The results from resistance measurements in calm water and load-varying self-propulsion tests in calm water and regular head and following waves are presented. The experimental campaign is conducted in the large towing tank at SINTEF Ocean (formerly MARINTEK). The openly accessible hull of the single screw Duisburg Test Case is selected as the test case. The wave added resistance, ship motions RAOs, axial wake fraction, thrust deduction fraction, relative rotative efficiency, hull efficiency, propeller open-water efficiency, propeller efficiency behind ship, and propulsive efficiency are determined.

Regarding the calculation of the thrust deduction fraction, the results of the experiments show the effect of utilizing the bare hull resistance instead of the linearly extrapolated ship resistance at zero propeller thrust. If the former is applied, the thrust deduction fraction will be dependent on the load of the propeller. If the latter is utilized, the thrust deduction fraction will be independent of the propeller loading. As expected, the wave added resistance is lower in following waves than in head waves. The heave and pitch motions are larger in head waves, whereas the surge motion is higher in following waves. The effective wake fraction is affected by both the propeller loading and the ship motions. In the case of the former, the higher the propeller loading, the lower the effective wake fraction. For the latter, a general decrease in effective wake fraction is noticed in head waves compared to calm water. On the contrary, the effective wake fraction is higher in following waves in comparison to calm water. The thrust deduction fraction computed with the extrapolated ship resistance appears to be slightly affected by the ship motions. However, a final conclusion was not drawn because of the large uncertainties in the measurements of this propulsive coefficient. The variation in propeller open-water efficiency is mainly related to the change in propeller loading. The relative rotative efficiency is barely affected by both the propeller loading and the motions of the ship. Except in the case of very large wave amplitudes, the hull efficiency is hardly influenced by the ship motions. The propulsive efficiency is primarily affected by the change in propeller open-water efficiency.

Based on the results of the experimental campaign, overload tests in calm water provide a good estimation of the propulsion efficiency in waves for the selected case vessel.

给出了在平静水中进行阻力测量的结果以及在平静水中以及规则的水头和随后的波浪中进行的变载荷自推进测试的结果。实验活动是在SINTEF Ocean（以前称为MARINTEK）的大型拖船上进行的。选择单螺钉Duisburg测试用例的可打开外壳作为测试用例。确定了波浪附加阻力，船舶运动RAO，轴向尾流分数，推力扣除分数，相对旋转效率，船体效率，螺旋桨开水效率，船后螺旋桨效率和推进效率。

关于推力推导分数的计算，实验结果表明，在螺旋桨推力为零的情况下，利用船体阻力代替线性外推的船阻力是有效的。如果使用前者，则推力的减小比例将取决于螺旋桨的负载。如果使用后者，则推力减小部分将与螺旋桨负载无关。不出所料，跟随波中的波附加电阻要比头波中的低。头波中的升沉和俯仰运动较大，而跟随波中的波动运动较高。有效尾流分数受螺旋桨载荷和船舶运动的影响。在前者的情况下，螺旋桨负载越高，有效尾流分数就越低。对于后者，与静水相比，头波中有效尾流分数普遍下降。相反，与平静水相比，在跟随波中有效尾流分数更高。用外推的船舶阻力计算出的推力推减分数似乎受到船舶运动的轻微影响。但是，由于该推进系数的测量存在很大的不确定性，因此未得出最终结论。螺旋桨开水效率的变化主要与螺旋桨载荷的变化有关。相对旋转效率几乎不受螺旋桨载荷和船舶运动的影响。除了非常大的波幅外，船体效率几乎不受船舶运动的影响。

根据实验结果，在平静水中的过载测​​试可以很好地估算所选案例船在波浪中的推进效率。