Ebomwonyi v. Sea Shipping Line

CourtDistrict Court, S.D. New York
DecidedJuly 21, 2020
Docket1:19-cv-11243
StatusUnknown

This text of Ebomwonyi v. Sea Shipping Line (Ebomwonyi v. Sea Shipping Line) is published on Counsel Stack Legal Research, covering District Court, S.D. New York primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Ebomwonyi v. Sea Shipping Line, (S.D.N.Y. 2020).

Opinion

UNITED STATES DISTRICT COURT SOUTHERN DISTRICT OF NEW YORK ---------------------------------------------------------------------- X : OMORUYI EBOMWONYI and OWOLABI : OLOWOOKERE, : : Plaintiffs, : 19-CV-11243 (JMF) : -v- : OPINION AND ORDER : SEA SHIPPING LINE and MAERSK LINES, : : Defendants. : : ---------------------------------------------------------------------- X JESSE M. FURMAN, United States District Judge: Plaintiff Omoruyi Ebomwonyi, proceeding without counsel, brings this action against Sea Shipping Lines (“SSL”), a non-vessel owning common carrier, and Maersk Lines (“Maersk”), asserting breach-of-contract and negligence claims arising out of an overseas shipment of Ebomwonyi’s cargo. See ECF No. 12 (“Am. Compl.”). The Amended Complaint also purports to bring claims on behalf of another Plaintiff: Owolabi Olowookere. Defendants now move, pursuant to Rule 12(b)(6) of the Federal Rules of Civil Procedure, to dismiss the Complaint. See ECF Nos. 34, 36. For the reasons stated below, the Court grants the motions without prejudice as to Olowookere’s claims; grants Maersk’s motion to dismiss the claims against it as time barred; grants SSL’s motion to dismiss as to one of Ebomwonyi’s three claims (albeit with leave to file amend); converts SSL’s motion to dismiss Ebomwonyi’s other two claims into a motion for summary judgment pursuant to Rule 56(c) of the Federal Rules of Civil Procedure; and grants the motion, so converted, as to those claims. BACKGROUND The following facts are, unless otherwise noted, taken from the Amended Complaint and are assumed to be true for purposes of this motion. See, e.g., LaFaro v. N.Y. Cardiothoracic Grp., PLLC, 570 F.3d 471, 475 (2d Cir. 2009). On March 28, 2019, Ebomwonyi initiated this action against SSL in the Western District

of Texas, invoking diversity jurisdiction under 28 U.S.C. § 1332 as a basis for federal court jurisdiction.1 See ECF No 1 (“Compl.”). In his original complaint, Ebomwonyi alleged that, “on or about February 2, 2018,” he entered into a contract with SSL pursuant to which SSL was to ship four vehicles from Texas to Nigeria. Id. at 4. But, according to Ebomwonyi, “due to [SSL’s] negligence,” id. at 2, there was a delay in transportation of the cargo that led him to “travel to Lagos[,] Nigeria to retrieve [h]is goods and pa[y] for demurrage,” id. at 3. He further implied that he had covered the costs of demurrage because SSL had “promised” to refund them. Id. at 3. Ebomwonyi alleged that his action “revolve[d]” around a “Bill of Lading Number: 963374259” and that the “incident[] date” was on May 23, 2018. Id. at 2.

On May 9, 2019, SSL moved to dismiss the action, arguing that (1) Ebomwonyi was not a party to its bill of lading and therefore did not have a right to assert a claim under it; (2) the applicable bill of lading exempted SSL from liability; and (3) there was no cognizable claim against a carrier for its bad faith failure to settle a claim. See ECF No. 3, at 2-3. SSL attached to

