Footprint Project CEO On Helping Ida Victims With Solar & Battery Storage — CleanTechnica Interview
The Footprint Project is here in Louisiana deploying solar and battery storage for some of the hardest-hit areas impacted by Hurricane Ida. I spoke with Will Heegaard, Founder, Operations Director, and CEO of Footprint Project on the phone this weekend. This interview is a followup to an article I wrote previously about the great work that the team of engineers is doing in my state.
Will gave me a recap of some of the work Footprint has been doing in New Orleans and the surrounding area.
“We’ve been deploying small to large mobile or portable solar generator systems to support Ida response and recovery.”
Originally, the team was going to be participating in a festival that got canceled, and Will explained that they were tracking the storm but didn’t know exactly where it would hit. He added that there’s at least one bad one each year and that Footprint is still small but has been hoping to help in these types of disasters.
“The more we can float these various types of mobile solar generator equipment in a fun and non-fun event, then the more we can try to grow the fleets or cache of regional equipment that’s available to be activated for power outage events.”
In other words, they are exposing the general public to an alternative power source that is renewable and using it in disaster to show that solar can save lives. This is a great way to spread awareness about renewables and show how these units can be deployed, especially in mobile situations such as festivals or, sadly, disasters.
Bringing Solar To A Fossil Fuel Dependent State During A Disaster That Sparked Fuel Shortages
With my state being a fossil fuel supporting state, I wanted to know what the core response was to the team as they educated those affected by the storm about solar. We all know about gas and diesel generators, but many people don’t even know about solar generators. I write for CleanTechnica and I didn’t even know about their existence until someone told me. Education and awareness are critical, and we need more of both.
I asked Will what the initial responses were to the solar generators. Will pointed out that free electrons are free electrons, and if people can plug in without the need for fuel, then this is a good thing. This is just the second week of recovery and we are still having fuel shortages. Also, there are still people without power, and they are using fuel for generators. Lines at gas stations have been long, with wait times of over an hour, and for those in the hardest-hit areas, they have to drive 2–3 hours to the nearest gas station, which then may or may not have fuel.
Captain Richard Birk, a retired firefighter and paramedic who served with Las Vegas Fire and Rescue for 30 years, is an advisor for the Footprint Project. He told me that he volunteers because he believed this is well worth his time. He wanted to add an answer to my question about how the people of Louisiana, an oil & gas state, were thinking when Footprint Project deployed the solar generators.
“When you put these electrons made from the sun, what are they thinking? That’s a great question. And from my experience of emergency management and serving communities in trouble on a daily basis for the 911 system, what I found is the visceral experience is the most game-changing experience you can have. …
“They’re used to being without power. They’re used to the power lines coming down. That’s not a surprise. Every one of the people we’ve talked to said ‘yeah, the power lines come down with every storm.’ … They’re used to being without power and the gasoline shortages and the diesel shortages. … They’re used to sitting in the dark with nothing.
“They’re used to being short of breath because all the thousands of people who live on little nebulizers and O2 machines sit in the dark. Somebody scrambles maybe a few generators together. They usually only last during the day or the night hours because they’ve gotta turn it off. They’re used to being uncomfortable.
“And what’s happening is that we can show them a different way. What we’re looking at is, when we put these systems in, is that they’re going to run 24 hours a day. You can plug your medical device in and you now have oxygen. You can plug your nebulizer in and now you don’t have to have an asthma attack. You can plug your C-Pap machine in and you can sleep at night. That is a visceral experience, and that’s how you’re going to change this.
“It’s a matter of life and death. What the Footprint Project is doing is not just putting in solar and batteries and a renewable energy source, but what they’re doing is they’re saving lives. Just like I was trained to do. But they’re using renewable energy to save those lives.”
With Solar, There Is No Risk Of Carbon Monoxide Poisoning
Being able to plug your phone into a solar-powered generator without worrying about fuel, spending $200 or more on fuel, and without the risk of carbon monoxide poisoning is definitely a bonus.
