr Lane being chosen as Mayor. From that time the pursuits of the citizens became more diversified. All kinds of tradesmen began to establish their shops, coal and lead sought a market in the city, and it had become the most important point in what was then "The Far West." A branch of the Bank of the United States was opened in 1829; meat packing for local consumption was inaugurated in 1832, and in 1833 a marine railway for repairing steamboats was put in operation. In 1835 the Missouri Republican was first issued as a daily, and in 1837 gas was in use, the steamboat "North St. Louis" was successfully launched, and fire-brick manufacture was commenced.

The panic of 1837 here, as elsewhere, prostrated business for a time. Some of the banks suspended payment, and the Bank of the State of Missouri passed a resolution "that the bank will in future receive from and pay only to individuals her own notes and specie on the notes of specie-paying banks." This resolution caused great financial stringency and severe loss to many. St. Louis, however, showed great recuperative power and was not so badly injured by the panic as were the majority of the cities of the country.

In the next ten years the advance of the city in industrial matters was very great. A cotton factory was started in 1844, and in 1846 glass, woolen, soap, candle and starch manufacturers had been introduced. About eighteen foundries were then in operation, and a number of flouring mills, machine shops, etc. The next year saw the completion of the first telegraph line connecting St. Louis with the Atlantic coast, and the first establishments for the manufacture of wood and willow ware and furniture; and in 1849 the first saw factory was started.

On the night of May 17, 1849, the greatest calamity that had yet befallen St. Louis occurred. A fire, believed to be incendiary, broke out on board the steamboat

"White Cloud," lying between Wash and Cherry streets. The flames were quickly communicated to other boats, many of them the largest and finest engaged in the St. Louis trade, and some just arrived and others ready to depart with full loads. Freight was piled up on the levee, and this was soon in a blaze. A row of frame shanties between Vine and Locust streets were ignited, and the fire spread until fifteen blocks were destroyed in whole or in part. Twenty-three steamers were destroyed, and the aggregate loss of property was estimated as follows by the City Assessor: Stock and merchandise in store and on wharf. $5,000,000; steamboats and merchandise on board, $600,000; buildings burned, $502,290, a total of $6,102,290. Thousands were thrown out of employment by the fire and the indirect damage could not be calculated.

The same year St. Louis suffered from the cholera epidemic to an alarming degree. It had escaped from the visitation of the same disease in 1832 with comparatively light mortality; but, in the period beginning in December, 1848, and continuing through 1849 and 1850, a total of 5,157 deaths from the disease occurred. The disease was at its height in the summer of 1849, the deaths in June of that year amounting to 1,259, and in July, to 1,804.

In spite of these calamities the population of the city increased steadily, and in 1850, the government census placed the population of the city at 56,803, and two years later a sheriff"s census made it 94,819. Much of this increase was the result of the heavy German immigration which followed the revolution of 1848. In three years 34,218 Germans arrived in St. Louis, about two-thirds of whom remained here. This acquisition has been an important factor in the development of the industries of the city, and has proved a valuable element of its citizenship, contributing largely to its progress and stability.

The first ground for railway construction was broken July 4, 1851, and a train was run from St. Louis to Franklin, over the First Division of the Missouri Pacific, July 19, 1853. Prosperous years followed, and in 1860, with a population of 160,773, St. Louis was the largest, as well as the most prosperous of all the cities of the West.

The outbreak of hostilities in 1861 was regarded as a severe blow to St. Louis. The South was her best customer, and the cutting off of communication with the lower Mississippi deprived her of a large and lucrative trade. Later on, however, the strategic advantages of the city"s location served to open to its commerce other channels of activity. It became the supply point for the Union army operating in Missouri, Arkansas and Tennessee.

The times of the war were particularly exciting and full of dramatic incident in St. Louis. Her proximity to the scenes of conflict, and the fact that the city became the base of the operations of the armies of the Southwest made it the theatre of important events. Many of the citizens of St. Louis took part in the struggle, and acquitted themselves with distinction upon the field.

In 1863, the territory occupied by the Union army had widened, and the steamboats were given employment and many new ones built to supply the increased demand for their services. The wholesale merchants sought their supplies in New York, instead of in New Orleans, and manufacturers in most lines found an increased demand for their products. The suspension of trade relations with the South led to the extension of the business territory of St. Louis to the West, and when peace was restored, the population of the city had greatly increased, the

It is in the years of peace that have elapsed since the close of the war that St Louis has made the most rapid strides. The city had at the time of the cessation of hostilities about 200,000 inhabitants. Its population has steadily increased until it is now about 500,000. The great and unprecedented development of the Mississippi Valley, with its wealth of agricultural, mineral and industrial resources, has given an impetus to the trade of the city, which has advanced, step by step, to its present proud and commanding position as a busy center of distribution and production.

