Merilaki

This is a chapter heading for general rules about the premises.

Chapter heading for general rules about the platform.

A vessel counts as Finnish and may use the Finnish flag if the ownership and other statutory conditions are met; the authority may also approve or license certain other registrations, and must revoke approval or a licence if the conditions later fail.

Rules on when a vessel counts as Finnish, when the Transport and Communications Agency must or may approve exceptions, and when such approvals must be revoked.

Finnish vessels used in commercial navigation must be entered in the ship register.

Finnish vessels used for commercial navigation must be registered in the transport register or in the Åland State Office’s ship register.

A merchant vessel used for navigation must have a national certificate and any other required vessel and voyage documents.

A merchant vessel used in navigation must carry a nationality certificate and other separately prescribed ship documents.

This section states where a vessel’s home port is treated as being in Finland, depending on whether the vessel is registered and what kind of Finnish vessel it is.

This section says how a vessel’s home port is determined in Finland.

A registered or registrable vessel transfer must be made in writing and in the presence of witnesses.

Registered or registrable vessel transfers must be made in writing and in the presence of witnesses.

If a vessel or ship share is sold to more than one person, the earlier transfer is ineffective against the later buyer when the later buyer’s acquisition has been entered in the ship register and was made in good faith for consideration.

If a vessel or ship share is transferred to multiple people, the earlier transfer is ineffective against the later transferee if the later transferee has registered the acquisition and acted in good faith for value.

Damaged vessels must be declared unfit for repair in inspection when repair is impossible, impractical to another location, or not worth doing.

A damaged vessel must be declared unfit for repair if repair is impossible, if it cannot be moved to the place where repair would have to happen, or if repairing it would not be worthwhile. If the vessel is abroad, the local procedure must be followed.

This section says the law applies to a vessel not used for commercial shipping only when the law’s provisions are actually applicable to it.

For vessels not used for commercial shipping, this law applies only when its provisions are applicable to that vessel.

This section says that registration of a vessel is governed by the vessel register act.

Vessel registration is governed by the Transport Services Act and the Ship Register Act.

This section says ship mortgages are regulated by the Ship Mortgage Act.

This section says that rules on ship mortgages are set out in the Ship Mortgage Act (211/27).

A maritime lien on a vessel secures certain claims related to the vessel, including crew pay, port and pilotage fees, personal injury claims, some property-damage claims, salvage, wreck removal, and general average.

A maritime lien on a vessel secures certain ship-related claims against the shipowner, including wages, port/canal/waterway and pilotage fees, injury and property-damage compensation, salvage, wreck removal, and general average.

Claims under section 2(1)(1)–(5) rank among themselves by the numbered order, but claims under point 5 always have priority over earlier claims under points 1–4.

Claims covered by section 2(1) points 1–5 have equal payment priority, but a claim under point 5 always ranks ahead of earlier claims under points 1–4.

Meripanttioikeus pysyy voimassa, vaikka aluksen omistus siirtyy tai rekisteröinti muuttuu, paitsi 7 §:ssä tarkoitetussa tapauksessa.

Ship mortgages remain valid despite a change of ownership or registration, except in the case mentioned in section 7.

A person holding another's ship or a ship under construction for repair or building may keep it as security for a claim arising from the work.

A person holding another’s ship or ship under construction for repair or building may keep it as security for a claim arising from the work.

The maritime lien on a vessel ends one year after the claim arises, unless the vessel is seized or distrained before then and the case leads to a forced auction.

A maritime lien on a vessel expires one year after the claim arises, unless the vessel has already been seized or distrained for a forced auction.

In a forced auction of a vessel in Finland, maritime lien and retention rights on the vessel end after the purchase price is paid if the sale becomes final.

If a ship is sold at foreclosure auction in Finland, the maritime lien and possessory lien on the ship end after payment of the purchase price if the sale becomes final.

Maritime lien rules apply to a vessel under construction once it has been launched.

Rules on maritime liens for a ship also apply to a ship under construction once it has been launched.

Panttioikeus lastattuun tavaraan turvaa tietyt lastiin liittyvät saatavat.

Lastiin kohdistuva meripanttioikeus vakuuttaa tietyt lastia koskevat saatavat.

9 §:n 1–3 kohdassa tarkoitetut saatavat asetetaan keskinäiseen etuoikeusjärjestykseen kohtien numeron mukaan, ja saman kohdan saatavat ovat samassa asemassa maksun saannissa.

