The Impact of Football Teams’ Transportation on the Carbon Footprint for Away Matches

Abstract

Problem: Participating in professional sport involves constant travel. From a review of the literature, the issue of transport in sport (passenger transport) in generating a carbon footprint has already been noted. A reliable assessment of the scale of this phenomenon is currently underway. The aim of this article is to assess the carbon footprint of transporting football players to away matches. It is complemented by a proposal to change the way matches are played using the Sports Centre concept. Methods: A systematic literature review was carried out in the theoretical part. The research part was conducted based on EN 16258 and the centre of gravity method. The objects of this study are five selected football clubs from the Polish Ekstraklasa, and their method of travel (by coach) to away matches. Results: The use of alternative (low-carbon) modes of transport reduces GHG levels from 13 per cent (Pogoń Szczecin) to 34 per cent (Jagiellonia Białystok). An interesting solution, although not yet adapted to the current times, is the implementation of the Sports Centre concept, which allows a 48 per cent reduction in the distance travelled (81,940 kgCO₂e per year). Conclusions: Football clubs can neutralise their remaining carbon footprint through investments that indirectly contribute to total carbon neutrality, such as the planting of oxygen trees or the installation of a photovoltaic system to completely neutralise the carbon footprint.

1. Introduction

The need to travel to various competitions or tournaments is naturally inherent in the practice of sport (passenger transport). Related to the travel aspect is the question of appropriate transport logistics. Nowadays, in addition to the comfort and economy of travel, there is also a strong emphasis on ecology. Sustainable development requires solutions that have a positive impact on the environment. Among the Sustainable Development Goals (SDGs), one important issue is low-emission/zero-emission transport—sustainable transport.

One of the most popular sports is football. The schedule of games includes home and away matches played on the opponent’s pitch. This results in a large number of journeys—each club travelling to the other. In an effort to reduce the negative impact of transport on the environment, football clubs try to use mass modes of transport such as the coach (own or hired). In line with the maxim of sport is health; the priority for football clubs is to use environmentally friendly means of transport, i.e., equipped with a power unit that uses the least environmentally damaging green fuel with the lowest possible consumption.

Despite the efforts made, the result of the direct environmental balance sheet will remain unfavourable, as travel, including in sport, has a negative impact on the environment. The aim of this article is to assess the carbon footprint generated in the transport of footballers to away matches. The research questions of interest in the article are as follows:

• How large a carbon footprint is generated by the away travel of Polish Ekstraklasa footballers?
• How are environmentally friendly means of transport used by these football clubs?
• Are there alternative ways to change the way football matches are organised?
• What other measures do Ekstraklasa football clubs take to ensure climate neutrality?

The problem is discussed using the example of one country (Poland) and several football teams from the Polish Ekstraklasa. This study is part of a broader research project.

The article consists of the following sections: systematic literature review, description of the research methodology, presentation of the research results, and final conclusions.

2. Literature Review

A systematic literature review was conducted in May 2023 using Scopus, the largest database of scientific publications in the world. The literature analysis consisted of searching for selected characteristic words and phrases in three places: title, abstract, and keywords. Only strictly scientific articles were considered, as they are the most valuable sources (topicality, quality).

An independent literature search highlighted the following items:

• A total of 18,527 articles on the carbon footprint,
• but only 164 on its assessment;
• A total of 225,337 articles on sport (including transport),
• but only 29,958 on football.

The directly dependent literature search highlighted only one article that deals with assessing the carbon footprint of football—transport aspects. However, unlike the author of this article, for whom the focus of the study is the behaviour of football clubs, the identified article examined the carbon footprint of football spectators, which is generated by travel to the stadium, and also examined the effects of travel to the stadium [1]. The research methodology differs in the two articles. The author of this article, using publicly available information and data from websites, made his own carbon footprint calculations based on EN 16258. In contrast, the selected article used a research tool in the form of an online survey, the results of which were interpreted based on regression models [1]. Extending the literature search to all types of publication sources does not yield any findings—the results remain the same. Interestingly, swapping football (as a specific sport) with sport (as a general category) also does not change the results—the selection still only shows one article mentioned [1].

