COLONIAL CHEVROLET CO., INC. v. United States

CourtUnited States Court of Federal Claims
DecidedMarch 12, 2025
DocketNo. 10-647C
StatusPublished

This text of COLONIAL CHEVROLET CO., INC. v. United States (COLONIAL CHEVROLET CO., INC. v. United States) is published on Counsel Stack Legal Research, covering United States Court of Federal Claims primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
COLONIAL CHEVROLET CO., INC. v. United States, (uscfc 2025).

Opinion

IN THE UNITED STATES COURT OF FEDERAL CLAIMS ______________________________________ ) COLONIAL CHEVROLET CO., INC., et al., ) ) Plaintiffs, ) No. 10-647C ) v. ) Filed: March 12, 2025 ) THE UNITED STATES, ) ) Defendant. ) ______________________________________ )

OPINION AND ORDER

This 15-year litigation stems from actions that the Government took during the global

financial crisis of the late 2000s to stave off the collapse of two of the nation’s largest automakers:

General Motors (“GM”) and Chrysler. The remaining plaintiffs in this case, Duplessis Cadillac

Volvo, Vandermeer Chevrolet Buick Oldsmobile, and Huntington Chevrolet, Inc. (“Plaintiffs”),

are automobile dealerships whose franchise agreements with GM were terminated through GM’s

bankruptcy process. Plaintiffs allege that the Government took their property, including the

franchise agreements themselves, real and personal property necessary to carrying out those

agreements, and certain intangible assets associated with their businesses, without just

compensation in violation of the Fifth Amendment. According to Plaintiffs, the taking occurred

when the Government directed GM to terminate Plaintiffs’ franchises as a condition of the

Government’s offer to bailout the auto industry. After the Government allegedly coerced GM into

filing for bankruptcy, the Government acquired a majority interest in the successor GM entity.

Plaintiffs filed by the Court’s leave their Third Amended Complaint (“TAC”) on March

20, 2024. The amended pleading removes Plaintiffs’ regulatory-takings claim—a claim that the

Court previously rejected for a subset of plaintiffs whose franchise agreements with Chrysler were similarly terminated. Plaintiffs seek to proceed solely on a direct-takings theory. Before the Court

is the Government’s Motion to Dismiss pursuant to Rule 12(b)(6) of the Rules of the United States

Court of Federal Claims (“RCFC”). As explained below, the Court agrees that Plaintiffs fail to

plead a viable direct-takings claim against the United States. Accordingly, the Court grants the

Government’s Motion and dismisses Plaintiffs’ action.

I. BACKGROUND

A. Factual Background

The “Great Recession” of 2008 caused significant nationwide “financial panic” that

resulted in widespread liquidity shortages. Pls.’ Third Am. Compl. ¶¶ 11–13, ECF No. 639. In

response to this economic turmoil, Congress passed the Emergency Economic Stabilization Act,

12 U.S.C. § 5201 et seq., which authorized creation of the Troubled Asset Relief Program

(“TARP”). Id. ¶¶ 13–14. TARP initially sought to “strengthen the financial sector by infusing

cash into financial institutions through asset and equity purchases.” Id. ¶ 14. Congress provided

the United States Department of the Treasury with regulatory authority to manage TARP. Id. ¶ 15.

On December 19, 2008, the Treasury Department created the Automotive Industry

Financing Program (“AIFP”), id. ¶ 18, which aimed to prevent the “uncontrolled liquidation of

General Motors and the collapse of the American auto industry,” which in turn would have led to

significant market instability and the loss of significant numbers of Americans’ jobs, id. ¶ 19.

Through the AIFP, the Treasury Department and GM negotiated for an initial government loan of

$80.7 billion, which was finalized in loan agreements dated December 31, 2008. Id. ¶¶ 25–26.

Under those agreements, the Treasury Department required GM to submit restructuring plans

explaining how it would use the financing it received to “achieve long-term viability.” Id. ¶ 26.

On February 15, 2009, President Obama created the Presidential Task Force on the Auto

Industry to “review” GM’s forthcoming restructuring plans. Id. ¶ 27. GM submitted preliminary 2 plans on February 17, 2009. Id. ¶ 28. The Treasury Department created another entity, the “Auto

Team,” to work with the Task Force to evaluate GM’s proposals. Id. ¶¶ 29–30. The Task Force

and Auto Team then took five weeks to evaluate GM’s plans, eventually rejecting them and

communicating to GM that the Government sought additional conditions on the financing. Id.

¶¶ 32–33. Specifically, Plaintiffs allege that the Government decided that GM should adopt the

“Toyota” model—i.e., reduce the total number of dealers in GM’s distribution channels—and then

“coerce[d]” GM into bankruptcy proceedings aimed at terminating a “large proportion” of

dealerships. Id. ¶¶ 33–35. GM agreed to propose terminating dealership agreements during

bankruptcy proceedings, resulting, Plaintiffs allege, in “dealer terminations without

compensation.” Id. ¶ 40. At some later time, dealers were offered “[w]ind-down” sums for their

franchises. Id. Some dealers, like Duplessis, rejected those offers. Id.

