represents the second generation of tugs of this type marketed by Baltic Workboats, a company established in 1967 and better known for their pilot boats, patrol launches, ferries and other specialised craft constructed in steel and aluminium. The first very low draft ice class tug, the 19m Panda, was completed in 2011 for Saarte Liinid Ltd of Estonia.

The design for Liva is very similar to its predecessor in overall form, machinery and configuration and intended for operation in small ports with limited water depths and susceptible to winter ice. Liva is a larger vessel of 23.8m in length overall with a beam of 7.2m, a maximum (full load) draft of 2.1m and a displacement of 170t. Changes were also made to meet the owner’s requirements for a more versatile vessel with greater functionality.

 has an azimuthing stern drive (ASD) propulsion system with the propulsion units located very close to the stern. The hull is designed to offer optimum water-flow to the propellers and has a traditional ice breaking bow. Compared with its predecessor Liva has a large work-deck aft and greater space for accommodation. The vessel is built according to Russian Maritime Register of Shipping rules, with the notation RMRS KM + Ice 2 R3.

Two Volvo-Penta D16 MH diesel main engines are installed, each developing 441 kW at 1800 rev/min (a total of approximately 1183bhp). Power is transmitted to a pair of Rolls Royce US 105 P6 FP fully steerable propulsion units with 1300mm diameter fixed pitch propellers – without thrust augmenting nozzles. This propulsion system gives the vessel a bollard pull of 10t and free running speed of 13 knots.

Electrical power for the vessel’s systems is supplied by a single Agco SISU Power 420 DG generator set of 35kW. Towing gear comprises a pair of Data Hidrolik hydraulically powered winches, each with a line pull of 5t. Hydraulic power is supplied by pumps driven by the main engine power-take-off(s). Other deck equipment includes a FASSI 100 AP deck crane with a maximum lifting capacity of 8t.

The wheelhouse has excellent all-round vision with large full-height windows. All of the usual controls and instruments are fitted within easy reach of the centrally located captain’s chair. Navigational and communications equipment is installed to meet the requirements for navigation in GMDSS A1 regions. For buoy handling operations a separate operator’s seat is provided in the wheelhouse with controls for deck equipment and an excellent view of the deck aft.

 is designed to be operated by a crew of two, and when necessary carry up to eight passengers in a comfortable passenger lounge. Accommodation below deck comprises, one single berth cabin, a twin berth cabin, and a four-berth cabin all with separate WC and shower compartments. A galley and office are situated within the superstructure.

By Jack Gaston