It was therefore decided to carry out a broader review of articles relating to the carbon footprint and football (16 other articles were selected in this way), searching indirectly dependent literature in order to identify those that attempt to assess the scale of this phenomenon in one way or another. Three articles directly address the issue of carbon footprint assessment from the perspective of football club behaviour—the transport aspects. Wynes provided an analysis of the emissions associated with the air travel of teams from the four major North American sports leagues. He concluded that reductions in emissions associated with air travel can be achieved through the use of more fuel-efficient aircraft. The article includes original calculations using a carbon emissions calculator coded in R [2]. Tóffano Pereira and colleagues noted that the growing contribution of football clubs to the global carbon footprint has been recognised, but never consistently assessed. He assessed the carbon footprint of English Premier League (EPL) clubs (bus journeys) using their domestic travel patterns. To reduce this carbon footprint, it is necessary to optimise travel routes and prioritise more climate-friendly modes of transport. This paper presents the carbon footprint assessment method developed by the UK Department for Environment, Food and Rural Affairs (DEFRA) [3]. Farley and colleagues examined the environmental impact of the reorganisation of the ‘Power 5’ conferences in National Collegiate Athletics Association (NCAA) Division I football air and bus travel. The research presented in this article uses the Atmosfair carbon emissions calculator and data from the Motorcoach Census of the American Bus Association [4].

The next three articles also addressed the issue of carbon footprint assessment, but from the perspective of football fan behaviour—the transport aspects. Loewen and Wicker estimated the carbon footprint caused by football fans travelling to Bundesliga (first division) matches in Germany in the 2018/19 season, analysed the determinants of the seasonal carbon footprint, and identified clusters of fans based on travel behaviour [5]. Cooper sought to assess the total carbon footprint of four seasons of American college football and included a methodology for studying sporting events in sport [6]. Triantafyllidis and colleagues presented the amount of CO₂ emissions generated by spectator transport to university sporting events in a university stadium compared to an off-campus stadium, with the mode of transport chosen by spectators [7].

The remaining 10 articles focused their attention on other specific aspects unrelated to transport issues. They were devoted to the following: air and environmental quality [8,9]; tree planting [10,11]; tourism [12,13]; stadium construction [14,15,16]; and organisation of sports events [17].

In conclusion, the literature review has shown that the generation of a carbon footprint in football has received attention and is beginning to be discussed. It has therefore been shown that there is a knowledge gap in the current literature on this topic. This article contributes to the analysis of the carbon footprint generated by road transport (coach travel) from the perspective of football club behaviour, methodically based on original calculations using EN 16258, in the Polish reality.

3. Materials and Methods

There are many methods for calculating the carbon footprint generated by transport, e.g., EN 16258, ISO 14067:2018, Greenhouse Gas (GHG) Protocol. This study was conducted based on the following standard EN 16258, 2012 “Methodology for calculation and declaration of energy consumption and GHG emissions of transport services (freight and passengers)” [18]. This standard covers the basic concepts, principles, and recommendations for determining accurate and reliable emission levels of greenhouse gases (GHG). Because of its relevance to the specific research problem under consideration, the EN 16258 standard was used.

The calculations are based on four ranges of the vehicle operation system (VOS):

• Well-to-wheels energy factors (E_w);
• Well-to-wheels emission factors (G_w);
• Tank-to-wheels energy factors (E_t);
• Tank-to-wheels emission factors (G_t).

To calculate the total energy consumption and GHG emissions generated, the following formulas were used EN 16258, 2012 [18].

• For well-to-wheels energy consumption (E_w):

E_w(VOS) = F(VOS) × e_w

(1)

• For well-to-wheels greenhouse gas emissions (G_w):

G_w(VOS) = F(VOS) × g_w

(2)

• For tank-to-wheels energy consumption (E_t):

E_t(VOS) = F(VOS) × e_t

(3)

• For tank-to-wheels greenhouse gas emissions (G_t):

G_t(VOS) = F(VOS) × g_t

(4)

where:

• F(VOS)—total consumption of the energy source operated in the VOS;
• e_w—volumetric coefficient of the consumption of a given type of well-to-wheels energy source;
• g_w—volumetric coefficient of GHG emissions for the consumption of a given type of well-to-wheels energy source;
• e_t—volumetric coefficient of the consumption of a given type of tank-to-wheels energy source;
• g_t—volumetric coefficient of GHG emissions for the consumption of a given type of tank-to-wheels energy source.

