Rep. Buddy Carter

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2432 Rayburn House Office Building

Washington, DC 20515

(202) 225-5831

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Georgia – 1st District

Georgia – District 1

Subcommittees (3)

14 Updates

Environment, Manufacturing, & Critical Materials

Chairman Environment, Manufacturing, and Critical Materials

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Health

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Communications & Technology

Biography

Earl L. “Buddy” Carter is an experienced businessman, health care professional and faithful public servant. For over 32 years Buddy owned Carter’s Pharmacy, Inc. where South Georgians trusted him with their most valuable assets: their health, lives and families. While running his business, he learned how to balance a budget and create jobs. He also saw firsthand the devastating impacts of government overregulation which drives his commitment to ensuring that the federal government creates policies to empower business instead of increasing burdens on America’s job creators.

A committed public servant, Buddy previously served as the Mayor of Pooler, Georgia and in the Georgia General Assembly where he used his business experience to make government more efficient and responsive to the people. Buddy is serving his fifth term in the United States House of Representatives and is a member of the House Energy and Commerce (E&C) Committee and the House Budget Committee. He proudly serves as Chairman of the E&C Subcommittee on Environment, Manufacturing, and Critical Materials, where he prioritizes beating China, reducing emissions, unleashing American energy, and creating a pro-growth business environment. As a pharmacist serving in Congress, Buddy is dedicated to working towards a health care system that provides more choices, less costs and better services.

A lifelong resident of the First District, Buddy was born and raised in Port Wentworth, Georgia and is a proud graduate of Young Harris College and the University of Georgia where he earned his Bachelor of Science in Pharmacy. Buddy married his college sweetheart, Amy. Buddy and Amy have three sons, three daughters-in-law and six grandchildren.

Georgia – District 1

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News & Announcements

May 15, 2024

Hearings

Subcommittee Chair Carter Opening Remarks at Hearing on EPA’s Budget

Washington D.C. — House Energy and Commerce Subcommittee on Environment, Manufacturing, and Critical Materials Chair Buddy Carter (R-GA) delivered the following opening remarks at today’s subcommittee hearing titled “The Fiscal Year 2025 Environmental Protection Agency Budget.” RUSH-TO-GREEN AGENDA IS DESTROYING AMERICAN MANUFACTURING “I recently assumed the gavel of this subcommittee and am privileged to be able to lead this panel’s important work to advance policies which provide for environmental protection while also growing our manufacturing and industrial base. “My district in southeast Georgia features over 100 miles of pristine coastline, the Okefenokee Swamp, and thriving forestlands. “These are resources we cherish and strive to protect for future generations. “We are also one of the fastest growing economies in the country. “Billions of dollars of investment are flowing to my district, fueled by Georgia’s pro-business policies, low-electricity rates, and access to the Ports of Savannah and Brunswick. “To the detriment of my district and the stated goals of this administration, the EPA’s regulatory agenda is poised to choke the prospects for increased prosperity. “The recently finalized Particulate Matter—PM2.5—standard will gridlock permitting at new and expanded manufacturing facilities. “By placing the standard so close to the natural background level, studies indicate that nearly 80 percent of manufacturing projects would fail to obtain a permit, including the $5.5 billion Hyundai EV battery plant in my district. “Luckily, this investment received its permit before the standard was revised. “China controls over seventy-five percent of the EV battery supply chain and actions like the PM2.5 standard threaten to tighten their chokehold on battery manufacturing. “Meanwhile, the EPA, in its zealous rush to green agenda, has mandated that almost 70 percent of new passenger vehicles sold by 2032 be electric. “I am not anti-EV. I believe there is a market for EVs, and we should be building up our entire supply chain, including in Georgia, to reduce reliance on China. “However, I am anti-mandate. The EPA’s EV mandate reduces consumer choice, and its efforts to limit new critical mineral refining ties us to China and threatens grid reliability.” EPA’S ONE-SIZE-FITS-ALL APPROACH DOESN’T WORK “While the administration pushes grandiose electrification visions, the EPA seems to have forgotten that electricity does not come from the plug. “The illegal Clean Power Plan 2.0 threatens to shutter 16 percent of our reliable, baseload generation that comes from coal-fired power—stranding assets, raising rates, and increasing blackouts. “Section 111 of the Clean Air Act requires the 'best system of emission reduction' to be ‘adequately demonstrated.’ “By mandating that states require coal-fired plants with a useful life beyond 2039 achieve 90 percent carbon capture by 2032, the EPA overstepped its authority and will land itself back in crosshairs of the Courts. “No coal-fired power plant in North America has achieved a 90 percent capture rate. There are no projects to demonstrate this even close to deployment. Guesswork is not a basis for telling states what standards to set. “The EPA does not even have a history of timely permitting the injection wells necessary for carbon sequestration. “I note, two states EPA has finally allowed to do this have permitted more injection sites in just two years than the EPA has in a decade—not a sign that EPA is serious about relying on this technology.” IMPORTANCE OF WORKING WITH STATE REGULATORS “I am surprised, that since you are a former State regulator, the administration has not more effectively leveraged your experience and relationships with your co-regulators, the States. “Unfortunately, a much different relationship has been fostered and it is my view that the agency has drifted far from the statutory principle of cooperative federalism. “Last year’s Interstate Transport Rule underscores this sad situation. “In the rule, the EPA denied 21 State Implementation Plans for ozone standards and less than one month later, the agency imposed Federal Implementation Plans on 23 states, nearly half of the country. “Now, the agency finds itself again in the Supreme Court. Something that could have been avoided if the agency had worked with its co-regulators. “Today, we will explore these regulatory topics, as well as the agency’s activities with its massive infusion of funding from the IRA. “It is imperative that Congress conducts robust oversight of the more than $41.5 billion given to EPA in the IRA, including the $31 billion in taxpayer funds the EPA was provided for its green bank and environmental justice block grant programs.”