The great Mississippi Bridge, begun in 1865, was completed in 1874, and is a monument to the skill and ingenuity of one of St. Louis" most distinguished citizens, the late Capt. J. B. Eads, whose work at the mouth of the Mississippi, in deepening the channel, has also proved of immense benefit to St. Louis by facilitating the means of direct export by that route. The great bridge gave the city a direct connection with the entire railway system of the East.

The means of communication with the entire country have been greatly improved in the past twenty years. The Pacific Coast has been brought into connection with the city by several rail routes. Railroads to Texas and Mexico have made them tributary, in a commercial sense, to St. Louis, and they now are an important part of her trade territory.

VOLUMES full of incident and interesting narration might be written, portraying scenes and events of past history in which St. Louis has been concerned, but they would be foreign to the purpose of this work, which is to present the facts showing her standing in commerce and the productive industries.

The city in area embraces 61.37 square miles, or 39,276ź acres. It is 17 miles in length from north to south and 6 5/8 miles from the river to the western boundary; and it has 19.15 miles of river front. It is situated as to natural advantages more favorably than any interior city of the continent. The Missouri flows into the Mississippi twenty-one miles above the city, and the junction of the Illinois River with the Father of Waters is only twenty-four miles above St. Louis. The city is centrally located both as to the Mississippi Valley and the country at large, and has waterways to the north, south and west as well as to the sea. It is in the heart of the greatest food-producing region of the continent, and is central to a boundless wealth of minerals. Around it, within a radius of fifty miles, are vast supplies of coal, iron, granite, building stone, and earths adapted to the manufacture of glass. Productive lead mines are in the vicinity and seek St. Louis as a point of manufacture and distribution.

The greatness of St. Louis in the present, and her brilliant prospects for the future do not, however, depend upon any geographical accident. The favorable location of the city is a great advantage, of course, but the genius of the age is one that surmounts obstacles, and since the introduction of railways many places otherwise hopelessly beyond the possibility of becoming important, have been developed into thriving and populous municipalities.

The citizens of to-day have made St. Louis great by supplementing her natural advantages with all the aids of modern progress. As a railway center she has connections with all parts of the continent. The West, the Southwest, Mexico, and all the Southern States within the reach of the Mississippi sell their products and buy their supplies in her markets. In the Northwest she combats Chicago on its own ground with increasing success, and in many lines of industry has a lucrative trade with the country to the East.

The merchants and manufacturers of St. Louis have all the enterprise and push necessary to prosperity in this age of competition, and have made the city prominent in every important line of industry, and the leader in many. It is one of the greatest grain, flour and hay markets, and the largest horse and mule market on the continent,

In the past attempts have been made to arouse a national sentiment favorable to the removal of the federal capital from Washington to St. Louis. While the central position of the city gave great plausibility to the arguments of the enthusiastic and well-meaning gentlemen who were the advocates of the measure, it met with no great favor in the country at large, and has ceased to be seriously discussed.

A material point that has been gained is the general acquiescence of the business community of St. Louis in the fact that physical and geographical advantages are only a factor in the commercial progress of a city, and that enterprise and push are necessary to utilize them for the benefit of business. There was a time when St. Louis was charged with an ultra-conservatism amounting to inertness in her business methods. Her business men are still conservative in the sense of refraining from rash, reckless or dubious speculations, and conducting their affairs upon a basis which comprehends the payment of dollar for dollar, owning what they pretend to own, and operating upon capital not encumbered by mortgages. But whatever justification there may have been in the past for a charge of slow methods against any portion of her business community, there is none now, and progressiveness and energy are conspicuous in the business life of the city.

The main point of advantage in the present situation, and the brightest promise for the future, is found in the fact that recent development has been most conspicuous in the line of manufactures. St. Louis is not only a mart — it is a vast and busy workshop. Each succeeding year records an increase in its mills, it forges and its factories. The products of industry are not only bought, sold and handled in the city — they are made here. Old manufacturing establishments are enlarging their facilities and increasing their output; new ones are springing up almost daily. For

progress in this direction, this city has more abundant resources than any location in the West. Every description of raw material for any line of manufacture which is to be found in North America can be procured in abundance within easy reach of St. Louis.

A writer, about five years ago, after enumerating the States and Territories forming the commercial back country of St. Louis (to which Mexico has since been added,) said: "When it is considered, therefore, that this city has such surroundings as have been here described; that she is the very center of the most productive agricultural region of the earth; that she is in immediate proximity and of convenient access to an inexhaustible deposit of the purest iron ore in the world; that she is at the head of navigation from the South, and at the foot of navigation from the North; that she is sustained and impelled forward by the immense illimitable trade of the Father of Waters and his tributaries; that she has the material around her for building up the most extensive and profitable manufacturing establishments that the world has ever known; that all the necessaries of life, the cereal grains and pork particularly, are produced in all the region round-about in such profusion that living must always be cheap, and that, consequently, she can support her population, though it should increase to almost indefinite limits; when all these facts are considered, who can feel disposed to set boundaries to her future progress?

