Month: September 2026

Nuo paslėpto gedimo iki sutarties nutraukimo: naudotų automobilių sandorių rizikos verslui

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Nors degalų kainos auga, o elektromobilių pardavimai Lietuvoje siekia naujus rekordus, didžiąją šalies automobilių parko dalį vis dar sudaro senesnės transporto priemonės. Jos aktyviai keičia savininkus antrinėje rinkoje – naudotus automobilius perka ir parduoda ne tik gyventojai, bet ir jų prekyba užsiimančios bendrovės, automobilių parkus valdančios įmonės, nuomos, transporto, statybos ir kitų sektorių verslai.

Kartu su didele naudotų automobilių rinka neišvengiama ir teisinių ginčų. Po sandorio paaiškėję techniniai gedimai, nuslėpti defektai, tikrovės neatitinkanti rida ar automobilio istorija, ankstesni eismo įvykiai bei skirtingas pirkėjo ir pardavėjo supratimas, kokios būklės automobilis iš tiesų buvo parduotas, gali tapti ne tik pretenzijų, bet ir teisminio proceso priežastimi.

O verslui tokio ginčo kaina gali būti gerokai didesnė nei automobilio remontas. Tam tikrais atvejais pirkėjas gali siekti nutraukti pirkimo–pardavimo sutartį, susigrąžinti už automobilį sumokėtą kainą ir reikalauti atlyginti kitus patirtus nuostolius.

Advokatų profesinės bendrijos AVOCAD advokatas Mantas Baigys atkreipia dėmesį, kad vien tai, jog automobilis yra naudotas, savaime neatleidžia pardavėjo nuo atsakomybės už jo kokybę. „Versle vis dar pasitaiko požiūris, kad naudotas automobilis parduodamas toks, koks yra, todėl po sandorio visa rizika automatiškai pereina pirkėjui. Teisiniu požiūriu situacija nėra tokia paprasta. Automobilio amžius, rida ir natūralus nusidėvėjimas neabejotinai svarbūs vertinant jo būklę, tačiau pardavėjui išlieka pareiga pateikti teisingą informaciją ir neperduoti pirkėjui automobilio su neatskleistais trūkumais, už kuriuos jis atsako“, – sako M. Baigys.

„Naudotas“ nereiškia „be atsakomybės“

Lietuvos teismų praktikoje pripažįstama, kad naudotas automobilis negali būti vertinamas pagal tokius pačius kokybės kriterijus kaip naujas. Pirkėjas turi įvertinti jo amžių, ridą, ankstesnio naudojimo intensyvumą ir natūralų nusidėvėjimą. Tačiau net ir naudotas automobilis, jeigu šalys nesusitarė kitaip, turi būti tinkamas naudoti pagal įprastą paskirtį.

Vien tai, kad automobilis važiuoja, dar nebūtinai reiškia, kad jis yra tinkamos kokybės. Lietuvos Aukščiausiasis Teismas yra pažymėjęs, kad naudoto automobilio kokybė vertinama atsižvelgiant ir į tai, ar juo galima naudotis pagal paskirtį be didelių trikdžių, nepatogumų ar papildomų sąnaudų.

Verslui tai ypač aktualu todėl, kad ginčo objektu dažnai tampa ne tik pats gedimas, bet ir tai, ką pardavėjas apie automobilį žinojo, ką nurodė pirkėjui ir kas buvo užfiksuota sutartyje.

Rida, eismo įvykiai, esami techniniai gedimai, ankstesni reikšmingi pažeidimai ar kitos automobilio vertę ir tinkamumą naudoti lemiančios aplinkybės gali turėti esminę reikšmę. Teismų praktikoje yra buvę atvejų, kai klaidingai nurodyta automobilio rida pripažinta tokiu reikšmingu neatitikimu, kuris gali sudaryti pagrindą reikalauti nutraukti pirkimo–pardavimo sutartį. Pasak advokato, atsukta rida paslėptas defektas. Teismų praktikoje laikomasi nuostatos, kad ridos suklastojimą reikėtų vertinti ne tik kaip melagingos informacijos apie parduodamą daiktą pateikimą, bet ir kaip paslėptą daikto trūkumą, kurio pasekmės jį įsigijusiam asmeniui pasireikš vėliau – tiek būtinybe esminius automobilio agregatus, detales keisti kur kas anksčiau nei galima buvo planuoti įsigyjant automobilį, tiek valdant mažesnės vertės, nei sumokėtą daiktą, tiek gaunant ženkliai mažesnę, nei turėtų kainą pardavimo atveju.

„Profesionaliam automobilių pardavėjui ypač rizikinga sutartyje apsiriboti bendromis formuluotėmis, kad pirkėjas automobilį apžiūrėjo ir dėl jo būklės pretenzijų neturi. Tokia sąlyga savaime nėra universalus skydas nuo atsakomybės. Kilus ginčui bus vertinama, ką pardavėjas žinojo ar turėjo žinoti, kokią informaciją pateikė, kokie trūkumai buvo atskleisti ir ar pirkėjas realiai galėjo juos nustatyti“, – pažymi AVOCAD advokatas M. Baigys.

Kada automobilis gali „sugrįžti“ pardavėjui?

Viena finansiškai skaudžiausių ginčo baigčių automobilių prekybos verslui – pirkimo–pardavimo sutarties nutraukimas ir restitucija. Tokiu atveju pardavėjui gali tekti susigrąžinti automobilį ir grąžinti už jį gautą kainą, o priklausomai nuo konkrečios situacijos gali kilti klausimas ir dėl kitų pirkėjo patirtų nuostolių.

