Richmond-based Babylon Micro-Farms Inc. raised $8 million in a series A funding round led by VentureSouth, the company announced April 4. The money will help expand go-to-market efforts and grow the company’s client base in the U.S. and beyond. Founded in 2017, Babylon enables businesses and communities to grow produce, and its software remotely manages the network of vertical farming systems. Its Galleri Micro-Farm is used in more than 150 locations within health care, education and corporate dining settings. Its clients include a cruise line, Dutch furniture retailer Ikea and Philadelphia-based food services company Aramark. (News release)
COgro Labs at the Virginia Tech Corporate Research Center in Blacksburg is now open. The addition of 2,900 square feet of shared and flexible lab space at 2200 Kraft Drive in Blacksburg was announced in 2021 and is designed to help early to mid-stage companies and researchers work on projects that include anything from drones or battery testing to medical technologies. The space includes lab benches and equipment and is expected to generate 125 jobs with an average salary of $80,000 per year over five years. The lab’s opening was supported by a nearly $600,000 Growth and Opportunity for Virginia (GO Virginia) grant made in 2021. (News release)
Rosslyn-based Shift5 Inc., whose software protects transportation and military systems from cyberattacks, has partnered with JetBlue Airways Corp. to develop systems for commercial airlines. As part of the agreement, JetBlue’s venture capital arm, JetBlue Technology Ventures, has invested in Shift5 in a funding round led by New York-based Insight Partners and participation from Arlington-based Boeing Co.’s venture capital arm. The size of JetBlue’s investment was not disclosed. The company has already raised more than $71 million to hire employees and double its office space. The company said its technology can help airlines decrease the complexity of compliance while improving fleet reliability. (Washington Business Journal)
Herndon-based cybersecurity startupStrivacity Inc. raised $20 million to push forward research and bolster its sales, marketing and engineering teams, and plans to grow the 42-person company to 70 in the next year. San Francisco’s SignalFire led the Series A2 round, joined by Ten Eleven Ventures, a Boston venture firm that focuses on cybersecurity. The round’s other investors include Kevin Mandia, CEO of Reston cybersecurity company Mandiant, now an arm of Google. Strivacity, founded in 2019, is cloud-hosted and helps clients manage and verify customer identity and access. In 2021, the company raised $9.3 million in Series A financing, bringing its total funding to date to $31.3 million. (D.C. Inno)
TwinTail Brews‘ energy drink, Superberry Power Tea, is now available in stores around Richmond. Launched through the yearlong Bench Top Innovations class at the University of Richmond, the drink is sugar-free and has caffeine and L-theanine, an amino acid that balances the effects of caffeine to take away some jitters associated with energy drinks. The drink is manufactured in Virginia Beach and available at Ellwood Thompson’s and other retailers around Richmond. (Richmond Inno)
PEOPLE
Paul Nolde, executive managing director of Lighthouse Labs in Richmond, will be the new managing director of Norfolk-based 757 Angels and757 Collab, the organization announced April 7. He replaces Monique Adams, who will leave the organizations this summer. Nolde has been at Lighthouse Labs since April 2022 and starts his new role May 30. On April 17, Art Espey replaced Nolde as head of Lighthouse Labs. A serial entrepreneur, Espey recently rejoined Lighthouse Labs’ board of directors, for which he served as vice chair from 2015 to 2018. (VirginiaBusiness.com)
With the combination of new tech businesses and older companies employing artificial intelligence and other innovations, Virginia needs lawyers who know the difference between bitcoin and blockchain.
As the commonwealth becomes home to more defense contracting giants, along with Amazon.com Inc.’s HQ2, law firms and law schools are busy bringing attorneys and students up to speed on digital privacy laws, cryptocurrency trends, cybersecurity issues and more.
William & Mary Law School’s course listings for the 2022-2023 academic year, for example, included offerings such as “AI and More,” “Electronic Discovery,” “Data and Democracy” and “Cyber and InformationSecurity Essentials.” Other law schools also have been revamping their curricula, and the Virginia State Bar is offering continuing legal education programs focusing on data privacy, social media’s impact on trademarks and laws governing the use of AI technology.
“They’ve been doing a good job of turning the ship,” says Beth Burgin Waller about this shift, and she should know. As cybersecurity and data privacy practice chair at Woods Rogers Vandeventer Black PLC in Roanoke, her entire caseload is cyber-focused. She’s also an adjunct law professor at Washington and Lee University, where she teaches tech-centric classes to law students.
Burgin Waller believes that Virginia is in a good position to navigate the rough and sometimes uncharted legal waters of electronic matters thanks to its robust tech sector, which routinely mixes innovation and entrepreneurship. The state has “a deep bench of tech lawyers,” she says. “It is a mini-Silicon Valley.”
That deep bench serves both established tech giants such as Microsoft Corp. with presences in Virginia, and lesser-known tech companies pioneering innovations in areas such as autonomous vehicles, drones and biotech, Burgin Waller says. With the world’s largest concentration of data centers, Virginia in particular has an abundance of corporate clients needing legal assistance with permitting and approvals processes for data centers. But the demand for tech-savvy lawyers doesn’t stop there. Virtually any business can face legal issues regarding technology, ranging from cybercrime issues to compliance with data privacy laws.
Although mass layoffs at Google, Meta and Amazon have dominated headlines in recent months, Burgin Waller sees this backpedal as an anomaly. “Layoffs will not thwart innovation or the ongoing need for tech-focused lawyers,” she says.