"It will be seen in view of the territory thus tributary to St. Louis that she draws from a greater variety of resources, from a greater extent of country, that she is the center of more mineral wealth, more agricultural resources, and that she has the opportunity and is fast endowing herself with the instrumentalities for obtaining a vaster internal commerce than any city of the Union. Her manufactures are varied in kind and character, and conducted with less expense than those of any of her sister cities. Her population has been steadily swelled by the influx of immigration; her wares and merchandise find their market in every hamlet of the country, and compete in Europe with those of older countries."

In the past few years many gratifying signs of increased business and material gain in commercial importance have become apparent. Among these is the steady growth of the city as a market for cotton, a business almost wholly acquired in the past twenty years, the gross receipts of the staple having increased from 19,838 bales in the season of 1866-67 to 244,508 bales in 1875-76, and 472,471 in 1885-86, while the through shipments have quadrupled and the net receipts nearly doubled in the past ten years. Increased facilities for reaching the cotton fields and the great inducements offered by St. Louis factors have combined to bring about this gratifying result, and the city has advanced to a position far in advance of any other interior city as a market for cotton.

In another important direction St. Louis has recently shown great activity. This is as a mining center. It is natural and in accordance with the necessities of the situation that the vast mining regions of the West should center their operations in the market at some point nearer to the mines than New York; and this business is rapidly being transferred to St. Louis. The building of railways throughout the mining regions has rendered them accessible, and the vast improvements in machines

and implements for mining and reduction works have greatly cheapened the cost of production, and many mines which a few years ago, on account of the low grade or refractory nature of their ores, were considered practically valueless are now productive and good paying properties. Much St. Louis capital is invested in the mines themselves, interesting the city in stocks of the mining companies; but it is not only in this direction that the commerce of the city is benefited by this enhanced development. In the manufacture and sale of improved machinery, tools and supplies for mining and reduction works, and in the general trade which is intimately connected with those industries, the city profits by the increased intimacy of the business relations of St. Louis with the mining camps of the West.

St. Louis has had to deal with injurious discriminations against her commerce in freight rates, but the prospects for the future are bright. Computing lines with equal terminal facilities will bring rates to a fair basis, and with an equal show in the race for trade, she need fear no competitor in commerce or manufacture.

St. LOUIS, like all other important business centers, has a number of organizations which exert an influence for the welfare of the city in its trade relations. Some are intended to regulate and benefit specified industries, while others, having a wider scope, are devoted to the interests of the entire mercantile community, to adding to the facilities for business in all directions, and to shaping the commercial policy of the city.

The first exchange organized in St. Louis was the Chamber of Commerce, which formed in 1836. In 1849 an organization known as the Merchants" Exchange was organized, and in the same year the Millers" Exchange was formed. Later the two were united and acted in conjunction with the Chamber of Commerce, occupying the same building.

A new exchange building was erected on Main street and formally opened in 1857. When the time of war came, dissensions which had been engendered by political excitement caused a rupture and led to the organization of "The Union Merchants" Exchange of St. Louis" in 1862, and in the same year the Chamber of Commerce went out of existence. In course of time the Union Exchange absorbed the members of the others, retaining its title until 1875, when the name was changed to that of "The Merchants" Exchange of St. Louis." In the preamble to the rules and by-laws then adopted the object of the association is declared to be "to advance the commercial character and promote the manufacturing interests of the city of St. Louis; to inculcate just and equitable principles of trade, establish and maintain uniformity in the commercial usages of the city, acquire, preserve, and disseminate valuable business information, and to avoid and adjust, as far as practicable, the controversies and misunderstandings which may arise between individuals engaged in trade."

The need of more commodious quarters for the exchange led to the organization, in 1871, of the St. Louis Chamber of Commerce Association, under the auspices of which the present spacious and elegant structure fronting on Third, Pine and Chestnut streets, was built and formally opened, with imposing ceremonies, on 21st of December, 1875. Mr. Rufus J. Lackland has been President of the Chamber of Commerce Association from its organization; the Vice-Presidents are Messrs. Charles Green and Adolphus Meier and Mr. George H. Morgan is Secretary and Treasurer.

In the compilation and dissemination of valuable trade information and statistics, the Secretary of the Exchange, George H. Morgan, has shown a rare discrimination, thoroughness and ability which fully justify his retention in his honorable position for the twenty-two years during which he has discharged the duties of the Post. The statistics used in this work are for the most part compiled from his complete and exhaustive statement of the trade and commerce of St. Louis.

The following are the officers of the Exchange for the year 1887: President, Frank Gaiennie; Vice-Presidents, Louis Fusz and Thomas Booth; Directors 1887, Henry C. Haarstick, Charles W. Isaacs, E. P. Bronson, Peter Nicholson, M. M. McKeen; Directors 1887-8, S. W. Cobb, P. P. Connor, Wm. T. Anderson, A. Nedderhut and S. R. Francis; Secretary and Treasurer, Geo. H. Morgan; Caller, Joseph P. Carr; Doorkeeper, James P. Newell.