EN 16258 standard provides values for volumetric carbon dioxide emission factors and energy source consumption. It also contains a flow chart according to which greenhouse gas emissions should be calculated. This is shown in Figure 1.

At the time of the research project and the preparation of this scientific article, EN 16258:2012 was still current [18]. This standard was withdrawn at the end of 2023 and replaced by EN ISO 14083:2023 “Greenhouse gases” [19]. This document establishes a common methodology for the quantification and reporting of greenhouse gas (GHG) emissions arising from the operation of transport chains of passengers and freight. Thus, the results presented below are adequate for the conditions at the time (standard EN 16258). In addition, the Polish Committee for Standardisation allows the use of withdrawn standards (transitional period). In order to not change the methodological approach (type of standard)—and to not have to correct the results of this study—the status quo was preserved because it is possible. In conclusion, the results obtained below are still valuable.

The subject of this study was 5 selected football clubs performing in the Ekstraklasa (the highest football league in Poland) in the 2021/2022 season (at the time this research project was conducted). The teams were selected due to their geographical location in relation to the geometric centre of Poland, which is located in Piątek. The most northerly, southerly, westerly, and easterly teams were selected, as well as the club that travels the lowest number of kilometres:

• Lechia Gdańsk (north);
• Cracovia (south);
• Pogoń Szczecin (west);
• Jagiellonia Białystok (east);
• Piast Gliwice (lowest number of kilometres covered).

According to the scheme (Figure 1), the first stage consists of determining the sections of the transport service, i.e., all the transport work conducted in transporting the team to away matches (the return journey). The second stage focuses on emissions calculations, which are divided into 4 sub-stages:

• Sub-stage 1—selection of the VOS, work of the coach when transporting a team to all away matches in the 2021/22 season (outward and return journey);
• Sub-stage 2—determination of the total energy source consumption for the selected VOS;
• Sub-stage 3—estimated energy consumption from the combustion of the energy source and CO₂ emissions along the entire route;
• Sub-stage 4—estimated energy consumption from the combustion of the energy source and CO₂ emissions in a section.

The third and final stage is a summary of the calculations from the second stage, allowing the total energy consumption and CO₂ emissions for the transport service under testing to be determined.

4. Results and Discussion

4.1. The Use of Lower Emission Modes of Transport

This article presents a detailed analysis on the example of one football club, Pogoń Szczecin (the calculation scheme for other clubs is analogous), together with a final summary of the results for all five teams. The parameters for the calculations were taken from the relevant websites. The calculations based on them are the author’s own idea.

Pogoń Szczecin travels to away league matches using a Mercedes-Benz Tourismo RHD L coach, which is equipped with an 11-L diesel engine meeting the EURO VI emissions standard and has an average fuel consumption of 21.7 L/100 km.

According to the Ekstraklasa schedule, Pogoń Szczecin made 17 journeys to away matches, covering a total of 18,705 km. The energy source consumption and CO₂e emissions factor for B7 diesel required for the calculation was obtained from standard EN 16258.

According to step 2.2, described in Figure 1, the total diesel consumption was calculated for the indicated driving unit:

F(VOS) = 21.7 L/100 km × 18,705 km = 4058.985 L = 4058.985 dm³

(5)

Step 2.3 was then implemented, which involved calculating B7’s combustion energy consumption and CO₂ emissions along the entire route:

E_w(VOS) = F(VOS) × e_w = 4058.985 × 44.5 = 180,624.833 MJ

(6)

G_w(VOS) = F(VOS) × g_w = 4058.985 × 3.15 = 12,785.803 kgCO₂e

(7)

E_t(VOS) = F(VOS) × e_t = 4058.985 × 35.7 = 144,905.765 MJ

(8)

G_t(VOS) = F(VOS) × g_t = 4058.985 × 2.48 = 10,066.283 kgCO₂e

(9)

The calculations for step 2.4 in this study’s example coincide with the results from step 2.3, as the transport activity in the section is equal to the entire VOS transport activity

S(leg) = T(leg) ÷ T(VOS) = 1

(10)

where:

• S (leg)—coefficient for calculating the share of energy consumption and emissions by the vehicle operation system (VOS), which is to be allocated to a specific transport service;
• T (leg)—transport work in relation to a section of a specific transport service;
• T (VOS)—transport activity.