‘No guardrails yet’
Legal and technological “complexity reveals opportunity” for new legal business, says Washington and Lee Law Professor Joshua A.T. Fairfield. Photo courtesy Washington and Lee University
The ethical and moral questions posed by artificial intelligence creations such as chatbot ChatGPT and image generator Midjourney have led to stories focused on concerns over AI stealing jobs or creating controversies by whipping up realistic photos of former President Donald Trump resisting arrest, but fast-moving developments in AI technology also are creating opportunities for lawyers to advise clients in the absence of clear case law.
When OpenAI released ChatGPT in November 2022, 100 million people immediately began using it, some for nefarious purposes. No comprehensive federal laws govern the technology’s use or abuse, however, and although 17 states introduced AI-related bills in 2022, Virginia was not among them.
“There’s going to be a need to regulate this,” says Burgin Waller, “but there are no guardrails yet.”
So far, AI laws passed in four states are focused on just studying the technology, says Sharon D. Nelson, a former president of the Virginia State Bar and president of Sensei Enterprises Inc. in Fairfax, which specializes in IT, cybersecurity and digital forensics services.
This lack of coherent law will create more court cases, but that’s not necessarily a problem, says Washington and Lee Law Professor Joshua A.T. Fairfield, who specializes in technology law areas such as cryptocurrency and data privacy. “The basic assumption is that technology is faster than the law, but the law is a series of rules that we work out all the time,” he says. “The oldest cases sometimes can handle new areas. Congress often comes along after that process. We don’t have to wait for that.”
AI is already on its way to becoming a must-have tool for lawyers. It can greatly reduce the hours that attorneys must spend on mundane tasks such as tracking down precedents.
“Imagine having a paralegal that could find exactly the case you were thinking of in six seconds rather than [taking] weeks of research,” Fairfield says. AI is “better than humans doing [research] by hand, and you make far more mistakes if you don’t use it,” he continues. Fairfield predicts that law firms that don’t deploy AI could soon find themselves at a disadvantage. The firms “with the biggest dataset will win,” he says, “and that might squeeze out smaller competitors.”
Nelson has been using ChatGPT in her research and has found it useful, yet she cautions that its help comes with some caveats attached. “You have to be careful about what you put in there,” she warns, because once confidential attorney-client information is uploaded to a chatbot’s database, it stays there. And another troubling aspect of chatbots is their penchant for spewing out falsehoods. Sometimes ChatGPT “hallucinates,” Nelson says. One time, for instance, it provided her with court cases that either didn’t exist or were misconstrued.
This unreliability may be a temporary or diminishing problem as the technology bounds forward. In March, OpenAI released GPT-4, which it says is far more accurate, multimodal and concise than its predecessor. For instance, it scored among the top 10% of test takers on a simulated bar exam, while its previous incarnation scored in the bottom 10%.
Another recently released AI chatbot, Harvey, was designed specifically for the legal profession, and it promises that any confidential data uploaded to it can be siloed — even within a law firm. About 3,500 lawyers at the international firm of Allen & Overy LLP have tested Harvey, and the firm now is integrating its use into its practice.
“Lawyers are going to do foolish things with AI, no doubt,” Nelson says. “There will be many lawsuits. But at the end of the day, AI is about money, and no one can afford not to be on board.”
The jury is still out on just how many courtroom challenges will be generated from using AI as a robotic paralegal or attorney surrogate, but Fairfield is adamant that it will never take the place of human lawyers.
“By its very essence, it is not capable of crafting new narratives,” he says. “The fundamental role of lawyers — to advance the law by advancing new frameworks for how to see a question — will remain untouched by AI.”
‘Out of control’
AI has seemingly come on the scene with the sudden force of an explosion, but data privacy is a longstanding, simmering issue. Unlike the European Union, however, which has stringent privacy laws dating back to the late 1990s, the United States still lacks a comprehensive statute regulating the harvesting of personal data.
“Data collection is shockingly under regulated in this country,” Fairfield says. “Companies gather everything they can because they can always sell it. It’s out of control.”
Congress is moving to address this concern slowly, so regulatory decisions have defaulted to the states, only a handful of which have so far passed laws concerning data harvesting.
The upshot is a “patchwork of privacy rights based on where you live,” says Burgin Waller, and lawyers are left to deal with “dissonance among these little regimes.”
In January, Virginia’s Consumer Data Protection Act (VCDPA) took effect, governing any company doing business in the commonwealth — not just those headquartered here. It allows customers to opt out of their personal data being shared or sold to other businesses. While this seems like a simple aim, compliance with varying state laws such as these can be tricky for companies and the attorneys advising them.
For one thing, Virginia’s data privacy
law “does not apply to every business out there. A wide swath is exempted,” says Robert Michaux, a lawyer with Richmond firm Christian & Barton LLP and chairman of the Virginia Bar Association’s intellectual property and information technology law section.
Among many other exceptions, VCDPA does not cover government entities or protocols associated with the federal Health Insurance Portability and Accountability Act (HIPAA), which already includes restrictions on access to individuals’ medical information.
Attorneys often look to California, the first state to enact a data privacy law, for guidance, as well as to the European Union, but Burgin Waller notes that keeping up with technology law requires vigilance and keeping up with the latest, ever-changing tech trends.
“I’m constantly in touch with global news to be on top of new incidents and regulations to hit the highest mark we need to hit,” she says.
