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Korea Herald
08-07-2025
- Automotive
- Korea Herald
'Pain pill, not candy': BlueSpace founder bets on off-road autonomous driving
Korean American entrepreneur builds practical autonomy for jobs people no longer want to do Christine Moon, a Korean American entrepreneur with over 15 years of experience in Silicon Valley at major tech firms like Google and Dropbox, is no stranger to uncharted paths. Now, she's pioneering a more rugged and overlooked frontier in autonomous driving: off-road terrain. As co-founder and president of BlueSpace, Moon is tackling environments where conventional autonomous driving technology doesn't apply -- industries like mining, agriculture and defense. 'As a software startup, you fall into three categories: 'pain pill,' 'vitamin' and 'candy.' To me, Waymo Robotaxi is fun. It's like the future. It's sort of like candy because you can still get around with Ubers and Lyfts and you can drive,' said Moon in an interview with The Korea Herald in Seoul on Thursday. 'The problems that we address -- we're a pain pill because there's a shortage of labor for mining, farming and defense. None of (the younger generations) are signing up to be like 'I want to be underground mining all day so I don't have to see the sunlight or I want to do trucking so I can be away from my family two weeks at a time.' Even in developing countries like India, young people don't want to do hard jobs. They don't want to be out in the sun toiling and farming away because they have options … So I think what that means is that as we fast-forward, the future is robots, humanoid, quadrupeds and autonomy.' Noting that BlueSpace is not here to compete against Tesla or Waymo, Moon explained that those off-road working environments, where high-definition maps and clear road markings do not exist, require different technology from on-road technologies that face certain restrictions due to their reliance on geofencing. As such, BlueSpace is developing a physics- and math-based approach unlike traditional autonomy systems that rely on HD maps, signals from the global positioning system, or GPS, and large datasets. 'We don't need a lot of data and priors, which means cost savings,' she said. 'And there's a shortage of (graphics processing units) today but we are (central processing unit-based), so that's very welcoming.' According to Moon, BlueSpace's autonomous driving technology can define objects by motion leveraging 4D sensors that capture not only position but velocity of objects with higher accuracy and faster reaction time. Due to its high performance, cost efficiency, explainability and usability, BlueSpace secured a $1.6 million contract with the United States Army to enhance perception sensing for future unmanned ground vehicles in 2023, about four years after its establishment. 'We meet a lot of military officials and they say you have to think about the 18-year old kid who graduated from high school and he's sitting in the Abrams tank all day and he is the one who is operating it,' she said. 'So what's important is showing just the right amount of data so that the person can understand, which is what BlueSpace presents.' BlueSpace raised $3.5 million in seed funding that included YouTube co-founder Steve Chen, Kakao Ventures and Lee Soo-man, founder of K-pop powerhouse SM Entertainment. With the goal of raising $15 million in Series A funding, the startup has so far raised $12.5 million while generating $2.5 million in revenue. BlueSpace estimates that it will be able to log $30 million in revenue in 2027. As the startup has been gaining attention in the construction and defense sectors, Korea's defense conglomerate Hanwha Group took notice and decided to partner with BlueSpace in October last year, announcing that the two sides will work together to bring state-of-the-art autonomous solutions to US defense customers. '(Hanwha) believes that they have to break into the US market,' she said. 'They are not the only big, global defense company looking to enter the US market. Even though we are a small company, we are getting contacted by major defense firms from Israel and Italy… If they can load our software onto their products, it could play to their advantage when dealing with the US government's 'Buy American Act.'' Quoting Dmitri Dolgov, co-CEO of Waymo, as saying, 'There's no single model that solves everything,' Moon pointed out the importance of having redundancy in software and different failure models as the autonomous driving sector continues to move forward as a whole. 'You need to believe that this is a complex problem,' she said. 'It's not a solved problem and out of where, there's going to be a small company that's going to present the solution…If you believe that the first movers like Waymo, for example, will solve everything, think about Skype. Skype was No. 1, but now it's gone … You never see what's possible so you need to keep the door ajar and be open-minded that even a small company could present a solution that's pretty revolutionary.' Moon, who moved to the US after graduating from Yonsei University in Seoul and earned her Master's degree from Yale University, began her career at Morgan Stanley, where she worked in mergers and acquisitions for three years. But she wanted to do something she was passionate about and forge her own path, so she joined Google in 2004. 'During my career, I never sought out Korean companies to work with but I was the head of Android partnerships at Google and we were working with Samsung and LG,' she said. 'Now that we have to work with (original equipment manufacturers) and there is Hyundai and Kia. There is Hanwha in defense. So I get to work with all of these Korean companies, which makes me feel proud. There is K-pop, K-culture -- but now Korean companies are everywhere.' The Top 100 Global Innovators series spotlights the trailblazers shaping Korea's future across a range of industries — from bold entrepreneurs and tech pioneers to research leaders — whose innovations are making a global impact beyond Korea. More than a celebration of success, the series offers a deeper exploration of the ideas, breakthroughs and strategies driving their achievements. — Ed.