Receivables referred to in section 9(1)–(3) rank in priority order by item number, with equal payment rights within the same item.

Meripanttioikeus tavaraan lakkaa tietyissä luovutus- ja myyntitilanteissa, ja ilman velkojien suostumusta toimiva luovuttaja sekä tietoinen vastaanottaja voivat joutua vastaamaan saatavasta.

Meripanttioikeus lakkaa, jos vakuus tavara luovutetaan tai myydään alusta tai lastia varten; pakkohuutokaupassa se lakkaa, kun kauppahinta on maksettu ja kauppa jää pysyväksi. Luvattoman luovutuksen tekijä ja tietoinen vastaanottaja voivat joutua vastuuseen saatavan suorittamisesta.

A maritime lien on loaded goods ends one year after the claim arises unless a payment claim is filed in due legal order or an exception applies.

Meripanttioikeus lastattuun tavaraan päättyy vuoden kuluessa saatavan syntymisestä, ellei maksukannetta panna vireille ajoissa tai tavara joudu takavarikon tai ulosmittauksen kohteeksi.

When one creditor has a maritime lien over several pledges, each pledge answers for the full claim amount, and any overpayment from one pledge can shift rights to the pledge owner or another creditor.

Jos velkojalla on meripanttioikeus useaan panttiin, kukin pantti vastaa koko saatavasta. Ylimääräinen maksu yhdestä pantista siirtää vastaavan oikeuden pantin omistajalle, ja sama oikeus voi olla myös velkojalla tietyin ehdoin.

A creditor with a maritime lien on a vessel or cargo gets paid from that collateral before other claims; a claim secured by a section 5 right of retention is paid immediately after the prior claim.

A creditor has the right to be paid from the collateral before other claims if the claim is secured by a maritime lien on a vessel or cargo. A claim secured by a retention right under section 5 is paid from that collateral immediately after the above claim.

A maritime lien remains valid even if the claim is assigned, attached, or otherwise transferred to someone else.

A maritime lien stays in force even if the receivable is assigned, distrained, or otherwise transferred to someone else.

Maritime lien does not apply to insurance compensation paid for destruction or damage to the vessel or cargo; a seizure/right of retention under section 5 may be directed at that compensation.

Meripanttioikeus ei koske vakuutuskorvausta, joka maksetaan aluksen tai lastin tuhoutumisesta tai vahingoittumisesta; 5 §:n mukainen pidätysoikeus voidaan kuitenkin kohdistaa tähän korvaukseen.

For cargo-related claims secured by a maritime lien, the ship owner, ship operator, or substitute operator may not bring the claim against the master.

For cargo claims, the ship owner, carrier, or a person acting in the carrier’s place may not sue the master.

Kun meripanttioikeuteen tai aluksen pidätysoikeuteen vedotaan Suomen viranomaisen luona, tämän luvun säännöksiä sovelletaan.

When a maritime lien or possessory right is invoked before a Finnish authority, this chapter’s rules apply. Other similar rights are assessed under the law of the ship’s registration state and cannot be given priority, recognized contrary to the cited convention, or made stronger than the nearest comparable right under this law.

Section 18 applies to a vessel under construction once it has been launched; before that, the law of the state where it is being built applies.

18 §:ää sovelletaan rakenteilla olevaan alukseen siitä lähtien, kun alus on laskettu vesille. Sitä ennen sovelletaan sen valtion lakia, որտեղ alusta rakennetaan.

This section says the chapter applies to arrest of a ship to secure a maritime claim that has been or may be brought in Finland or abroad, for ships registered in the Finnish ship register or a comparable foreign register.

This chapter applies to arrest of a ship to secure a maritime claim, if a lawsuit has been or may be brought in Finland or abroad, and the ship is registered in the specified Finnish or equivalent foreign register.

For vessel seizure under this chapter, the rules on seizure and enforcement in the stated procedure and enforcement chapters apply unless this law says otherwise.

This section says that ship seizure under this chapter follows the seizure and enforcement rules in Chapter 7 of the Code of Judicial Procedure and Chapters 3, 4, and 7 of the Enforcement Code, unless this law says otherwise.

A ship may be seized only on the basis of a maritime claim under section 4, and the general seizure conditions in the Code of Judicial Procedure also apply.

Alus voidaan määrätä takavarikkoon vain 4 §:ssä tarkoitetun merioikeusvaatimuksen perusteella, ja tietyissä vakuudellisissa meripanttioikeustapauksissa vaaran näyttämistä ei vaadita.