The Cotton Exchange. — Another organization which has exerted an important influence in extending the trade and commerce of St. Louis is the Cotton Exchange. This body, which was originally known as the Cotton Association, was organized at a meeting held on October 17, 1873, the name, however, being changed to its present style of the "St. Louis Cotton Exchange," on its incorporation in the allowing year. At the first regular meeting of the directory, held in 1875, the present Secretary, C. W. Simmons, was elected to the position which he has filled since with marked efficiency, securing the respect and commendation of all who have had dealings with him.

As a result of the efforts of the Exchange and its members, the cotton trade of St. Louis has been brought to its present gratifying position of the largest in volume of any interior city in the country. In 1870-71 the receipts of cotton in this city were only 20,270 bales. In the season of 1885-86 the receipts amounted to 472,471 bales, while the present season gives promise of a still larger aggregate.

Intimately connected with the Cotton Exchange, and acting in harmony with it, is the St. Louis Wool and Fur Exchange, of which August Taussig is President and Julius Rashky, Secretary and Treasurer. This Association was established in 1880 to regulate the methods of transactions in wool and furs in this city, and to promote harmony and good fellowship among the members of the trade. The organization is not incorporated, but those belonging to it hold their meetings in the Cotton Exchange, of which they are all members.

Live Stock Exchange. — The St. Louis Live Stock Exchange, which has its offices at the National Stock Yards, was organized October 20, 1885, and has a membership of about one hundred. The object of the organization is the promotion and development of the live stock industry in all its branches, the promulgation and enforcement of correct and uniform principles in all transactions pertaining to the buying and selling of live stock, and the protection of the interests involved.

The organization of the Exchange has proved a great benefit to the live stock trade of this market, and indirectly to the feeders and shippers of stock who patronize St. Louis. It has reformed a great many local abuses in the care and manner of handling stock, and by the influence which naturally followed a consolidation of the trade in this Association, has procured a great many advantages for the country shipper. It has also, by a strict enforcement of its rules, eliminated from the business everyone and everything of a suspicious or disreputable character, and placed the trade on a sounder and more reliable basis than ever before. Since its organization, nearly all the principal live stock markets have formed similar associations, all of which, as far as can be learned, have been equally successful in benefitting the live stock interests of the country.

The objects of the association are declared by its constitution to be "the promotion of mechanical and industrial interests in the city of St. Louis, to inculcate just and equitable principles of trade, to establish and maintain uniformity in the commercial usages of said city, to acquire, preserve and disseminate valuable business information, and also to adjust, as far as practicable, controversies and misunderstandings arising between individuals engaged in the various industrial pursuits."

St. Louis Real Estate and Stock Exchange. — The premises occupied by this association are at Nos. 14 and 16 North Seventh street. It was organized in 1877 and incorporated in 1881. The object of the organization is to provide facilities for agents to meet and discuss matters pertaining to real estate; to provide and keep on bulletin boards, for public inspection, a record of houses, rooms and stores for rent and property for sale, and to furnish the housekeeper, real estate buyer and public generally with information regarding realty in the city. The Exchange furnishes to its members an institution where public and private sales of real estate, stocks, and other property can be conducted.

The St. Louis Furniture Exchange. — This Association, organized in 1879, has forty members connected with the furniture trade and kindred occupations. The objects of the organization are stated to be to "secure and promulgate among its members the best information obtainable regarding the standing, habits and reliability of the various dealers to whom the goods of its members are likely to be sold, and thus not only protect the interest of its members, but also advance the interest of well-meaning and prudent dealers. It also aims to secure just and equitable rates of transportation and insurance." Jacob Kaiser is President; A. H. Dreyer, Secretary, and J. G. Koppelman, Treasurer of this organization.

St. Louis Furniture Manufacturers" Association. — This organization was formed in 1886, about the time that extensive strikes had been inaugurated, in order that those engaged in the manufacture of furniture and chairs might meet and discuss matters for their mutual benefit and protection, the Furniture Exchange being largely composed of gentlemen belonging to other trades. The Association has twenty-one members, and Alb. Bornmueller is President; Daniel Aude, Treasurer, and J. W. Tremayne, Secretary.

Board of Underwriters (Marine.) — The companies represented by this Board are the Marine Insurance Company and the Citizens" Insurance Company, of St. Louis; Boatman"s Fire and Marine, Pittsburgh; St. Paul Fire and Marine, Minnesota; Enterprise Fire and Marine, Cincinnati; Louisville Underwriters, Kentucky; Phenix Fire and Marine, Brooklyn; Boston Marine, Massachusetts; Insurance Company of North America, Philadelphia; Commercial Fire and Marine, San Francisco; Western Assurance Company, Toronto, Canada; and the Greenwich Insurance Company, of New York.

