43 extractive question-and-answer pairs built from Which form of transport has the smallest carbon footprint? | Our World in Data, published by ourworldindata.org. Every answer is a verbatim span of text the source prints, and each row carries the passage it sits in, its offset in that passage, the source quote, the page and the location in the document, so any row can be checked against the original. 27 of the 43 pairs (62.8%) are explanatory questions and 16 restate a figure. 95.35% of rows pass the corpus quality gate.
Use the API URL with your free DD token in notebooks, scripts, and pipelines.
https://www.desidata.in/api/datasets/carbon-footprint-of-different-transport-modes-question-and-answer-dataset/downloadDataset downloads are free. For Python or API downloads, sign in once and create a free DD token; set it as DD_TOKEN or save it in your notebook's secrets. Requests are linked to your account so your download history and counts stay accurate.
# One-time install: pip install desidata
# Set DD_TOKEN in your environment first (create a free token in Profile & settings).
import desidata
df = desidata.load("carbon-footprint-of-different-transport-modes-question-and-answer-dataset")
df.head()Sign in with Google to download.
Usable for analysis, but expect some cleaning before you rely on it.
Annual Report 2015-16 by agriwelfare.gov.in - Question and Answer Dataset
Economy · 1,013 rows
Higher Education in India - Question and Answer Dataset
Economy · 1,594 rows
Gender Policy of NABARD - Question and Answer Dataset
Economy · 14 rows
ICAR Annual Report 2025-26 - Question and Answer Dataset
Economy · 1,101 rows
First 10 of 43 rows
| question | answer | context | answer_start | question_type | knowledge_quality_score | source_quote | source_page | source_location | confidence | validation_status |
|---|---|---|---|---|---|---|---|---|---|---|
| Why is the carbon footprint per kilometer higher for domestic flights than long-haul flights? | the carbon footprint of everything | The data produced by third parties and made available by Our World in Data is subject to the license terms from the original third-party authors. We will always indicate the original source of the data in our documentation, so you should always check the license of any such third-party data before use and redistribution. All ofour charts can be embeddedin any site. Why is the carbon footprint per kilometer higher for domestic flights than long-haul flights? the carbon footprint of everything How can individuals reduce their emissions from transport? Our World in Data | 462 | definition | 1.000 | Why is the carbon footprint per kilometer higher for domestic flights than long-haul flights? the carbon footprint of everything How can individuals reduce their emissions from transport? Our World in Data | p[36] | 0.700 | valid | |
| What is an example of a driving distance that emits nearly 85 kilograms of CO2eq? | from Edinburgh to London, a distance of around 500 kilometers | For longer journeys, flying would actually have a slightly lower carbon footprint per kilometer than driving alone over the same distance. Let’s say you were to drive from Edinburgh to London, a distance of around 500 kilometers. You’d emit nearly 85 kilograms CO2eq.8If you were to fly, this would be 123 kilograms — an increase of almost one-third.9 You will notice that domestic flights have higher CO2 emissions per passenger-kilometer than short-haul international flights, and long-haul flights have even slightly lower emissions. | 167 | relationship | 0.970 | Let’s say you were to drive from Edinburgh to London, a distance of around 500 kilometers. | p[13] | 0.800 | valid | |
| Why do very short flights have higher carbon intensity compared to longer flights? | take-off requires much more energy input than a flight's “cruise” phase | In its report on theCO2Emissions from Commercial Aviation, the International Council on Clean Transportation provides a nice breakdown of how the carbon intensity (grams CO2emitted per passenger kilometer) varies depending on flight distance. This chart, with carbon intensity given as the red line, shows that at very short flight distances (less than 1,000 km), the carbon intensity is very high. It falls with distance until around 1,500 to 2,000 km, then levels out and changes very little with increasing distance. This is because take-off requires much more energy input than a flight's “cruise” phase. So, for very short flights, this extra fuel needed for take-off is large compared to the more efficient cruise phase of the journey. The ICCT also notes that less fuel-efficient planes are often used for the shortest flights. | 536 | relationship | 0.970 | This is because take-off requires much more energy input than a flight's “cruise” phase. | p[13] | 0.700 | valid | |
| Why is carbon intensity very high for very short flight distances? | take-off requires much more energy input than a flight's “cruise” phase | In its report on theCO2Emissions from Commercial Aviation, the International Council on Clean Transportation provides a nice breakdown of how the carbon intensity (grams CO2emitted per passenger kilometer) varies depending on flight distance. This chart, with carbon intensity given as the red line, shows that at very short flight distances (less than 1,000 km), the carbon intensity is very high. It falls with distance until around 1,500 to 2,000 km, then levels out and changes very little with increasing distance. This is because take-off requires much more energy input than a flight's “cruise” phase. So, for very short flights, this extra fuel needed for take-off is large compared to the more efficient cruise phase of the journey. The ICCT also notes that less fuel-efficient planes are often used for the shortest flights. | 536 | relationship | 0.970 | This is because take-off requires much more energy input than a flight's “cruise” phase. | p[13] | 0.700 | valid | |
