IEEE Electrification Magazine - March 2018 - 42

eventually, aBs 8 and 118 provided secure funding for
hydrogen fueling stations, station and vehicle technology
progressed and evolved, and new understandings of the
likely fCeV adopter markets and their usage patterns
emerged. The dynamics and context of requirements for
the industry also shifted. emblematic works of the time
include the 2012 roadmap document developed by the
California fuel-Cell Partnership (CafCP) and related works
by the university of California, davis and Irvine (uCI) campuses. The development of these works refined the station placement and timing strategy, as well as the
necessary fueling infrastructure scale to meet a coordinated fCeV release schedule. for example, within the
context of the roadmap, a list of 68 station locations was
developed through public-private cooperation. This list
not only targeted more stations than previous efforts, but
also defined a broader range of station operation modes,
including cluster (within first-adopter neighborhoods),
connector (for long-distance travel), and vacation and
destination stations (figure 4).
several analyses contributed to the development of
this new roadmap, though the spatially and temporally
resolved energy and environment tool (sTreeT) developed
by the advanced Power and energy Program at uCI had a
particular influence, especially in helping understand the
scale of the necessary hydrogen fueling network. This tool
was one of the first to assess and quantify coverage, and it
helped to define the criteria for sufficient coverage. Borrowing from observations of gasoline stations and analysis of network optimization in orange County, sTreeT
was instrumental in approximating the number of clustertype hydrogen stations that would be required to ensure
convenient fuel availability.
for some of the stations funded under aBs 8 and
118, sTreeT served as an information resource for the

selection of station grants, i.e., stations that more specifically matched the projected needs would receive
more favorable consideration. however, the reality of
competitive solicitations is that even the best available
applications did not match perfectly with a static optimized plan, and new understandings of the market
needs continued to evolve. In particular, the need for
redundancy of fueling coverage in neighborhoods with
expected and observed first adopters became increasingly important.
To remedy this, CarB developed the California hydrogen Infrastructure Tool (ChIT). like sTreeT, ChIT is a geographic information system tool built in the arcgIs
environment. however, ChIT differed from sTreeT in
intent and method. Where sTreeT was designed to provide a larger plan for a single cohesive network, ChIT was
designed to provide a method to locally assess how well
the degree of coverage provided by the existing and
planned hydrogen fueling network matches the relative
intensity of the localized, first-adopter market viability.
Thus, a fundamental aspect of ChIT is also the assessment and consideration of coverage not as a binary yes/no
theorem, but as a quantifiable value that increases with
the number of stations and their proximity to a location.
In ChIT, the abundance and proximity of stations equate
to higher degrees of coverage (figure 5).
ChIT also utilizes a collection of open and public data
sets to establish its assessment of projected fCeV firstadopter market locations and intensity. This was done in
accordance with the overall goal of reporting transparency
through the aB 8 process. The desirability of a station in
individual locations anywhere in the state can then be
established by a comparison of the local intensity of the
fCeV first-adopter market forecast, estimates of vehicle traffic patterns and the intensity of coverage provided by existing stations. larger
markets and smaller degrees of
coverage indicate a greater desirability for a new station to be
funded at a location.
In addition, ChIT is designed to
take advantage of the auto manufacturer-supplied vehicle projection
data. Combining ChIT's first-adopter market projections, population
densities, and the vehicle projections allows ChIT to develop localized evaluations of additional
fueling capacity needs. ChIT's flexible methodology led to its adoption
in the most recent funding program
from the energy Commission: the
gfo 15-605.
additional considerations that
Figure 4. The TrueZero staff refueling a pair of Toyota Mirais in Truckee, California, during a drive
have become a focus in recent
that set a record for the greatest distance traveled in 24 h in an electric-drive vehicle. (Photo courtesy of Andrew Martinez.)
years include the following:

I EEE E l e c t r i f i c a t i on M a gaz ine / march 2018

Table of Contents for the Digital Edition of IEEE Electrification Magazine - March 2018