Sharon D. Nelson, president of Fairfax cybersecurity and IT firm Sensei Enterprises, uses AI chatbot ChatGPT as a legal research aid. Photo by Will Schermerhorn
‘Ransomware 2.0′
Cybersecurity and cybercrime are intertwined and expanding specialty areas for attorneys. Burgin Waller’s practice now includes tasks such as assisting clients in drafting third-party vendor agreements to protect themselves from litigation, as well as advising clients in obtaining cyber insurance policies.
“Ransomware 2.0,” as she terms it, has evolved into a more insidious threat, moving from holding information hostage for a payout to criminals selling stolen data or posting it online. Today, AI can be used to spam many people at once with phishing emails, and chatbots can help hackers break encryption codes and gain access to bank account numbers and other sensitive information.
All this tech-related criminal activity means that “a lot of lawyers are moving toward data breach and data privacy” specialties, says Nelson. These lawyers investigate breaches, counsel companies on paying ransoms, identify what data was compromised and work with digital forensics experts to determine how breaches occurred. They may also act as a corporate liaison to law enforcement and other government agencies. After an attack, Nelson says, lawyers also help with remediation and public relations. “Most often, a class-action suit is filed, so there’s a lot of money in defending against such a suit,” she explains.
“It’s definitely an open field,” says George F. Leahy, a law student at William & Mary and president of the Data Privacy and Cybersecurity Legal Society, a student organization that hosts speakers and provides a forum for students interested in these legal specialties. “These are brand-new issues, and lawyers will have a lot more work,” he says.
Although “the law has been slow to react” to regulating new technology, Leahy notes, William & Mary has not. The university, he says, has done a good job of preparing tech-savvy law grads with a comprehensive array of relevant courses.
The bottom line on this everything-everywhere-all-at-once situation regarding technology and the law is that Virginia’s attorneys would seem to hold a winning brief: No matter what area of tech law may anchor their practices, they should have no shortage of casework.The implications and consequences for society, by contrast, remain more questionable.
Legal and technological “complexity reveals opportunity,” says Fairfield, “but what is good for the lawyers is not necessarily good for the country.”
The top five most-read daily news stories on VirginiaBusiness.com from March 14 to April 13 included Washington Commanders owner Dan Snyder‘s efforts to sell the Ashburn-based NFL team to a group of bidders including Philadelphia 76ers owner Josh Harris and NBA legend Magic Johnson.
As of mid-April, Washington Commanders owner Dan Snyder was said to have reached a deal to sell the NFL team for $6 billion, a record price for any sports franchise. (March 28)
Retired Air Force Maj. Gen. Dondi E. Costin will be the Lynchburg Christian university’s next president. Tapped as chancellor was Jonathan Falwell, brother of Jerry Falwell Jr., who resigned as president and chancellor in 2020. (March 31)
Southwest Virginia’s leaders feel confident their region will be home to the state’s next inland port.
“The planets are aligning for us right now,” says state Sen. Todd Pillion, R-Washington County. “Our localities are excited about it. The state seems to be excited about it.”
During the Virginia General Assembly‘s regular session, Pillion and two Southwest delegates requested a total of $65 million in state funding to acquire land and build an inland port in the Mount Rogers Planning District, which ranges from Bristol, Virginia, to Wytheville. If built, it would be the state’s second inland port, joining the Port of Virginia‘s Virginia Inland Port in Warren County.
The General Assembly adjourned in February without amending the state’s biennial budget, and it was unclear whether legislators would come to an agreement on the budget before reconvening in April. Nonetheless, lawmakers from Southwest Virginia feel confident the final budget will include funds for establishing an inland port, an intermodal terminal where sea cargo moves by road or rail to inland destinations.
As of February, the state Senate’s proposed budget included $10 million for the Southwest inland port, while the House of Delegates’ budget added $55 million to cover preliminary engineering and design for the inland port, as well as property acquisition and construction and equipment costs.
“I think everyone is committed to putting enough money into it so that we can get as far as we can get before the end of the biennium,” and then allocate enough money to finish the project in the 2024-25 budget, says Del. Israel O’Quinn, R-Washington County.
The only question now, according to O’Quinn, will be whether the state’s budget conferees pick a number closer to $10 million or $55 million in the amended budget presented to the full General Assembly. Gov. Glenn Youngkin spoke positively about the idea of a second inland port last fall.
First in nation
Robert Martinez of global advisory firm Moffatt & Nichol found in his research that the idea of an inland port in Southwest Virginia has statewide support. Photo by Mark Rhodes
Virginia was the first U.S. state to build an inland port, when it opened the Virginia Inland Port on 161 acres near Front Royal in 1989. Sitting next to Norfolk Southern Corp.’s Crescent Corridor railway and near the intersection of interstates 66 and 81, VIP is owned by the Virginia Port Authority and connects to the Port of Virginia’s marine terminals in Hampton Roads by 220 miles of rail.
The VIP handled 31,282 containers in fiscal year 2021, and its total economic impact that year was $1.3 billion, with over $360 million in labor income from almost 6,000 indirect workers, according to a report released by William & Mary‘s Raymond A. Mason School of Business in 2022. These are small numbers next to the Port of Virginia’s total economic impact of $100.1 billion in 2021, but the inland port is nonetheless an economic driver in the Shenandoah Valley, and a similar facility in Southwest would be, too, proponents hope.
