FOR centuries, Glasgow struggled to deal with the difficulties in navigating the Clyde.

In the late seventeenth century, Glasgow Council changed tack, purchasing the town of Newark, which became known as Port Glasgow. They constructed harbours and the first dry, or graving, dock in Scotland there.

While Port Glasgow met some of their requirements, the feeling of many businessmen was that more and better accommodation was needed in the city itself.

(Image: Glasgow Museums)

In May 1740, the council agreed that a trial be made that season of deepening the river below the Broomielaw. 

The Barclay company was at the forefront of many of the advances on the Clyde. The founder of the firm was John Barclay, probably born in Port Glasgow around 1775. On his marriage in Renfrewshire in 1799, he was described as ‘manufacturer in Glasgow’. Shortly afterwards he is referred to as a merchant.

In 1818 he began boatbuilding on ground at the Broomielaw, which was within the inner harbour of Glasgow and on the north bank of the Clyde. His house in nearby York Street also served as an office.

In 1823 he leased land at the Stobcross pool to be use as a shipbuilding yard and for constructing a slip for drawing vessels out of the water. This showed great insight as the Clyde in those days was hardly a navigable river, consisting of a series of shallows connecting to a series of deeper waters.

The pool gave him deep water, allowing him to launch the vessels which he planned building. The proximity of the Stobcross estate guaranteed him an adequate supply of labour.

Robert BarclayRobert Barclay (Image: Glasgow Museums)

When Robert Barclay died, his sons Thomas (1802-1853) and Robert (1804-1863) acquired the shipyard at Stobcross. In 1827 the company became Robert Barclay & Co., with Robert in charge.

It was then the only facility of its kind on the Upper Clyde, allowing him to conduct ship repair work. The yard was situated at the bottom of what is now Finnieston Street.

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Much of the profit derived from the firm’s operations was re-invested in the business, and as the improvements of the Clyde itself were conducted,  the yard was always able to construct vessels as large as the opportunities of the river would allow.

In 1844 Robert Curle and James Hamilton became partners with Robert in the firm, which became Robert Barclay & Curle.

In 1855 they opened the Clydeholm Shipyard at Whiteinch, and now had three building berths, which could each accommodate the construction of a wooden vessel up to five hundred tons. There was also a berth for the construction of one iron craft.

In 1861 they established an independent engine works. It was normal practice for many of the companies to concentrate on shipbuilding and have their ships engineered by other firms.

With the inauguration of the new engine works, this allowed the company to strengthen its position.

The two repairing slips could take larger ships than the building berths, up to 700 and 900 tons, respectively. On these slips American vessels came to be coppered. They  also constructed  American river steamers, which were shipped across the Atlantic in sections.

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They established an excellent reputation building passenger and cargo ships for owners all over the world and offering one of the largest ship repair facilities in Britain. In 1912 the firm was effectively taken over by a Tyne and Wear company, becoming Barclay, Curle and company in 1926.

in 1932 the firm rationalised concentrating shipbuilding at their Clydeholm and Jordanville yards, with repairs being carried out at Govan and Scotstoun. The last ship launch was in 1967. The company’s engine works became part of British Shipbuilders in 1977.

One of my most enduring memories  as an archivist was a visit in the 1990s to the just-closed offices of the former Barclay and Curle Engine works in South Street.

It was the proverbial deserted ship, with the men’s tea caddies and other personal items strewn across the tables.

It was very distressing to witness such desolation in what was once a world-leading business.