Tracy Simerley worked as a seaman on a ferryboat owned by Golden Gate Bridge Highway and Transportation District (District) when he was injured on the job. Tracy and his wife, Lynette Simerley, sued the District in March 2025, alleging Tracy qualified as a “seaman” under the Jones Act (46 U.S.C.A. § 30104). The complaint asserted causes of action for Jones Act negligence, maintenance and found and cure, and unseaworthiness under general maritime law — a strict-liability theory based on the vessel, its gear, crew, or equipment being unsafe or unfit for service. Lynette’s own claim for loss of consortium was pleaded as part of the unseaworthiness cause of action.
The District demurred to Lynette’s loss of consortium claim, arguing it was unavailable under both the Jones Act and general maritime law. Citing Miles v. Apex Marine Corp. (1990) 498 U.S. 19, the District argued the Jones Act does not permit recovery of non-pecuniary damages, and citing The Dutra Group v. Batterton (2019) 588 U.S. 358, it argued loss of consortium claims are unavailable to spouses of injured seamen under general maritime law as well. The Simerleys opposed, arguing general maritime law provided a common law remedy for loss of consortium and that Atlantic Sounding Co. v. Townsend (2009) 557 U.S. 404 made clear the District’s authority did not control. The San Francisco County Superior Court sustained the demurrer without leave to amend, concluding there was no recovery for loss of consortium under the Jones Act and, applying the framework from Batterton, no such remedy for unseaworthiness claims under general maritime law either.
In the published case of Simerley et al. v. Golden Gate Bridge Highway and Transportation District, No. A173588 (Cal. Ct. App., 1st Dist., Div. 1, August 2026) — the Court of Appeal affirmed.
The U.S. Supreme Court has addressed the relationship between general maritime law remedies and federal maritime statutes in a trio of decisions — Miles, Atlantic Sounding, and Batterton — and that Batterton, the most recent, supplies the controlling three-part test: (1) whether the requested relief has traditionally been available for the particular type of claim at issue; (2) whether allowing it would be necessary to maintain uniformity with Congress’s statutory scheme; and (3) whether policy grounds independently compel the relief. The panel rejected Lynette’s argument that Batterton did not control because its reasoning rested primarily on policy grounds and was not “on point,” holding that California courts are bound by the “ratio decidendi” of U.S. Supreme Court decisions on questions of federal law, and that all three Batterton factors, not policy alone, were necessary to that decision’s holding.
On the Jones Act, the panel held the statute’s own text forecloses a loss of consortium claim regardless of Batterton, since the Act permits only “[a] seaman injured in the course of employment” (or, if the seaman dies, his personal representative) to bring a civil action — language that does not authorize a claim by the seaman’s spouse. The panel found this consistent with Batterton’s separate conclusion that the Jones Act, by incorporating the remedial provisions of the Federal Employers’ Liability Act, limits recovery to pecuniary loss, and with the uniform view of federal courts that this pecuniary limitation applies to non-fatal injury claims just as it does to wrongful death claims.
Turning to general maritime law, the panel applied Batterton’s first factor and found the historical record insufficient to establish that loss of consortium was traditionally available for unseaworthiness claims specifically. The Simerleys relied on a federal district court decision, Morgan v. Almars Outboards, Inc. (D.Del. 2018) 316 F.Supp.3d 828, and, through it, on American Export Lines, Inc. v. Alvez (1980) 446 U.S. 274 and Sea-Land Services, Inc. v. Gaudet (1974) 414 U.S. 573. The panel found each of the older cases cited either did not involve an unseaworthiness claim at all, involved a longshoreman rather than a Jones Act seaman (a distinction Miles had already limited Gaudet’s holding to), or came too late to qualify as evidence from the “formative years” of the personal injury unseaworthiness claim, the historical period Batterton requires courts to examine. Because the Simerleys failed to identify a clear historical pattern of loss of consortium recovery specifically for unseaworthiness claims, the panel held that gap was, in the words of Batterton, “practically dispositive.”
The panel likewise found the second and third Batterton factors unfavorable: because the Jones Act itself bars loss of consortium recovery, allowing it under general maritime law for the parallel unseaworthiness claim would undermine rather than promote uniformity between the two causes of action, and the Simerleys offered no independent policy argument favoring the remedy. Having found no historical support, no uniformity-based justification, and no policy grounds favoring recovery, the panel held loss of consortium is unavailable under general maritime law for personal injury unseaworthiness claims brought by a Jones Act seaman’s spouse, affirmed the judgment, and did not reach the Simerleys’ separate argument that the trial court’s reliance on a different case was misplaced, since the appellate court may affirm on any ground supported by the record.