The Virginia PPTA took a more open approach to the idea of public private partnerships in transportation. For example, it ensured that project sponsors were not hampered by regulating them as utilities, as in the 1988 Greenway statute. The tolls and user fee rates are determined on a project-by-project basis and embodied in the comprehensive agreement for a given project. (there is no "regulation" by the an public utilities body, such as the SCC in the case of the Dulles Greenway)
The PPTA streamlined the application and approval process by allowing any number of projects. Further, the act did not limit the projects to highways but allowed for all modes of transportation. And finally, it included opportunities not only for capital projects but for operations and maintenance as well.
Using a "market based approach" it allowed for unsolicited proposals, thus permitting the private sector to select projects and propose a solution. Of course the public agency could also solicit proposals. The public sector maintained flexibility in setting the scope and terms of the project. The public sector maintained the responsibility for right of way acquisition. At the same time, public support was needed to advance any project and was not solely the responsibility of the public sector agency but required distribution of and support for the (unsolicited or solicited) private sector proposal. To maintain competition for the unsolicited proposal, the scheme was posted for a period of time asking others to offer competitive proposals.
The PPTA in Virginia provided an opportunity for the industry to initiate the planning, construction and maintenance process. This process encourages industry to share their knowledge with VODT on building, operating and maintaining highways. At the same time VDOT can learn new techniques. Most importantly, it provides the opportunity for the taxpayer to get the best product for their investment.