Meri­oikeusvaatimus tarkoittaa vaatimusta, joka perustuu yhteen tai useampaan laissa lueteltuun merioikeudelliseen seikkaan.

This provision defines a maritime claim as a claim based on one or more listed maritime-related grounds.

A ship may be arrested only in the situations described here, and a ship is treated as belonging to the same person if one person or the same persons own all of its shares.

A vessel may be arrested if it is the subject of a maritime claim, and in some cases another vessel with the same owner may be used instead. Arrest is only allowed in Finland if enforcement measures for the maritime claim can be directed against the vessel there.

A vessel may be arrested only once on the same maritime claim at the same creditor’s request, and not if security for release has been set unless that security is no longer valid or there are special reasons.

A ship may be arrested only once for the same maritime claim, and not if security has already been given for release from arrest unless the creditor shows the security is no longer valid or there are special reasons.

Takavarikoidun aluksen lähtö on estettävä. Tietyissä takavarikkoperusteissa tuomioistuin voi takavarikon ajaksi sallia aluksen käytön vakuutta vastaan tai määrätä käytöstä muuten.

Kun alus on määrätty takavarikkoon, tuomioistuin voi sallia sen käytön vakuutta vastaan tai määrätä käytölle muita ehtoja.

For ship-arrest matters under this Act, the competent court is determined in Chapter 21.

For vessel arrest cases under this Act, the competent court is determined in Chapter 21.

This section says the chapter applies when two or more parties agree to operate commercial shipping through a shipowners’ company using one registered vessel. Each shipowner is liable only in proportion to their ship share, and a foreigner may own ship shares only so far as the vessel remains Finnish.

This section sets when the chapter applies, limits each ship owner’s liability to their share, and restricts foreign persons’ ownership of ship shares so the vessel remains Finnish.

The listed provisions apply unless the parties agree otherwise.

The listed provisions apply unless the parties agree otherwise.

A written agreement must be prepared when a shipowning company is founded; an amendment to the company agreement is valid only if all shipowners approve it unanimously.

Laivanisännistöyhtiön perustamisesta on tehtävä kirjallinen sopimus. Yhtiösopimuksen muutos on pätevä vain, jos kaikki laivanisännät ovat hyväksyneet sen yksimielisesti. Luonnollisiin henkilöihin sovelletaan lisäksi elinkeinotoimintalain 4 §:n 1 momentin kelpoisuusvaatimuksia.

Laivanisännistöyhtiön kokous on kutsuttava koolle määräajassa, kutsussa on kerrottava käsiteltävät asiat, kokouksesta on pidettävä pöytäkirjaa, ja poissa olleelle laivanisännälle on ilmoitettava päätöksestä.

Shipowners’ company matters are decided at a meeting. The meeting notice must be sent to each shipowner at least one week in advance and state the matters to be discussed.

Meeting votes are counted according to each shipowner’s share, decisions are made by majority, and a tie is broken by the chair except in the election of the chief shipowner, where lots decide.

Voting power is calculated by ship share. Company decisions are generally made by the opinion supported by more than half of votes cast, with a tie broken by the chairperson; in the election of the chief shipowner, the result is decided by lot.

A ship owners’ company must have a chief manager, who generally must live in the European Economic Area, unless an exemption is granted.

A shipping company must have a managing partner, and the managing partner must generally reside in the European Economic Area unless the Ministry of Transport grants an exception.

Pääisäntä voidaan poistaa tehtävästään yhtiön kokouksen päätöksellä tai tietyissä tapauksissa tuomioistuimen päätöksellä. Laivanisäntä ja pääisäntä ovat myös velvollisia korvaamaan toisille laivanisännille aiheuttamansa vahingot.

The shipowners’ company meeting may remove the principal manager at any time. If the principal manager owns at least half the vessel, a court may remove them on the shipowner’s claim for a valid reason. The shipowner and principal manager must compensate other shipowners for damage they cause intentionally or through negligence while handling the company’s affairs.

The shipowners’ company must keep accounts and prepare financial statements; the managing principal must date and sign the statements and present them, together with a report on company affairs, to the company meeting within three months after the end of each financial period.

The ship-owning partnership must keep accounts and prepare financial statements. The managing partner must date and sign them, and deliver them and a report on management to the partnership meeting within three months after the financial year ends. An audit is also required in certain cases.