IN facilities for transportation by rail and river, St. Louis is the most advantageously situated city on the continent. Fifteen railroads enter this city, which, with their connections give its commerce easy access to every railroad point in all directions. Converging from St. Louis as a center, vast trunk lines stretch out in every direction; and other railroads recognize the central importance of the city by their anxiety to secure terminals here. The river affords great facilities for and greater possibilities of aid to the commerce of the city, is a convenient outlet for a direct export trade, and must remain a permanent source of profitable and expanding business.

Each year marks a distinct gain in the shipping facilities of St. Louis by rail routes. By their aid even Mexico has been made tributary to her commerce, and in every direction these vast arms of trade stretch out and radiate from the city, which is so situated on the track of traffic between the East and the West, that it must ever maintain its central point of vantage. Every enterprise in the direction of new East and West lines must necessarily consider St. Louis as an important factor in its plans, and the future gives certain promise of an increase in railroad facilities from year to year. Every railroad built in the West must tap one or more of the trunk lines centering at St. Louis, and add to the trade facilities of the city.

The Missouri Pacific. — This road, with its leased and operated lines, includes more than six thousand miles of railway located in Missouri, Arkansas, Texas, Indian Territory, Kansas and Nebraska; and connecting St. Louis with those States and Colorado, Old and New Mexico, and all the States of the West. Included under the Missouri Pacific management are the Missouri Pacific proper, the Missouri, Kansas and Texas, and the St. Louis, Iron Mountain and Southern Railroads, with a number of branches and leased lines connected with each of these. It forms a part of the Gould system, and is one of the most prosperous and important routes in the country.

The Wabash, St. Louis and Pacific. — This system, which has passed into the control of the Courts, has recently been divided, the lines between St. Louis and Kansas City, Council Bluffs and Des Moines, west of the Mississippi, and the lines between Detroit and Logansport, and Indianapolis and Michigan City, east of the Mississippi, being still operated by the Wabash, St. Louis and Pacific Railway Company in connection with the Gould syndicate, with the headquarters at St. Louis.

The other portion of the road, east of the Mississippi, is operated separately, with Gen. McNulta as Receiver, and extends from East St. Louis to Chicago, 286 miles and to Toledo, 436 miles. The Wabash, St. Louis and Pacific operates about 900 miles west of the Mississippi.

The St. Louis and San Francisco. — One of the most important routes to the business of the city is the St. Louis and San Francisco Railway, which also operates the Central Division of the Atlantic and Pacific Railway, completed to Sapulpa, I. T. The company has a line via Fort Smith, Ark., to Paris, Tex., which only lacks a few miles of completion, at this writing, and will be ready for business, through to Paris, in June of the present year. The company also has lines to Halstead and Bluff City, Kansas, and a number of smaller branches. The Texas line will be pushed from Paris to a connection with the Houston and Texas Central, which will give St. Louis a route able to compete with those now controlling the bulk of the Texas business. The country traversed by this line is of the greatest importance to the commerce of the city, and the St. Louis and San Francisco does an immense business in the transportation of cotton, grain and the other valuable products, vegetable and mineral, of Texas, Arkansas, Kansas and Indian Territory. It is ably and aggressively managed, and its interests being identical with those of St. Louis, has maintained liberal relations with the merchants and manufacturers of the city.

The Chicago and Alton. — This road makes an air line connection between St. Louis and Chicago, and has a Missouri Division from St. Louis to Kansas City. It forms one of the most important items in the shipping facilities, is under enlightened and efficient management, and has one of the finest tracks and most complete equipments, both for freight and passenger traffic, in the country.

The Vandalia Line. — This is the name by which is known the St. Louis, Vandalia, Terre Haute and Indianapolis Railroad, and which is the connection of the Pennsylvania Railroad system. It is the shortest route from this city to Pittsburgh, Philadelphia and New York, and also a favorite route for Cincinnati via the Cincinnati, Indianapolis, St. Louis and Chicago Railway; and, in addition, has a line to Chicago, via the Illinois Central. It is over this line that the fast mail from the East arrives.

The Ohio and Mississippi. — This road was the first to reach the Mississippi River from the East, having been completed from Cincinnati to St. Louis in 1857. It has branches to Shawneetown and Springfield, Ill., and Louisville, Ky. In connection with the Baltimore and Ohio Railroad, it forms a direct line to Washington and Baltimore, and by its Erie connection to New York. It is a valuable aid to the commerce of St. Louis in freight traffic with Southern Illinois and Indiana.

The Indianapolis and St. Louis. — This line, which extends from St. Louis to Cleveland, Ohio, is under the control of the Columbus, Cincinnati and Indianapolis Railroad, known as the "Bee Line." Its eastern connections are with the Lake Shore and New York Central systems.

