The "Brighton" at Circular Quay Circa 1890

This image from a glass plate negative produced around 1890 shows the Manly ferry ‘Brighton’ leaving Wharf 1, Circular Quay, Sydney Cove. ‘Brighton’ was the largest and fastest paddle steamer on the harbour services of Port Jackson. She was built in Rutherglen, Scotland, in 1884 and carried auxiliary sail while steaming to Sydney. ‘Brighton’ offered plush velvet seats in the saloons and canaries singing in cages, the type of little luxuries in the Victorian era. She is seen here frothing away from her owner the Port Jackson Steamship Co. Ltd’s wharf on the western side of Sydney Cove. As well as running ‘Many Beach Steamers’ this firm also operated steam tugs and cargo vessels serving both Manly and the general port trade. ‘Brighton’ was retired in 1916 and her remains may still be seen on the mudflats of Port Stephens, north of Newcastle, New South Wales.
The photograph shows an advertisement on the wharf promoting Saywell’s Tobacco Co.’s range of smoking materials. Behind the wharf is a large sailing ship with fake painted gunports. At the rear is a sail-assisted steamship.

Fancy ferry’s spectacular disaster

Many a Manly ferry has crashed into another boat and a few have even sunk smaller boats but few have run aground.

But the most spectacular grounding by a Manly ferry occurred in August 1900, when the ferry Brighton was deliberately driven aground in Chowder Bay to avoid it sinking in deep water after it collided with the collier Brunner. The Brighton had been in service on the Manly run since September 1882 and was the largest of the Manly paddle-steamers and the most lavishly fitted of any Manly ferry.

A newspaper of the day reported the luxurious fit-out of the Brighton, which was far more salubrious than any ferry of the modern era.  “The main saloon of the steamer is very handsomely fitted up with stained glass panels, representing well-known Scotch, English, and Irish views, and these are set in panels and mouldings composed of polished plane tree, ash and walnut, relieved with gilt cornices and trusses. “This, with an elaborate use of white and gold in the ceiling, suitable mirrors, crimson or green velvet in the sofas and lounges, and corresponding carpeting and runners on the floor.

“The first-class deck saloon is quite equal in fittings and furniture to the above but is rather different in style, having larger plate-glass windows all around, which will be shaded by silk curtains to match the sofas and lounges. “The ladies’ cabin, which enters from this saloon but has also a separate entrance from deck, is similarly fitted up, and is a charming apartment, light, airy and with all the conveniences within itself. “The ceilings of these cabins are panelled and moulded throughout, the pillars between the windows are in plane tree and walnut, with gilt Corinthian capitals supporting a carved cornice. “The floor is carpeted, sofas and lounges in green or crimson velvet, curtain to match, gilt framed mirrors, a silver fountain for allaying the thirst of passengers with cold water and the curtain rods, door handles, and other furniture, lamps etc. are all in white metal. “The forward deck saloon and the cabin under it are of similar size to the first-class cabins but of a plainer design and fittings, though thoroughly comfortable.” But all that glamour counted for nought when the Brighton collided with the Brunner, a scruffy collier that was one the sixty-milers – the nickname for the colliers that plied the 60 miles between Newcastle and Sydney night and day.

On Tuesday, August 7, 1900, the Brighton left Circular Quay for Manly at 10.30pm as the Brunner was about to enter the port laden with coal from Newcastle. Both vessels were steaming towards each other in the middle of the Western Channel off Chowder Bay when they collided.

The bow of the Brunner was wedged into the side of the Brighton long enough for some of the ferry’s passengers to scramble on to the collier, while other passengers made their way to the collier in the ferry’s lifeboats.

After the two vessels separated, the Brunner proceeded to Kirribilli Point, where the Brighton’s passengers were transferred to the Manly ferry Narrabeen.

In the meantime, the Brighton was taking on water and her master saw that the only chance of saving his ferry from sinking was to drive it ashore at Chowder Bay.

But the tide at the time was low, so when it rose it flooded the stern of the ferry.

For its part, the Brunner was lucky – the collision left a hole in its bow just 30cm above the waterline.

The Brunner was quickly repaired and was back in service the following month but the repairs to the Brighton took three months and it didn’t resume service on the Manly run until mid-NovIn the meantime, the Marine Court inquiry investigated the collision and in the end it found that the master of the Brighton, George Setterfield, had been at fault for not keeping to the starboard side of the fairway, the master of the Brunner, Archibald Henry, had been at fault for also failing to keep to the starboard side of the fairway, and the mate of the Brighton was at fault for not keeping a proper lookout. In the end, the inquiry ruled that Captain Setterfield bore most of the blame for the collision and his master’s certificate was suspended for 12 months.

The Brighton remained in service until 1916, when it was sold to Burns Philp and taken to Port Stephens, where it was hulked and used as a store ship. Eventually the hulk sank in the area known as The Duckhole in Pindimar Bay but part of it is still visible.

Below is a copy of the original photo