May 14, 2024

Letter

E&C Republican Leaders Press Biden EPA for Answers About Grants Awarded to Political Allies

Washington, D.C. — In a new letter to Environmental Protection Agency (EPA) Administrator Michael Reagan, House Energy and Commerce Committee Chair Cathy McMorris Rodgers (R-WA), Subcommittee on Oversight and Investigations Chair Morgan Griffith (R-VA), and Subcommittee on Environment, Manufacturing, and Critical Materials Chair Buddy Carter (R-GA), on behalf of the Oversight and Environment Subcommittee Republicans, are pressing for answers about the recently-awarded Greenhouse Gas Reduction Fund (GGRF) grants. KEY LETTER EXCERPTS : “As you know, the Committee has questioned how the Environmental Protection Agency (EPA) planned to distribute the $20 billion available to selected recipients under the new GGRF program, including the $14 billion for the National Clean Investment Fund (NCIF). Specifically, the Committee cited warnings that the EPA could use these large awards to subsidize favored organizations. At a January 30, 2024, Subcommittee on Oversight and Investigations hearing, Committee Chair Cathy McMorris Rodgers highlighted examples of former Biden administration officials and Democratic campaign staff in leadership roles of organizations vying for NCIF funding. Predictably, the EPA’s April 4, 2024, announcement of NCIF recipients confirmed our fears that this program would funnel taxpayer dollars to political allies.” [...] “Other individuals with ties to Democratic politics also lead organizations partnering with these recipients. While the EPA insists it had ethics rules and a fair competition policy in place, doling out billions of dollars to organizations led by politically connected individuals undermines public trust in the legitimacy of the federal financial awards process. It also furthers the concern that this program was created as an excuse to hand out funding to political allies.” The Chairs cited more than a dozen examples of politically connected leaders of organizations to which EPA plans to distribute billions of taxpayer dollars, and have requested a list of all of the nearly two dozen stakeholder meetings the EPA held in designing the program, including the dates, names of the individuals and organizations participating as well as any related minutes or memoranda by May 28, 2024. CLICK HERE to read the full letter.

May 10, 2024

Environment, Manufacturing, & Critical Materials

Chairs Rodgers and Carter Demand EPA Reject California’s CARB Authorization Request

Washington, D.C. — House Committee on Energy and Commerce Chair Cathy McMorris Rodgers (R-WA) and Environment, Manufacturing, and Critical Materials Subcommittee Chair Buddy Carter (R-GA) sent a letter to Environmental Protection Agency (EPA) Administrator Michael Regan outlining concerns about how new California Air Resources Board (CARB) regulations could harm the rail sector. Highlights from POLITICO’s Morning Transportation Newsletter, which covered the letter exclusively: FIRST IN MT, NO TO CARB: Energy and Commerce Chair Cathy McMorris Rodgers (R-Wash.) and Environment, Manufacturing, and Critical Materials Subcommittee Chair Buddy Carter (R-Ga.) are urging EPA Administrator Michael Regan to reject a California proposal to make particular trains running in the state follow more stringent emissions standards. The lawmakers say the rule — approved last year by the California Air Resources Board and that would by 2030 restrict certain trains from operating in the state unless they are less than 23 years old or are zero emissions vehicles — would “lead to higher consumer prices, impair the country’s transportation system, and harm interstate commerce.” KEY LETTER EXCERPTS We write regarding the “In-use Locomotive Regulation” (hereinafter “the CARB regulation”) issued by the California Air Resources Board (CARB), which would force the premature retirement of reliable and affordable diesel locomotives and has the potential to upend our nation’s rail system and supply chains. CARB has made a request to the U.S. Environmental Protection Agency (EPA) for a Federal authorization of the CARB regulation, which would impose zero-emissions requirements on locomotives. Given the interconnectedness and importance of rail service to our nation’s transportation and commerce systems, Congress has consistently found that railroads are to be regulated at the federal level. California’s requested authorization, if granted, would violate statutory authority, negatively impact States without the public policy goals of California, lead to higher consumer prices, impair the country’s transportation system, and harm interstate commerce. [...] Rail transportation makes up just 1.7 percent of transportation-related greenhouse gas emissions in the United States.19 Rather than seeking top-down, command and control policies, which will raise costs, hasten consolidation in the rail sector, and do little to reduce the overall emissions footprint of the globe, we urge you to reject California’s authorization request. CLICK HERE to read the full letter to Administrator Regan.