The Chicago, Burlington and Quincy. — This extensive system comprises a mileage in Missouri, Iowa, Nebraska, Minnesota and Illinois of over 5,000. It forms a valuable outlet for the trade of St. Louis, west to Denver and north as far Paul. The system embraces the Chicago, Burlington and Quincy proper; the Hannibal and St. Joseph; Chicago, Burlington and Northern; Burlington and Missouri River, and a number of leased and operated lines. It reaches St. Louis the east by the Indianapolis and St. Louis track, and on the west by the St. Louis, Keokuk and Northwestern.

The St. Louis, Keokuk and Northwestern. — This road is a part of the Chicago, Burlington and Quincy system, and extends from Keokuk, Iowa, to St. Peters, Mo., where it connects with the St. Louis, Wabash and Pacific, over the tracks of which road it reaches St. Louis. During 1888 it is contemplated to complete the road from St. Peters to St. Louis, giving the Chicago, Burlington and Quincy system a complete and independent route into the city.

The Cairo Short Line. — This is the best known name of the line extending from East St. Louis southward to Du Quoin, Ill., with a branch thence east to Eldorado. The corporate name of the company is the St. Louis, Alton and Terre Haute Railroad Company, the main line of which, from St. Louis to Terre Haute, Ind., is leased to the Indianapolis and St. Louis Railroad Company. The former company has recently acquired the St. Louis Southern Railroad, formerly known as the St. Louis Coal Road, branching from the Cairo Short Line at Pinckneyville, Ill., and crossing the Illinois Central at Carbondale. This connection is a very important one, as the St. Louis Southern reaches the Big Muddy and Cartersville coal fields. The Cairo Short Line is the Illinois Central connection for St. Louis, and part of the Great Jackson Route for the South.

The Mobile and Ohio. — This line extends from St. Louis to Mobile, Ala. Its main line is from Mobile to Cairo, Ill., and connection is made with St. Louis over the St. Louis and Cairo, which was changed last year from a narrow gauge to a standard gauge road and leased by the Mobile and Ohio. It is an important outlet for the trade of St. Louis with the Southeast.

The Louisville and Nashville. — This system is the greatest in the section southeast of the Mississippi River, reaching from St. Louis, via Evansville, Nashville and Montgomery to Mobile and New Orleans, and having leased lines and connections covering all the Southern States east of the Mississippi. It affords St. Louis an additional route to the Atlantic seaboard through its connection, at Lexington, Ky., with the Chesapeake and Ohio Railroad, to Newport News.

The St. Louis, Arkansas and Texas. — This road, which was originally a narrow gauge, known as the Texas and St. Louis, or "Cotton Belt Route," was changed to standard gauge during the past year. At present its business in and out of St. Louis is done under traffic agreements with the Mobile and Ohio, between St. Louis and Como, the Iron Mountain between St. Louis and Belmont Crossing, and the Cairo Short Line and Illinois Central via Du Quoin, Ill. The company, however, is preparing to secure an independent entrance to St. Louis by extending its road from Maldon, Mo., to this city. Southward the line extends to Mount Pleasant, Tex., from which point construction is in progress to Sherman, Tex. Other projected extensions of this road are from Magnolia, Ark., to Shreveport, La., and from Cotton Center, Ark., to Little Rock. This line is a valuable adjunct to the cotton trade of St. Louis, and important for the facilities it offers for the shipment of every description of merchandise from this city to a large portion of its most important trade territory.

The Toledo, Kansas City and St. Louis. — This road, forming an important part of the transportation systems centering in St. Louis, is a direct line from this city to Toledo, Ohio, 450 miles, and reaches many portions of Illinois. Indiana and Ohio by the shortest routes.

The Illinois and St. Louis. — This road extends from the east side of the river to Belleville, 15 miles, and has branches, including the Venice and Carondelet Belt Line, which are 28 miles in length. Notwithstanding its restricted mileage, it is of great importance to St. Louis, as it taps the principal coal fields in the territory in Illinois adjacent to St. Louis. This road, with its connections, is operated by the Wiggins Ferry Company, and does an immense business.

With the exception of a few local and suburban roads, and the bridge and tunnel line, the roads above enumerated comprise the railways now completed, and through which the vast trade and traffic of St. Louis finds its outlet and inlet by rail routes to every point of the compass. Through them every part of the continent is brought into close connection with its most central city. Other definite railroad enterprises of interest to St. Louis are in a tangible shape, which affords immediate promise of an important augmentation of the railroad facilities of the city. Among these is the St. Louis, Kansas City and Colorado Railroad, now extending from the western limits of the city, and rapidly being constructed to Union. It is intended to push this road far into Kansas, with a branch to Kansas City. Consolidated with this road is the Central Railroad of Missouri, which has concluded to abandon the "Alton" route and build direct. This system will be of great benefit to St. Louis, opening to its market easy access from the valley of the Missouri and points on the Central Railroad of Missouri.

The St. Louis and Edwards County Railroad will tap an important coal region in Illinois, and form a most useful addition to the means of obtaining a cheap coal supply.