Tačiau kiekvienas po automobilio pardavimo nustatytas gedimas automatiškai nereiškia, kad pirkėjas gali grąžinti transporto priemonę ir pareikalauti visos sumokėtos kainos.

Tai iliustruoja ir naujausia Lietuvos Aukščiausiojo Teismo praktika. 2026 m. teismas, nagrinėdamas ginčą dėl nekokybiško automobilio, akcentavo teisių gynimo būdų eiliškumą ir sutarties nutraukimo, kaip griežčiausios priemonės, pagrįstumą. Vartojimo santykiuose pardavėjui paprastai pirmiausia turi būti suteikta galimybė užtikrinti tinkamą sutarties vykdymą – pašalinti trūkumą ar pakeisti prekę, o sutarties nutraukimui turi egzistuoti įstatyme numatytos sąlygos.

Svarbu tai, kad ši konkreti byla buvo susijusi su vartojimo pirkimo–pardavimo santykiais. Kai naudotą automobilį savo verslo veiklai perka juridinis asmuo, vartotojams nustatyta speciali apsauga savaime netaikoma. B2B santykiuose dar didesnę reikšmę įgyja sutarties sąlygos, abiejų šalių profesionalumas, iki sandorio atliktas automobilio patikrinimas ir konkretūs pardavėjo pareiškimai bei garantijos dėl transporto priemonės būklės.

„Sutarties nutraukimas yra labai rimta teisinė pasekmė, todėl vien fakto, kad po sandorio automobilis sugedo, nepakanka. Reikia atsakyti į daug klausimų: ar trūkumas egzistavo automobilio perdavimo metu, ar pirkėjas apie jį žinojo arba galėjo žinoti, ar pardavėjas pateikė teisingą informaciją ir kiek pats trūkumas yra reikšmingas. Būtent šios aplinkybės dažniausiai ir nulemia ginčo kryptį“, – aiškina M. Baigys.

Gedimą radęs pirkėjas taip pat turi pareigų

Rizikų turi ne tik pardavėjas. Automobilį savo veiklai perkanti įmonė taip pat turėtų pasirūpinti įrodymais dar iki sudarant sandorį.

Svarbūs gali būti automobilio diagnostikos duomenys, serviso išvados, istorijos ataskaitos, skelbimo kopija, pardavėjo pateikta informacija ir šalių susirašinėjimas. Jeigu gedimas nustatomas jau po automobilio įsigijimo, reikšmę įgyja ir tai, kaip elgiasi pats pirkėjas.

Lietuvos Aukščiausiasis Teismas yra nagrinėjęs situaciją, kai pirkėjas pardavėją apie automobilio trūkumus informavo tik jau pradėjęs remonto darbus. Dėl to pardavėjas neteko galimybės pats įvertinti nustatytų gedimų ir pasirinkti jų šalinimo būdo. Šios aplinkybės buvo reikšmingos sprendžiant dėl pardavėjo atsakomybės ir atlygintinų išlaidų.

„Jeigu po sandorio nustatomas rimtas gedimas, pirmas žingsnis neturėtų būti automobilio išardymas ar brangus remontas savo pasirinkimu. Pirmiausia trūkumą reikėtų tinkamai užfiksuoti ir apie jį informuoti kitą sutarties šalį. Priešingu atveju net ir pagrįstą reikalavimą vėliau gali būti gerokai sunkiau įrodyti“, – komentuoja AVOCAD advokatas.

Keli sakiniai sutartyje gali kainuoti dešimtis tūkstančių

Automobilių prekyba užsiimančioms įmonėms viena svarbiausių praktinių taisyklių – kuo tiksliau užfiksuoti parduodamos transporto priemonės būklę.

Jeigu žinoma apie konkrečius gedimus, ankstesnius pažeidimus, atliktus reikšmingus remonto darbus ar kitus svarbius trūkumus, juos verta aiškiai įvardyti sutartyje arba jos priede. Taip pat svarbu išsaugoti automobilio diagnostikos, remonto ir aptarnavimo dokumentus, ridą pagrindžiančius duomenis bei informaciją, kuri buvo pateikta pirkėjui prieš sudarant sandorį.

Atsargiai reikėtų vertinti ir informaciją skelbimuose. Jei automobilis reklamuojamas kaip „idealios būklės“, „be defektų“, nurodoma konkreti rida ar pateikiami kiti kategoriški teiginiai apie jo istoriją ir techninę būklę, kilus ginčui tokia informacija gali tapti reikšmingu įrodymu, kokios automobilio savybės pirkėjui buvo deklaruotos.Kita vertus, ir automobilį perkanti įmonė neturėtų manyti, kad sutarties nutraukimas visais atvejais bus paprasčiausias kelias. Ginčo atveju reikės vertinti trūkumo pobūdį ir reikšmingumą, jo atsiradimo momentą, pardavėjo pateiktą informaciją, galimybę gedimą pašalinti ir pačios sutarties sąlygas.

„Naudoto automobilio sandoryje keli sakiniai sutartyje gali lemti dešimčių tūkstančių eurų ginčo baigtį. Todėl tiek parduodančiam, tiek perkančiam verslui svarbu ne tik pasirašyti standartinę transporto priemonės pirkimo–pardavimo sutartį, bet ir tiksliai užfiksuoti faktinę automobilio būklę, žinomus trūkumus, šalių pareiškimus bei atsakomybės ribas. Kuo daugiau neaiškumų paliekama sandorio metu, tuo daugiau erdvės ginčui lieka vėliau“, – apibendrina AVOCAD advokatas Mantas Baigys.