Letters

May 14, 2024

Letter

E&C Republican Leaders Press Biden EPA for Answers About Grants Awarded to Political Allies

Apr 9, 2024

Press Release

Rodgers, Capito, and Wicker Lead Amicus Brief Challenging EPA’s Overreaching So-Called ‘Good Neighbor’ Rule

Washington, D.C. — House Energy and Commerce Committee Chair Cathy McMorris Rodgers (R-WA), Senate Environment and Public Works Committee Ranking Member Shelley Moore Capito (R-WV), and Senator Roger Wicker (R-MS) led 26 of their colleagues in filing a bicameral amicus curiae brief in the U.S. Court of Appeals, D.C. Circuit in support of state and industry challengers to the Environmental Protection Agency’s (EPA) so-called “Good Neighbor” air rule that targets American power production and burdens states with misguided air regulations. “Acting well beyond its delegated powers under the [Clean Air Act], EPA’s Rule proposes to remake the energy sector in the affected states toward the Agency’s preferred ends. The Rule is part of the broader joint EPA-White House Strategy that oversteps the Agency’s authority by concurrently developing regulations under three separate environmental statutes. It does so not to meet any of the statutes’ individual ends but to transform the power sector. "The group of regulations—including the Rule—are designed to hurriedly rid the U.S. power sector of fossil fuels by sharply increasing the operating costs for fossil fuel-fired power plant operators, forcing the plants’ premature retirement,” the brief reads in part. BACKGROUND: The so-called “Good Neighbor” rule imposes overreaching emissions requirements on power plants, natural gas pipeline assets, and industrial plants, like steel, cement, and paper production facilities in 23 states. Other federal courts have already frozen implementation of the rule in 12 states. Despite active Supreme Court proceedings that may halt implementation of the rule nationwide, the EPA has remained committed to the illegal rule and recently proposed to add five more states to the program. In June 2023 , Capito joined Wicker in introducing a formal challenge to the rule through a Congressional Review Act (CRA) joint resolution of disapproval. In June 2023, Rep. Michael Burgess (R-TX) also introduced H.J.Res. 69, a formal challenge to the rule through a Congressional Review Act (CRA) joint resolution of disapproval. In June 2022 , Ranking Member Capito sent a letter to EPA Administrator Michael Regan outlining serious concerns with the proposed “Good Neighbor Plan.” Ranking Member Capito has criticized the EPA’s proposed “Good Neighbor Plan” during EPW hearings in March 2023 , July 2022 , and May 2022 , and in an op-ed . In November 2023 , Chairs Rodgers, Duncan, and Johnson sent a letter to the Federal Energy Regulatory Commission expressing concerns with the impact of EPA’s suite of rules, including the “Good Neighbor” Rule (or Interstate Transport Rule), on the reliability of the nation’s electric grid. In addition to Capito and Wicker, senators who signed on to brief include, John Barrasso, (R-WY), Marsha Blackburn (R-TN), John Boozman (R-AR), Mike Braun (R-IN), John Cornyn (R-TX), Ted Cruz (R-TX), Steve Daines (R-MT), Deb Fischer (R-NE), John Hoeven (R-ND), Ron Johnson (R-WI), Cynthia M. Lummis (R-WY), Markwayne Mullin (R-OK), Pete Ricketts (R-NE), Jim Risch (R-ID), Dan Sullivan (R-AK), and John Thune (R-SD). In addition to Rodgers, House members who signed on to the brief include, Rick Allen (R-GA), Kelly Armstrong (R-ND), Troy Balderson (R-OH), Gus Bilirakis (R-FL), Larry Bucshon (R-IN), Michael Burgess (R-TX), Kat Cammack (R-FL), Earl “Buddy” Carter (R-GA), Dan Crenshaw (R-TX), John Curtis (R-UT), Jeff Duncan (R-SC), Neal Dunn (R-FL), Russ Fulcher (R-ID), Morgan Griffith (R-VA), Brett Guthrie (R-KY), Diana Harshbarger (R-TN), Richard Hudson (R-NC), John James (R-MI), John Joyce (R-PA), Bob Latta (R-OH), Debbie Lesko (R-AZ), Mariannette Miller-Meeks (R-IA), Jay Obernolte (R-CA), Gary Palmer (R-AL), Greg Pence (R-IN), August Pfluger (R-TX), Tim Walberg (R-MI), and Randy Weber (R-TX). Full text of the brief is available here .

