[8] In order to protect the main engines from large torque variations during icebreaking operations and to prevent the propellers from stopping when the blades come in contact with ice, each shaft has a 11.5-tonne (11.3-long-ton; 12.7-short-ton) flywheel to increase rotational inertia of the drivetrain.

In the new icebreakers, this fairly expensive specialized drivetrain would be replaced with cheaper and more efficient mechanical transmission where the main diesel engines would be connected to controllable pitch propellers through a reduction gearbox.

An extensive research program was initiated by Wärtsilä Arctic Design and Marketing (WADAM) to ensure that the new concept was viable and that the problems encountered the recently-commissioned United States Coast Guard Polar-class icebreakers would be avoided.

[9][13] In April 1980, Wärtsilä and the Soviet Union signed a FIM 400 million shipbuilding contract for the construction of three icebreakers to escort ships in the freezing subarctic ports.

[3] Magadan, the second icebreaker of the series, was laid down at Hietalahti shipyard together with the final vessel, Dikson, on 6 January 1981 and launched at the same time with the lead ship, Mudyug, on 16 April 1982.

[21] On 18 December 2011, Magadan was one of the two vessels towing the jackup rig Kolskaya that capsized and sank in the Sea of Okhotsk with 53 persons declared dead or missing following the accident.