Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. The Granger-Causality between Transportation and GDP: A Terms of use: Documents in Panel Data Approach AbstractThis study investigates the Granger-causality relationship between real per capita GDP and transportation of EU-15 countries using a panel data set covering the period 1970-2008. Our findings indicate that the dominant type of Granger-causality is bidirectional. Accordingly, we conclude that care must be paid in defining the dependent and independent variables when studying the relationship between transportation and income. Instances of one-way or no Granger-causality were found to correspond with countries with the lowest income per capita ranks in 1970 and/or in 2008, including Portugal, Greece and Italy. We speculate that bi-directional Granger causality between income and transportation is observed only after an economy has completed its transition in terms of economic development.

This study examines the causal relationship between wealth and transportation. The study first develops two alternating theoretical frameworks between wealth and transportation: one in which transportation is demand-driven and one in which transportation has dual role, demand-driven and supply-driving. Next, the study undertakes Granger-causality estimations for a panel of 18 countries over the period 1970–2017. It is found that the dominant Granger-causality relationship is bidirectional for majority of countries. The study also shows that there is high consistency in the Granger-causality relationship between wealth and transportation, and income and transportation. The study has three important contributions: First, the relationship between wealth and transportation is shown both theoretically and empirically. Second, transportation is shown to have dual role in an economy. Finally, it is shown that the wealth-transportation relationship and the transport-income relationship are equally robust and consistent.

Purpose -The purpose of this study is to bridge stock index, consumer price index, and services index in transportation sector. This paper provides an empirical evaluation of causal relations between transportation measures and their financial side as a pioneering study. Methodology -This study uses monthly data for our research exercise including United States for twenty-one years, from January 2000 until June 2018. The variable of interest include Dow Jones Transportation Stock Index (DJT), Consumer Price Index: Transportation (CPIT), and Transportation Services Index (TSI). Findings-The results indicate that the causality relations are bi-directional between all variables (i) DJT and TSI, (ii) DJT and CPIT, and (iii) TSI and CPIT. Conclusion-In this paper, it is argued that the determination of a causal link between transportation measures and their financial side, and the nature of Granger-causality may have an important policy implication for policy makers, portfolio investors, and actors in transportation sector. The strong tendency to show bi-directional Granger-causality running between variables indicates the potentially important role of transportation in stimulating finance and vice versa.

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Bu makalenin temel amacı, kentleşme ve ulaşım arasındaki dinamik etkileşimi gösterebilmektir. Bu çalışma, kentleşme ve hava taşımacılığı hareketliliği arasındaki bağlantılılığın ampirik bir değerlendirmesini sağlar. Ampirik kısım, 1970Ampirik kısım, -2019 dönemine ait veri mevcudiyetine göre Türkiye ile Almanya, Birleşik Krallık, Fransa ve İtalya için yıllık zaman serisi verilerini kullanır. İlgili değişkenler, kentleşme olarak kentsel nüfusun payını ve havayolu taşımacılığı ile yük ve yolcu hareketliliğini içerir. Kentleşme ve ulaşım verileri Dünya Bankası istatistik veri tabanından alınmıştır. Dinamik bağlantılılık yaklaşımı, hava taşımacılığı hareketliliği ile kentleşme arasındaki bağlantının belirlenmesine farklı bir bakış açısı getirebilecek, birinden hepsine, hepsinden bire, ağ, ikili ve toplam bağlantılılık endeksleri gibi çeşitli yayılma parametreleri sağlar. Elde ettiğimiz bulgular havayolu ulaşımının yük ve yolcu bakımından kentleşme ile ilişkili olduğunu göstermektedir. Ulaşımın kentleşme ile olan dinamik yapısına ve yayılım sonuçlarına göre ulaşım alıcı iken kentleşme iletici konumundadır. Kentleşmeden ulaşıma doğru bir aktarım olması, özellikle ulaşım politikalarının kentsel alanlardaki etkililiği açısından önemlidir.