Apr 5, 2024

Press Release

E&C Republicans Press EPA for Information on Clean School Bus Program that Picks Winners and Losers

Washington, D.C. — House Energy and Commerce Committee Chair Cathy McMorris Rodgers (R-WA), Subcommittee on Oversight and Investigations Chair Morgan Griffith (R-VA), and Subcommittee on Environment, Manufacturing, & Critical Materials Chair Buddy Carter (R-GA) wrote to Environmental Protection Agency (EPA) Administrator Michael Regan regarding the agency’s Clean School Bus Program. KEY EXCERPT: “Alarming information about this program continues to emerge. In particular, the EPA’s Office of the Inspector General (OIG) has flagged serious shortcomings in the program that create significant vulnerabilities to waste, fraud, and abuse. The EPA’s own reporting on the program reveals that numerous award recipients encountered difficulty utilizing the funding they were awarded. Additionally, the EPA continues to administer the program in a manner that favors the use of electric school buses over other types of buses that are eligible for funding under the program.” CHALLENGES TO IMPLEMENT: Of almost 400 selectees under the 2022 Clean School Bus Rebate program 46 selectees withdrew from the program. The most common reasons provided for withdrawal were school boards voting against the projects for reasons including difficulties coordinating with electric utilities, potentially lengthy and costly electric infrastructure upgrades required to install electric vehicle supply equipment, and hesitancy about maintenance and range issues associated with electric buses. The OIG concluded in a December 2023 audit that “the agency may be unable to effectively manage and achieve the program mission unless local utility companies can meet increasing power and supply demands for electric buses.” The OIG noted that establishing charging stations and connecting them to power lines could take approximately twelve to twenty-four months. Stakeholders reported that infrastructure to support 25 buses or more demands a more complex electrical setup, which can take a year to construct. POTENTIAL FOR WASTE, FRAUD, AND ABUSE: In December 2023, the OIG issued a Management Implication Report that highlighted serious problems with the Clean School Bus Program. The OIG “identified concerns regarding the EPA’s lack of robust verification mechanisms within the Clean School Bus rebate and grant application process, which led to third parties submitting applications on behalf of unwitting school districts, applicants not being forthright or transparent, entities self-certifying applications without having corroborating supporting documentation, and entities being awarded funds and violating program requirements.” The OIG further stated, “Our initial investigation of its protocols found that the Clean School Bus Program is rife with potentially inaccurate information” and that “the EPA uses few mechanisms to verify the accuracy of application contents and relies on the applicant’s self-certification of all aspects of the application,” including the applicant’s eligibility for the program, satisfaction of vehicle-use requirements, and the identity of the school district the replacement buses funded by the program will serve. The OIG also found that an administrative entity with zero students was selected to receive a rebate, despite it seeking funding for buses that were ineligible for the program. Some recipients selected to receive rebates under the 2022 Clean School Bus Rebate program later declined the funding. These withdrawals accounted for $38 million of awards, which the OIG stated lengthened program timetables and created confusion. EPA PICKING WINNERS AND LOSERS: The Infrastructure Investment and Jobs Act (IIJA) directed the EPA to award grants, rebates, and contracts to replace existing school buses with both zero-emission buses and clean school buses. The IIJA defines clean school buses as school buses that reduce emissions and operate partly or entirely using an alternative fuel, or zero-emission buses. The Committee has previously voiced concerns about the EPA's bias towards electric buses while ignoring the benefits of other clean school buses, concerns that persist today. According to information provided by the agency, “As of January 2024, the EPA has awarded approximately $1.84 billion to fund 5,103 clean school buses—96 percent of which are electric—and related charging infrastructure at 642 school districts in most states and territories, and at schools operated by federally recognized Tribes.” Under the 2023 Clean School Bus Rebates program, the EPA continues to offer maximum awards for fully electric school buses that are several times larger than the maximum award amount for other types of clean school buses. Additionally, under the Clean School Bus program, the EPA continues to fund charging infrastructure for electric vehicles but not propane or compressed natural gas fueling infrastructure. Under the 2022 Clean School Bus Rebate program, the maximum bus funding amount for a class 7+ zero-emission bus was $375,000, and the maximum amount for a propane class 7+ propane bus was $30,000. The EPA reported, “The majority of awarded electric school buses cost at or near $375,000, while many awarded propane buses cost around $150,000.” In other words, the maximum rebate amount seemingly covered the entire cost of an electric bus but covered only a fraction of a propane bus. CLICK HERE to read the letter.