Step 3 presents a final summary of the results. However, in this case the summary has been omitted due to the identical results from steps 2.3 and 2.4.

Two results were obtained for the amount of energy consumed and the level of greenhouse gas emissions. This is due to the different calculation methods included in the standard. The E_t and G_t values determine the well-to-wheels emissions and energy consumption, which come solely from the direct operation of the vehicle. In the further analysis, it was decided to use the E_w and G_w values, which determine emissions and energy consumption from both direct and indirect vehicle operation—a broader, more comprehensive approach to the core of the research problem.

The first step in the further analysis is to compare the well-to-wheels greenhouse gas emission values with the distance travelled during the study period. This is illustrated in Figure 2.

It was noted that the longest distance was covered by Pogoń Szczecin, with 18,705 km, and the shortest by Piast Gliwice, with 9504 km. Piast Gliwice also generated the lowest GHG emissions, which may suggest a relationship related to the location of the team. In contrast, the highest emissions were generated by Lechia Gdańsk, which generated 15,086.553 kgCO₂e over a distance of 16,018 km. Analysing the location of all the teams surveyed, it was noted that teams located in central and southern Poland travel fewer kilometres and generate fewer emissions than teams from the northern part of Poland.

The main factor influencing the level of GHG emissions is the type of power unit the team’s means of transport is equipped with. Therefore, alternative power units used in coaches can be considered, which, by design, should allow emissions to be reduced. In 2019, the International Road Union prepared a report presenting the most promising solutions related to emissions comparison [20]. A summary is presented in

Table 1. Comparison of CO₂ emission of alternative fuels with the Euro VI standard according to IRU [20].

CO2 g/km	WTT (Well-to-Tank Emissions)	TTW (Tank-to-Wheels Emissions)	WTW (Well-to-Wheels Emissions)	Average Values in Relation to a Coach Complying with the Euro VI Emission Standard
EURO VI	247	827	1074
Bio-LNG	198	554	752 (−30%)	reducing emissions
HVO	124	802	926 (−15%)	reducing emissions
Diesel-hybrid	222	719	941 (−10%)	reducing emissions

.

For the team analysed—Pogoń Szczecin—special attention should be paid to the number of kilometres travelled. Pogoń leads the way in this category, so the alternative power unit must have a long range and be easy to refuel. Therefore, the use of Irizar-Scania i4 LNG was proposed.

Table 2. Summary of GHG emissions for the current and alternative vehicle.

	Lechia Gdańsk	Pogoń Szczecin	Cracovia	Jagiellonia Białystok	Piast Gliwice
Current level of GHG emission [kgCO2e]	15,086.553	12,785.803	7580.003	13,357.593	7035.336
Currently used vehicle	MAN RHC464 Lion’s Coach L	Mercedes-Benz Tourismo RHD L (III gen)	Mercedes-Benz Tourismo RHD 17 L/Scania TK410EB 4 × 2 NI Touring HD	Scania Irizar New Century 13/37 Firebird	Mercedes-Benz Tourismo RHD-L (II gen)
Level of GHG emission after using alternative vehicles [kgCO2e]	11,518.416	11,170.850	6004.967	8889.910	5675.903
Alternative proposed vehicle	Scania Interlink LNG	Irizar-Scania i4 LNG	Irizar-Scania i4 LNG	Scania Touring Biodiesel	Irizar-Scania i4 LNG
Emission reduction level achieved [%]	24	13	21	34	19

summarises the results for all analysed Polish Ekstraklasa clubs (emission level, coach type).