The Atchison, Topeka and Santa Fe will soon, it is expected, extend its lines to this city, forming another important link between St. Louis, the Southwest, and Mexico. The St. Louis and Central Illinois, running from Springfield, Ill., to Grafton, Ill., contemplates an extension to Alton, Ill., from which point it will connect with St. Louis, either by traffic arrangements with existing lines, or by an independent route of its own.

St. Louis Merchants" Bridge Company. — A sketch of the railroad facilities and prospects of St. Louis would be incomplete without a reference to this company, which was incorporated in May, 1886, under the auspices of the Merchants" Exchange, and secured from Congress, at its recent session, a franchise for a high bridge. Back of the company are ample resources, and the construction of the new bridge at the earliest practicable date is assured, when the necessary terminal facilities are obtained. This bridge will be a great boon to the interest of St. Louis, affording relief from excessive bridge tolls and an easy means for the entrance into the city of any railroad desiring to reach St. Louis from any direction.

This city has suffered in the part from injurious discriminations in freight rates in favor of competing cities. It is believed that the Interstate Commerce Bill, passed at the last session of Congress, will operate favorably to the interests of St. Louis, and tend to remove the arbitrary barriers interposed in the path of her commercial progress.

In convenient situation as to inland water routes, St. Louis is more favorably seated than any other city on the continent, being practically at the junction of the Missouri and Illinois rivers with the Mississippi. The commerce of the upper river terminates at St. Louis, and that of the lower river originates here. Even prior to the advent of railroad building in the West the city became important because of its facilities for transportation by the rivers.

of the products of the great West. For the complete accomplishment of this great work upon a scale commensurate with the necessities of the situation, further improvement of the river channel by the Government is needed; but when it is done it will reduce the cost of transportation, of the surplus product to foreign markets to a minimum, and add to the business importance of St. Louis, which will be the natural point of shipment for this immense exported surplus.

The rivers serve a most useful purpose in behalf of the commerce of the city by restricting discriminations in freight rates between St. Louis and all those points easily reached by water, and rail rates must, so far as competing points are concerned, be kept within reasonable bounds by the competition of steamboats and barges.

The Missouri River trade has most felt the effect of the competition of the railroads, and the only regular traffic up that river from St. Louis, is that carried on by seven steamboats and three tow boats, none of which go higher than Kansas City.

A prosperous trade is still carried on to points on the Upper Mississippi from St. Louis to St. Paul by packet lines, raft boats and tow boats. Besides this traffic, the rafting of lumber down the river from the Upper Mississippi above Minneapolis, the Minnesota, St. Croix, Chippewa, Black and Wisconsin Rivers, is of immense value to the Mississippi Valley. During 1886 the amount received at St. Louis reached 140,000,000 feet of lumber, nearly 7,000,000 feet of logs and 86,500,000 pieces of shingles, laths and pickets.

The volume of the river business of St. Louis cannot be better exhibited than by the following table, showing the amount of freight in tons received at and shipped from St. Louis in 1886 by the rivers:

The principal steamboat and barge lines running out of St. Louis are: The New Orleans "Anchor" Line, from St. Louis to Vicksburg, New Orleans and intermediate points; the St. Louis and Mississippi Valley Transportation Company, steamers and barges, also between this city and New Orleans; the "Diamond Jo"

packets between St. Louis and St. Paul; the St. Louis and St. Paul Packet Company; the St. Louis and Kansas City "Electric" Packet Company; the St. Louis and Clarksville Packet Company; the Naples Packet Company, to Illinois River points; Gray"s Iron Line and Brown"s Line, to Pittsburgh and Wheeling, on the Ohio River; and the St. Louis and Tennessee River Packet Company, and the Evansville, Paducah and Tennessee Packet Company, on the Cumberland and Tennessee rivers.

As before stated, the bulk grain exported from St. Louis via New Orleans in 1886 amounted to 8,834,924 bushels. In addition to this the exports to foreign countries by Atlantic seaports were very large. It is not possible to give a fair idea of the amount in figures, as much is shipped to seaboard cities on local bills of lading; but even the amount sent abroad on through bills of lading makes an important showing for the commerce of St. Louis. Included in the commodities thus shipped were: Corn, 105,410 bushels; flour, 173,840 barrels; cotton, 146,467 bales; tobacco, 1,952 hhds.; meats, 3,153,872 lbs.; tallow, 912,000 lbs.; lard, 23,803 lbs.; walnut lumber, 1,008 tons, bran, 542 tons; grease, 44,800 lbs.; beer 670 casks; dried apples, 430,976 lbs.; bone black, 200 tons; live hogs, 9,010; sundries, 1,990,369 lbs.

Of course the figures given above do not convey anything like an approximate idea of the amount of imported goods brought to St. Louis. Many of the large importing houses in this city have branches in eastern seaports, where the duties are paid, and the articles so received do not figure in the returns of the Custom House in this city. So with exports, much of the traffic of St. Louis is carried on through agents in Atlantic ports, from which goods are shipped to Europe and elsewhere.