A shipowner has a right to inspect the shipowning company’s accounts and get information about its operations, and must sue within six months if contesting the company’s financial statements.

The shipowner has a right to inspect the shipowner company’s accounts and obtain information about its activities, and must bring a lawsuit within six months if challenging the company’s financial statements.

A shipowner must pay their share of ship-management expenses in proportion to their ship share.

Jokaisen laivanisännän on osallistuttava isännistötoiminnan menoihin oman laivaosuutensa suhteessa.

Shipowners share profits and losses from the ship-management activity in proportion to their ship shares.

Profits and losses from the ship-owning business are divided among shipowners in proportion to their ship shares. A shipowner who has paid another shipowner’s share of expenses under section 10 may deduct that amount from the profit share calculated for that other shipowner’s ship share.

If a ship share is transferred, the transferee or transferor must notify the chief owner immediately. If a shipowner loses Finnish citizenship, they must notify the chief owner immediately. The chief owner must then inform the other shipowners without delay.

If a ship share is transferred, the transferee or transferor must immediately notify the chief owner. If the shipowner loses Finnish citizenship, they must immediately notify the chief owner. The chief owner must promptly inform other shipowners about these notices.

Laivanisännällä voi olla oikeus lunastaa laivaosuus tietyissä siirroissa, ja ilmoitus on tehtävä siirronsaajalle kahden kuukauden kuluessa tiedon saamisesta.

A ship owner may redeem a ship share in specified transfer cases, and must notify the transferee within two months after receiving notice of the triggering event.

When a ship share is transferred, the old ship owner and the transferor remain liable for certain obligations, while the new ship owner becomes bound and entitled immediately after the transfer.

When a ship share is transferred, liability and rights shift between the transferor, the new ship owner, other ship owners, and third parties under the stated conditions.

Laivanisäntä voi vaatia laivanisännistöyhtiön purkamista tietyissä tilanteissa, ja yhtiö on purettava määräajassa tai heti lunastusajan päätyttyä.

Laivanisäntä voi vaatia laivanisännistöyhtiön purkamista tietyissä tilanteissa, ja pääisännän on ilmoitettava vaatimuksesta muille laivanisännille viivytyksettä.

If a ship-owner company must be dissolved under section 15, it must be wound up at the ship-owner’s request.

If a shipowner company must be dissolved under section 15, it must be liquidated on the shipowner’s request.

A ship co-owner may redeem another co-owner’s ship share in some dissolution situations, but the request must be notified within one month.

A shipowner may redeem another shipowner’s share instead of dissolving the shipowners’ company, but only in the situations described here.

If a shipowners' company is dissolved, the vessel belonging to it must be sold.

Jos laivanisännistöyhtiö puretaan, yhtiölle kuuluva alus on myytävä.

Only a citizen of an EU member state or an EEA state may serve as master of a Finnish merchant vessel.

Only a citizen of an EU member state or an EEA state may serve as master of a Finnish merchant vessel.

A majority shipowner may act as the vessel’s master if qualified; if wage terms are not agreed, arbitrators or a court तय?

Laivanisännällä, joka omistaa yli puolet aluksesta ja jolla on säädetty kelpoisuus, on oikeus toimia aluksen päällikkönä.

The captain must make sure the ship is seaworthy, properly equipped and staffed before departure, monitor it during the voyage, report uncorrectable defects to the shipowner, and plan the route using proper nautical materials.

Päällikön on ennen matkaa varmistettava aluksen merikelpoisuus ja reittisuunnittelu sekä valvottava aluksen kuntoa matkan aikana.

The vessel master must ensure the ship carries the required certificates, ship papers, and a copy of the Act.

The vessel master must ensure the ship carries the required certificates and ship documents, and a copy of the law.

Without the shipowner’s consent, the captain may not take cargo on board for their own or someone else’s account.

The captain must not load cargo without the shipowner’s consent; if this happens, the captain must pay freight and cover the damage.

When the captain is away or unable to act, the highest available mate must make urgent decisions; if the captain leaves the ship, he must notify the highest available mate and give instructions. The captain may not leave the ship while it is not safely moored unless necessary, and he must not be away from the ship if danger threatens.

The captain must give notice and instructions when leaving the ship, and may not leave the ship when it is not moored or safely anchored unless necessary; if danger threatens, the captain must stay aboard.

