SS Daniel J. Morrell was a 603-foot (184 m) Great Lakes freighter that broke up in a strong storm on Lake Huron on 29 November 1966, taking with her 28 of her 29 crewmen. The freighter was used to carry bulk cargoes such as iron ore but was running with only ballast when the 60-year-old ship sank. When built in 1906, she was the "Queen of the Lakes", being the longest ship then in service on the Great Lakes.

The ship was named for Daniel Johnson Morrell, the general superintendent and manager of the Cambria Iron Company, and a U.S. Representative from Pennsylvania.

Daniel J. Morrell was built at West Bay City, Michigan, by the West Bay City Shipbuilding Company, for the Cambria Steamship Company, the Cambria Iron Company's marine subsidiary that they had formed earlier that year and launched on 22 August 1906. Cambria chartered both Daniel J. Morrell and her sister ship, Edward Y. Townsend, to sail for the M. A. Hanna Company, one of the most experienced vessel management firms on the lakes. In 1930, Daniel J. Morrell and Edward Y. Townsend came under management of the Bethlehem Transportation Corporation.

Making the last run of the season with Edward Y. Townsend, Daniel J. Morrell became caught in winds exceeding 70 mph (110 km/h) and swells that topped the height of the ship (20 to 25 ft (6.1 to 7.6 m) waves). During the early morning hours of November 29, 1966, Edward Y. Townsend made the decision to take shelter in the St. Clair River, leaving Daniel J. Morrell alone on the waters north of Pointe Aux Barques, Michigan, heading for the protection of Thunder Bay, Michigan. At 02:00, the ship began her death throes, forcing the crew onto the deck. Those on the bow loaded into a life raft on the deck under the guidance of Captain Crawley, but those from the engine room were noticeably absent. At 02:15, the ship broke in half. The bow sank almost immediately, throwing the raft and its occupants into the 34 °F (1 °C) Lake Huron waters. Only four men managed to break the surface and climb back into the raft, which was now being tossed in 20 foot waves and 60 mile per hour winds. Soon after they climbed in, one of the men shouted that there was a ship close by. Moments later, it was realized that the looming object was in fact Daniel J. Morrell's stern, still afloat and being powered forward by the ship's engine. In the words of writer William Ratigan, the vessel's stern soon disappeared into the darkness "like a great wounded beast with its head shot off", taking with it the engine room crew, none of whom would be seen alive again.

No distress call was transmitted during the ship's final moments;; while waiting in the life raft on deck, Captain Crawley had advised his men that the ship's electrical cable had been severed, cutting power to the bow and making a distress call impossible. The men were instructed to shoot flares from the raft as soon as they went in the water, alerting nearby vessels of their situation

In fact, there was a real question whether the Morrell should have been out on Lake Huron during this storm. She was one of only two boats that had not taken shelter. The other ship was stuck in the storm, since coming about was deemed likely to cause a capsizing. Two other lessons from the loss were that hypothermia is the leading killer of sailors and that lifeboats on davits are "window dressing" — largely useless in such a turbulent sea.

Norm Bragg, who survived the 1953 wreck of the SS Henry Steinbrenner in Lake Superior, was a watchman on board. He helped his crew understand their plight, gave quick advice, and said, "It's been good to know you."

Daniel J. Morrell was not reported missing until 12:15, the following afternoon, 30 November, after the vessel was overdue at her destination, Taconite Harbor, Minnesota. The U.S. Coast Guard issued a "be on the lookout" alert and dispatched several vessels and aircraft to search for the missing freighter.