 

Eismo įvykis užsienyje: kada žalos atlyginimo iš užsienio draudiko galima reikalauti Lietuvoje?

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Tarptautinius pervežimus vykdančiam verslui eismo įvykiai kitose Europos Sąjungos valstybėse yra kasdienybė. Su tuo gali susidurti ir bet kuris automobiliu po Europą keliaujantis ar eismo įvykyje kaip pėstysis nukentėjęs Lietuvos Respublikos pilietis. Tačiau dažnai tuo rūpesčiai nesibaigia, o tikrieji sunkumai prasideda po eismo įvykio – kai reikia atgauti patirtus nuostolius iš kitoje Europos Sąjungos valstybėje veikiančios draudimo bendrovės.

Nors ES sistema sukurta taip, kad nukentėjusiam asmeniui nereikėtų vienam aiškintis su kitos valstybės narės draudiku – draudimo bendrovės kitose valstybėse narėse turi žalų administravimo atstovus, – praktikoje pats atstovo buvimas dar negarantuoja greito ir visiško nuostolių atlyginimo.

Pasitaiko situacijų, kai žalos administravimas užsitęsia dėl to, kad jo atstovas arba pats draudikas vilkina sprendimo priėmimą, nustatytais terminais neišmoka draudimo išmokos, nesutinka atlyginti visų nuostolių, vis prašo papildomų dokumentų ar paaiškinimų arba skirtingai vertina eismo įvykio aplinkybes. Vežėjui tai gali reikšti ne tik ilgą laiką neatlygintas išlaidas už transporto priemonės, krovinio gelbėjimą, eismo įvykio vietos sutvarkymą (kurios ES šalyse gali kainuoti milžiniškas sumas), tačiau ir įmonės veiklos sutrikdymą bei lemti dar didesnius nuostolius dėl prastovų, negautų pajamų ir pan. „Verslui svarbiausia suprasti, kad kitos valstybės draudiko sprendimas nėra paskutinis taškas. Jeigu atsakingas draudikas nepagrįstai atsisako atlyginti visus nuostolius arba žalos administravimas užsitęsia itin ilgai, reikia įvertinti, ar toliau susirašinėti su draudiku, ar vis tik savo teises apginti teisme“, – sako AVOCAD advokatas, draudimo teisės ekspertas Julius Sakalauskas.

Eismo įvykis užsienyje nebūtinai reiškia bylą užsienyje

Viena svarbiausių ES motorinių transporto priemonių valdytojų civilinės atsakomybės draudimo sistemos garantijų nukentėjusiam asmeniui – galimybė už eismo įvykį atsakingo asmens draudikui pareikšti tiesioginį ieškinį savo valstybės teisme. ES teisės aktai numato specialią eismo įvykiuose nukentėjusių asmenų apsaugą. Europos Sąjungos Teisingumo Teismas yra išaiškinęs, kad eismo įvykyje nukentėjęs asmuo, kai tenkinamos tam reikalingos sąlygos, gali tiesiogiai pareikšti ieškinį atsakingo asmens draudikui savo gyvenamosios vietos valstybės teisme.

Lietuvos teisėje ši galimybė taip pat įtvirtinta aiškiai: Transporto priemonių valdytojų civilinės atsakomybės privalomojo draudimo įstatymas numato, kad Lietuvos Respublikoje nuolat gyvenantis nukentėjęs trečiasis asmuo turi teisę prieš kitos ES valstybės narės atsakingą draudiką pradėti teismo procesą Lietuvoje.

Verslo atveju kiekvienos situacijos jurisdikcija turi būti vertinama individualiai – atsižvelgiant į įmonės buveinę, transporto priemonės registracijos vietą, atsakingo draudiko veiklos vietą ir kitus konkrečios bylos aspektus. „Vežėjui, kurio transportas nuolat juda po skirtingas Europos valstybes, galimybė ginčą spręsti Lietuvoje yra labai reikšminga. Užuot organizavus procesą kitoje šalyje, ieškojus vietos teisininkų ir sprendus kalbos bei procesinius klausimus, pirmiausia verta įvertinti, ar konkretus ginčas negali būti nagrinėjamas Lietuvos teisme“, – pažymi J. Sakalauskas.

Kodėl svarbus draudiko atstovas Lietuvoje?

Kitos ES valstybės draudiko atstovas pretenzijoms dėl padarytos žalos nagrinėti Lietuvoje nėra vien tik kontaktinis asmuo, kuriam persiunčiami dokumentai. Jis skiriamas žalos administravimo ir išmokos mokėjimo funkcijoms šio draudiko vardu atlikti.

Svarbi ir dar viena praktinė aplinkybė: ES Teisingumo Teismas yra konstatavęs, kad žalų sureguliavimo atstovo įgaliojimai apima ir jo pareigą priimti teismo procesinius dokumentus, reikalingus procesui dėl žalos atlyginimo nukentėjusio asmens nuolatinės buveinės vietos teisme pradėti.

Tai praktiškai labai palengvina nukentėjusio asmens padėtį ir pagreitina teismo procesą, nes tam, kad užsienio draudikas būtų informuotas apie kitoje ES valstybėje pradėtą teismo procesą, užtenka ieškinį ir teismo dokumentus įteikti šio draudiko atstovui. Be to, taupomi bylos kaštai, nes nereikia visų dokumentų versti į užsienio kalbą ir siųsti tiesiogiai į kitą valstybę.

Kada verta nebelaukti?