In Front Royal, numerous distribution centers for companies like Home Depot Inc.,
Family Dollar Stores Inc. and Red Bull have opened near the inland port, and Harrisonburg-based InterChange Group Inc. has built a healthy business providing warehouses to national corporations.
Supporters of inland ports tout how the facilities alleviate highway traffic and increase capacity at busy coastal ports.
By enabling freight to travel further by train instead of trucks, “the emissions will be less and you will also reduce congestion on the roads,” points out Ricardo Ungo, director of Old Dominion University’s International Maritime, Ports & Logistics Institute.
Since 1989, numerous other U.S. cities, from Dillon, South Carolina, to Dallas, have followed Virginia’s lead in establishing their own inland ports in hopes of spurring economic development, but not every U.S. inland port has been a success story. The elephant in the room is the $32 million Heartland Intermodal Gateway in Prichard, West Virginia, which opened in 2015. One study promised the port would create between 700 and 1,000 jobs. Instead, the facility shut down in 2019 due to lack of demand.
Moving freight
Del. Israel O’Quinn, who represents Washington County, notes that the proposed Southwest Virginia inland port sites would be within two hours’ drive of six interstates. Photo by Earl Neikirk
Local officials haven’t always embraced the logistics industry in Virginia. In 2008, Montgomery County sued to stop Norfolk Southern from building an intermodal freight terminal in Elliston, arguing that the facility didn’t fit with its long-term goals for smart growth and high-tech jobs. The state had agreed to pay 70% of the $35.5 million price tag.
The Virginia Supreme Court ultimately ruled against the county, but by then market conditions had changed, and Norfolk Southern hasn’t moved forward.
In recent years, state lawmakers asked for funding to study whether an area on U.S. Route 58 near Danville or somewhere in the Roanoke and New River valleys could work as sites for inland ports, but those bills failed to make it out of the General Assembly.
In 2022, though, legislators approved funding for a state study to determine feasibility of a new inland port in Southwest Virginia or the Lynchburg region.
Robert Martinez, vice president for freight and economic development at global advisory firm Moffatt & Nichol, found while conducting the study that the idea of establishing a port in the Mount Rogers Planning Region had statewide support.
“There does seem to be quite a good echo in the General Assembly, including from folks who are not in Southwest Virginia, who say, ‘That’s kind of a good idea for Virginia,’” Martinez says.
Moffatt & Nichol’s data, used by the port authority and the Virginia Economic Development Partnership to complete the report, showed that the Lynchburg area didn’t “currently have the demand to justify the development of an inland port,” but Southwest Virginia meets “enough market-driven and physical conditions to warrant additional assessment.”
A new inland port could help entice businesses that have previously bypassed Virginia for ports further south, points out Will Payne, managing partner of consulting firm Coalfield Strategies LLC and head of business development for InvestSWVA, a business-attraction campaign for the region.
“The real coup would be grabbing freight business from northeast Tennessee that currently heads to Charleston,” he says. “Virginia’s port simply offers a better business proposition. We just need to convince [company executives] of that.”
The study confirmed what O’Quinn already understood.
“We’ve known all along that we are in a really good location for transportation and logistics,” the delegate says. “We’re a day’s drive from 60% of the United States. We’re less than two hours from five different interstates. We’re in a pretty sweet spot here.” continued on page 6
Thoughtful planning
Moffatt & Nichol selected two locations where an inland port would work in Southwest Virginia but did not identify the sites in the study. According to Pillion, one of the sites is Washington County’s Oak Park Center for Business and Industry, a 338-acre property along U.S. 11. He declined to name the second location, other than to say it’s in Wythe County.
The nation’s first inland port, Virginia Inland Port was established in 1989 in Warren County. Photo courtesy Port of Virginia
In January, Washington County’s Industrial Development Authority voted to “donate all acreage necessary” in Oak Park for the new inland port. Later in the month, Washington County supervisors passed a resolution in support of establishing an inland port in the county.
It may be too soon to plan a groundbreaking ceremony, though. Devon Anders, president of Mount Crawford-basedInterChange Group Inc. and a board member for the Virginia Maritime Association, cautions that careful planning will be key to building a successful inland port in Southwest Virginia.
“It’s worthwhile to continue to pursue [it],” he says, but “I would not just go there and put one in just because it looks like it’s a good location on Interstate 81.”
Will Fediw, vice president of industry and government affairs for the Virginia Maritime Association, agrees with Anders’ assessment. “The VEDP and the port authority will now basically have to figure out the best way to thoughtfully move forward with some sort of study in partnership with some of their stakeholders — like the railroad [and] their customers who are moving cargo — to figure out exactly what’s the right design,” he says. “When is the right time for this type of potential inland port?”
The feasibility study noted that an inland port would need to make at least 20,000 freight transfers per year for the port to succeed. In the Mount Rogers area plus the broader geographic market of Giles and Pulaski counties and northeastern Tennessee, the study’s authors say, an inland port in Southwest Virginia could generate that volume.
Spokespersons from both the Port of Virginia and VEDP declined to comment for this story.
O’Quinn says VEDP and the port authority are currently identifying companies that would use a Southwest port, as well as whether they’d provide enough business to make the port cost-effective. As for Pillion and himself, O’Quinn says it’s time for action on a state level.
“We actually just said flat-out to some people, ‘I’ll tell you one thing we’re not going to do and that is study this again, because here it is. The information is fresh. It’s going to work.’”