“There’s always going to be an awareness issue with adoption, or how to make sure people understand the capabilities of a solar generator versus a gas generator.”
He explained that for gas generators, everyone knows how to use them, but for solar, there’s a lot that most don’t know.
“The percentage of the general population that knows what a kilowatt-hour actually means based on their cell phone or their fridge or whatever is next to zero. Very few people have a true understanding of what a kilowatt-hour is for their practical life.
“And with a gas generator, they really don’t need to know what a kilowatt-hour is. They just need to know how to find the gas, when to fill the generator with gas, and hopefully how to not die while filling it with gas or not die from the carbon monoxide.”
Sadly, we do have deaths due to carbon monoxide poisoning because people put the generators on inside their homes. This was an issue with Laura last year and has been an issue with Ida as well despite the constant reminders from our local and state leaders not to do so.
One of the team members, Jamie, pointed out that they were asked about carbon monoxide when they deployed the batteries. Furthermore, some don’t even have generators. Will added:
“We were dropping off these small little portable batteries to charge phones and little headlights at this home where there were 20–30 elderly folks. The home has been without power for a week and is still without power and mold is spreading through the building, which is unacceptable and tragic.
“We were passing out these battery packs to charge their lights and their phones so they were not just sitting in the dark after the sun goes down. Particularly for folks that can’t afford a generator — you would think people can afford it, right? There’s a huge segment of our population that can’t. When the lights go out, they’re just in the dark. It’s just the reality.”
No Communications; Devastation All Around
I shared my story of riding out Ida with Will. The team didn’t realize I was also in an impacted area, but that fortunately, Baton Rouge was spared the worst of the damage. We still lost power, and yes, I was fighting for my life and those of my pets in the extreme heat that invaded my home, but I still had a home, running clean water, and a way to stay cool.
I explained that there was no communication and most of my calls and texts weren’t going through after the storm hit. Will told me that it’s still like that in some of the hardest-hit areas.
“You go down there and there’s nothing.
“The first couple of days we got here, we helped Imagine Waterworks and set up that portable system and then by the morning or that night, the power came back on. It’s kind of a game where, particularly in the urban areas — I’m just blown away that this one elderly folks’ home is still without power, because the area around it has power. So, we’re trying to figure out why, but most of the city area has power.
“So, the real question is how far out can we get this equipment so it has the most benefit over the next two to four weeks — potentially six weeks in really hard-to-reach areas.”
He explained that the team was looking for public and community spaces that needed power. If you have any, chime in.
When looking for areas to help, the hardest-hit areas will be on the east side of the storm — which is always heavily damaged. Will shared with me that some of the areas he’d been in, such as Houma, were completely destroyed.
“Houma must have been near the eye because the place is devastated.
“New Orleans has gotten damaged but if you go south of 90 outside the city and places like Boutte, it just gets worse and worse the further southeast you go.
“For us, it’s about how to effectively dispatch the equipment and match-make between a site energy usage portfolio and the equipment that’s available to deploy. I wouldn’t say that we’re experts at it — we learned as we go — but we’re getting better. Every disaster we deploy to, we get better.”
How You Can Help Footprint Project
In the previous article, I included a link to the GoFundMe campaign that was set up, but for more info, Will has three categories that the team divided their needs into.
1. Cash.
“I break down the types of support into three categories. We need cash from people that can get cash. Cash is the most effective way to respond to disasters. You can spend the money, locally and around the communities that have been hit and kickstart the economic recovery.
“All the data shows that cash is the most effective way to help the responders who are deploying and help the community at the same time.
“If you can give cash to the communities and the responders, it’s always the most efficient and most effective.”
2. Equipment.
“We spend a lot of our cash on batteries. We can’t do our work without usually lithium-iron-phosphate batteries (LFP batteries). These are 90% of what we’re doing. You can’t build an off-grid solar or set up an off-grid solar generator without a battery, and some of these batteries are heavy and hard to transport.