If the captain dies, becomes unable to sail for illness or another compelling reason, or leaves office, the chief mate takes over until a new captain is appointed, and these cases must be reported promptly to the shipowner.

If the master dies, becomes unable to command the vessel, or leaves office, the chief mate takes over until a new master is appointed.

Päällikön on valvottava lastausta, purkausta ja matkan sujumista sekä ennen toisen aluksen tai tavaran pelastamista harkittava tarkasti, kuuluuko se hänen velvollisuuksiinsa.

The captain must supervise loading, unloading, and the voyage so that they proceed as promptly as appropriate, and must carefully consider whether rescuing another ship or cargo fits his duties first.

The ship master must ensure the vessel is operated and handled according to good seamanship, and shipowners or others must not stop or restrict the master from making or carrying out safety- or environment-related decisions based on professional judgment.

Päällikön on huolehdittava, että alusta kuljetetaan ja käsitellään hyvän merimiestaidon mukaisesti, ja laivanisäntä tai muu henkilö ei saa estää tai rajoittaa päällikön tarpeelliseksi katsomaa päätöstä ihmishengen tai meriympäristön suojaamiseksi.

The ship’s master must get information about applicable rules and instructions at places the ship visits, get a safety-related briefing in war or blockade, and call a pilot when needed for the ship’s safety.

The ship master must gather local rules and instructions at places the vessel visits, obtain safety guidance during war or blockade, and call a pilot when needed for the ship’s safety.

Aluksen päällikön on autettava merihädässä olevaa ja ilmoitettava merihätävaarasta viivytyksettä, jos se voidaan tehdä ilman vakavaa vaaraa omalle alukselle, miehistölle tai muille aluksessa oleville.

The ship’s captain must help a person in maritime distress, take action to save someone or prevent danger when aware of distress or a threat to shipping, and report a ship’s risk of becoming distressed to the rescue authority without delay.

Aluksen päällikön on merihädässä tehtävä kaikkensa pelastaakseen ihmiset, aluksen ja lastin, eikä hän saa jättää alusta, ellei hänen henkensä ole vakavassa vaarassa.

The ship’s master must take rescue and salvage steps in a distress situation and must report certain navigation hazards.

The shipmaster may act on the shipowner’s behalf in certain ship- and voyage-related matters.

The ship’s master may act on the shipowner’s behalf in specified shipping matters and may obtain funds by borrowing or selling goods in certain cases.

The ship master must report important actions and voyage matters to the shipowner, seek instructions before major actions when possible, raise funds in the shipowner’s best interest if needed, and immediately notify the shipowner and the registration authority in a foreign seizure or distraint case.

Päällikön on matkalla ilmoitettava laivanisännälle tärkeistä toimista ja muista olennaisista asioista, pyydettävä tarvittaessa määräys ennen tärkeitä toimia, hankittava varat laivanisännälle edullisimmalla tavalla, ja ilmoitettava viipymättä ulkomaisesta ulosmittauksesta tai velkatakavarikosta myös rekisteriviranomaiselle, jos alus on kiinnitetty.

Päällikön on matkan aikana huolehdittava lastista ja valvottava lastinomistajan oikeutta ja etua.

The captain must take careful care of the cargo during the voyage and otherwise protect the cargo owner's rights and interests.

The master has the right, in his role, to take legal actions on behalf of the cargo owner in cargo-related matters.

The captain has the right, in office, to take legal actions and handle cargo matters on behalf of the cargo owner, as provided by rules on the carrier or the freight taker.

Päällikkö ei ole henkilökohtaisesti vastuussa tietyistä puolestaan tehdyistä sitoumuksista, mutta hänen on korvattava toimessaan virheellään tai laiminlyönnillään aiheuttamansa vahinko.

A captain is not personally liable for commitments made on behalf of the shipowner or cargo owner, but must compensate damage caused by fault or negligence in the course of duties.

Päällikön on annettava tili laivanisännän pyynnöstä, ja tilille on kirjattava tietyt saadut erityiset hyvitykset, ellei laivanisännän nimenomaista suostumusta niiden pitämiseen ole. Laivanisännän on riitautettava tili oikeudessa kuuden kuukauden kuluessa sen vastaanottamisesta, muuten moiteoikeus menetetään, ellei päällikkö ole menetellyt vilpillisesti.

The ship master must render accounts when the shipowner asks, and must credit the shipowner with certain extra benefits unless the shipowner expressly allowed the master to keep them.

