Ship designers hardly ever receive feedback from the actual operation of their designs apart from sea acceptance trials. Similarly, crews operating the vessels do not receive a clear picture of the energy performance and environmental footprint of different options. This paper proposes a methodology based on operational data from continuous monitoring, and applies it to an ocean patrol vessel of the Royal Netherlands Navy in order to identify the impact of diverse operational conditions on energy performance over the whole operating range, but also to examine the decision to equip the vessel with hybrid propulsion. Specifically, it introduces mean energy effectiveness indicator and mean total energy efficiency over discretised vessel speed, as the main tool in quantifying the energy gains and losses to assist in making better-advised design and operational decisions. Moreover, it demonstrates a dataset enrichment procedure, using manufacturers' information, in case not all needed sensors are available. Results suggest that electrical propulsion was 15–25% less efficient than the best mechanical propulsion mode, and on the overall energy performance of the vessel, increasing speed by 1 knot caused a 7% and 14% increase over the minimum ${\mathrm{CO}}_2$/mile emissions between 8 and 14, and above 14 knots respectively.

除了海上验收试验外，船舶设计者几乎从未收到过来自其设计实际操作的反馈。同样，操作船只的船员也不清楚不同选择的能源性能和环境足迹。本文提出了一种基于连续监测运行数据的方法，并将其应用于荷兰皇家海军的一艘海洋巡逻舰，以确定不同运行条件对整个运行范围内能源性能的影响，同时也检查决定为该船配备混合动力推进系统。具体来说，它引入了平均能源效率指标和离散船速的平均总能源效率，作为量化能源收益和损失的主要工具，有助于做出更明智的设计和运营决策。此外，它还使用制造商的信息演示了数据集丰富过程，以防并非所有需要的传感器都可用。结果表明，电力推进的效率比最好的机械推进模式低 15-25%，并且在船舶的整体能量性能方面，速度增加 1 节导致比最小值增加 7% 和 14%${\mathrm{一氧化碳}}_{\mathrm{2个}}$/英里排放量分别在 8 和 14 节之间，以及 14 节以上。