| What offers the greatest benefits when powering an electric vehicle? | powering it from a low-carbon grid | Taking a train instead of a car for medium-length distances would reduce emissions by around 80%.4Using a train instead of a domestic flight would reduce your emissions by around 86%. In fact, if you took the Eurostar in France instead of a short-haul flight, you’d cut your journey’s footprint by around 97%. If none of the above are options, what can you do? Driving an electric vehicle (EV) is your best mode of private transport. It emits less than a petrol or diesel car, even in countries with a fairly high-carbon electricity mix. Of course, powering it from a low-carbon grid offers the greatest benefits. The chart above only considers emissions of EVs during theirusephase — when you’re driving. It doesn’t include emissions from car manufacturing. | 549 | relationship | 0.970 | Of course, powering it from a low-carbon grid offers the greatest benefits. | p[0] | 0.700 | valid | |
| Why is the claim that EVs are worse for the climate than petrol cars not true? | while an EV does have higher emissions during its production, it quickly “pays back” once you start driving it | There have been concerns that when we account for the energy needed to produce the battery, an EV is actually worse for the climate than a petrol car. This isnot true— while an EV does have higher emissions during its production, it quickly “pays back” once you start driving it.7 | 168 | relationship | 0.970 | This isnot true— while an EV does have higher emissions during its production, it quickly “pays back” once you start driving it.7 | p[0] | 0.700 | valid | |
| Why is the carbon intensity of very short flights higher than longer flights? | take-off requires much more energy input than a flight's “cruise” phase | In its report on theCO2Emissions from Commercial Aviation, the International Council on Clean Transportation provides a nice breakdown of how the carbon intensity (grams CO2emitted per passenger kilometer) varies depending on flight distance. This chart, with carbon intensity given as the red line, shows that at very short flight distances (less than 1,000 km), the carbon intensity is very high. It falls with distance until around 1,500 to 2,000 km, then levels out and changes very little with increasing distance. This is because take-off requires much more energy input than a flight's “cruise” phase. So, for very short flights, this extra fuel needed for take-off is large compared to the more efficient cruise phase of the journey. The ICCT also notes that less fuel-efficient planes are often used for the shortest flights. | 536 | relationship | 0.970 | This is because take-off requires much more energy input than a flight's “cruise” phase. | p[13] | 0.700 | valid | |
| Why is an EV not worse for the climate than a petrol car despite higher emissions during production? | it quickly “pays back” once you start driving it | There have been concerns that when we account for the energy needed to produce the battery, an EV is actually worse for the climate than a petrol car. This isnot true— while an EV does have higher emissions during its production, it quickly “pays back” once you start driving it.7 | 230 | relationship | 0.970 | This isnot true— while an EV does have higher emissions during its production, it quickly “pays back” once you start driving it.7 | p[0] | 0.700 | valid | |
| Why do long-haul flights have slightly lower CO2 emissions per passenger-kilometer compared to short-haul flights? | domestic flights have higher CO2 emissions per passenger-kilometer than short-haul international flights, and long-haul flights have even slightly lower emissions | The next best is a plug-in hybrid car. Then, where you take a petrol car or fly depends on the distance. Flying has a higher carbon footprint for journeys less than 1000 kilometers than a medium-sized car. For longer journeys, flying would actually have a slightly lower carbon footprint per kilometer than driving alone over the same distance. Let’s say you were to drive from Edinburgh to London, a distance of around 500 kilometers. You’d emit nearly 85 kilograms CO2eq.8If you were to fly, this would be 123 kilograms — an increase of almost one-third. You will notice that domestic flights have higher CO2 emissions per passenger-kilometer than short-haul international flights, and long-haul flights have even slightly lower emissions. Why is this the case? | 578 | relationship | 0.970 | You will notice that domestic flights have higher CO2 emissions per passenger-kilometer than short-haul international flights, and long-haul flights have even slightly lower emissions. | p[13] | |||
| What happens to carbon intensity as flight distance increases? | It falls with distance until around 1,500 to 2,000 km, then levels out and changes very little with increasing distance | In its report on theCO2Emissions from Commercial Aviation, the International Council on Clean Transportation provides a nice breakdown of how the carbon intensity (grams CO2emitted per passenger kilometer) varies depending on flight distance. This chart, with carbon intensity given as the red line, shows that at very short flight distances (less than 1,000 km), the carbon intensity is very high. It falls with distance until around 1,500 to 2,000 km, then levels out and changes very little with increasing distance. This is because take-off requires much more energy input than a flight's “cruise” phase. So, for very short flights, this extra fuel needed for take-off is large compared to the more efficient cruise phase of the journey. The ICCT also notes that less fuel-efficient planes are often used for the shortest flights. | 399 | relationship | 0.970 | This chart, with carbon intensity given as the red line, shows that at very short flight distances (less than 1,000 km), the carbon intensity is very high. It falls with distance until around 1,500 to 2,000 km, then levels out and changes very little with increasing distance. |
Read straight from the file — download or use the API URL for the full dataset.
| 0.700 |
| valid |
| p[13] |
| 0.700 |
| valid |