A novel and intriguing approach is in the works for developing a wider North Texas rail transit network. It's one worth watching.

The concept calls for multi-city compacts that would form around specific rail corridors and target private partners for financing. This might be the type of focused, politically nimble effort needed to expedite rail links that would otherwise remain on the drawing board.

One of the lines would run east-west from Richardson and Plano to Dallas/Fort Worth International Airport. Those cities would band together with Dallas, Addison, Carrollton, Coppell and Grapevine. (Farther west, the line would extend into Fort Worth.)

Known as the Cotton Belt line, the right of way is already owned by DART and is on its 2030 development plan. But DART has its hands full with nearer-term construction goals and is trying to make the numbers work based on its primary source of revenue, the 1-cent sales tax.

A Cotton Belt compact would need DART as a partner; we trust the region's premier people-mover would be a willing participant in exploring the possibilities.

Plano, Richardson, Addison, Dallas and Carrollton residents already pay into DART, but the Cotton Belt project would not need new taxes. Instead, it would rely on federal, state and local revenue sources, along with vital financing from a private partner. Key to enticing a private partner would be incentives, like a cut of revenue, property tax breaks or development rights.

Private investment in American infrastructure is a relatively new concept and has triggered emotional responses from a wary public and elected leaders in the state Capitol. Those same lawmakers have been no help in producing a regional funding mechanism to expand rail transit to the outer ring of fast-growing suburbs.

A proposed sales tax for transit has been beaten back twice in the Legislature. Local transportation officials are working to craft another funding plan for next year's session, but there's no guarantee that legislators will be more receptive the third time new taxes are put on the table.

Boosters of regional rail – this newspaper being one – should not back off the call for new transit taxes, because not all rail corridors will attract private investment. But exploring nontax alternatives makes sense where interest might exist. Should a Cotton Belt-type compact need some public resources, lawmakers might be prone to reward local effort.

In addition to the east-west route, a separate venture would link booming Frisco to the DART transit network via the Burlington Northern Santa Fe right of way. It would run south through Carrollton, Farmers Branch, Dallas and Irving, all DART members, unlike Frisco.

The benefits of fully developed rail transit are many: reduced traffic congestion, an option to gasoline consumption, reduced urban sprawl and more efficient land use. Commercial developments along DART lines benefit the tax base.

That's all in addition to mass transit's help in cleaning the air. Fewer cars mean fewer fumes. Frisco residents, for example, may think that moving to the northern reaches of the metro area puts them out of reach of choking pollution. Not so. Some days, Frisco's air has been among the most polluted in the region.

North Texans have a common problem. It needs a joint solution.

POSSIBLE RAIL COMPACTS

An east-west line joining northern suburbs and D/FW Airport would involve:

Plano

Richardson

Dallas

Addison

Carrollton

Coppell

Grapevine

A north-south line would involve:

Frisco

The Colony

Hebron

Carrollton

Farmers Branch

Dallas

Irving