Brian Ranger was a maintenance worker for the Alamitos Bay Yacht Club. As part of his duties, he painted, cleaned, maintained, and repaired the Club’s fleet of vessels. He also was tasked with hoisting the Club’s vessels in and out of navigable waters and mooring them.
On August 28, 2018, Ranger was assigned to lower a vessel into navigable waters using “a hoist, boom and hook, and thereafter to moor the vessel in navigable waters.” Once the vessel had been lowered into the water, Ranger boarded to unlock the vessel from the boom and moor it to the dock. Ranger alleges that he was required to board “directly onto an uneven, slippery and sloped surface at the bow of the vessel without adequate means of maintaining balance and stability,” causing him to slip and fall, “proximately causing him to sustain serious injuries and damages.”
Ranger applied for state workers’ compensation and then sued the Club in superior court. Ranger’s second amended complaint asserted two claims under general maritime law, which is “a species of judge-made federal common law.”
The first cause of action asserted that the Club negligently failed to provide Ranger with adequate training, policies and procedures for safe docking and boarding, and safe access to the vessel. The second cause of action asserted that the Club caused the vessel to be “unseaworthy, dangerous, unsafe and hazardous to employees . . . who were required to board said vessel.”
The trial court sustained the Club’s demurrer without leave to amend on the ground Ranger had failed to allege facts to implicate federal admiralty jurisdiction. In 2023 The Court of Appeal affirmed in the published case of Ranger v. Alamitos Bay Yacht Club (2023) 95 Cal.App.5th 240, 242.
The California Supreme Court reversed in its 2025 opinion in Ranger v. Alamitos Bay Yacht Club -S282264 (February 2025)
The Club argues that Ranger is barred from asserting these federal common law claims because he does not qualify as a statutory “employee” within the meaning of the Longshore and Harbor Workers’ Compensation Act (LHWCA; 33 U.S.C. § 901 et seq.). The LHWCA, as amended in 1984, excludes from the federal workers’ compensation scheme individuals who (like Ranger) are employed by “a club” and “are subject to coverage under a State workers’ compensation law.” (33 U.S.C. § 902(3)(B).)
The Court of Appeal agreed with the Club and affirmed the order sustaining the Club’s demurrer to Ranger’s complaint without leave to amend. The California Supreme Court reversed, and concluded the Court of Appeal erred.
The 1984 amendments to the LHWCA specify which workers’ compensation scheme – federal or state – applies, but they did not themselves purport to abrogate available general maritime remedies for those outside the LHWCA’s scope. Nor, under the supremacy clause of the federal Constitution, may the exclusive-remedy provision in California’s workers’ compensation scheme be applied to deprive a plaintiff of a substantive federal maritime right.
The exclusive-remedy provision in California’s workers’ compensation law would conflict with the established maritime claim for negligence, a tort that maritime law has recognized. Numerous federal courts have held that state workers’ compensation exclusive-remedy provisions cannot preclude a worker’s general maritime claims for relief.
Scholarly commentary, too, supports the conclusion that general maritime law trumps state workers’ compensation exclusivity provisions. (See Sturley et al., Recent Developments in Admiralty and Maritime Law at the National Level and in the Fifth and Eleventh Circuits (Summer 2024) 48 Tul. Mar. L.J. 329, 336-337.”
“Whether Ranger’s general maritime claims might be barred under other provisions of the LHWCA – and whether Ranger’s claims properly invoked admiralty jurisdiction in the first place – are issues the Court of Appeal has not yet addressed.”