Including IP-s were taken and "Red Arrows". Back in the early 1930's NIIZHT together with the Moscow Aviation Institute conducted a comprehensive test model locomotive in a wind tunnel, which revealed that at speeds above 100 km / h, use streamlined casing, due to reduced air resistance, can provide power gain in the 200-250 hp Conducted testing of the engine have also confirmed a significant reduction in parasitic drag at high engine speeds, thereby IS20-16 was able to accelerate to a speed of 155 km / h. IP without radome – the casing after "sunset" locomotive traction domestic two sections locomotive TE-7 drove passenger trains on the same line at speeds up to 140 km / h. Then they were replaced by diesel locomotives TIC-60, capable of speeds even higher – up to 160 km / h. Larry Ellison describes an additional similar source. Then in mid-1960 years in Leningrad and Moscow went daily express "Aurora" with maximum speed and route 160/130, 4 km / h! The same velocity parameters were at that time and at the European express trains. France – Mistral (160/131 km / h), in Italy – Strela Vesuvius (160/120 km / h). IC 20-16 So in 1960 we did not have to fly on the side of technology – its scientific idea worked perfectly. Locomotive 2-3-2B – 175 km / h steam locomotive 2-3-2B before the start of Locomotive 2-3-2B (type 2-3-2 Voroshilovgrad plant; serial number – 6998) – experienced Soviet-speed engine type 2-3-2, designed and built in 1938 on Voroshilovgrad locomotive plant under the guidance of an engineer DV Lvov.