Filed EV rates with no demand charge — and the first state beyond the West Coast that credits charging sites

ForgeAsset's coverage now includes New Mexico, Oklahoma, Alabama, and Missouri — eight filed tariffs across the four states, each digit-verified against the utility's own filed sheets in July 2026. The wave confirms the strongest pattern in the research set so far: when a utility files a rate specifically for EV charging, the most common design has no demand charge at all. Five of the eight new rows price energy only. Nothing here is advice; it is a description of what the filed tariffs say and how the model prices them.

The pattern: EV-specific rates drop the demand line#

The demand charge — a fee on the site's peak power draw, billed whether or not the stalls stay busy — is usually what sinks a fast-charging site at low utilization. Across the covered set, utilities that filed EV-specific schedules keep choosing to remove it:

• PNM's Rate 3F (Albuquerque, Santa Fe) prices two seasonal time-of-use windows and nothing else — the minimum bill is the $77 customer charge. At charging-site load factors it is the cheapest EV-specific design in the covered set, near $9,600 a month at default volumes.
• PSO's Schedule PEVC (Tulsa) is filed verbatim for "commercially operated standalone Public Electric Vehicle Charging Stations": two energy windows, no ratchet, no kW charge.
• Alabama Power's Rate BEVT (Birmingham, Montgomery, Mobile) is the Southern Company sibling of Georgia's EV rate — but where Georgia Power kept a $5-per-kW demand charge, Alabama Power went energy-only. The trade is a five-year minimum contract term, the longest in the covered set.
• Huntsville Utilities files the TVA-standard EV fast-charger rate: one flat price, no demand charge — the fourth TVA distributor found filing it.
• Evergy's Business EV Charging Service (Kansas City, both sides of the state line, and the western Missouri suburbs) comes close: three time-of-use periods with only a facility charge of about $2.50 to $4.20 per kW bundled as the demand-side residue.

Where no EV schedule exists, the standard book applies. St. Louis is the clearest case: Ameren Missouri files no EV-specific commercial rate, so a site takes the large general service schedule — though its demand charge is one of the cleanest anywhere, the current month's peak with no ratchet clause. Oklahoma City is the cautionary one: OG&E's EV pilot closed to new subscribers in June 2026, so a new site lands on the standard time-of-use book and pays about $8.86 per kW that a Tulsa site, one utility to the east, does not pay at all.

New Mexico: the first clean-fuels market beyond the West Coast#

California, Washington, and Oregon pay charging sites through clean-fuels credit markets. As of April 2026, so does New Mexico. The Clean Transportation Fuel Program credits the charging-equipment owner — not the utility — for every kWh dispensed, with quarterly reporting and tradeable credits.

The model carries the revenue line deliberately low: $0.019 per kWh, the conservative end of the program's first-year band, priced at an out-of-state $25-per-credit anchor. Two things are genuinely unknown this early: PNM's utility-specific carbon intensity has not been published, and no New Mexico credit has publicly traded — the first quarterly reports land around August 2026. The field is editable, and the model re-derives it as the market matures. Even at the conservative figure, the line runs about $15,000 a year gross at default volumes — against the cheapest EV-specific rate in the covered set.

New Mexico also carries the largest state incentive found in the research series: an income-tax credit of $25,000 per DC fast charging unit for installations through 2029. The model discloses it rather than counting it — whether the credit is refundable or reliably usable against a site owner's New Mexico liability was not verifiable from the statute detail.

Oklahoma: the rate gives, the tax takes#

Oklahoma pairs the wave's friendliest rate design with its heaviest charging-specific tax. The DRIVE Act levies 3 cents per kWh on electricity dispensed at fee-charging public stations above 50 kW, in force since January 2024 — about $34,000 a year at default volumes, larger than the energy-only saving PEVC provides against many standard books. The statute pairs it with a trade: driver-side session sales are exempt from sales tax while the charging tax is remitted.

One more Oklahoma caveat the model states plainly: PSO's current figures include a 17.05% interim rate adjustment, in effect since July 2026 subject to refund. The rate case behind it settled at the end of June for far less than the original request, and the model re-derives when the final order lands — the likely direction is down.

What the wave says about tax stacks#

The four states span the covered set's extremes. Missouri's business personal property tax runs about 2.7 to 2.8 percent of depreciated cost per year in its two metros — among the heaviest anywhere — while its entity stack is $0: no LLC annual report, no franchise tax. Alabama freezes every retail rate component through December 2027 by consent order, the most rate-stable state in the set. New Mexico's gross receipts tax reaches installation labor, which most states' sales taxes do not. And Kansas City levies 10 percent of the utility bill in municipal license taxes that a site across the state line in Kansas — on the same utility's other book — does not pay.

Each state's full treatment — the filed rate, the tax profile, and what the model deliberately leaves out — is on its guide page: New Mexico, Oklahoma, Alabama, and Missouri. The demand-charge designs across the rest of the covered set are compared in the Plains and Mountain West post, and the demand-charge lookup tool prices any covered tariff at your site's numbers.