How To Get Faster Download Speed On Steam
Dimple Belousson
So for example a game file is 5 GB and Steam manages to compress it on-the-fly down during transfer to 4 GB, your Steam client only downloads 4GB... so at 100 mbps, your 5 GB would be transferred in 5000 MB / 12.5 MB/s = 400 seconds but as you're only transferring just 4000 MB at 12.5 MB/s you'll complete the download in 320 seconds, so Steam will show that on average it has transferred 5000 MB / 320 seconds = 15.65 MB/s , which is higher than what your internet speed is.
So for example if you have a 50 MB file and then a 100 MB file and your 50 MB file was not changed, when Steam skips first file and starts downloading the second file you may see on screen network speed 50 MB/s because it thinks it transferred those 50 MB of the first file but in reality it never happened, it just skipped downloading that.
how to get faster download speed on steam
How To Get Faster Download Speed On Steam ––– https://urlca.com/2zIxVJ
I'm not complaining about a slow speed. Far from it actually. I'm just curious, cause I have 100 mpbs down, but steam gives me 125 mbps down. Nothing else has ever done this, and I simply want to know how it's possible. Could the be a high speed compression server running for the best download speeds, or is steam just magic?
The thing is, I get 60-100 on speed tests. Those are tested on Ookla, and google. I've never seen a single thing, not even a really popular torrent, go as fast as steam. Though, I see my ISP giving extra bandwidth as a possibility, it would just be a really boring answer, so I'm digging for something else.
Sometimes I get download speed readings on various platforms that say I'm getting 30 to 40 mbps which is impossible because the ADSL technology tops out at around 20 and I only get 10 to 12 at my place. Just incorrect readings.
Take it to the backshop for repairs? If the throttle is fully open, I believe the cylinders are getting all the steam they can get. Kinda like if you're driving your car with the accelorator to the floor and you're only going 20 MPH. When starting the engine, the engineer might put the throttle fully open to get it started, but then back off as the engine gained speed.
To echo what is already said - it seems the only way to go faster there would be to go downhill! There may be some situational environmental conditions that could effect stuff - if it is cold out you might need to open the cylinder cocks to let out condensed water in the pistons, if it is cold you may also check for wheel slip - you may need some sanding action. This is why it tended to be important for engineers and firemen to be used to their locomotives, there's a lot of little things that they'd know or not know from experience about the situation to know why they aren't hitting 30.
so you think the boiler is always producing the same amount of steam, as much as needed when running at top speed or up the steepest grade, and the throttle just limits the amount of steam needed when running at slower speed?
If the boiler is at max pressure, and the throttle is fully open, that means all of the steam the boiler is capable of producing (maximum pressure) is being used (let out through the throttle). If the boiler was under temperature, the pressure would be going down with open throttle, as there would be more steam exiting than being produced. If there was more steam being produced than there was being used, it would be gaining pressure. In this particular circumstance, it seems that the maximum speed this particular locomotive can go given its current load is 20 mph.
Putting more coal/wood/oil on the boiler may give an increase in speed, as going over pressure may give an increase in throughput, but that would very much be a matter of judgement for an experienced engineer, I wouldn't want to increase pressure on the boiler past maximum if I wasn't certain of the result.
It's like with your car - if you aren't redlining, you can rev up more to get to a higher speed then settle into a similar RPM at that new speed, but if you are already redlining and aren't increasing speed, you aren't going to get any faster.
Watch the video that Ed posted earlier on valve gear. There's actually 2 valves inline in the steam passages. One is the throttle/regulator. The next in line is the cylinder valve gear and valve. The throttle admits a given volume of steam to be used by the cylinders. The valve gear regulates the steam to the cylinders.
To start a train. The engineer first moves the quadrant to either forward or reverse, then opens the throttle. Like a manual shift car. Select first then gas. As your going down the track and you want to go faster, move the quadrant a little further. Once you are at desired speed, move the throttle valve to almost closed. Your still admitting steam but not the volume to go faster. Closing the throttle valve is like taking your foot off the gas while in gear but no braking pressure from the engine. Putting the quadrant in the center with the throttle closed is essentially like neutral. Opening the throttle with the quadrant in center can blow steam into the smoke box because of leaking cylinder valves. Not a good idea.
Pop valves are safety valves to keep the boiler pressure up to a certain level. A good fireman will try to keep them from popping off. That means he is wasting steam. Before a large use of steam he will add more heat and maybe shut down the injectors. When boiler pressure is almost to the valve setting he will open the injectors and add water instead of making steam.
Standard operating procedure for 'best thermodynamic efficiency' has long been 'get the throttle fully open as fast as you can (to avoid throttling losses from the boiler/superheater to the steam chests) and then 'drive on the reverse'.
Under the stated initial conditions, developed power is just balancing running resistance at 20mph. To 'go faster' you will lengthen the cutoff to increase the mass flow per stroke. This will draw additional steam from the boiler, which will cause a (relatively slight) drop in boiler water level. (And if the pops were getting ready to lift, they won't then...)
Water level in the glass will drop and eventually require the injector or feedwater-heater hot-water pump to be actuated. Even heated feedwater is many degrees colder than the saturation temperature of the boiler water, so nominal pressure will tend to drop. On the other hand the additional mass flow of steam means additional mass flow in the exhaust... hence more draft, hence a brighter fire. (This is part of what the English call 'automatic action')
At some point, probably before balancing at 30mph, you will resume the 'firing early and often' that you should have been attending to at 20mph. A good fireman will estimate the additional fuel the engine will need at the new higher speed on the relevant part of the railroad... and fire and trim accordingly.
(Incidentally, the more correct way to start, if you are concerned with slipping/spinning -- as in a PRR T1 with a heavy train negotiating a bunch of station switches with low joints and worn frogs -- is to open the throttle only partway and 'drive on it'. A slip then produces wiredrawing loss that more or less promptly exhausts the steam in the chests, in the same sense that a slipping LP engine on a Mallet quickly exhausts the receiver. And the slip stops, without the overshoot and stall that would likely result if you tried arresting a momentarily overpowered slip by slamming the throttle closed and trying to horse it out again.)
There is an interesting quirk about reciprocating steam locomotives, which explains why big boilers and fireboxes/chambers are a key determinant of high speed capability. The 'balancing point' between steam generation and steam demand with the engine(s) in full gear, even with radical fixed cutoff like the 50% in a PRR I1s, would limit speed to a comparatively low number. So you shorten cutoff to increase how effectively the steam mass in the cylinder produces piston thrust -- you let it expand and do work, rather than blow a cylinder still full of pressurized steam wastefully to exhaust.
But eventually you'll reach a point where the decreasing steam mass going into the cylinder in a given admission no longer produces acceleration. To go faster, you need to start lengthening cutoff again, which of course requires more mass flow out of your boiler.
Now, plenty of 'fast' engines run into a wall of pain at this point because their steam tracts or valves are incapable of handling the increased necessary mass flow in the shorter and shorter interval that admission occurs per stroke. The ATSF 3460 class, with a ginormous boiler and 84" drivers, could easily run 100mph on the relatively flat east end. But it could barely reach 105mph under the best conditions... valve limited. The C&NW E-4b, another monster Hudson, couldn't even crack 100mph with the AAR test train in 1938.
while that table also shows the throttle open full, this is while running. my understanding is the throttle is just "cracked" to get the locomotive started to limit the amount of steam into the cylinders and the cylinder pressure. throttles are designed to have more finer control near the beginning of there range
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