San Francisco has launched a citywide program to install public curbside electric vehicle chargers, giving residents a direct role in suggesting their locations. The San Francisco Municipal Transportation Agency (SFMTA) is currently accepting applications from charging operators, while residents can use the ChargeUp SF map to nominate streets, public facilities, and other locations they believe are suitable for hosting these chargers.
The city aims to install 100 curbside charging stations by 2030. The program gives eligible charging companies a clear path to apply for an operating permit, followed by the selection of potential sites and a separate application for each location the company wishes to build.
What is changing in practice?
SFMTA has published the full permit application package, including requirements related to equipment, maintenance, data reporting, and site selection. Opening the application process does not mean chargers will be installed immediately; operators must meet eligibility requirements, identify feasible sites, coordinate with utility companies, consult with neighborhoods, and then obtain individual permits for each project.
This step is particularly important in a densely populated city, where many residents live in apartments or shared housing units and do not have driveways or private garages. In these cases, the availability of charging near home could be a decisive factor in making electric vehicle ownership practical, rather than relying solely on a private charger.
From a limited trial to a permanent program
San Francisco began testing public curbside charging in 2025, when the first two chargers entered service in April at 55 Fillmore Street in the Duboce Triangle neighborhood. The pilot program included three charging companies: it’s electric, Urban EV, and Voltpost.
The city used the trial to study demand levels, connecting sites to the utility network, site-selection mechanisms, and different charger designs. The trial also showed that communication with neighborhood residents should be part of the installation process, which is reflected in the availability of site nominations through the new map.
Why does this matter?
The fundamental change here is not the addition of a limited number of chargers, but the creation of a permanent procedure through which charging projects can move from the testing phase to organized expansion, while involving residents in setting priorities. This could help address the charging-access gap for people without private parking, but it does not eliminate the implementation constraints associated with utilities, permits, and neighborhood acceptance.
The timeline indicates that building the network will take several years, so the actual outcome will depend on the number of qualified operators, the availability of suitable sites, and the projects’ ability to pass through permitting and coordination procedures. What is certain for now is that San Francisco has moved from two pilot chargers to an ongoing framework, with a stated goal of reaching 100 stations by 2030.