Pasak J. Sakalausko, viena dažnesnių klaidų – pernelyg ilgai tikėtis, kad draudiko pozicija pasikeis vien tęsiant susirašinėjimą. „Jeigu draudikas atsisako atlyginti pagrįstus nuostolius, siūlo išmokėti akivaizdžiai per mažą draudimo išmoką arba vilkina draudžiamojo įvykio administravimą ir daugiau kaip 90 dienų neišmoka draudimo išmokos, verta pagalvoti ir apie teisminę ginčo perspektyvą. Iš savo praktikos galiu pasakyti, kad dažnu atveju aiškiai suformuluotas reikalavimas teisme gali pakeisti derybų dinamiką ir paspartinti pagrįsto sprendimo dėl draudimo išmokos išmokėjimo priėmimą“, – sako advokatas.

Todėl po eismo įvykio užsienyje svarbu nuo pat pradžių rinkti ne tik paties įvykio, bet ir visų nuostolių įrodymus: policijos ar kitus įvykio dokumentus, nuotraukas, remonto sąmatas ir sąskaitas, transportavimo bei saugojimo išlaidas, susirašinėjimą su draudiku. Verslui papildomai svarbūs dokumentai, galintys pagrįsti transporto priemonės prastovą ar kitus tiesiogiai dėl įvykio atsiradusius nuostolius. Kiekvienu atveju atlygintinos žalos apimtis priklauso nuo konkrečių aplinkybių ir taikytinos teisės, todėl vien patirtos išlaidos dar savaime nereiškia, kad visa jų suma bus priteista.

Užsienio draudikas nėra „nepasiekiamas“

Eismo įvykis kitoje valstybėje dažnai sukuria psichologinį barjerą – atrodo, kad ginčas su Švedijos, Vokietijos, Prancūzijos ar kitos Europos šalies draudiku automatiškai reiškia sudėtingą procesą užsienyje.

Tačiau ES reguliavimo tikslas yra priešingas – suteikti nukentėjusiam asmeniui realias galimybes savo teises apginti gyvenamojoje ar buveinės valstybėje, kai tam yra numatytos teisinės sąlygos. „Todėl vežėjams rekomenduočiau į užsienyje patirtą žalą žiūrėti kaip į įprastą ir kontroliuojamą verslo riziką. Svarbu tinkamai apskaičiuoti ir suprasti visą padarytą žalą, ją pagrįsti dokumentais, įvertinti draudiko argumentus ir kiek dar galite laukti jums priklausančių nuostolių atlyginimo. Ir, jei atsakingas draudikas nesilaiko draudimo išmokos išmokėjimo terminų, vilkina sprendimo priėmimą arba pasiūlo akivaizdžiai per mažą draudimo išmoką, siūlyčiau patikrinti galimybę ginčą perkelti į teismą Lietuvoje. Ir kartais vien tai tampa postūmiu draudikui iš naujo įvertinti savo pozicijos pagrįstumą“, – apibendrina AVOCAD advokatas Julius Sakalauskas.

 

Debtors Abroad: How Businesses Can Recover Their Money Without Getting Caught Up in a Costly Legal Process

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For Lithuanian businesses that export goods or provide services to foreign customers, an unpaid invoice becomes a much more complicated issue when the debtor is registered in another country. The transportation sector faces this problem particularly often, as services are provided across different countries, the chain of clients can be long, and payments often depend on several different market participants. In such cases, even a debt that seems clear at first glance can turn into a complex cross-border debt collection case. Where should one file a claim—in a Lithuanian court or a foreign court? Which country’s law will apply? Will a court judgment issued in Lithuania actually be enforced abroad?

Kamilė Šemeklytė, an attorney at the AVOCAD law firm, says that in cases of international debt collection, one of the biggest mistakes is to start by drafting a complaint without first answering a far more practical question: where are the debtor’s assets, and will it actually be possible to collect the debt from them? “You may win the case, but what matters to a business is not the court’s decision itself, but the money in the bank account. Therefore, before initiating proceedings, it’s worth assessing the debtor’s financial situation, checking whether insolvency proceedings have been initiated against them, and determining where their bank accounts, real estate, or other registrable assets are located. Sometimes such an assessment fundamentally changes the entire debt collection strategy,” says K. Šemeklytė.

Egidijus Langys, managing partner at AVOCAD and an attorney who specializes in legal issues related to carriers, notes that this problem is particularly acute in the transportation sector due to the very structure of the business. “The carrier may be in Lithuania, the client in Germany, the freight forwarder in the Netherlands, and the consignee in yet another country. When an unpaid invoice arises, it quickly becomes clear that simply knowing who owes the money isn’t enough. You need to understand where that debt can actually be collected and whether the process itself is economically viable,” says E. Langys.

The first document worth looking at is the contract

According to lawyers, the international debt collection process actually begins as soon as a contract is signed with a foreign partner.

Two conditions are particularly important here: which country’s law applies to the contract, and which country’s court will resolve the dispute.

Under EU law, the parties may generally choose the law applicable to their contract. If no such choice is made, the applicable law is determined in accordance with the rules set forth in the EU’s “Rome I” Regulation. For example, the law of the seller’s country generally applies to contracts for the sale of goods, while the law of the service provider’s country generally applies to service contracts, although exceptions are possible in specific situations.

Jurisdiction is no less important. The general rule in the EU is that a case is brought in the country where the defendant is located; however, in contractual relationships, the place where the contractual obligation was to be performed may also be relevant. In addition, the parties to a business contract may agree in advance on the jurisdiction of the courts of a specific country.