Forbes
01-07-2025
- Business
- Forbes
Does Your Summer Travel Qualify For A Business Write-Off?
Barbara Schreihans, CEO and Founder of Your Tax Coach. Sunshine. Poolside vibes. Piña coladas. You're out here trying to live your best life this summer … and guess what? You might be able to write off a chunk of it on your taxes. (Yes, legally. Yes, even that first-class flight.) If you're a business owner, listen up because you may be able to take that trip and pay less—if you follow the rules carefully. Here's what you need to know. Lead with business intent. To qualify, the main reason for a trip must be business. It can't be a 'let's bring my laptop and hope for the best' situation. Before you book that beachfront suite, ask yourself: • Are you attending a conference? • Meeting with clients or vendors? • Hosting a team retreat? • Scouting real estate or filming content for your brand? If the answer is yes (and you can prove it with proper documentation), then you're off to a good start. The IRS expects written documentation, such as an itinerary, a registration email, meeting confirmations—whatever you need to show the IRS that this isn't just a 'work from beach' vacation. Poor documentation can lead to problems during an audit. What qualifies as a write-off? Once a trip is officially a business trip (meaning 50% or more of the days are business-related), here's what leaders may be able to deduct: • Airfare (yes, even baggage fees) • Hotel or other lodging (on business days only) • 50% of meals • Ubers, Lyfts, parking, rental cars, tolls • Wi-Fi and other business-related tech What's not deductible? • That sunset sailing cruise • Spa treatments, Disneyland tickets or anything not business-related • Expenses for spouses or kids (unless they're on payroll) Tracking everything: The IRS takes documentation seriously. Documentation is critical for compliance. Because if the IRS ever comes knocking, business owners must show receipts (literally and figuratively). The IRS may look for detailed calendars of meetings, receipt documentation and notes about what was discussed, who was there and how it benefited your business. Some entrepreneurs use a business credit card for all travel expenses. This approach can simplify expense tracking and may generate reward points. Before you book that flight, consider calling your CPA. I know, this is not as fun as searching for beachfront villas. But one quick conversation with your CPA could save you money (and keep you out of trouble). Rules change. Interpretations vary. And they can help you structure your trip so you don't miss deductions while staying compliant. Watch out for these common pitfalls. • Not documenting business purpose clearly. During an audit, vague notes won't cut it and could result in denied deductions and penalties. • Mixing personal and business travel without a clear breakdown. If a leader decides to add extra days, only the business-related days are deductible. • Assuming all expenses are fair game. Some items (like extravagant meals or luxury perks) may raise red flags. • Failing to meet the 50% business-use threshold. That's the minimum for a trip to qualify for business deductions. What's the bottom line? When mixing business and pleasure, business must lead the way. It's important to keep receipts, stay within IRS rules and document, document, document. Because the only thing better than a summer getaway is one that helps grow your business and slashes your tax bill—when done right. The information provided here is not investment, tax or financial advice. You should consult with a licensed professional for advice concerning your specific situation. Forbes Business Council is the foremost growth and networking organization for business owners and leaders. Do I qualify?