By all accounts, the Port of Virginia and the overseas shipping industry as a whole are major economic drivers in the commonwealth, with an upward trajectory expected to continue.
For fiscal year 2022, the port’s TEU (20-foot equivalent unit) container volume hit a record 3.7 million units, a 14.7% increase from 2021, which marked its own record. According to the Virginia Economic Development Partnership, the state has more than 4,600 supply chain operations, and the dredging underway in the Norfolk Harbor to create the East Coast’s deepest and widest commercial shipping channels is likely to spur more economic growth after it’s completed in 2024.
At the same time, the port’s ecosystem is driving a need for more engineers, analysts, attorneys, supply chain specialists, and operations and logistics managers. Here are a few of the four-year and professional programs at Virginia’s universities that are helping fill that demand.
Its proximity to the Norfolk-based Port of Virginia terminals positions Old Dominion University for near-seamless integration of students and graduates into Hampton Roads’ career-rich maritime ecosystem.
In late 2021, the university announced its ODU Maritime Initiative, a multilayered blueprint to assert the school’s regional leadership in the industry. The initiative incorporates a host of goals, including a plan to expand maritime-related degree offerings, conduct actionable research and build closer connections with the industry and the Hampton Roads community.
Last July, ODU hired Elspeth McMahon as the inaugural associate vice president for the university’s Maritime Initiative. McMahon notes that ODU is moving to establish the new School of Supply Chain, Logistics, and Maritime Operations. As of February, the program was under review by the State Council of Higher Education for Virginia.
“The goal is to have this independent, interdisciplinary school stood up in 2024,” McMahon says. The initiative involves maritime leaders to advise ODU’s curriculum development. “We’re really trying to look at what is needed now in the industry and will be needed in the future,” she adds.
ODU’s program offerings already include a minor program, a bachelor’s degree in business administration and master’s degrees in maritime and supply chain management through the Department of Information Technology & Decision Sciences. The school also offers a certificate in maritime, ports and logistics management in the same department.
Those looking to specialize in admiralty law, which combines domestic maritime laws and international laws governing ocean ships, have limited options for top-shelf programs in the U.S. — such as those at Tulane University or the University of Hawaii — and may pursue other reputable programs abroad.
But the University of Virginia School of Law does dedicate specific attention to maritime law in a one-week introductory survey, a January session taught by Professor George Rutherglen, who primarily “emphasizes relationships between private parties, individuals and corporations.”
Rutherglen, who also specializes in employment discrimination and civil rights, notes that other U.Va. law courses incorporate connections to maritime law, such as international civil litigation and national security topics, while not falling specifically under the maritime heading.
“We have a sizable contention — not large, but sizable — of veterans who come to law school, and invariably everyone who was in the Navy or the Coast Guard expresses an interest in my course,” he says. His next admiralty law survey course is planned for January 2024.
The Bureau of Labor Statistics has projected a nearly 28% rise in demand for logistics professionals in the United States through 2031, notes Jeff Smith, chair of Virginia Commonwealth University’s Department of Supply Chain Management and Analytics within VCU’s business school.
“The Virginia Employment Commission puts that number at 29% for the commonwealth,” Smith says. “Those are just the numbers for the logistics category, while other categories that are addressed by our curriculum are also rising.”
To meet this curve, he says, VCU plans to create a full-fledged undergraduate major in supply chain management, a proposal currently under SCHEV review.
VCU offers a postgraduate degree in the discipline, Smith adds. “It’s an accelerated master’s degree that is 30 hours, and aspects of it, specifically in the logistic side, cover maritime port operations [and] warehousing, those types of aspects.”
The business school also offers a 12-credit certificate in supply chain management, but Smith says a bachelor’s degree program would help stem the risk of a brain drain, since students currently look elsewhere, such as Tennessee, for undergraduate degrees in logistics.
The “Amazon effect” — aka consumers’ high expectations of quick, convenient delivery of products ordered online — has created a drive for bigger freight trucks, as well as bolstered infrastructure to handle faster and more deliveries.
Virginia Tech’s Crofton Department of Aerospace and Ocean Engineering covers a range of tracks — bachelor’s, master’s and doctoral degrees — that allow students to modify their curriculum goals to specific technical interests.
Stefano Brizzolara, hydromechanics professor and assistant department head for graduate studies, as well as Crofton faculty fellow, says ocean engineering draws in students with a diverse spectrum of career goals, whether they wish to specialize in naval architecture, energy and environmental applications, hydrodynamics, propulsion, or vehicle and systems design. “It also covers any other technology that is meant to operate … offshore platforms for oil and gas or underwater technologies, in general.”
The rapid development of oceangoing technologies continues to generate new areas of specialization, Brizzolara notes. “There are autonomous underwater vehicles for ocean exploration, for civilian use or monitoring of coastal areas or even shore areas.”
Also, emerging energy technology offers fresh horizons for engineers, Brizzolara says. “Soon enough, we’ll get ocean-wave energy generators — devices that can convert wave energy into electrical energy.”
The Lego Group’s July 2022 announcement that it would build a $1 billion Chesterfield County manufacturing plant came with the promise of 1,760 new jobs. Meanwhile, Amazon.com Inc.’s 20-year, $35 billion investment to expand its data center footprint across Virginia is projected to generate only 1,000 direct jobs.