“We’re trying to deploy these things in the safest way possible. We’ll deploy anything that’s not a gas or diesel generator, but we prefer if we can set up lithium or LFP-based solar panels and microgrids.”
Other types of equipment they also need are inverters, wiring, cabeling MC4s, crimpers, power tools, and all the things a typical installer would bring to a site.
3. Volunteers.
“We always need people. We’re still trying to build up our training and our volunteer base. There’s just not a lot. We’re trying to partner with industry folks who have the human resources to deploy volunteers who already know how to MC4 crimp or already know how to assess a site for battery storage sizing.
“That is still a small industry and it’s hard to find electricians around here. You’re not going to find one around here for months now, much less one with knowledge of off-grid solar installations. We’re trying to build that volunteer base across the country so that we can deploy people closer to the storm that knows what a 40kWh solar system can do and what brand they are working with, such as Tesla. We need people who know how to do this work, and this is in very short supply.”
Final Thoughts From Will
This industry, he pointed out, is usually pretty technical, but Will wanted to emphasize the importance of looking beyond the technical details and helping one to understand that this technology is out here saving lives.
“The real story is about how these free electrons and the ripple effect they have throughout the community. When there’s a safe, quiet self-sustaining source of power deployed to a community that just got rocked — just lost everything — aside from the quantitative benefits of not having to get fuel or not being exposed to carbon monoxide that is important, I think the qualitative effects rolling in a vision of the future for people who just lost everything is so understated.
“I’m trying to communicate this with people because there’s just nothing more powerful than bringing a version of hope for that community and showing them that they can build back better, stronger, and greener. This is why we do the work.”
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The first all-new compact Mopar since the malaise-era K-Car, the Dodge Neon was a revelation. Its fun, approachable face, its “Hi.” marketing campaign, all of it was pitch-perfect for the uncertain times it was launched into. Now, a generation later, Stellantis faces similarly uncertain times – and a new Neon could go a long way towards helping the old Chrysler Co. do what it does best: come back from the brink.
If they wanted to, Stellantis could make it happen tomorrow.
Today, Stellantis is in trouble. Much like it was in the early 90s, the company is hemorrhaging cash, fighting with the unions, and struggling to sell higher-end cars. Today as then, what the company needs is an affordable, simple new car to get people in the showrooms – and in 1994, that new car was the Neon.
In the mid-late 1990s, the Dodge Neon was everywhere. It was affordable, fun to drive, and more or less reliable. It was also economical and fuel-efficient, but it wasn’t that way. It was sold as a fun, smiling face with funky round lights. In R/T and ACR spec, it was sold as an even more fun, smiling face, and offered serious performance chops that still get the grizzled Gen X guys at the SCCA/NASA track days excited.
Stellantis is selling a car right now, today, that meets all that criteria. It’s the right size, it’s reasonably affordable, and it’s got the right tech – available as both a PHEV and a pure EV – for its time.
It’s even got some funky round lights!
Lancia Ypsilon HF
| Spec | SOHC Neon | DOHC Neon | Hybrid Y | EV Y | HF Y |
|---|---|---|---|---|---|
| Wheelbase (mm) | 2642 | 2642 | 2675 | 2675 | 2675 |
| Overall Length (mm) | 4366 | 4366 | 4080 | 4080 | 4080 |
| Engine Size (L) | 2.0 | 2.0 | 1.2 | NA | NA |
| HP | 132–136 | 150 | 100 | 156 | 280 |
| TQ (lb-ft) | 129–133 | 133 | 129 | 192 | 255 |
| 0–60 mph (s) | 7.6–8.5 | 7.6 | 9.3 | 8.2 | 5.6 |
| MPG (comb.)/EV range | 28 | 28 | ~50 | 425 km | 370 km |
As you can see from the specs, above, the first-gen Neon is pretty close in terms of size and performance, with the modern Ypsilon offering significantly improved emissions, technology, and safety upgrades compared to the OG Neon, which didn’t even offer anti-lock brakes (ABS) as standard on its base or Highline models (it was standard on the Sport and, later, R/T trims).
