Recently, the declining has become an issue in many local cities of Japan. Although the Downtown Revitalization Law was enforced in July, 1998 and the master plan was designed in many cities, it seems that effective measures are still in the dark. In this paper, 91 local cities in Japan are broken into types by the character and the situation of declining, and its solution is examined for each type with referring Western countries examples. Cities are broken into four types: "an independent city","a dependence city"" a low-growth city", and "a low dense city". Traffic policies such as TDM and a public traffic policy are examined as an activation measure.

Level of service provided by railway usually evaluated based on individual criteria such as congestion ratio and so on. It is also evaluated for each line. However, Evaluation, taking various service indices into account is needed from the viewpoint of diversification of user needs as observed in recent years. This study makes an attempt to evaluate level of services offered by different lines in different districts in Tokyo metropolitan suburban area using generalized costs. Additionally, It shows spatial distribution of the level of service within Tokyo metropolitan suburban area using GIS. As a result，we can understand disparity in level of service by districts. It arises from differences in factors such as peak or off-peak period，distance from city center，and so on. And the evaluation results from this study can be used for visually and easily compared with previous study.

This paper intends to examine empirically the three types of composite generalized costs in analyzing the user benefit in transport project. The three costs are defined as the minimum observed cost among a choice set, the weighted average of the observed costs and the cost based on the expected maximum utility including the random term. The authors analyze the user benefits under various conditions of transport network and compare them among the three composite costs. We find that the relationship of benefit among the different composite costs depends on the initial condition of transport service, variety of alternatives between an origin to a destination, improvement level of service by the project and the scale of generalized cost. Then, we simulate the benefit in the two real railway projects of the Tokyo Metropolitan Area. Consequently, we conclude that the weighted average of the observed costs may be regarded as the approximate value for the theoretical value under just hte limited condition.