“A single sentence in a contract can sometimes mean thousands of euros in future litigation costs. If a Lithuanian company agrees in a contract that all disputes will be heard in a court in another country, it will have to factor in the costs of local attorneys, translations, and litigation should a debt of 10,000–20,000 euros arise. Therefore, jurisdiction clauses should not be treated as a mere technical detail at the end of a contract,” emphasizes K. Šemeklytė.

Langys adds that in international business relationships, companies often pay too little attention to the terms of a contract as long as the relationship is going smoothly. “As long as invoices are paid on time, provisions regarding jurisdiction or applicable law seem like a mere formality. However, when a dispute arises, it becomes clear that these provisions can determine the duration of the proceedings, their cost, and even whether it is worth litigating over a specific debt at all,” he says.

When the debtor does not dispute the debt, the process may be simpler

If the debtor is located in another EU country and does not substantially dispute the debt, one option is the European Payment Order procedure.

It is designed for cross-border uncontested civil and commercial monetary claims. The process is carried out using standardized forms, and if the debtor does not file an objection, the European payment order becomes enforceable in another EU country without the need for a separate trial.

For smaller claims, the European Small Claims Procedure—designed for cross-border claims not exceeding 5,000 euros—may also be considered.

However, according to K. Šemeklytė, the amount of the debt alone should not automatically determine the choice of legal process.

“First, you need to determine whether the debtor is disputing the debt. If there are claims regarding the quality of goods, the performance of work, termination of the contract, or set-off, a formally simpler procedure does not necessarily mean that the dispute will remain straightforward,” notes an AVOCAD attorney.

Sometimes it’s more important to “freeze” the funds in a timely manner than to wait for a court ruling

Another EU legal instrument that may be particularly relevant to businesses is the European Account Freeze Order.

It allows a court in one EU country to freeze a debtor’s funds in a bank account in another EU country in a cross-border case. In certain cases, this can be done without first notifying the debtor.

“If there are signs that a debtor is beginning to transfer assets, shut down operations, or evade creditors, time becomes one of the most important factors. A favorable ruling obtained a year later may be of little value if, by that time, there are no longer any assets against which to enforce the judgment,” says K. Šemeklytė.

Langys emphasizes that in business, procrastination often costs more than the legal process itself. “In practice, we see situations where a creditor waits half a year or a year, hoping that the partner will eventually pay, sending reminders and negotiating, but in the meantime, the debtor’s financial situation deteriorates. Therefore, one of the most important decisions is to recognize in a timely manner when negotiations still make sense and when it is time to move on to legal measures,” says E. Langys.

A Lithuanian court ruling does not mean a new case from scratch in the EU

Businesses often fear that, even if they obtain a favorable ruling from a Lithuanian court, they will have to start the entire process over again in the debtor’s country. This is generally not the case within the EU.

Under the “Brussels I bis” Regulation, judgments in civil and commercial matters rendered in one EU Member State may be enforced in another Member State without a prior separate exequatur procedure. A creditor may apply to the enforcement authorities of the country where the debtor’s assets are located by submitting the court judgment and the required documents. “A creditor may have a perfectly valid claim in Lithuania, but if all of the debtor’s assets are located in Germany, France, or Spain, enforcement proceedings will ultimately have to be carried out there. For this reason, an analysis of local procedures and the debtor’s assets should be conducted even before choosing a course of litigation,” says K. Šemeklytė.

According to Langys, it is precisely at this stage that it is important for businesses not to confuse two things: a won case and the actual recovery of the debt. “A court ruling is very important, but from a business perspective, it does not mark the end of the process. The real result is achieved only when the money is returned to the creditor. Therefore, from day one, it’s worth thinking not only about how to prove the debt, but also about how the judgment will be enforced later,” notes E. Langys.

The debt may also increase due to interest and collection costs

Businesses should also keep in mind that the claim is not necessarily limited to the amount of the unpaid invoice.

EU rules on late payments in commercial transactions provide for the right to claim interest on late payments under certain conditions. In addition, the creditor is entitled to compensation of at least 40 euros for collection costs, and reasonable additional expenses may also be reimbursed.“In practice, it is worth calculating the total claim precisely—the principal debt, interest, contractual penalties (if applicable), and any potential debt collection costs. This is also important during negotiations—it must be clear to the debtor that delay does not reduce their obligation,” says K. Šemeklytė.

Outside the EU – each country must be assessed individually

When the debtor is located outside the European Union, there is no single, universal mechanism. It is necessary to review international treaties, the laws of the specific country, the jurisdiction or arbitration provisions set forth in the agreement between the parties, and the rules governing the recognition of foreign court judgments.

According to E. Langis, in such cases it is particularly important for businesses to assess the costs of the upcoming process in advance. “In international debt collection, you always have to do the math. Sometimes a claim is entirely legally justified, but the costs of collecting it may be disproportionate to the debt itself. Therefore, a professional assessment begins not with the question of whether we can file a lawsuit, but with the question of which approach will yield the best economic outcome for the business,” says E. Langys.

Šemeklytės teigimu, svarbiausias principas verslui – neatidėlioti. “Tarptautinė skola savaime nėra beviltiška skola. Europos Sąjungoje kreditoriams sukurta nemažai veiksmingų instrumentų. Tačiau kuo ilgiau laukiama, tuo didesnė rizika, kad pasikeis skolininko finansinė būklė, prasidės nemokumo procesas ar neliks turto. Todėl gavus aiškų signalą, kad užsienio partneris neketina atsiskaityti, verta ne siųsti penktą priminimą, o įvertinti konkrečią išieškojimo strategiją“, – apibendrina K. Šemeklytė.