In its initial proposals submitted to the Task Force and Auto Team before it declared

bankruptcy, GM proposed allowing roughly 300 dealers per year to close “through natural attrition

and purchase payments to reach a total of 1,650 dealers by the year 2014.” Id. ¶ 52. After the

Government rejected those proposals, GM then “identified” 1,454 dealerships to terminate by 2010

“through bankruptcy proceedings.” Id. GM declared bankruptcy on June 1, 2009. Id. ¶ 54; see

also id. ¶ 58 (“At the direction of and as required by” the Treasury Department and “as approved

by” the Task Force, “GM selected dealerships for termination and obtained bankruptcy orders for

the divestment of the ownership interests of the Plaintiffs.”). After GM filed for bankruptcy, the

Government became the majority shareholder of “New GM,” the corporate entity that succeeded

pre-bankruptcy GM. Id. ¶¶ 48, 56. 1 Plaintiffs allege, without providing further detail, that at some

1 “After approval by the bankruptcy court under 11 U.S.C. § 363, the old GM and Chrysler entities sold most of their operating assets to newly created entities commonly called ‘New GM’ and ‘New Chrysler’—in which the federal government, and other entities, acquired specified 3 point thereafter the Government “targeted and wiped out . . . dealership assets” and “directly took,

confiscated, and transferred the underlying GM dealer rights, including exclusive territorial

rights.” Id. ¶ 48; see also id. ¶¶ 57, 76 (“The Government assumed, and appropriated to itself as a

direct [t]aking, the intangible rights the Plaintiffs owned under the franchise agreements. . . . [T]he

franchise agreements . . . were taken and retained by the Government and/or retransferred to

others.”).

Plaintiffs identify three categories of assets at issue: (1) the franchise contracts; (2) “distinct

investment-backed expectation assets” necessary to perform their contractual obligations,

including real property, buildings, fixtures, specialized tools, signage, parts inventory, vehicle

inventory, and debt collateralization; and (3) “other” investment-backed assets like future options

to sell their rights, good will, and present and future profits from “sales of insurance, financing,

new and used cars, and retail and wholesale parts.” Id. ¶ 59. Plaintiffs allege that these assets

“were taken” in a “process” spearheaded by the Government. Id. ¶ 60. Plaintiffs further allege

that, had the Government declined to provide GM any financial assistance, Plaintiffs’ assets would

Free access — add to your briefcase to read the full text and ask questions with AI

Related

Louisville & Nashville Railroad v. Mottley
219 U.S. 467 (Supreme Court, 1911)
Omnia Commercial Co. v. United States
261 U.S. 502 (Supreme Court, 1923)
Brooks-Scanlon Corp. v. United States
265 U.S. 106 (Supreme Court, 1924)
Lynch v. United States
292 U.S. 571 (Supreme Court, 1934)
United States v. General Motors Corp.
323 U.S. 373 (Supreme Court, 1945)
Kimball Laundry Co. v. United States
338 U.S. 1 (Supreme Court, 1949)
United States v. Grand River Dam Authority
363 U.S. 229 (Supreme Court, 1960)
United States v. Virginia Electric & Power Co.
365 U.S. 624 (Supreme Court, 1961)
Penn Central Transportation Co. v. New York City
438 U.S. 104 (Supreme Court, 1978)
Andrus v. Allard
444 U.S. 51 (Supreme Court, 1979)
Loretto v. Teleprompter Manhattan CATV Corp.
458 U.S. 419 (Supreme Court, 1982)
Ruckelshaus v. Monsanto Co.
467 U.S. 986 (Supreme Court, 1984)
Connolly v. Pension Benefit Guaranty Corporation
475 U.S. 211 (Supreme Court, 1986)
Papasan v. Allain
478 U.S. 265 (Supreme Court, 1986)
Lucas v. South Carolina Coastal Council
505 U.S. 1003 (Supreme Court, 1992)
Lingle v. Chevron U. S. A. Inc.
544 U.S. 528 (Supreme Court, 2005)
Bell Atlantic Corp. v. Twombly
550 U.S. 544 (Supreme Court, 2007)
Ashcroft v. Iqbal
556 U.S. 662 (Supreme Court, 2009)
Klamath Irrigation District v. United States
635 F.3d 505 (Federal Circuit, 2011)

Cite This Page — Counsel Stack

Bluebook (online)
COLONIAL CHEVROLET CO., INC. v. United States, Counsel Stack Legal Research, https://law.counselstack.com/opinion/colonial-chevrolet-co-inc-v-united-states-uscfc-2025.