Reductions in GHG emissions were achieved for all the teams analysed. The highest value was recorded for Jagiellonia Białystok, and the lowest for Pogoń Szczecin. Thus, the main factor influencing the value of GHG emissions may be the means of transport used by a given team, and in particular how economical and ecological its propulsion unit is. Jagiellonia Białystok uses a high-emission means of transport, so changing to a newer coach will result in the greatest GHG reduction. Pogoń Szczecin, on the other hand, has one of the newest coaches in the list, which will translate into a smaller reduction in GHG emissions.

In summary, Table 1 shows the percentage reduction (fourth column) based on the IRU report. Our results are shown in Table 2 (last row). The two tables can be compared with each other—our results confirm and fit with the overall trend.

4.2. Implementation of the Sports Centre Concept

The strategic location of the Sports Centre was determined based on the well-known centre of gravity method. The centre of gravity is calculated according to the following formula [21]:

C = Σ (Di × Mi) ÷ Σ Mi

(11)

where:

• C—centre of gravity (longitude or latitude);
• Di—research object (longitude or latitude);
• Mi—mass of goods or persons.

The Sports Centre is to act as a common stadium complex with social facilities where all Ekstraklasa matches would be played in order to reduce the distance travelled by the teams. In order for such a solution to work, there would have to be a change in the format of the games, which would be based on monthly two-week training camps during a given year, during which each team would play two to three games. In determining the centre of gravity of the Sports Centre, all teams that played matches in the premier league in the 2021/2022 season would be taken into account.

Table 3. Teams being considered and their GPS locations.

Club Town/City	Latitude	Longitude
Bruk-Bet Termalica Nieciecza	50,15863502	20,84945505
Cracovia	50,05807137	19,92047663
Górnik Łęczna	51,30168819	22,87601464
Górnik Zabrze	50,29612002	18,76744641
Jagiellonia Białystok	53,10595004	23,1490846
Lech Poznań	52,39818272	16,85823213
Lechia Gdańsk	54,39012075	18,64034693
Legia Warszawa	52,22144833	21,04090778
Piast Gliwice	50,30673234	18,69537763
Pogoń Szczecin	53,43732375	14,51682056
Radomiak Radom	51,39669996	21,1460835
Raków Częstochowa	50,77685651	19,15990774
Stal Mielec	50,29875397	21,43576124
Śląsk Wrocław	51,14138332	16,94443581
Warta Poznań	52,22938409	16,37817201
Wisła Kraków	50,06379201	19,9117976
Wisła Płock	52,56201631	19,6842324
Zagłębie Lubin	51,41400042	16,19826081

shows the list of football clubs with the geographical coordinates used for the calculation.

For the purposes of this concept, the formula for the centre of gravity was adapted to the specifics of the issue under consideration. The value of Mi is 1 for each team. It will therefore not be a differentiating factor. This is due to the specificity of the games, as each team carries the same number of players and staff. In the end, the following results were obtained: Cx = 19.2318; Cy = 51.5309 (Figure 3).

The resulting centre of gravity is located in the small town of Dąbrówka in the Łódzkie Voivodeship (mathematical result). Due to the poorly developed road infrastructure, the town of Łask, 11 km away, located directly on the S8 expressway, was chosen as a practical result (highlighted in red in Figure 3). Using the Sports Centre concept allows teams to reduce the distance travelled by 104,056 km (

Table 4. Comparison of distances travelled for away matches in the 2021/22 season for the first-tier league Ekstraklasa and for the Sports Centre (kilometres).

Club	Distance Travelled in the Season for the First Tier League Ekstraklasa	Distance Travelled in the Season for the Sports Centre	Difference
Bruk-Bet Termalica Nieciecza	11,192	5688	5504
Cracovia	10,055	6456	3599
Górnik Łęczna	13,297	8784	4513
Górnik Zabrze	9589	4560	5029
Jagiellonia Białystok	15,706	8712	6994
Lech Poznań	12,060	5208	6852
Lechia Gdańsk	16,018	9024	6994
Legia Warszawa	9919	4200	5719
Piast Gliwice	9504	4944	4560
Pogoń Szczecin	18,705	11,304	7401
Radomiak Radom	9928	3696	6232
Raków Częstochowa	9616	2760	6856
Stal Mielec	11,811	5712	6099
Śląsk Wrocław	11,067	4704	6363
Warta Poznań	12,256	6168	6088
Wisła Kraków	10,037	6408	3629
Wisła Płock	10,444	3984	6460
Zagłębie Lubin	12,316	7152	5164
Total	213,520	109,464	104,056

). With this solution, Ekstraklasa teams in the 2021/22 season will cover only 52% of the distance they would have to travel under current conditions.

