Under this proposal, the city government would implement a Transfer of Development Rights (TDR) system within Brighton's boundaries.

Under this system, and as established by the City's comprehensive development plan, portions of Brighton would be designated as "sending" areas, from which the development rights for such locations would be reduced or eliminated. Other portions of Brighton would be designated as "receiving" areas, for which the acquired development rights from the sending areas would be applied to increase development densities. The marketplace would determine the values to be attributed to these rights, with the City government acting in an auction capacity.

As noted by the State Planning Office, TDR systems accomplish several complementary purposes--creating open space for parks, water and sewer recharge areas, and protecting water resource areas, while permitting development density shifts to the locations that should be able to handle it, as shown on the State Strategies Map. The TDR system would not increase the eventual density of the City beyond the abilities of the infrastructure systems needed for it. Instead, the TDR method would promote the use of appropriate locations for more intensive development, while fairly preserving other portions of Brighton.

It is highly unlikely that the State government will ever create a viable road network sufficient to meet this area's eventual needs. There are simply too many transportation obligations the State must address for anyone to conclude otherwise.

It is also highly improbable that either Sussex County or any individual or group of private investors will be in a position to create a viable municipal street/parkway system. The County government abandoned its former roads during the Great Depression of the 1930s, and shows no inclination to reacquire that responsibility. It is also illogical to assume that the private sector will do more than provide an internal street network for residential subdivisions or commercial properties.

Therefore, it must be left to the new city to create a useful municipal transportation system, including not only local streets, but also parkways to enhance capacity in and through the city. Fortunately, there are ways to reduce the cost of providing it.

Brighton could use a density credit concept for the acreage needed for the street/parkway grid. For example, if a property owner "loses" 10 out of 100 acres due to Brighton's road network needs over and above the development's own streets, the property owner would keep the ability to use the full 100 acres as part of the development density calculation. This acreage credit would greatly reduce the public costs of providing the necessary municipal road network.

Brighton needs and deserves its own downtown district. If planned correctly, the downtown element would require mixed-use zoning for commercial and residential use within the same buildings, thus maintaining access to affordable housing in the current boom market.

Brighton should have its own park system, a valuable community amenity not easily provided by the private sector, and unlikely to be provided by the County. There is the potential to use certain acreage now under agricultural preservation within Brighton's likely municipal limits for this purpose. Even more important, by using the TDR system Brighton could create active use parks, along the lines of the popular 57-acre Schutte Park in the City of Dover.

There is no reason for the citizens of this area to keep their only public recreation options limited to the beach-oriented state parks, nice as they are. Brighton’s park system can provide space for soccer fields, bike paths, Little League baseball/softball fields, and other activities.