An important decision for carriers: Following an initiated dialogue, it is proposed to allow tax arrears to be paid in installments

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The news that reached nearly a thousand Lithuanian carriers this summer regarding potential tax arrears from previous years on freight vehicles registered in Lithuania caused considerable tension in the transportation sector. Companies had to quickly assess their obligations spanning several years and their potential impact on cash flow.

Following a dialogue initiated and continued by LINAVA, the Lithuanian National Association of Road Carriers, with the Lithuanian Transport Safety Administration (LTSA), the Ministry of Finance, the State Tax Inspectorate, and the Ministry of Transport and Communications, a solution is taking shape that would give carriers more time to settle their accounts with the state. The LTSA has drafted a procedure for the installment payment of taxes on freight vehicles registered in Lithuania. It provides carriers whose tax arrears exceed 10,000 euros with the option to defer payment for six months—from January 1, 2027, to June 30, 2027—and pay in equal monthly installments.

LINAVA: It is important that the sector's arguments were heard

Discussions regarding the tax payment procedure began when carriers raised the issue—not of the tax obligation itself, but of the timeframe within which businesses must assess and pay the amounts accrued in previous periods.

In early September, the issue was discussed with the LTSA and later at the Ministry of Finance, with representatives from the ministry, the State Tax Inspectorate, and the transportation sector in attendance. One of LINAVOS’s main arguments is that significant obligations from previous periods were not included in the companies’ 2026 budgets, so paying them off in a short period of time could significantly impact working capital and the fulfillment of other financial obligations for some carriers. “From the very beginning, our position has been clear—carriers do not dispute their obligation to pay taxes. However, when it comes to obligations accrued in previous periods, businesses must be given realistic conditions to assess and fulfill them. We are pleased that the authorities have heeded the sector’s arguments and that the dialogue has shifted toward finding a concrete solution,” – says Narūnas Raulinaitis, Secretary General of the Lithuanian National Road Carriers’ Association “LINAVA.” According to him, the option to pay in installments would, first and foremost, provide companies with greater predictability and allow them to properly plan their cash flows.

It's important for carriers not to wait until the last day

Although the payment schedule is still being finalized, it is important for carriers to assess their potential tax liabilities from previous periods now. By October 1, companies need to have assessed their tax liabilities and calculated the amounts due. Meanwhile, according to the draft payment deferral procedure currently prepared by the LTSA, applications for deferral of arrears would be accepted until October 31, 2026. This is an important deadline: the draft stipulates that applications submitted after October 31 will not be considered. In the application, the carrier should specify the tax year, the license plate numbers of the vehicles for which the arrears were incurred, and the amount of arrears attributable to each vehicle.

E. Langys: It's important to consider not only the amount but also the payment terms

Egidijus Langys, managing partner and attorney at the AVOCAD law firm, says that the most important thing for businesses right now is to accurately assess their situation and prepare for the final regulations without waiting for the deadlines to expire. “In this situation, we are not talking about challenging the obligation to pay taxes, but rather about a proportionate way to fulfill this obligation. When a tax arrears has accumulated over a longer period, it is important for businesses to have a realistic opportunity to assess the amount, plan their cash flows, and properly settle their accounts with the government. From this perspective, paying in installments is a rational solution,” says E. Langys.

The attorney recommends that carriers begin organizing information now regarding the periods and vehicles for which arrears may have accrued, and accurately calculate the amount of those arrears. “The most important practical advice for companies is not to wait until the last day. They should assess not only the amount of the arrears but also whether the company will meet the conditions set forth in the final regulations. Companies with arrears exceeding 50,000 euros should be particularly careful—the draft imposes additional requirements for securing obligations on them,” notes E. Langys.

For arrears exceeding 50,000 euros—a bank guarantee or a pledge of assets

Under the draft prepared by the LTSA, the special payment plan would be available to entities whose tax arrears exceed 10,000 euros. However, for companies with arrears exceeding 50,000 euros, an additional and financially significant condition is stipulated. If an agreement is entered into regarding tax arrears exceeding 50,000 euros, the carrier must, no later than January 1, 2027, provide the LTSA at its own expense with one of two measures to secure the fulfillment of its obligation: an extract from the mortgage registry or a bank guarantee.

If you choose to pledge property as collateral, an extract from the mortgage registry should confirm that the value of the pledged property is not less than the amount of the tax arrears specified in the contract.

If a bank guarantee is chosen, its amount should also be no less than the total amount of the arrears specified in the contract, and the guarantee itself should remain valid until at least September 30, 2027.

This means that transportation companies with larger outstanding balances should assess in advance not only the payment schedule but also the costs and options for securing the future obligation—whether the company will be able to pledge assets of sufficient value or will need to approach a bank for the necessary guarantee.

The payment plan would not be interest-free either—interest would be charged on the remaining balance. If the agreed-upon payment schedule is not followed, the project provides for a late payment penalty of 0.1% for each calendar day past due.

Payments would be spread out over six months—from January 1, 2027, to June 30, 2027—in equal monthly installments.

The LTSA notes that the purpose of the proposed regulation is to balance two interests: to enable carriers experiencing temporary financial difficulties to continue their operations, while at the same time ensuring that the fee is paid into the state budget.