There’s even a modern allegory for the ultra track-focused ACR version of the Neon, which shipped with its adjustable suspension, anti-sway bars, disc brakes, and close-ratio transmission. That’s the Lancia Ypsilon HF, a 280 HP sporty compact EV that made its debut last week and originally inspired this article.
Check out the original launch ad for the 1995 Plymouth Neon, below, and tell me they couldn’t do a shot-for-shot remake with a rebadged Ypsilon and make it immediately relevant to car buyers in 1995 in the comments.
Plymouth Neon launch commercial from 1994
Original content from Electrek.
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Faraday Future unveiled its upcoming FX Super One MPV on Thursday, which appears to be a rebadged Great Wall Motors Way Gaoshan.
Which brings us to the question: is this how we might see more Chinese EVs make their way to the US?
The EV market in China has grown rapidly in recent years, not just in terms of total sales and revenues for its largest companies, but also in terms of the hundreds of EV companies vying to survive the current highly competitive market there.
But despite massively rising EV sales in the country, EV production is still scaling even faster. This has led to a price war within China due to this glut of cars, and also to Chinese companies seeking more buyers overseas.
These affordable EVs have been shipped around the globe, leading to rapidly rising EV sales in Europe and in the “rest of the world” – though, as of yet, not really in the US. Due to excessive tariffs, the US has made itself into an island where few Chinese EVs are allowed.
The ones that have made their way into the US are those built by Western brands that were bought up by a Chinese conglomerate, like Volvo and Polestar under parent company Geely. Some of their models are assembled in Chinese factories, but most of the ones making their way to the US are built in European or US factories (largely due to the domestic sourcing efforts in Biden’s Inflation Reduction Act, creating millions of US jobs which republicans are currently doing their best to send back to China).
BYD has also put out feelers about building a factory in Mexico, but those plans are on pause, ironically because BYD doesn’t want its technology to be stolen by the US (put that one on for some perspective about how far we have fallen behind on EVs, fellow Americans).
But we haven’t yet seen the kind of Chinese EV that the rest of the world is getting – one of those many eye-openingly cheap numbers that could finally bring true affordability to the US market (or bring it back, that is).
That’s due to tariffs, and it’s intentional. There are various arguments given for tariffs’ existence, but they boil down to: the US can’t make cars as cheap as China, and wants to protect its auto industry, and therefore making Chinese EVs more expensive will forestall their entry into the US while we try to get better at making them. I personally find these explanations wanting and consider these tariffs unwise (and they have only gotten more unwise).
But in a world where these tariffs exist, and depending highly on what final form they take, companies will look for ways to minimize their exposure to them and to still bring cars into the US. Much of the EV industry is sourced through China (again, one of the issues the Inflation Reduction Act tried to remedy), so parts will have tariffs on them, in various amounts.
This is where I speculate that the Faraday Future FX Super One could come in. At last night’s unveiling event, it became quite clear that the car is strikingly similar to the Great Wall Motors Wey Gaoshan.
This similarity is not coincidental – Faraday told us that it is working with “a Tier 1 Chinese automotive supplier,” one that we have heard of, to build the FX Super One. That supplier will send stamped bodies to Faraday’s US factory in Hanford, CA, where Faraday will take care of the final assembly.
Faraday didn’t let us take pictures of the interior, even from the outside, but what we saw of the interior on a short ride around the parking lot looked quite similar to the interior of a Wey Gaoshan, just with different controls (for example, the the pull-out fridge in the bottom of this photo is identical to the one I saw in the FX Super One).
Faraday said the interior hasn’t been finalized yet, but also said that it thinks it can have 100-150 cars built by the end of the year. Which is less than half a year away, for a company that has to date built 16 cars (though those it built on its own). So there’s not a lot of time for further changes at this rate.