If the master owns more than half of the ship, a court may remove the master from office on another ship-owner’s claim if there are valid reasons.

If the master owns more than half of the vessel, a court may remove them from office on another shipowner’s claim if there are valid reasons.

This section says the captain’s duties in a ship collision are covered in Chapter 8, and duties about logbooks, statements, reports, and inspections are covered in Chapter 18.

This section says the captain’s duties in ship collisions are regulated in Chapter 8, and duties about keeping logs, giving a ship’s statement and report, and carrying out inspection are regulated in Chapter 18.

The shipowner is liable for damage caused in the course of duty by the ship's master, crew, pilot, or other person working for the vessel on the shipowner's or master's assignment, unless otherwise provided by law.

The shipowner is generally liable for damage caused by the vessel master, crew, pilot, or another person working for the vessel on the shipowner’s or master’s assignment, unless another rule applies.

Laivanisännän on otettava ja pidettävä voimassa vakuutus tai asetettava vakuus tietyille suomalaisille ja tietyissä tilanteissa myös ulkomaisille aluksille, jos aluksen bruttovetoisuus on vähintään 300.

Laivanisäntä must take and keep insurance, or provide security, for certain Finnish and foreign ships with gross tonnage of at least 300; some state vessels are exempt.

Vakuutus tai vakuus on osoitettava todistuksella, jossa on tietyt vähimmäistiedot; jos todistuksen kieli ei ole englanti, ranska tai espanja, mukaan on liitettävä käännös näistä kielistä johonkin, ja päällikön on huolehdittava, että todistus pidetään aluksessa mukana.

Aluksen päällikön on huolehdittava, että todistus pidetään mukana aluksessa.

The text says the rules that must be followed on a vessel to avoid collision are set out separately.

The rules that must be followed on board to avoid collision are set out separately.

If vessels collide and cause damage, the party solely at fault must pay all resulting damage and loss. If both are at fault, each pays according to the faults; if no allocation basis exists, each pays half. The court must especially consider whether there was time to deliberate.

Jos alukset törmäävät ja vahinko johtuu yhden osapuolen yksinomaisesta syyllisyydestä, tämä osapuoli vastaa kaikesta vahingosta ja tappiosta. Jos molemmat ovat syyllisiä, korvaus jaetaan virheiden ja seurausten mukaan, tai puoleksi, jos jakoperustetta ei ole.

Persons at fault for a collision are jointly and severally liable for personal injury damage.

Collision-caused personal injury compensation is jointly and severally owed by the liable parties.

If a collision was caused by an accident, or if it cannot be shown that either party caused it, each party bears the damage they suffered.

If a collision was caused by an accident, or if it cannot be shown that either party caused it, each party bears the damage it suffered.

Aluksen päällikön on törmäyksen jälkeen annettava apua ja kerrottava toiselle päällikölle aluksen perustiedot, jos se voidaan tehdä ilman vakavaa vaaraa omalle alukselle tai sen väelle.

Kun alus on törmännyt toiseen alukseen, päällikön on autettava toista alusta ja sen ihmisiä, jos se voidaan tehdä ilman vakavaa vaaraa omalle alukselle tai sen väelle, ja hänen on myös ilmoitettava toisen aluksen päällikölle aluksen nimi, kotipaikka, lähtöpaikka ja määränpää.

Collision rules also apply when a vessel, through steering or otherwise, causes damage to another vessel or to a person or goods on it, even if the vessels do not collide.

Collision rules also apply when a ship, through maneuvering or otherwise, causes damage to another ship, or to people or goods on it, even if the ships do not actually collide.

Several maritime actors have the right to limit liability under this chapter.

Several listed maritime parties have the right to limit liability under this chapter.

Vastuunrajoitukseen oikeutettu saa rajoittaa tietyistä alukseen, merikuljetukseen ja pelastustoimiin liittyvistä saamisista vaadittavaa määrää.

A person entitled to limitation of liability may limit certain claims arising from injury, cargo/passenger delay, certain other ship-related damage, and specified salvage or hazard-prevention measures.

Vastuunrajoitusoikeus ei koske useita nimettyjä saamistyyppejä, kuten pelastuspalkkiota, öljyvahinkosaamisia, ydinvahinkoon liittyviä saamisia sekä korkoa ja oikeudenkäyntikulujen korvaamista.

This section says the right to limit liability does not apply to several listed claims.

A person who intentionally or through gross negligence caused the damage, knowing damage was likely, cannot use the limitation-of-liability right.