Money Given to a Former Partner—A Gift or a Debt? A Lawyer Explains When It Can Be Recovered

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During a relationship, one partner may transfer money to the other for rent, medical treatment, daily necessities, beauty treatments, or other personal expenses. However, when the relationship ends, the question often arises as to whether such funds were transferred as a gift, financial support, or, after all, as a loan that must be repaid. It is important to distinguish between situations involving financial transactions between spouses and those involving financial relationships between individuals who live together and share a common household—in such cases, the legal assessment may differ. The situations relevant here are those in which the individuals had a close relationship but were not married, did not live together, and did not share a household.

Karolina Briliūtė, an attorney at the AVOCAD law firm, says that the mere fact that one person transferred or handed over money to another does not, in and of itself, create an obligation to return it. In the event of a dispute, the most important thing is to determine on what basis the funds were transferred and what both parties had agreed upon at the time. “A close relationship does not in itself mean that all the money transferred to a partner was a gift, nor that it was a loan. In a legal dispute, the fundamental question that must be answered is whether the funds were transferred with a clear agreement—or one implied by the circumstances—to repay them,” emphasizes K. Briliūtė.

A bank account for transfers alone may not be enough

The easiest situation is when the money was transferred via bank transfer and the payment description states “loan,” “I’m lending,” or another clear phrase. However, even such a record is not the only possible evidence. The couple’s correspondence via text messages, Messenger, WhatsApp, or email can be highly significant. For example, one partner asks to borrow money, the other agrees, and later the recipient writes that they will repay it once they receive their paycheck, asks for more time, or offers to repay the debt in installments. “The entire context is very important in disputes. Sometimes a single sentence in a conversation—such as a promise to repay the money—combined with bank transfers and the parties’ subsequent behavior can become significant evidence. Therefore, when a relationship ends, you shouldn’t rush to delete messages or other communications,” says an AVOCAD attorney. It may also be significant that the former partner has already repaid part of the money. Such behavior, together with other evidence, may indicate that the obligation to repay was acknowledged.

It is much more difficult to prove cases where money was transferred in cash and no document was signed.

In certain cases, the Civil Code requires that a loan agreement be in writing, and for larger amounts transferred in cash, it also requires notarization. Therefore, transferring a large sum of money “hand-to-hand” without any supporting documentation can later lead to serious problems in proving the transaction. “In the course of their relationships, people naturally do not always formalize their financial agreements with one another. However, the larger the amount transferred, the more important it is to leave at least a minimal written record—an agreement, a message, or confirmation that the money was received and will be repaid,” notes K. Briliūtė.

"Pay it back when you can" doesn't mean you won't have to pay it back

Another common situation is when money is lent, but no specific repayment date was agreed upon. According to the lawyer, this alone does not negate the right to demand repayment of the loan. The Civil Code provides rules for cases where the loan repayment deadline has not been set or where the money must be repaid upon demand. Therefore, in such a situation, one of the first practical steps should be to issue a clear written demand for repayment. It should specifically list the amounts transferred, the circumstances of the transfer, and demand repayment. “Phrases like ‘pay me back later’ or ‘when you can’ do not necessarily mean that the money was a gift. However, in the event of a dispute, you’ll again have to prove that the parties had agreed on a loan in the first place, which is why written communication becomes particularly important here,” explains K. Briliūtė.

Did you pay not to your partner, but on behalf of your partner?

The situation may be different when the money was never transferred to the partner’s account in the first place. For example, one person may have paid another’s rent, dental bills, veterinary bills, beauty treatments, or other service bills directly. In such cases, the legal basis for claiming the money is not necessarily a loan. The Civil Code provides for situations where one person fulfills another person’s obligation to their creditor. “If the documents clearly show that you used your own money to pay a specific obligation that another person was supposed to fulfill, there may be grounds to demand the return of these funds. However, in such cases, it must also be determined whether the payment was a gift, voluntary assistance, or some other form of payment made without compensation,” says the lawyer.

If it is determined that a monetary obligation exists and the debtor fails to fulfill it on time, the Civil Code allows for the recovery of interest in certain cases. When bringing a case to court, one may also request procedural interest on the awarded amount until the court’s decision is fully enforced. This means that a debtor who ignores a demand to repay a debt for a long time does not necessarily benefit—the final amount due may be greater than the amount that was originally owed.

What if your ex-partner has moved abroad?

Living abroad does not in itself mean that it is no longer possible to recover the money. If your former partner lives in another European Union country, the first step is to determine which country’s court has jurisdiction to hear the specific dispute. Depending on the circumstances, the simplified European Union cross-border claim procedures may also be applicable. “In such cases, practical information is crucial—where the person actually lives, where they earn their income, and where they hold assets. A court ruling is only one part of the process; for the creditor, its actual enforcement is also crucial,” notes K. Briliūtė.

What might the other side say?

Of course, there are two sides to every dispute. The person being asked to return the money may argue that no loan was ever made—that the funds were gifts, voluntary financial assistance, or personal expenses that the other person chose to cover of their own free will. Since this article deals with individuals who did not live together and did not maintain a joint household, the argument regarding “joint expenses of the couple” would not, in and of itself, be as clear-cut as it would be in the case of individuals living together. Nevertheless, each situation must be evaluated on a case-by-case basis.

It may be significant from the debtor’s perspective that the transfers never specified “loan” as the purpose, the correspondence did not mention repayment, and the person who transferred the funds did not ask for them to be repaid for a long time.

Therefore, according to K. Briliūtė, in cases of this nature, it is generally not enough for the court to simply see a long list of transfers on a bank statement. “The key question is usually not whether the money was transferred, but whether it can be proven that it was transferred with an obligation to repay it. This is precisely where a gift, voluntary financial support, and a civil obligation differ,” summarizes the AVOCAD attorney.