The data center industry‘s jobs-to-investment ratio is far lower than many other economic development categories.
In some ways, this is part of the appeal of the facilities. Not having lots of workers driving to and from data centers saves localities from having to pay for roads, emergency services and schools. But industry proponents also point to ancillary economic impact that data center construction has had in Virginia.
Chris Gregory, executive vice president with the Washington, D.C., office of SteelFab, says the family-owned steel fabricator has worked on more than 50 data centers in Virginia, and 170 around the country, and “that list just keeps getting bigger.”
Charlotte, North Carolina-based SteelFab announced in 2017 that it would invest $2.14 million to expand its Emporia fabrication plant. In the past couple of years, SteelFab has brought on 30 to 40 new workers at the plant, including forklift operators, welders, fitters and other production roles. SteelFab is also making capital investments to grow its paint bay, add robotics capabilities and further expand the plant’s footprint.
“We are doing everything we can to keep up, and we should be doing more because there is such demand” for data centers, Gregory says.
That demand trickles down to everyone SteelFab works with, from the mills that supply the steel to the construction firms that eventually build with it.
Gregory says Steelfab has purchased 75,000 tons of structural steel for data center construction in the past few years — much of it from the Gerdau Petersburg steel mill in Dinwiddie County — and 12,000 tons of metal decking, most of which was produced at the New Millennium Building Systems plant in Salem.
The Northern Virginia Technology Council’s 2022 economic impact report on the industry estimates that in 2021, data centers in Virginia directly provided around 5,550 operational jobs and 10,230 construction and manufacturing jobs.
The report estimates that in 2021, data centers generated $174 million in state revenue, and $1 billion in local tax revenue in Virginia.
The analysis concluded that for every job inside a Virginia data center, 4.1 additional jobs are supported in the rest of the Virginia economy.
But some residents of markets where intense development has occurred worry about negative impacts on small businesses who are located in the county’s targeted data center development zones. They fear the pressure for landowners to reap as much as $1 million per acre by selling to data center developers will push older businesses out.
“We have businesses in our data center overlay district in Prince William County that are being offered millions for their land,” says Kathryn Kulick of the citizen group HOA Roundtable of Northern Virginia. “This pressure is coming.”
Although hospitality in Northern Virginia is taking its time toward a full comeback, there are a few signs that the industry is bouncing back — chiefly midweek hotel bookings.
Business travelers, the bread and butter of Washington, D.C.’s hospitality industry, are more likely to purchase last-minute plane tickets that cost more, spend more on meals they can expense, and book meeting space. They also tend to book rooms during the workweek.
For companies like Bethesda, Maryland-based Donohoe Hospitality Services, which operates five hotels in Northern Virginia, including the Homewood Suites by Hilton in Reston, midweek revenue stream is key.
“Looking at the largest hotel in our portfolio, as of March we’re at 92% of what we were in 2019 with government business,” says Donohoe’s president, Thomas Penny. “Things are starting to change in D.C. People are tired of working in their PJs at the kitchen table and want some human interaction.”
He also notes that since COVID-testing requirements have been lifted, Donohoe properties have seen more international business and leisure travelers.
In late February and early March, occupancy in Arlington County was about 65%, compared to the mid-40% range for the same period last year, and the average daily room rate was in the mid-$170s — up about 25% from a year earlier.
“We are also seeing occupancies well above that figure on Tuesday and Wednesday nights, which are core nights for business and group travel,” says Dan Roberts, vice president of research and strategy for the Virginia Tourism Corp.
A ways to go
Despite the signs of good news, the D.C. region is still lagging behind the rest of the state’s hotel business.
“Things are starting to change in D.C.,” says Thomas Penny, president of Donohoe Hospitality Services, which operates five hotels in Northern Virginia. “Looking at the largest hotel in our portfolio, as of March we’re at 92% of what we were in 2019 with government business.” Photo by Will Schermerhorn
“When looking at the current numbers, Northern Virginia was the only major market in the state that had not fully recovered since 2019,” says Vinod Agarwal, director of Old Dominion University’s Dragas Center for Economic Analysis and Policy.
January and February data compiled by STR indicates Northern Virginia hotel revenue was down 4.3% over the same months in 2019. By comparison, hotel revenue in Hampton Roads was up 38%, and hotel revenue statewide was up 14.9%. However, Agarwal says the increases are likely due to higher room rates rather than more occupancy.
Northern Virginia’s hospitality industry leaders attribute the slow recovery to a lag in business travel, trade shows and meetings.
“Government and corporate employees are the driving force to our industry in Northern Virginia,” says Eric Terry, president of the Virginia Restaurant, Lodging & Travel Association. “While we’re starting to see a return of larger trade shows and associations, as well as groups coming to D.C. for their day on the Hill, we’re still digging our way out a little bit.”
In 2022, Washington, D.C., was the third lowest performing major hotel market in the nation. Terry says this is directly related to the number of employees working from home, noting that remote workers aren’t hosting meetings or traveling much.
In 2021, 48.3% of D.C.-area workers continued to work from home — the highest percentage of any U.S. city, according to the Census Bureau. The 2022 Census numbers haven’t yet been released, but according to Fairfax-based property management company Kastle Systems, the district’s office occupancy was between 30% and 47% last year.
As more federal employees and other workers return to the office, Terry expects more business travel and meetings to follow.
Expense account travel
While destination marketing organizations and hoteliers say leisure travelers to Northern Virginia are back, they’re eager to book more meetings and business trips.