Liability limitation does not apply if a person intentionally or through gross negligence caused the damage while knowing such damage was likely.

This section sets liability limits for ship-related claims, using SDR amounts and ship tonnage or passenger capacity as the basis.

If liability limitation exists, this section sets SDR-based liability caps for ship-related claims and defines tonnage and SDR for the calculations.

Vastuumäärä jaetaan velkojille vahvistettujen saamisten suhteessa; maksaneelle laivanisännälle tai muulle voi syntyä velkojan oikeudet, ja tuomioistuin voi erottaa varoja myöhempää vaatimusta varten.

Claims are distributed among creditors in proportion to their confirmed claims. If a shipowner or another person has already paid a claim before the distribution, that person gets the creditor’s rights for the amount paid. A court may set funds aside temporarily if that person may later have to pay the claim.

Rajoitusrahasto voidaan perustaa tietyissä Suomessa vireillä olevissa menettelyissä, ja sen jälkeen vastuunrajoituksen alaista saamista koskeva kanne voidaan nostaa vain rajoitusoikeudenkäynnissä.

A restriction fund may be set up in a Finnish maritime court when a claim subject to liability limitation is brought or a seizure/other legal measure is requested in Finland.

A creditor who has claimed against a limitation fund generally cannot seek arrest, other interim measures, or enforcement against a ship or other property covered by the fund conditions.

Rajoitusrahastoon liittyvä vaatimus voi estää tai rajoittaa takavarikkoa, turvaamistoimea ja ulosottoa alukseen tai muuhun omaisuuteen tietyissä tilanteissa.

Jos rajoitusrahastoa ei ole perustettu, tuomioistuin käsittelee vain kyseisen saamisen, ja osapuolet voivat tietyin ehdoin viedä vastuumäärän kysymykset merivahingonlaskijan ratkaistavaksi.

If no limitation fund has been set up, the court must consider only the claim at issue, and the parties may submit the liability amount and its division to the average adjuster.

This section sets minimum liability limits for certain State vessels and drilling vessels, and treats seabed-resource exploration/extraction rafts as vessels for these rules.

This section sets liability-limit rules for warships, certain state vessels, drilling vessels, and seabed-exploration rafts, with exceptions.

Rules in sections 1–10 apply when liability limitation is claimed in a Finnish court or before another Finnish authority, with a stated conflict-of-laws exception.

Sections 1–10 apply when limitation of liability is claimed in a Finnish court or before another Finnish authority.

This section defines key terms used in the chapter, including oil, persistent oil, oil damage, countermeasures, incident, vessel owner, vessel, the 1992 Liability Convention, contracting state, and Finnish economic zone.

This section defines key terms used in the chapter, including oil, persistent oil, oil pollution damage, response measures, incident, vessel owner, vessel, the 1992 Liability Convention, contracting state, and the Finnish Exclusive Economic Zone.

This chapter applies to certain oil pollution damage and related cleanup costs, mainly when persistent oil escapes from a vessel built or modified to carry persistent oil in bulk.

This section sets when the chapter applies to persistent-oil spill damage and related cleanup costs, and gives exceptions for certain vessels and conflicts with international obligations.

Aluksen omistajan on korvattava tässä pykälässä tarkoitettu öljyvahinko, vaikka hän tai hänen vastuullaan toimiva ei olisi aiheuttanut sitä, ellei vastuuvapauden perusteita näytetä.

Aluksen omistaja vastaa öljyvahingosta ja voi vapautua vastuusta vain tietyillä osoitetuilla perusteilla.

Öljyvahingosta voi vaatia korvausta aluksen omistajalta vain tämän luvun nojalla, ja eräiltä muilta henkilöiltä korvausta ei yleensä voi vaatia.

This section channels oil-damage compensation claims against the ship owner to this chapter, and limits recourse against several related persons unless the damage was caused intentionally or by gross negligence.

Ship owners may limit liability for each damage event, subject to tonnage-based limits and a maximum cap; the right does not cover interest or legal costs and is lost for intentional or grossly negligent damage with knowledge of likely harm.

The ship owner may limit liability for each damage event to SDR 4,510,000 for ships up to 5,000 in tonnage, with an increase of SDR 631 per tonnage unit above that, subject to a maximum of SDR 89,770,000. This right does not cover interest or legal costs, and it does not apply if the owner caused the damage intentionally or by gross negligence knowing damage would likely occur.