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Ernest R. Breech, at the Soo Locks in the early 1960s (below). (Thomas Manse) ——— Charles L. Hutchinson (above) shortly after she was built. (Thomas Manse) sions in her cargo holds, making her well-suited for coal and grain cargoes when com- pared to vessels of similar size. This cargo hold design would come into play in extend- ing the vessel's career tmany years later. More visible to casual observers were the outward features of the The vessel inc: in enclosed after deckhouse, with cabins built out to Nhe outer hull at the spar deck level and an additional superstruc- ture on the boat deck level. The after mast was built into the forward side of the stack, a streamlined feature that was a Great Lakes first (not even the prototypical Wilfred Sykes of 1949 had this feature) and was subsequently used in the Edward L. Ryerson of 1960 and many of the Canadian straight-deckers in the 1960s. The short, streamlined stack, together with a spacious pilothouse forward, gave the vessel a contemporary, one-of-a-kind look that has remained a favorite of boatwatchers. Interestingly, the clas- sic “counter” stern common to most Great Lakes ships built before World War Il was retained in the Hutchinson at a time when a modified cruiser stern similar to what was used on the Sykes was gaining popularity in new ship design on the Lakes. The forward end also included four guest rooms, a lounge, small galley and dining room. During her first several years, Charles L. Hutchinson was a regular visitor to Duluth, load- ing iron ore for a variety of lower Great Lakes ports. Her status as the largest vessel in any of Hutchinson's fleets (the family also operated the Buckeye Steamship Co.) was eclipsed in July 1961 when the Pioneer Challenger joined the Pioneer Steamship Co. Still, the Hutchinson continued in her same role. 6 KYS 2003