At that time no canal offered the opportunity to make an inland passage; and in June, 1808, Robert L. Stevens, a son of John, started with her to make the passage by sea. Although meeting a gale of wind, he arrived at Philadelphia safely, having been the first to trust himself on the open sea in a vessel relying entirely upon steam-power.
From this time forward the Stevenses, father and sons, continued to construct steam-vessels; and, after the breaking down of the Fulton monopoly by the courts, they built the most successful steamboats that ran on the Hudson River.
After Fulton and Stevens had thus led the way, steam-navigation was introduced very rapidly on both sides of the ocean; and on the Mississippi the number of boats set afloat was soon large enough to fulfill Evans’s prediction that the navigation of that river would ultimately be effected by steam-vessels.
Robert L. Stevens.
The changes and improvements which, during the 20 years succeeding the time of Fulton and of John Stevens, gradually led to the adoption of the now recognized type of “American river-boat” and its steam-engine, were principally made by that son of the senior Stevens, who has already been mentioned—[Robert L. Stevens]—and who became known later as the designer and builder of the first well-planned iron-clad ever constructed, the Stevens Battery. Much of his best work was done during his father’s lifetime.
He made many extended and most valuable, as well as interesting, experiments on ship-propulsion, expending much time and large sums of money upon them; and many years before they became generally understood, he had arrived at a knowledge not only of the laws governing the variation of resistance at excessive speeds, but he had determined, and had introduced into his practice, those forms of least resistance and those graceful water-lines which have only recently distinguished the practice of other successful naval architects.
Referring to his invaluable services, President King, who seems to have been the first to thoroughly appreciate the immense amount of original invention and the surprising excellence of the engineering of this family, in a lecture delivered in New York in 1851, gave, for the first time, a connected and probably accurate description of their work, upon which nearly all later accounts have been based.
Young Stevens began working in his father’s machine-shop in 1804 or 1805, when a mere boy, and thus acquired at a very early age that familiarity with practical details of work and of business which is essential to perfect success. It was he who introduced the now common “hollow water-line” in the Phœnix, and thus anticipated the claims of the builders of the once famous “Baltimore clippers,” and of the inventors of the “wave-line” form of vessels. In the same vessel he adopted a feathering paddle-wheel and the guard-beam now universally seen in our river steamboats.