Yahoo
03-06-2025
- Business
- Yahoo
Editorial: Strapped for time, Springfield punts on transit funding and reform
State lawmakers left a large pile of major issues on their agenda for the waning hours of the 2025 spring session. Very few of them were addressed other than the must-pass budget for fiscal 2026. Color us unsurprised. Despite a $1 billion shortfall that had to be plugged, the $55 billion budget proved to be anticlimactic, largely hewing to the outline Gov. JB Pritzker offered in February. So what passed for news in the capital emanated mainly from what didn't happen rather than what did. At the top of that list was the fiscal crisis the Chicago-area's public transit agencies are facing, which those agencies have said will mean substantial service reductions if Springfield doesn't act in the coming months. Following the end of the session, Pritzker and legislative leaders said the General Assembly likely would take the unusual step of acting over the summer on the issue. That's good. For the sake of commuters and the region's economy, they should act well before what would normally be the next opportunity — the fall veto session in November. Springfield should learn from the mistakes of the just-concluded session. Everyone has known for over a year that a transit overhaul and rescue needs to happen, and yet the effort still turned into the equivalent of an all-nighter for a student who hasn't done the coursework over the semester. The mad scramble for funding sources to plug the transit agencies' $770 million budget hole foundered, as rank-and-file lawmakers, stakeholders and most importantly the public were given no time for due consideration and feedback. The typical Springfield gambit of waiting until the eleventh hour to spring controversial initiatives on the public in order to keep determined opposition from forming backfired spectacularly. First, late last week state Senate Transportation Committee Chairman Ram Villavalam, D-Chicago, proposed a package of revenue generators including a 50-cent surcharge on tolls, a redirection of suburban sales taxes to transit, higher suburban real estate transfer taxes and a region-wide tax on Ubers and Lyfts. Suburban officials predictably balked at the lopsided nature of that 'deal,' creating the need for an immediate Plan B. Villavalam pivoted with only hours to spare to a $1.50 charge on delivery of most retail products. The Senate approved the so-called pizza tax, the derisive sobriquet effectively wielded by opponents, by a 10-vote margin, but the House left town without acting, an acknowledgement the votes weren't there. That proposal deserved to die. Among other things, there's no logical reason downstate Illinoisans should pay an extra $1.50 on deliveries mainly to bail out bus and train service in the Chicago area. Making the idea worse was that Democrats in the Senate added a provision forbidding retailers (yes, like pizza makers) from showing the tax in a separate line item on their receipts. Nothing says confidence in your own policy-making like doing your utmost to keep consumers (most of whom double as voters) from understanding why their costs have risen so much. It was the Democratic version of President Donald Trump's temper tantrum in late April when news surfaced that Amazon was considering showing customers the cost of tariffs in their product purchases from its low-cost website dubbed Haul. So when lawmakers reconvene to take another stab at transit reform and funding, they should learn from this setback and embrace transparency. They must be more open with the public about the tax and fee mechanisms on the table and allow time for feedback. As we said last week before the unproductive weekend in the capital began, safe and reliable public transit is critical to the region and the state. And the need for more revenue is inescapable. But public acceptance of whatever funding solution emerges, even if grudging, is critical to ensuring this rescue mission succeeds. And to win that support, Springfield must break with the cloak-and-dagger machinations and engage the public. For the lawmakers, there's really nothing to lose at this point by being transparent given that people now have seen the sausage-making. Thirty-two senators are on record having voted for the pizza tax and have nothing to show for it. While we acknowledge that settling on an appropriate source of money is delicate and complicated, we believe it's not impossible to find a means the public can accept. But to achieve that, a proposal must have two attributes. First, it has to be broadly and fairly distributed among constituencies who have a legitimate stake in the future of public transit — including, by the way, those paying CTA bus and train fares that could stand to rise a little, if only to $3 or $3.50. Second, it must be related as directly as possible to the issue at hand. Part of the problem here is that Chicago's disastrous privatization of parking meters and the Chicago Skyway has reduced some of the logical levers and private garages already are drowning in some of the highest tax rates in the nation. Still, ride-share taxes are clearly in the same world. So for that matter is congestion pricing. Congestion pricing in New York, even though it has been the subject of controversy, has the virtue of generating revenue for public transportation in a city that is traffic-choked by any definition. That is not to say we're advocating congestion