So, here we have a company that intends to sell a car in the US, much of which originated in China. This seems like it would run afoul of tariffs.
But, depending on how (or if…) these tariffs get edited or finalized, they might be much lower for parts and/or for vehicles that undergo final assembly in the US. So Faraday might be able to get away with importing something very similar to a GWM, doing enough to it here to qualify its way past tariffs, and getting it on the market at a price that doesn’t incorporate the however-many-hundred-percent the US has ridiculously decided to tack on this week.
Faraday also mentioned during its presentations about the FX Super One that it has a US-based software team, which has been at work for some time.
The software in Faraday’s previous vehicle, the FF91, is pretty good, despite being such a low volume vehicle. And it’s gotten much better between the first time I sat in it and when I had a short demo this month of Faraday’s newly-upgraded voice recognition system (now supporting 50+ languages) and swipe gestures for setting volume and HVAC.
We didn’t get to interact with the software on the FX Super One at all, but we would be cautiously optimistic about it based on prior showings.
But more importantly for the purposes of this article, Faraday’s software team is based in the US. And given current US threats to ban any and all Chinese software from vehicles, this too would allow Faraday to swap out some chips and memory cards and make a car perfectly legal from a US perspective.
So it’s possible that Faraday is on to something here, and has found a reasonable way to get Chinese EVs into America, while complying with US law, and while giving the company a much easier way to increase its scale than trying to get numbers up for the slow-growing FF91 project. Faraday does not have the resources to build out mass market manufacturing currently, so this is another option.
Now… this is no $11k Dolphin Seagull, the Wey Gaoshan starts in the mid-$40k range in China, and is considered a luxury model. And here in the US, Faraday is positioning the car as a premium model as well, though hasn’t yet announced pricing or really gotten its messaging straight on whether it’s a mass market vehicle or a VIP/Cadillac Escalade competitor.
But if this is Faraday’s plan, and if the plan works, it could give the US a taste of the EVs that the rest of the world is getting access to, and could show a potential way of getting those cars across the border. There are both pros (competition good, cheaper prices good) and cons (race to the bottom for manufacturing, loss of important American industry) for the US auto market here, so you’ll have to decide which side of that equation you land on, but this could be a harbinger of one way cars from the now-biggest auto exporting country in the world could make their way out into markets that have exhibited hostility to that idea.
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Environment
Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]
![Review: The tech-forward Meepo Go electric skateboard is a smooth, speedy ride for all [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/07/Meepo-skateboard-hero.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
Scooter here, back with another electric mobility review. This time, I tested out the Meepo Go electric skateboard. It is a sturdy, smooth deck designed for riders of all sizes, with some unique tech I had never encountered before. Be sure to check out my full video review below.
The Meepo Go is a versatile skateboard built for everyone
The Go electric skateboard from Meepo comes in one standard design. It usually has an MSRP of $699, but it is currently on sale for $569, so now is an excellent time to buy.
Features at a glance:
- Bamboo and fiberglass deck provides durability, flexibility, and stability, suitable for heavier riders over 200 lbs.
- Impact-resistant plates and a scratch-resistant underside.
- Dual belt drive 1500 watt stator 4230 motors
- 12s2p 345.6WH/8AH battery with flame-retardant and water-resistant protection
- JK-FOC24B Electronic Speed Controller (ESC)
- Offers smooth, jerk-free acceleration with customizable speed and braking settings
- Four-speed modes:
- L: 12 mph (20 km/h)
- E: 20 mph (32 km/h)
- S/S+: 28 mph (45 km/h) (S+ adds faster acceleration)
- Adjustable braking intensity
- Top Speed 28 mph (45 km/h)
- Range: Up to 20 miles (32 km)
- Incline capabilities: 30%
- 2-year warranty
Electrek‘s take
Meepo is an exciting electric skateboard manufacturer whose goal is to make this particular form of travel accessible to anyone and help reduce carbon emissions. You know we love that.
