Rob Ranney, Nantucket’s representative on the Steamship Authority board, briefed the Advisory Committee of Non‑Voting Taxpayers on the authority’s operations and short‑ and long‑term challenges, saying the authority is juggling crewing shortages, an aging fleet, terminal redevelopment planning, an expensive reservation and website overhaul, and dredging needs at Hyannis.

Why it matters: The Steamship Authority (SSA) is the year‑round vehicle and passenger lifeline for Nantucket. Ranney told the committee that those factors together affect daily travel, freight delivery and the island’s cost of living.

Ranney said the SSA operates on a roughly $130,000,000 annual budget and receives no regular state or federal operating subsidies: “The Steamship Authority right now has about $130,000,000 a year budget,” he said. The authority covers operating and capital needs from fares, parking and licensing fees; it may obtain grants for specific projects and has limited bonding capacity under a $150,000,000 statutory bond limit, with about $80–85 million currently outstanding, Ranney said.

Fleet and capital projects: Ranney outlined the fleet’s age and recent steps to add capacity. Typical new‑vessel design and construction takes about three years and vessels have an expected design life of roughly 50 years. He said the motor vessel Nantucket turned 50 in 2024, the Eagle turned 37 in 2024, and the authority’s newest vessel, MB Woods Hole, will be 9 in 2025. A new purpose‑built vessel would cost on the order of $75,000,000 in current dollars, Ranney said.

To add capacity faster and at lower cost, the authority purchased three offshore supply vessels and modified them for island service; combined acquisition and conversion costs for the three were roughly $40–45 million. Ranney said one of the converted vessels would begin serving the Nantucket route in about a week from the meeting date.

Terminals and dredging: Ranney described a multi‑year plan of terminal work. Woods Hole’s waterfront slips have been rebuilt and the terminal building and staging areas are expected to be finished in roughly 18 months to two years; Nantucket’s terminal is next on the maintenance schedule and major work could come in the next five to ten years with coastal resiliency and vehicle loading/unloading among the considerations. Hyannis Harbor requires dredging—the last major dredge was about ten years earlier—and Ranney said Army Corps of Engineers scheduling has not prioritized Hyannis, a potential bottleneck for Nantucket service.

Reservations, concessions and operations: Ranney said the authority is modernizing its reservation system and website, a complex and expensive effort that could take one to two years to complete. He also described concessions and staffing problems: concession vendors lost housing for overnight workers, forcing suspension of certain late/early concession services. He noted that service cancellations sometimes occur because no bookings exist for a trip, not only for crew, mechanical or weather issues.

Crew and labor: Ranney said industry‑wide staffing shortages and retirements reduced available crew last summer, forcing substitution of smaller vessels on some sailings and producing about a 10% reduction in vehicle capacity on the Nantucket route during those periods. He said the SSA has multiple bargaining units (pilots/captains, reservations, other crews) and that recent contracts are three‑year agreements; wages, housing availability for crew and competition from other maritime employers complicate recruitment.

Right‑whale speed restriction and potential impacts: Ranney described a proposed right‑whale speed restriction under consideration by NOAA that would require vessels to operate at 10 knots in affected areas and said that could “completely eliminate fast ferry service” for the island during November–May and reduce slow‑boat trips by about one‑third, with attendant impacts on fuel, medicine, freight and passenger capacity. He said Nantucket Sound had seen few recent sightings but that final boundary decisions and possible carve‑outs were unresolved.

Public/private relationships and licensing: Ranney discussed the High Line (private fast‑ferry operator) as a de‑facto public utility that complements SSA service. High Line operates under a graduated licensing fee paid to the SSA; Ranney said the arrangement evolved from market necessity rather than a formal public‑private contract. He also noted that New Bedford and other mainland ports factor into routing discussions but that dock infrastructure limits some alternatives for vehicle service.

Governance and leadership: Ranney described the SSA board’s weighted voting (Nantucket and Martha’s Vineyard each hold 35% by his account, Barnstable/Falmouth/New Bedford 10% each) and said he is an unpaid appointee of the Nantucket County Commissioners. He said General Manager Bob Davis, a long‑time SSA official, planned to step back toward retirement and would remain as an adviser during a transition.

Committee action on whale speed rule: After extended discussion and comments from members and members of the public—including a Washington lobbyist who offered tactical suggestions—the Advisory Committee voted to draft and circulate a short letter asking local officials and federal representatives to delay implementation of immediate speed restrictions in Nantucket Sound until alternatives such as detection technology or targeted carve‑outs can be assessed. The committee chair said he would circulate an initial draft for revision.

What the committee asked for next: Members requested follow‑up briefings on capital plans, terminal timelines and the SSA’s reservation upgrade; they recommended the town and SSA pursue dredging prioritization for Hyannis.

Ending: Ranney closed by restating that he uses the service himself, listens to riders’ complaints and said the authority needs continued attention to crew, infrastructure and capital planning to preserve year‑round service to Nantucket.