This study separates operational interoperability, fare integration and revenue-sharing governance in a stylised multi-operator bus network. An agent-based model implemented in NetLogo 7.0.3 represents passengers, buses and stations across 14 stations, nine routes and three operators. A 2 × 2 institutional design is complemented by financial clearing comparisons and 43,200 robustness runs: behavioural sensitivity (E1), a 243-configuration operational factorial (E2), and targeted joint behavioural–operational stress testing (E3). The audited experiment records show favourable interoperability effects on waiting, total travel time, transfers and realised generalised cost in all 1,944 E2 and 768 E3 configuration-level primary comparisons. Fare integration substantially reduces passenger expenditure but produces an aggregate deficit under the assumed accounting coefficients. Revenue-sharing rules redistribute operator-level outcomes without changing aggregate profit or passenger trajectories by construction. The model is intended to identify mechanisms and test conditional robustness, not predict city-specific policy effects. The paper contributes an explicit separation of access, pricing and settlement mechanisms coupled with reproducible factorial and stress-test comparisons.

An agent-based model of urban travel behaviour in Dublin, Ireland, built in NetLogo and empirically grounded in 2016 travel survey data. Each agent represents a Dublin resident initialised with real socio-demographic attributes — including age, gender, household size and car ownership, income, driving licence status, and access to local amenities — alongside observed trip characteristics such as distance, travel time, and trip type (work, shopping, leisure).
At each time step, agents choose between four transport modes (car, public transport, cycling, and walking) across short, medium, and long trips. Mode choice is governed by a preference vector that weighs personal need satisfaction against social influence from neighbouring agents reflecting consumat framework. Satisfaction evolves dynamically based on cost (incorporating Irish motor tax bands and per-km operating rates), travel time, and trip-type suitability, with an uncertainty parameter capturing variability in perceived utility over time.
The model tracks aggregate modal shares and total CO2 emission at each tick, enabling exploration of how policy interventions — such as fuel taxation, public transport pricing, or active travel incentives — might shift the city’s travel demand profile over 100 simulated days.

This model was created to investigate the potential impacts of large-scale recreational and transport-related physical activity promotion strategies on six United Nations Sustainable Development Goals (SDGs) related outcomes—road traffic deaths (SDG 3), transportation mode share (SDG 9), convenient access to public transport, levels of fine particulate matter, and access to public open spaces (SDG 11), and levels of carbon dioxide emissions (SDG 13)—in three cities designed as abstract representations of common city types in high-, middle-, and low-income countries.

This is a Netlogo model which simulates car and bus/tram traffic in Augsburg, specifically between the districts Stadtbergen, Göggingen and the Königsplatz. People either use their cars or public transport to travel to one of their random destinations (Stadtbergen or Göggingen), performing some activity and then returning to their home. Attributes such as travel and waiting time as well as their happiness upon arriving are stored and have an impact on individuals on whether they would consider changing their mode of transport or not.

This ABM deals with commuting choices in the Italian city of Varese. Empirical data inform agents’ attitudes and modal choices costs and emissions. We evaluate ex ante the impact of policies for less polluting commuting choices.

MUSA is an ABM that simulates the commuting sector in USA. A multilevel validation was implemented. Social network with a social-circle structure included. Two types of policies have been tested: market-based and preference-change.