The company has built hundreds of thousands of electric boards, all of which are rigorously tested and constantly revamped for better quality and efficiency. For my first-ever encounter with Meepo, I was sent its Go electric skateboard – a sort of all-in-one deck designed to support heavier riders.
I didn’t realize this was a heavy rider board until I read its description on the website. I don’t think that was the reason Meepo recommended this one, but it’s nice to know I wouldn’t have to worry about breaking the Go for being too heavy (I’m only 200 pounds right now, okay?).
The unboxing was incredibly simple. You first unwrap your shiny new, assembled Meepo Go deck, complete with wheels, trucks, motors, and battery. Below that is some instructions, a charger with cables, a couple of adjustment tools, plus two extra motor belts.
Last but not least is Meepo’s J6S ergonomic remote. According to Meepo, the remote’s upgraded control logic allows riders to double-click to change speed modes, reducing accidental toggles, and can stay connected to the board at a max range of 46 meters.
My full haul is pictured above and in the video below. Zero assembly is required; simply plug and play. The Meepo Go electric skateboard can recharge when fully drained in four hours.
Aside from its sturdy design, thanks to a Bamboo and fiberglass deck, I found the Meepo Go quite aesthetically pleasing. I liked its unique grip tape design and carved-out handle for easier carrying (see below).
Once the Meepo skateboard was fully charged, it was time to power up and take it out for a first spin. My initial impression was just how smooth a ride the Go is, thanks in part to its wheels, which Meepo recently revamped to enable better wet-weather traction and anti-slip capabilities.
The trucks initially took some getting used to as they are 45-degree as opposed to 50-degree on traditional configurations, but once I got used to the difference, I felt much more stable at high speeds and making sharp turns. Meepo also provided a truck tool to tighten or loosen your configuration to your preferences.
The Meepo Go’s dual 4230 brushless motors combine for a total output of 3,000 watts, offering a top speed of up to 28 mph or 45 km/h. While that’s pretty damn fast for an electric skateboard, Meepo said “not so fast” to new riders for their own safety.
Go riders must travel 10 km (6.2 miles) in the lower two “L” and “E” speed modes to unlock the S and S+ modes, which allow the 28 mph top speed and higher acceleration. S mode was honestly too fast for my liking, but it was nice to know I had those speed capabilities whenever I’m feeling saucy. The truth is, at my age and skill level, I’m beyond satisfied cruising and carving around 20 mph.
Luckily, the Meepo Go electric skateboard delivers both speed options and then some.
The Meepo Go also allows you to customize its braking intensity from 0% to 100%. This is a feature I had never personally seen on an electric skateboard that genuinely impressed me. It just adds to the overall smoothness this deck provides on all levels.
As mentioned in the key features above, the Go’s dual motors are powered by an eight-amp-hour battery, which enables an all-electric range of up to 20 miles or 32 km.
Aside from speeds nearing 30 mph, you really feel the Meepo Go’s capability on hills. It was configured to tackle 15-degree (30%) inclines with ease, and having tested it, it’s true.
What may be most impressive about this particular Meepo skateboard is its advanced JKFOC-24B electronic skate controller (ESC), which is essentially the brain of the entire powertrain.
The ESC delivers smooth acceleration with no jerking or lag. It also enables full user customization of acceleration, top speed, and braking sensitivity, so once you get comfortable, you can tailor every aspect of your riding experience to your liking. This is another super cool feature that was new to me personally.
Overall, the Meepo Go is smooth, powerful, and very tech-forward. With more than enough speed, I truly enjoyed the lag-free cruising and carving of the 45-degree trucks and the ease of use of its ergonomic remote.
I was genuinely impressed by the tech used to customize this skateboard, enabling anyone to customize their ride. As such, I’d highly recommend the Meepo Go because of its feel, utility, and universal rideability for virtually everyone, not to mention its competitive pricing.
If you’d like to try out the Meepo Go electric skateboard for yourself, click here. Be sure to check out my full video review below.
Buy a Meepo Go Electric Skateboard
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