Energy Efficiency of Passenger Transport in Poznan Agglomeration in the Face of Peak Oil - Technology Management for Sustainable Production and Logistics - page 160

of a journey effected by road has risen considerably—from 7.22 km in the city of
Poznan and 10.46 in Poznan district (KBR 2000 ) to 15.81 for the entire agglomera-
tion (KBR 2013 ). The key influencing factor was progressing sprawling. The trans-
port performance in individual transport has doubled, whereas in transit by a mere
17 %. Though it was, above all, caused by the expanded area that ZarzǛd Transportu
Miejskiego (ZTM, Municipal Transport Authority) operated on. ZTM now provides
service not only in the city of Poznan, but also in the neighbouring municipalities that
constitute Poznan Agglomeration. Also, Poznan network of trams has grown.
If these trends continue, the transport system in Poznan agglomeration will
become less and less balanced, and its energy-intensity and resource-intensity will
grow. Therefore, as indicated in the introduction, the main aim is to survey the
energy efficiency of passenger (bus, tram and passenger car 6 ) transport in Poznan
agglomeration.
In 2013, the trams transport performance in Poznan totalled at 370.8 million pkm,
i.e. 1.73 million pkm within calculation day (one year = 270 calculation days). The
total energy consumption by trams was 56.2 GWh. It means that the mean energy
expenditure was 15.16 kWh/100 pkm (5.8 kWh/1 vehicle-kilometre) (MPK 2014 ).
This value was achieved by an average occupancy of a vehicle of 38.3 passengers.
Depending on the line, the average occupancy of a vehicle fluctuates between 15.3
(line 4) up to 74 (line 16) passengers, at the average capacity of a tram car of 153
passengers (BIT 2014 ). The trams utilized in Poznan have different carrying capaci-
ties and different energy consumption rates. However, the vast majority of lines are
served by varied fleet. They are also driven by drivers with different driving styles
(from cautious and fluid to “racing” drivers). So it can be assumed to be the only
determining factor is demand and the energy-intensity of tram transport vary from
about 8-38 kWh/100 pkm.
In Poznan area and in several neighbouring municipalities ZTM organizes ser-
vice that is later provided by the Municipal Transport Company (MPK) and other
carriers in the district. The total value of transport performance in vehicle-kilo-
metres in 2013 for those carriers was 18 % of what MPK provided (BIT 2014 ).
It is not only because of the volume of transport performance in comparison to
other carriers, the structure of its fleet (ranging from small buses which are 8.6 m
in length which can carry 51 passengers up to long, articulated buses, 18 m in
length and capable of carrying 175 passengers), but also because of the range of
its operation and the variety of areas covered by its service (from dense munici-
pal areas with short distances between stops and low speed of traffic to suburban
areas which are the exact opposite) that the author decided to examine only the
energy efficiency of the MPK services, which can be treated as representative of
the whole agglomeration.
MPK carried a total of 377 thousand passengers daily in 2013, that is
1.3 million pkm. The yearly transport performance value was 362.9 million pkm
and consumed 9.9 million l of diesel (MPK 2014 ). The heating value of diesel is
6 Unfortunately, for want of some more detailed data from railway companies, it was impossible
to perform accurate analyses of the rail transport.