“In February, our tourism numbers were down 6% to 8% from 2019, and this shortage is indicative of business travel,” says Visit Fairfax President and CEO Barry Biggar. “My humble prediction is we’ll see an increase in 2023 in business and international travel, but it will take until 2024 to get back to pre-COVID numbers.”
While leisure trips account for 80% of travel, recreational tourists spend less than business travelers, according to the U.S. Travel Association. In 2019, domestic business travelers spent $719 on average per trip compared with $344 for domestic leisure travelers.
Pete Madigan, vice president of Falls Church-based Uniwest Hospitality, which operates six Hilton-branded properties in Northern Virginia, says that while other hotels in the state have increased room rates to compensate for lower occupancy, hotels that cater to government employees are limited because of the federal government’s per diem rates, which vary by time of year and location. The D.C. area’s lodging per diem rate ranges between $172 and $258.
“This puts a real strain on the hotels,” Madigan says.
Northern Virginia hotel occupancy rates in February were just under 58%, with an average daily rate of $126.13. This is a significant increase from 47.9% occupancy at $106.62 per night for February 2022.
Roberts says that even though February revenue is down in Northern Virginia, occupancy rates are approaching levels from February 2019, which were around 58%.
“These are lower-volume months, so that might not seem like much,” Roberts says, “but this is a great sign that Northern Virginia is recovering nicely, because winter travel is going to lean more business versus leisure.”
Federal per diem rates put “a real strain” on what hotels can charge to compensate for lower occupancy, says Pete Madigan, vice president of Uniwest Hospitality. Photo by Will Schermerhorn
Northern Virginia’s hotel occupancy rates for Sunday through Thursday are another important indicator of business travel, Roberts adds. “Business travel is a core strength of the Arlington market, in particular, and is one of the major milestones to the commonwealth’s full recovery.”
Penny notes that “bleisure travel” — combined business and leisure travel — is helping boost stays at Donohoe properties from Thursday to Sunday, which have recovered better than Monday through Wednesday occupancy.
Confident in the area’s comeback, Donohoe is opening two hotels with a combined meeting space of 14,000 square feet. The Bingham Hotel will break ground in Arlington this year, and the dual-branded AC Hotel and Residence Inn opens in Reston next year.
“Reston has more Fortune 500 companies than anywhere in the state, and our hotels are positioned right at their front door,” Penny says.
Northern Virginia is home to 13 Fortune 500 companies, including Freddie Mac, Northrop Grumman Corp., General Dynamics Corp. and Capital One Financial Corp. Amazon.com Inc. is set to open the first phase of its $2.5 billion HQ2 East Coast headquarters in Arlington in June, and Raytheon Technologies Corp. and Boeing Co. moved their respective corporate headquarters to Arlington last year.
As the hospitality industry narrows the gap on government and corporate bookings, it’s working collectively to rebuild the industry’s workforce and fill 10,400 jobs lost statewide since March 2020.
“The pandemic gave us a deeper understanding we have to work together, whether that’s recruiting or retaining workers or bringing in as much business as we can,” Penny says. “Our industry is critical to the vitality of this country.”
For about a decade after meeting at a business function, Michael Bor and Chris Bossola met for lunch periodically, swapping stories about their shared experiences in launching and scaling companies.
Their conversations eventually landed on what they say could transform funding for public schools nationwide.
The two have plenty of entrepreneurial experience. Bossola founded Richmond-based fashion retailer Need Supply Co., which also ran a robust online business and merged with Seattle-based apparel retailer Totokaelo in 2019. The businesses, run by Bossola’s holding company NSTO Corp., shuttered due to the pandemic.
In 2011, Bor co-founded CarLotz Inc., a Richmond-based used vehicle consignment retailer that was valued at $827 million when it went public in October 2020. CarLotz sold 9,748 vehicles in 2021 and completed a merger with San Francisco-based Shift Technologies Inc. in December 2022.
Bor says CarLotz’s 2020 IPO was a major “wealth event” for the company and its investors. Within days of CarLotz going public, he received a donation request from his alma mater, Phillips Academy, a private prep school in Andover, Massachusetts. “I thought that was remarkably sophisticated of them to do that,” he says.
It also sparked an idea, which he discussed with Bossola over lunch. Bor wanted to create a for-profit startup aimed at helping American public schools set up audited, well-controlled endowments to fund everything from overtime for language immersion programs to ping pong tables for student clubs.
“I thought it was a great idea,” Bossola says. “I felt like it could have a major impact.”
The Endowment Project Inc. launched last year. It has raised $4.5 million in funding, Bor said, and he and Bossola are planning a 10-school pilot program in Virginia. They’re still considering candidates, Bor says, “and if we prove that this works … then we will scale it nationally.”
The Endowment Project will act as a vendor for the endowments and charge the endowments for fundraising and administrative services.
Karen Booth Adams, CEO of Richmond-area investment firm Hot Technology Holdings and an early investor in CarLotz, says she’s making a “significant investment” in The Endowment Project.
Booth Adams says she was impressed with how Bor communicated with CarLotz investors about “the good, the bad and the ugly every step of the way.”
Virginia’s largest-ever highway construction project, the $3.9 billion Hampton Roads Bridge-Tunnel (HRBT) expansion, continues to dominate the state’s ongoing roadwork projects.