pricing for Chicago; indeed, we have editorialized against such a charge out of concern for the massive potential harm to downtown Chicago, which needs more activity, not less. But at least congestion pricing in support of public transit can be defended on grounds that the two are related. To its credit, Springfield made substantial progress on giving regional transit officials far more power over local systems such as the Chicago Transit Authority. Those governance provisions, which appeared to have broad support in both chambers, are crucial to giving Illinoisans outside Chicago confidence that they're not bailing out an unpopular city government without appropriate safeguards. We also see the logic of sending some money from whatever Springfield raises to improve transit downstate. That's only fair. Failure isn't an option. Come back to Springfield this summer, lawmakers, and get this needed transit reform done the right way. Submit a letter, of no more than 400 words, to the editor here or email letters@
Chicago Tribune
03-06-2025
- Business
- Chicago Tribune
Editorial: Strapped for time, Springfield punts on transit funding and reform
State lawmakers left a large pile of major issues on their agenda for the waning hours of the 2025 spring session. Very few of them were addressed other than the must-pass budget for fiscal 2026. Color us unsurprised. Despite a $1 billion shortfall that had to be plugged, the $55 billion budget proved to be anticlimactic, largely hewing to the outline Gov. JB Pritzker offered in February. So what passed for news in the capital emanated mainly from what happen rather than what did. At the top of that list was the fiscal crisis the Chicago-area's public transit agencies are facing, which those agencies have said will mean substantial service reductions if Springfield doesn't act in the coming months. Following the end of the session, Pritzker and legislative leaders said the General Assembly likely would take the unusual step of acting over the summer on the issue. That's good. For the sake of commuters and the region's economy, they should act well before what would normally be the next opportunity — the fall veto session in November. Springfield should learn from the mistakes of the just-concluded session. Everyone has known for over a year that a transit overhaul and rescue needs to happen, and yet the effort still turned into the equivalent of an all-nighter for a student who hasn't done the coursework over the semester. The mad scramble for funding sources to plug the transit agencies' $770 million budget hole foundered, as rank-and-file lawmakers, stakeholders and most importantly the public were given no time for due consideration and feedback. The typical Springfield gambit of waiting until the eleventh hour to spring controversial initiatives on the public in order to keep determined opposition from forming backfired spectacularly. First, late last week state Senate Transportation Committee Chairman Ram Villavalam, D-Chicago, proposed a package of revenue generators including a 50-cent surcharge on tolls, a redirection of suburban sales taxes to transit, higher suburban real estate transfer taxes and a region-wide tax on Ubers and Lyfts. Suburban officials predictably balked at the lopsided nature of that 'deal,' creating the need for an immediate Plan B. Villavalam pivoted with only hours to spare to a $1.50 charge on delivery of most retail products. The Senate approved the so-called pizza tax, the derisive sobriquet effectively wielded by opponents, by a 10-vote margin, but the House left town without acting, an acknowledgement the votes weren't there. That proposal deserved to die. Among other things, there's no logical reason downstate Illinoisans should pay an extra $1.50 on deliveries mainly to bail out bus and train service in the Chicago area. Making the idea worse was that Democrats in the Senate added a provision forbidding retailers (yes, like pizza makers) from showing the tax in a separate line item on their receipts. Nothing says confidence in your own policy-making like doing your utmost to keep consumers (most of whom double as voters) from understanding why their costs have risen so much. It was the Democratic version of President Donald Trump's temper tantrum in late April when news surfaced that Amazon was considering showing customers the cost of tariffs in their product purchases from its low-cost website dubbed Haul. So when lawmakers reconvene to take another stab at transit reform and funding, they should learn from this setback and embrace transparency. They must be more open with the public about the tax and fee mechanisms on the table and allow time for feedback. As we said last week before the unproductive weekend in the capital began, safe and reliable public transit is critical to the region and the state. And the need for more revenue is inescapable. But public acceptance of whatever funding solution emerges, even if grudging, is critical to ensuring this rescue mission succeeds. And to win that support, Springfield must break with the cloak-and-dagger machinations and engage the public. For the lawmakers, there's really nothing to lose at this point by being transparent given that people now have seen the sausage-making. Thirty-two senators are on record having voted for the pizza tax and have nothing to show for it. While we acknowledge that settling on an appropriate source of money is delicate and complicated, we