Evaluating Infrastructure Projects by Means of Measures of the Quality of Life

Hayashi, Yoshitsugu; Doi, Kenji; Sugiyama, Ikuo

doi:10.2208/jscej.2004.55

Cited by 6 publications

(3 citation statements)

References 8 publications

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“…where the weight of each element k (w i k ) is affected not only by achieved satisfaction level k but also by that of other elements (Hayashi et al, 2004). The weight w k represents the magnitude of an instrumental value of each element k contributing to QoL, and the product w k S k can be regarded as an assigned value.…”

Section: Qol Values and Preferencesmentioning

confidence: 99%

An Integrated Evaluation Method of Accessibility, Quality of Life, and Social Interaction

Doi

Kii

Nakanishi

2008

Environ Plann B Plann Des

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Since accessibility is an essential factor in land-use and transport planning, several methods have been developed to evaluate it. Nevertheless, it has seldom been an essential part of performance measures for policy evaluation from the viewpoint of individuals' quality of life (QoL). The objective of this study is to develop an integrated evaluation method of accessibility, QoL, and social interaction which contributes to the evaluation of land-use and transport policies for livable and sustainable urban development. In this paper, based on quantification of the weights of multielements of QoL, we develop a QoL-based accessibility measure and a QoL performance measure to address appropriate policies of land-use transport coordination and integration by disentangling the mismatch between real urban structures and people's demand for QoL. Furthermore, we explore embryonic ideas for the development of a generalised framework of QoL evaluation, incorporating social interactions and institutional design which link the QoL concept with quality of space and quality of procedure.

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Section: Qol Values and Preferencesmentioning

confidence: 99%

An Integrated Evaluation Method of Accessibility, Quality of Life, and Social Interaction

Doi

Kii

Nakanishi

2008

Environ Plann B Plann Des

Self Cite

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“…In addition, various case studies applying QOL analysis to urban planning were introduced, and the effects of QOL improvements caused by transportation infrastructure were quantitatively and visually demonstrated: for example, the case of Nanjing city in China by Gu et al (2016) [28]. However, the study of Hayashi et al (2004) [29] is the only example of a case study on the intercity passenger transportation system of HSR. This study applied the abovementioned method to estimate the inhabitants' QOL in the MAHSR corridor following the opening of the MAHSR.…”

Section: Model Settingmentioning

confidence: 99%

Modeling the Mutual Enhancement of Regional Economy and Personal Quality of Life (QOL): A Case Study on the Mumbai–Ahmedabad High-Speed Rail Corridor in India

Sugimori

Hayashi

Takano³

et al. 2022

Future Transportation

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Among the various effects of high-speed rail (HSR), a direct benefit to users has been measured as an increase in the gross domestic product (GDP) by the conventional cost–benefit analysis (CBA), which was institutionalized in the U.K. In recent years, the importance of capturing indirect benefits to non-users has also been broadly discussed. The indirect benefits of HSR can mainly be classified into two perspectives: regional economy and personal quality of life (QOL). In this study, we modeled the mutual enhancement between those effects and analyzed the indirect benefits of the Mumbai–Ahmedabad high-speed rail (MAHSR), which is currently under construction as the first HSR in India, an emerging country with a rapidly growing economy. The indirect benefit to the regional economy along the MAHSR corridor was estimated by industry and by zone. Additionally, the indirect benefit on personal QOL by individuals’ attributes and by zone through the mutual enhancement with the regional economy was also estimated. The personal QOL tends to show greater effects in the middle cities than those in the two metropolitan areas of Mumbai and Ahmedabad. This method can evaluate interregional disparity by identifying the differences in benefits by person, according to age, income, etc., which cannot be evaluated based on a mass measure, e.g., GDP, in the conventional CBA.

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“…This change gives rise to a different way of thinking, namely the weight between quality of life (QOL) components is different from that in Sun Yat Sen's time when economic benefit was dominant in QOL. Figure 6 shows a methodology, developed by the authors (Hayashi et al, 2003), for measuring QOL based on the satisfaction of an individual with fi ve fundamental components or axes as shown in fi gure 7. Here, QOL is defi ned as Where λ k : weight of axis k S k : satisfaction level of axis k DS k : stress level of axis k X k : indicators of axis k The sense of value is defi ned by the vector of weight λ k which is obtained as a substitution ratio between the values of the axes.…”

Section: Changes In Lifestyle and People's Sense Of Valuementioning

confidence: 99%

Dual Strategies for the Environmental and Financial Goals of Sustainable Cities: De-Suburbanization and Social Capitalization

Hayashi¹,

Sugiyama²

2003

built environ

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Evaluating Infrastructure Projects by Means of Measures of the Quality of Life

Cited by 6 publications

References 8 publications

An Integrated Evaluation Method of Accessibility, Quality of Life, and Social Interaction

An Integrated Evaluation Method of Accessibility, Quality of Life, and Social Interaction

Modeling the Mutual Enhancement of Regional Economy and Personal Quality of Life (QOL): A Case Study on the Mumbai–Ahmedabad High-Speed Rail Corridor in India

Dual Strategies for the Environmental and Financial Goals of Sustainable Cities: De-Suburbanization and Social Capitalization

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