Blue Riband

The Blue Riband of the Atlantic is an unofficial maritime distinction awarded to the transatlantic passenger liner achieving the highest average speed during a regular scheduled crossing. Although retrospectively applied to early steamship competition, the term itself did not enter common usage until the early twentieth century. The accolade became a symbol of technological prestige, national pride, and commercial rivalry among major shipping lines throughout the nineteenth and twentieth centuries.

Nature of the Accolade and Criteria

The Blue Riband is based strictly on average speed over the course of a recognised commercial transatlantic voyage rather than total passage time. This distinction is essential because captains frequently adjusted distances travelled by selecting different routes in response to weather patterns, sea conditions, or currents. The eastbound and westbound records are considered separately owing to the challenges of the westbound crossing, which lies directly against the Gulf Stream and prevailing winds, resulting in slower average speeds.
Although some commentators historically claimed that only westbound records were valid, the broader consensus among maritime historians recognises that achievements in both directions were acknowledged. Throughout its history, thirty-five liners have held the Blue Riband, with British vessels dominating the list. Cunard Line ships were particularly prominent, earning the accolade thirteen times, followed by major competitors from Germany, the United States, Italy, and France.
The longest continuous tenure was held by RMS Mauretania, which retained the title for nineteen years between 1909 and 1929. The briefest tenure occurred in 1933 when the German liner Bremen held the accolade for only six weeks. The final Atlantic liner to achieve the Blue Riband was SS United States in 1952—an achievement that remains unbeaten by any subsequent passenger ship.

Government Support and Dual-Purpose Design

Many vessels that competed for the Blue Riband were subsidised by their respective governments, reflecting strategic as well as commercial motivations. Contracts for mail delivery, naval reserve obligations, and wartime contingency planning significantly shaped their design. Speed and reliability were viewed not only as marketing assets but also as military advantages. Winston Churchill notably credited the two Cunard “Queens”—Queen Mary and Queen Elizabeth—with having reduced the duration of the Second World War by a year through their unparalleled troop-carrying capacity.
The SS United States, the final record holder, was similarly designed with potential military deployment in mind. Her aluminium superstructure and powerful turbine engines contributed to both her high speed and her strategic value, enabling her to operate as a troopship if required.

Formalisation: The Hales Trophy

Although the Blue Riband remained unofficial, a formal award—the Hales Trophy—was introduced in 1935 by British politician Harold Hales. Initially intended only for westbound records, its rules underwent several amendments before and after the Second World War. The trophy was awarded sparingly during the classic liner era and did not directly align with traditional Blue Riband standards. Modern high-speed craft have occasionally claimed the Hales Trophy, yet many maritime historians and enthusiasts maintain that the SS United States continues to hold the authentic Blue Riband, as later record-breakers no longer operated as scheduled passenger liners.

Early Transatlantic Crossings

Long before the age of steam, sailing ships made unpredictable Atlantic passages governed by wind patterns and variable ocean conditions. John Cabot’s 1497 voyage in the Matthew is among the first well-documented crossings, taking thirty-five days westbound and only seventeen days eastbound. For centuries thereafter, journey times fluctuated widely, with westbound voyages of two to three months being common.
The advent of steam propulsion initiated a revolution in maritime travel. Steamships offered reliability and independence from wind conditions, making scheduled transatlantic services feasible and enabling unprecedented speed competition.

Origins of Steamship Competition

Although not the first steamships to cross the Atlantic, the SS Sirius (1837) and SS Great Western (1838) were the earliest to provide regular commercial service and to be engaged deliberately in a competitive race. Their near-simultaneous crossings in 1838 marked the symbolic beginning of transatlantic speed rivalry. The Sirius completed her journey under considerable strain, resorting to burning spars as coal ran short, while the Great Western overtook her competitor in terms of average speed.
The success of these voyages spurred new investment and competition. The Great Western Steamship Company, influenced by Isambard Kingdom Brunel, adopted innovative engineering methods and set standards for subsequent transatlantic paddlers. Meanwhile, Junius Smith promoted a rival enterprise, the British and American Steam Navigation Company, marking an era of ambitious entrepreneurial and technological experimentation.

Expansion of Paddle Steamship Lines, 1838–1872

By 1840 the newly established Cunard Line launched its Liverpool–Halifax–Boston service, backed by Admiralty subsidies for mail transport. Its emphasis on safety and regularity secured its long-term stability, in contrast to early competitors that failed owing to accidents or lack of financial support.
During the 1840s and 1850s Cunard vessels repeatedly set speed benchmarks. However, competition intensified with the emergence of the American Collins Line, supported by a generous federal subsidy. Collins ships were renowned for speed and luxury, achieving notable early records. Yet a series of maritime disasters and financial losses resulted in the company’s collapse by 1858.
Cunard subsequently reinforced its dominance with technologically advanced steamers such as the RMS Persia, followed by the RMS Scotia, the last major paddle steamer to set a transatlantic record. These vessels exemplified the limits of paddle technology just as screw propulsion emerged as superior.

Rise of Single-Screw Steamers, 1872–1889

The development of iron-hulled, screw-propelled ships transformed transatlantic travel once again. Brunel’s SS Great Britain of 1845 demonstrated the feasibility of screw propulsion for ocean service, influencing later designs. From the 1850s, companies such as the Inman Line built numerous screw vessels for both steerage and express services.
By the early 1870s, British shipping firms confronted new competition from the White Star Line, whose Oceanic-class ships combined spacious accommodation, efficient engines, and high speeds. In 1872 the White Star liner Adriatic surpassed the performance of earlier Cunard paddlers, marking the transition to a new era dominated by screw steamers.