The central position of St. Louis in the most productive section of the country gives it great importance as a center of distribution for grain and other products of agriculture, and causes its transactions in the various cereals to reach an enormous volume. All the necessary facilities for a great grain market are to be found in the city. With an elevator capacity increased to 13,000,000 bushels in bulk and about half a million in sacks, and the Mississippi river and a vast railroad system as feeders, the only drawback to a steady and continuous annual increase in the transactions of the city as a center of receipt and distribution for grain has been the discriminations in freight rates from the West in favor of other markets. An import of ant step in the correction of these discriminations has been taken by the passage of the Interstate Commerce Law. The building of the new Merchants" Bridge, by admitting competing lines to equal terminal facilities with those already in the city will also, in all probability, prove a great benefit in this direction.

The year 1886 was marked by an interruption to traffic in the spring season by strikes, first on the Missouri Pacific system and afterward on the roads terminating in East St. Louis, and trade in all lines was considerably affected, and both receipts and shipments of all commodities were doubtless decreased by the partial suspension of traffic.

Wheat. — The wheat crop of 1886 was very large, and the business of the St. Louis market in that cereal increased in a ratio corresponding with the increase in the crop over that of 1885, the receipts of wheat for the past year being 12,309,364 bushels, against 10,690,677 bushels received in the preceding year. The States from which St. Louis draws her principal supplies of wheat are Arkansas, Tennessee, Kentucky, Illinois, Missouri, Kansas and Nebraska, and the increase in receipts was general from all sources, but especially from Tennessee and Kentucky. The shipments of the year were 2,429,462 bushels. They were less to Eastern seaboard points, but greater by 700,000 bushels for export via New Orleans. The demand from city mills took 8,133,055 bushels, in the manufacture of 1,807,956 barrels of flour.

Corn. — The corn crop of 1886 fell off considerably from that of the preceding year, and the decrease in receipts at St. Louis was in still greater proportion, the discrimination in freight rates in favor of competing cities diverting much of the supply to other points. The removal of this obstacle will doubtless regain to St. Louis its leading position as a corn market. The receipts for the year were 16,387,071 bushels, of which 11,859,405 bushels came from west of the Mississippi. The shipments for the year were 11,848,995 bushels, of which 7,501,730 bushels went to New Orleans by the barge line for export, while 103,550 bushels went to Europe direct via Atlantic cities, 1,693,160 bushels went east for a market, 1,614,979 went south by rail for consumption, 875,649 bushels went south by river to local points, 48,315 bushels went north by rail and river, and 11,612 bushels went west by rail and the Missouri river. A large amount was required for the manufacture of the 415,420 barrels of corn meal, and 70,869 barrels of hominy and grits turned out by the city mills in 1886.

Oats and Rye. — The oat crop of 1886 was not so large as in the previous year, but there was an increase of 43,386 bushels in the receipts at St. Louis, which amounted to 7,420,915 bushels, received about equally from the west, north and East. The shipments amounted to 2,764,922 bushels, most of which went to the Southern States for consumption.

Cotton. — St. Louis is the largest interior cotton market in the Union, its accessibility by both rail and river, and the superior facilities it possesses for handling the staple being recognized as the main factors in securing for it its prominence in the cotton trade. The cotton year ends August 31, and the figures for the season of 1885-86 showed a gratifying increase in receipts over those for the preceding year. The gross receipts for the year were 472,471 bales, and the gross shipments 464,156 bales, an increase in receipts of 181,517 bales, and in shipments of 173,299 bales, as shown by the report of the Cotton Exchange. The present season gives Promise of an equally prosperous cotton business, the gross receipts for the seven months from September 1, 1886 to April 1, 1887, aggregating 404,120 bales, and the shipments during the same period 380,336 bales.

The sources of supply for cotton corning to St. Louis are Arkansas and Texas, from which States 90 per cent, of the cotton shipped to this market is received, the remainder coming from Mississippi, Tennessee, Missouri, Indian Territory, Kentucky and Louisiana, in the order named.

Wool. — In setting forth the condition of the wool market in St. Louis, no clearer statement can be made than that embraced in the report of the Secretary of the Cotton Exchange, which says: "In the Spring of 1885, efforts were made by the Cotton Exchange and parties interested largely in the wool business for the development of St. Louis as a wool market, and a committee was appointed to invite the National Wool Growers" Association to hold their next annual convention here, and the effort was successful and the convention was held here May 27th and 28th, and was presided over by Hon. Columbus Delano of Ohio, the President of the association, and attended by a large number of gentlemen interested in that great industry."

"Stimulated by the success of this meeting, the Association of Missouri Wool Growers appointed St. Louis as the place to hold their annual meeting, and in connection with the National Sheep Shearing Association held a very successful meeting from April 7th to 10th, (1886), which was an occasion of great interest, and gave unive