The Hawaii Department of Transportation (HDOT) has finalized an agreement with the federal government to study a new interisland ferry. On Feb. 28, an agreement for a feasibility study was signed between HDOT and the U.S. Maritime Administration (MARAD): In exchange for $500,000 in federal funds, and at least $50,000 in matching state monies, HDOT will solicit proposals to study the feasibility of operating a ferry throughout the Hawaiian Islands.

A contractor will provide scenarios for an HDOT-operated ferry, or a private ferry, or a joint public-private ferry. In 2015 and 2016, several prospective operators emerged to advocate a return of ferry service to replace the Superferry, which stopped abruptly more than seven years ago.

Many beliefs and conspiracies exist as to why Superferry went belly-up. However, by soliciting opinions and input broadly — and addressing all manner of economic, environmental and quality-of-life issues — we can build a comprehensive “big tent” approach, which offers the best hope of making the ferry a sustainable reality.

Given our experience with interisland vessel traffic, our understanding of aquatic habitats, and thesuccess of ferries operating around the world, many believe the time is now to give the ferry a fair shake.

However, the great challenge for us all is to trust the process and not rush to judgment.

Now is not the time to dredge up old arguments or beliefs, but to dialogue and let the facts emerge. There will be a time and place to voice concerns in a civil and constructive manner. Then and only then will we be able to collectively weigh the pros and cons of an interisland ferry, and whether it is compatible with our economic, environmental and societal values.

Under the agreement, a contractor will oversee various milestones and development of:

>> Stakeholder interviews and public outreach using a “multi-disciplinary team.” This team will study past operations, such as The SeaFlite, Superferry, TheBoat, and the Molokai Ferry.

>> A market study and sustainable business plan.

>> An operating plan which recommends a vessel type (i.e., mono/single hull or duel-hull catamaran) and shore facilities.

>> A financial plan.

>> An environmental plan to address state and federal laws and plans to prevent invasive species. This will include what other ferries worldwide and local operators (i.e., interisland barges) already do.

>> A request for proposals if HDOT determines that a private ferry operation or public-private partnership is the desired model for the proposed ferry.

The last step, in particular, will concern many since it places discretion at the agency level. For this reason, it’s especially important that all interests make their concerns known, and that all remain engaged throughout the process.

Naysayers may take comfort knowing that “substantial involvement” by MARAD is expected to ensure that HDOT remains on-track. In addition to specific, regular reporting deadlines and meetings, MARAD has tied grant funds to completion of certain milestones. MARAD can also make site visits to inspect or evaluate work being performed.

That said, local engagement is paramount — as is accountability. Publishing criteria for participation (i.e., who’s invited to sit at the table) as well as timely publication of minutes from meetings, attendees, comments, studies cited and actions taken, are vital to ensuring transparency in the process.

Under the agreement, the study and ensuing recommendations must be completed no later than Aug. 28, 2018. In May 2016, state lawmakers approved $50,000, and instructed HDOT to complete a feasibility study by the beginning of the 2018 session.

The process has just begun, but given Hawaii’s past experience in the case of the ferry, the means must justify the ends.

Todd Offutt is a retired Coast Guard commander, and former Hawaii DOT commercial harbors manager for the state’s two busiest harbors.