believe it's not impossible to find a means the public can accept. But to achieve that, a proposal must have two attributes. First, it has to be broadly and fairly distributed among constituencies who have a legitimate stake in the future of public transit — including, by the way, those paying CTA bus and train fares that could stand to rise a little, if only to $3 or $3.50. Second, it must be related as directly as possible to the issue at hand. Part of the problem here is that Chicago's disastrous privatization of parking meters and the Chicago Skyway has reduced some of the logical levers and private garages already are drowning in some of the highest tax rates in the nation. Still, ride-share taxes are clearly in the same world. So for that matter is congestion pricing. Congestion pricing in New York, even though it has been the subject of controversy, has the virtue of generating revenue for public transportation in a city that is traffic-choked by any definition. That is not to say we're advocating congestion pricing for Chicago; indeed, we have editorialized against such a charge out of concern for the massive potential harm to downtown Chicago, which needs more activity, not less. But at least congestion pricing in support of public transit can be defended on grounds that the two are related. To its credit, Springfield made substantial progress on giving regional transit officials far more power over local systems such as the Chicago Transit Authority. Those governance provisions, which appeared to have broad support in both chambers, are crucial to giving Illinoisans outside Chicago confidence that they're not bailing out an unpopular city government without appropriate safeguards. We also see the logic of sending some money from whatever Springfield raises to improve transit downstate. That's only fair. Failure isn't an option. Come back to Springfield this summer, lawmakers, and get this needed transit reform done the right way.
Yahoo
29-05-2025
- Health
- Yahoo
New study uncovers troubling link between thyroid cancer and childhood exposure: 'These results are concerning'
Exposure to two common pollutants could increase the risk of pediatric thyroid cancer, according to a new study. The Yale University-led research found a "significant association" between exposure to ambient fine particulate matter (PM2.5) air pollution and outdoor artificial light at night and an increased risk of papillary thyroid cancer in children and young adults up to 19 years old. These exposures occurred during the perinatal stage of life, which is typically defined as the period that starts when pregnancy occurs and lasts up to a year after birth. The study, summarized in News Medical Life Sciences, found the strongest association between exposure and thyroid cancer in teenagers aged 15–19 and Hispanic children. "These results are concerning, especially given how widespread both of these exposures are," lead author Nicole Deziel said. "Fine particulate matter is found in urban air pollution due to automobile traffic and industrial activity, and artificial light at night is common, particularly in densely populated urban areas." She added that thyroid cancer is one of the fastest-growing cancers among children and adolescents. "Our study is the first large-scale investigation to suggest that these exposures early in life — specifically to PM2.5 and outdoor light at night — may play a role in this concerning trend." Children are often diagnosed with thyroid cancer at more advanced stages and with larger tumor sizes compared to adults, according to the university. Long-term effects for pediatric survivors can include temperature dysregulation, headaches, physical disabilities, and mental fatigue — these all can affect major life milestones such as education, employment, and having a family. Meanwhile, additional research has pointed to many other dangers of air and light pollution. One study found a connection between long-term exposure to air pollution and the development of psoriasis, a chronic and often debilitating skin condition. Another paper found a link between artificial light and cerebrovascular disease, a diagnosis that includes numerous conditions, including stroke, that cause blood flow problems in the brain. Light pollution can also impede survival for animals like coral and fireflies. A number of cities and countries are trying to cut down on air pollution to help protect public health and reduce planet-warming emissions. For instance, Wales is banning most new roadway projects, and a New York law will require all Lyfts and Ubers to be EVs by 2030. You can help by opting for more climate-friendly transportation, which can reduce traffic-related pollution for everyone. Plus, at least 18 states, Washington, D.C., and Puerto Rico have laws in place to reduce light pollution, according to Emerson Electric Co. Meanwhile, you can fight light pollution at home, too. DarkSky International recommends turning off unnecessary outdoor lights at night, avoiding the use of blue lights, and switching to LED lighting with warm-colored bulbs. Do you worry about air pollution in and around your home? Yes — always Yes — often Yes — sometimes No — never Click your choice to see results and speak your mind. Join our free newsletter for weekly updates on the latest innovations improving our lives and shaping our future, and don't miss this cool list of easy ways to help yourself while helping the planet.