As a result of this solution, Pogoń Szczecin will see the greatest reduction in distance travelled during the season—a difference of 7401 km. Cracovia, on the other hand, will see the smallest reduction in distance travelled—3599 km. Assuming an average B7 coach fuel consumption of 25 L per 100 km, the reduction in greenhouse gas emissions can be estimated at 81,940 kgCO₂e over the season.

It should be noted that such a solution is likely to face a lot of criticism from fans and clubs, as it interferes with the foundations of Ekstraklasa games related to their history and the identity of the teams with strong ties to individual cities. In the longer term, however, environmental considerations may have a greater impact, leading to changes in established traditions and practices.

To summarise the results (Section 4.1 and Section 4.2), the author based most of his analysis on primary data relating to a specific geographical context—the Polish football league, Ekstraklasa.

5. Conclusions

In light of the literature review, this article is one of four assessing the carbon footprint from the perspective of the behaviour undertaken by football clubs, and one of two focusing strictly on road transport. However, each is based on a different methodological approach. This one: EN 16258; the alternative: the DEFRA method.

The research part of this article, concerning the analysis of the carbon footprint generated by selected football clubs, shows how the means of transport used by the teams for away matches affects the environment in Poland. It was noted that clubs travel very long distances to away matches—in total, they travel more than 200,000 km per season. The majority of clubs travel by coaches that meet the Euro 6 emission standard. However, some clubs use less environmentally friendly means of transport. Even more efficient and environmentally friendly means of transport are already available on the market, reducing the greenhouse gas emissions currently generated. The use of more sustainable (less carbon-intensive) means of transport by footballers to travel to away matches is the practical implementation of the Sustainable Development Goals (SDGs). On the other hand, the implementation of the Sports Centre concept makes it possible to reduce the distance travelled by almost half. This in turn has a real impact on the kgCO₂e generated annually. It can therefore be concluded that the objectives set out in the article were achieved. Our results confirm and fit in with the general trend, as confirmed by the IRU report.

Football is the most popular sport in the world. It is estimated that the global football industry produces more than 30 million tonnes of carbon dioxide per year [22]. A review of the individual categories shows that the largest source of emissions in football (as the single largest source of impact) is travel—players and fans [22,23,24,25]. Transport generates one-fifth of global human-caused greenhouse gas emissions, which has a significant impact on the carbon footprint of sport [26]. Thus, the problem of greenhouse gas emissions in football is particularly related to travel [3].

ClimateTrade is a recognised carbon neutrality partner for sporting events. The ClimateTrade marketplace brings together more than 60 international carbon mitigation projects on a blockchain platform, making carbon offsets transparent and traceable [25]. The Union of European Football Associations (UEFA) has also taken an interest in this issue. The UEFA Carbon Footprint Calculator tool has been developed to measure, manage, and disclose greenhouse gas emissions. It helps everyone involved in football to calculate, understand, and therefore take action on emissions [27]. This indicates the sports industry’s growing awareness of the need to be sustainable and reduce its carbon footprint, including through transport solutions.

It should be noted that the scope of this study included only five teams competing in the Polish Ekstraklasa in the 2021/2022 season (out of 18 teams in the league). Analogous analyses should be conducted for all Ekstraklasa teams. This will allow for a comprehensive view of the scale of the phenomenon. The Sports Centre concept, on the other hand, was considered for all football teams. However, its implementation requires a change in the approach to the organisation of games.

This article focuses its attention solely on the issue of travel for football players. Issues such as, for example, stadium construction or fan travel were not included in the carbon footprint calculations. As a direction for future research, it is planned to analyse the achievement of carbon neutrality by football teams—ways to eliminate residual greenhouse gas emissions, such as the planting of oxygen trees or the installation of a photovoltaic system.