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Page 89 ADAM E. CORNELIUS in Inland Steel colors at Soo Locks in June, 1995. seasons and brief lay-ups during recession times. Ryerson escaped the scrappers torch which claimed many bulkers, and by 1990, only four American straight-deckers remained in active service. Of the four, the Ryerson was the sole carrier dedicated to the ore trade. While other Great Lakes ports dismantled unloading equipment, Inland Steel kept their unloading bridges at Indiana Harbor to unload the Ryerson and Canadian bulkers bringing iron ore from Quebec through the St. Lawrence Seaway. Ryerson sailed late winter of 1993 into January of 1994 and was laid-up at Sturgeon Bay shipyards. That winter, Inland Steel chartered the surplus seIf-unloader Adam E. Cornelius from American Steamship Company. The Cornelius was chartered to handle iron-ore cargoes previously handled by the Ryerson. Cornelius' capacity was equal to the Ryerson, but Cornelius could unload itself in six to ten hours compared to the Ryerson's twenty to twenty-four hours under the unloading bridges. The Ryerson remained inactive in Sturgeon Bay during the 1994-95 and 1996 shipping seasons, but she did receive a 5-year survey in 1996. By fit-out 1997, Inland Steel's tonnage requirements had increased enough to put the Ryerson back in service with her two self-unloading fleetmates, Wilfred Sykes, Joseph L. Block and charter, Adam E. Cornelius. The Ryerson has been busy carrying taconite from Marquette and Escanaba to Inland Steel's Indiana Harbor steel mill. Inland Steel officials say that if taconite demands continue, the Ryerson will remain in service and conversion to a seIf-unloader is possible. The Edward L. Ryerson is the last link to how iron-ore shipping began for the U.S. fleet on the lakes in straight-deck bulk-carriers. If she is converted or retired, another piece of Great Lakes history will be left to picture books. Author's Photo