Therefore, clarity is of the utmost importance in such situations. Bank transfers, their purpose, correspondence, accounts, receipts confirming receipt of funds, and repayment agreements can be of crucial importance in determining whether the money transferred to a former partner was legally a gift or a debt to be repaid.

Changes to the Per Diem Payment Procedure for Carriers: What Do You Need to Do Before October?

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Effective October 1, 2026, the procedure for reducing per diem allowances paid to employees on business trips will change. These changes are particularly relevant to the transportation and logistics sector, where business trips are a routine part of work organization. Egidijus Langys, managing partner and attorney at the law firm AVOCAD, says that this change is important for carriers not only because of the new formal requirements. In the transportation sector, per diem allowances are a significant part of work organization and employee costs, so any change in regulation has a direct impact on companies’ day-to-day operations. “It is important for carriers not only to know that the rules are changing starting in October, but also to understand how they will affect the actual organization of work. In the transportation sector, per diems are not a one-off administrative issue—they are a system applied daily to hundreds or even thousands of trips. Therefore, the most important thing now is to assess your own practices and prepare for the changes before they take effect,” says Egidijus Langys, managing partner at AVOCAD.

AVOCAD attorney Viktorija Dubovskienė points out that, before October, carriers should not only familiarize themselves with the new rules but also review their companies’ existing internal documents and actual practices for setting per diem allowances. “The topic of per diems is not new to carriers, but in practice we still see situations where a company’s internal documents leave too much discretion to the decision-making manager or responsible person. It is precisely these vague rules that can become a problem in the event of a dispute,” says V. Dubovskienė.

It is not enough to meet the minimum threshold until October

Under the current regulations, an employer may pay per diem allowances that are lower than the maximum amounts set by the government; however, such a reduction must be properly documented in the company’s records.

It is important to note that simply setting a minimum allowable daily allowance is not enough. Lower amounts must be specific, and their application must be justified by objective circumstances.

In case law, the reduction of per diem allowances is primarily linked to their purpose—to compensate for an employee’s additional expenses during a business trip. Therefore, the most reliable criteria are those that actually reduce such employee expenses, such as meals, lodging, or other conditions of the business trip provided or paid for by the employer.

Meanwhile, linking the amount of per diem allowances to an employee’s length of service, work quality, violations committed, damages, or other criteria for evaluating an employee’s performance is significantly riskier. “Per diem allowances should not become a means of incentivizing or disciplining an employee. If a lower amount is set solely because the employer is dissatisfied with the driver’s performance or a violation committed, there is a risk that such a reduction will be deemed unjustified,” notes V. Dubovskienė.

Another problematic practice is when a company’s rules establish a broad range of possible per diem amounts, but the specific amount is then chosen at the discretion of the manager or the person in charge after the business trip. It must be clear to the employee in advance what amount of per diem they are entitled to and what factors determine that amount.

Starting in October—a simpler but more strictly defined system

 Effective October 1, the system for reducing per diem allowances is changing. Since the new rules have yet to take effect, there is no case law regarding their application at this time; however, the regulation itself sets clearer limits for employers.

In companies with a collective bargaining agreement, it will still be possible to agree on lower per diem rates, provided that the minimum limits set by law are observed.

Meanwhile, for companies without a collective bargaining agreement, the duration of the business trip will be a key factor. For shorter business trips, daily allowances cannot be reduced, while for longer ones, a reduced rate may be applied, but only in compliance with the established minimum threshold. “In a sense, the new rules will simplify matters for employers, as there will be less need to develop complex systems of criteria for reducing per diem allowances. However, this also creates a very clear obligation to decide in advance what amount of per diem allowance will be paid during a specific business trip,” explains V. Dubovskienė.

The driver must know the daily allowance amount before departing

One of the most important practical changes concerns employee notification. If an employee is to be paid a per diem rate lower than the maximum, he or she must be notified in writing of the specific amount set for that business trip before the trip begins. This means that carriers will have to abandon the practice of sending a driver on a trip without knowing the final per diem amount, which is then determined later based on the driver’s performance or other circumstances. Starting in October, a separate rule will also apply to very short first or last days of a business trip—in such cases, only a portion of the established daily allowance will be paid.

According to Langis, practical preparation should be the top priority for carriers right now. “September should be a month of preparation for transportation companies. Waiting for the first disputes or inspections to arise and only then changing internal rules would be the most costly approach. It is much safer to assess now whether the company’s documentation, the employee notification process, and actual practices will comply with the new regulations,” emphasizes AVOCAD’s managing partner.

What should carriers do right now?

According to V. Dubovskienė, in September, transportation companies should first review their current rules for paying per diems. Particular attention should be paid to vague wording that allows the amount of the per diem to be determined “at the employer’s discretion,” taking into account “the quality of work,” “violations committed,” or other subjectively assessed criteria.

At the same time, we should prepare for the new regulations that will take effect in October and establish a simple mechanism for informing drivers in writing, before they leave on a business trip, of the daily allowance amount applicable to them. “We would recommend that carriers view this change not as just another paperwork adjustment. It is a good opportunity to streamline the entire process of determining per diem allowances so that it is uniform, clear, and as independent as possible from the decisions of individual managers. The simpler and more transparent the system, the lower the risk of disputes for both the employer and the employee,” says Viktorija Dubovskienė, an attorney at AVOCAD.

The new regulations should provide carriers with greater clarity, but they will also require advance preparation. Therefore, for companies that pay per diem rates lower than the maximum, September is a good time to review their internal policies and prepare for changes effective October 1.