1 The Court does not have jurisdiction over this action under the diversity statute because the parties are not completely diverse. The Court does, however, have admiralty jurisdiction. See U.S. Const., Art. III, § 2 (providing that federal courts have power to hear “all Cases of admiralty and maritime Jurisdiction”); 28 U.S.C. § 1333(1) (providing that federal courts may exercise “original jurisdiction [over] [a]ny civil case of admiralty or maritime jurisdiction.”); see, e.g., A.P. Moller-Maersk A/S v. Ocean Express Miami, 550 F. Supp. 2d 454, 461 (S.D.N.Y. 2008) (“So long as a bill of lading requires substantial carriage of goods by sea, it constitutes a maritime contract over which the federal courts may appropriately exercise admiralty jurisdiction.” (internal quotation marks omitted)). the motion a document, which it referred to as a house bill of lading (“HBOL”), that it maintained was the applicable bill of lading. Dated February 1, 2018, the HBOL lists Olowookere — not Ebomwonyi — as the shipper and “Jacob Emmanuel” as the consignee. See ECF No. 3-1 (“HBOL”), at 2. But the HBOL bill of lading number is SRB180079, not 963374259; the latter — the bill of lading number referenced in Ebomwonyi’s Complaint — is

provided as the booking number. Id. The HBOL also lists Houston, Texas, as the point of loading; Tincan, Lagos, Nigeria, as the point of discharge; a Maersk vessel as the export carrier; and four vehicles as the relevant cargo. Id. Significantly, the HBOL expressly exempts SSL from responsibility for any delay in the delivery of cargo to the destination port: The Carrier shall not be liable in any capacity whatsoever for any delay, non- delivery, or mis-delivery . . . while the goods are not in his actual custody. The Carrier does not undertake to deliver the goods at destination at any particular time or to meet any particular market or use and assumes no liability whatsoever for any direct or indirect loss or damage thereby caused to the merchant. HBOL ¶ 3. With respect to delivery at destination, and any subsequent storage costs, the HBOL provides as follows: The Merchant2 or his Assign shall take delivery of the goods and continue to receive the goods as fast as the Vessel can deliver . . . [and if the] cargo is not applied for within a reasonable time the Carrier may at its option and subject to its lien arrange for storage and ultimately sell the goods, all of which to be for the risk and expense of the merchant. Id. ¶ 9. Finally, to the extent relevant here, the HBOL provides that any claim for loss or damage to property must be “brought within one year after the delivery of the goods or the date when the goods should have been delivered.” Id. ¶ 23.

2 The HBOL’s definition of merchant includes the shipper. HBOL ¶ 1. In his opposition to SSL’s motion, Ebomwonyi reasserted that SSL had delayed shipment of his goods and that “Plaintiff claim[ed] his goods from Defendant at the port in Lagos, Nigeria.” ECF No. 6, at 3. He also countered SSL’s argument that he was not a party to the contract, stating that SSL “owns [the] Exhibit filed in this court” — that is, the “bill of lading for ocean transport” — and attached the bill of lading. Id. at 7. This bill of lading for ocean

transport (“OBOL”) included 96337429 as both the bill of lading number and the booking number; listed SSL, not Olowookere, as the shipper; Ebomwonyi, not Emmanuel, as the consignee; Emmanuel as the “notify party”; and Maersk as the export carrier vessel. ECF No. 6- 1 (“OBOL”), at 1. The OBOL also listed the same four vehicles identified in the HBOL; listed February 1, 2018, as the ship date and February 23, 2018, as the issue date; and was signed by a Maersk representative. Id. Ebomwonyi, however, did not attach the reverse side of the document, which contained its terms and conditions. Id. The United States District Court for the Western District of Texas granted Ebomwonyi leave to amend his complaint to specify which bill of lading was at issue and to state which

provision of the bill of lading was violated. See ECF No. 9, at 2. On September 9, 2019, Ebomwonyi filed the Amended Complaint, which added Olowookere as a plaintiff; Olowookere, however, did not sign the Amended Complaint or otherwise indicate that he had authorized his being added as a party to this action. See Am. Compl. 9.

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Ebomwonyi v. Sea Shipping Line, Counsel Stack Legal Research, https://law.counselstack.com/opinion/ebomwonyi-v-sea-shipping-line-nysd-2020.