Construction began in October 2020. The contractor — Hampton Roads Connector Partners, a joint venture led by Dragados USA Inc. that includes Vinci Construction, Flatiron Construction and Dodin Campenon Bernard — was running 11 months behind schedule as of January 2023. However, the Virginia Department of Transportation has not changed the contract completion date of November 2025. The department “continues to work with the contractor to mitigate any production delays and will continue to support HRCP as needed to ensure they achieve project milestones,” VDOT said in a statement.
The expansion is meant to reduce congestion, add emergency evacuation routes and increase access to the Port of Virginia. It will widen 9.9 miles of Interstate 64 between Norfolk and Hampton, from four lanes to six on land and eight over the water, with twin two-lane tunnels. VDOT anticipates major traffic shifts will begin this spring.
Work on laying bases for bridge trestles continues. Early this year, construction crews finished preparations to allow a new temporary eastbound marine trestle on South Island to open. The trestle will temporarily support traffic emerging from the eastbound tunnel, allowing demolition of the existing bridge to begin.
A $70 million custom-built tunnel boring machine (TBM) will carve underwater paths. Crews continue to assemble the TBM, and on Jan. 13, two cranes lowered the 46-foot-diameter cutterhead into the South Island launch pit and attached it to the TBM. This first necessitated contractors to excavate 118,000 cubic yards of soil — enough to cover 55 football fields with one foot of soil. Work continues on the North Island receiving pit. In March, crews were working on final preparations to the launch shaft and the TBM, including welding components together. VDOT expected system testing activities to begin in March, with tunnel boring expected to begin as early as April if testing results were good.
The commonwealth’s other major ongoing highway projects are:
Northern Virginia
Improve 95
The state government entered a $1 billion public-private partnership with Transurban, an Australian toll-road operations company that has its U.S. headquarters in Alexandria, as part of its Improve 95 plan to address congestion. Developers estimate the project will increase Interstate 95’s capacity by 66% during rush hour traffic. The $565 million Fredericksburg Extension (Fred Ex) project will extend I-95 express lanes south to Exit 133 in Stafford County, a roughly 10-mile stretch. Transurban will operate and maintain the express lanes, charging variable tolls in a contract that ends in 2087. Construction work began in spring 2019 and was originally expected to end in late 2022, but construction delays have pushed the expected completion date to late 2023.
The $2.7 billion Interstate 81 Corridor Improvement Program encompasses 64 improvements, including interchange ramp upgrades, highway widening and lane additions — all designed to improve road safety and reliability for the 325-mile corridor from Bristol to Winchester. Stemming from a 2018 study, the project is scheduled for a 2033 completion. Improvement schedules vary. One recently completed improvement is the extension of the northbound and southbound acceleration lanes at Exit 205 in Rockbridge County by roughly 0.4 miles and 0.3 miles, respectively. Construction started in April 2021 and ended in October 2022.
The proposed $4 billion Coalfields Expressway (CFX), designated as U.S. Route 460/121, is set to run through Southwest Virginia and southern West Virginia. Construction on a $207 million 2-mile stretch of U.S. Route 460 that will extend from near state Route 604 to the existing Route 460 in Grundy is expected to be finished this December, at which point Virginia would have opened 8 miles of the CFX. VDOT plans to widen the same 2-mile portion to four lanes using $7 million that the U.S. government allocated in its fiscal 2023 spending bill. In February, the department was working with the contractor, Bizzack Construction LLC, to add the additional lane for the 2-mile widening to the contract. VDOT anticipates work starting in the spring or summer, with an expected completion in late 2023.
For Mental Health Awareness month, Virginia Business is spotlighting Gilliland, who launched the “How are you, really?” campaign within GDIT in 2021 following an employee’s death by suicide. In an industry in which many workers depend on security clearances, the campaign aims to destigmatize mental health issues and encourages employees in need to seek help.
WHY IS ‘HOW ARE YOU, REALLY?’ IMPORTANT? As an employer, I believe we have a responsibility to raise awareness around the importance of mental wellness and continue to encourage critical conversations on how we can support ourselves and one another. In fact, the ability to be mission-ready for our customers is contingent upon having a healthy, resilient team.
Learn more about the commonwealth’s most influential executives in Virginia Business’ annual Virginia 500 issue. Scan and read it now.
HOW DOES SEEKING HELP FOR MENTAL HEALTH IMPACT SECURITY CLEARANCES?More than 25% of our workforce are veterans — add to this our thousands of cleared professionals. Both populations struggle with the stigma around seeking mental health help, particularly those who fear it might impact their clearance. Statistically, only 0.00115% of clearances have been denied or revoked due to mental health and seeking counseling does not prohibit someone from acquiring or retaining a security clearance.
HOW IS THE CAMPAIGN WORKING? Almost every day, an employee tells me about how the campaign has helped them get help or get help for a loved one. We have seen a significant increase in employees accessing mental health counseling.
HOW SHOULD BUSINESS LEADERS VIEW EMPLOYEE MENTAL HEALTH?While these conversations and work alternatives can be a huge culture shift for companies, imagine our resiliency as a nation if we used our collective platforms and technologies to proactively tackle mental health issues. Everyone is struggling with something, and I believe in leading with compassion. It’s an important part of our culture at GDIT, and it’s important to me that our employees know that we see them, we hear them and we support them. This campaign further reinforced my belief that you can lead with compassion while still driving results.
BEST ADVICE FOR OTHERS: Be kind.
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