Non-traditional tools and mediums can provide unique methodological and interpretive opportunities for archaeologists. In this case, the Unreal Engine (UE), which is typically used for games and media, has provided a powerful tool for non-programmers to engage with 3D visualization and programming as never before. UE has a low cost of entry for researchers as it is free to download and has user-friendly “blueprint” tools that are visual and easily extendable. Traditional maritime mobility in the Salish Sea is examined using an agent-based model developed in blueprints. Focusing on the sea canoe travel of the Straits Salish northwestern Washington State and southwest British Columbia. This simulation integrates GIS data to assess travel time between Coast Salish archaeological village locations and archaeologically represented resource gathering areas. Transportation speeds informed by ethnographic data were used to examine travel times for short forays and longer inter-village journeys. The results found that short forays tended to half day to full day trips when accounting for resource gathering activities. Similarly, many locations in the Salish Sea were accessible in long journeys within two to three days, assuming fair travel conditions. While overall transportation costs to reach sites may be low, models such as these highlight the variability in transport risk and cost. The integration of these types of tools, traditionally used for entertainment, can increase the accessibility of modeling approaches to researchers, be expanded to digital storytelling, including aiding in the teaching of traditional ecological knowledge and placenames, and can have wide applications beyond maritime archaeology.

This is v0.01 of a UE5.2.1 agent based model.

The model simulates the diffusion of four low-carbon energy technologies among households: photovoltaic (PV) solar panels, electric vehicles (EVs), heat pumps, and home batteries. We model household decision making as the decision marking of one person, the agent. The agent decides whether to adopt these technologies. Hereby, the model can be used to study co-adoption behaviour, thereby going beyond traditional diffusion models that focus on the adop-tion of single technologies. The combination of these technologies is of particular interest be-cause (1) using the energy generated by PV solar panels for EVs and heat pumps can reduce emissions associated with transport and heating, respectively, and (2) EVs, heat pumps, and home batteries can help to integrate PV solar panels in local electricity grids by offering flexible demand (EVs and heat pumps) and energy storage (home batteries and EVs), thereby reducing grid impacts and associated upgrading costs.

The purpose of the model is to represent realistic adoption and co-adoption behaviour. This is achieved by grounding the decision model on the risks-as-feelings model (Loewenstein et al., 2001), theory from environmental and social psychology, and empirically informing agent be-haviour by survey-data among 1469 people in the Swiss region Romandie.

The model can be used to construct scenarios for the diffusion of the four low-carbon energy technologies depending on different contexts, and as a virtual experimentation environment for ex ante evaluation of policy interventions to stimulate adoption and co-adoption.

A road freight transport (RFT) operation involves the participation of several types of companies in its execution. The TRANSOPE model simulates the subcontracting process between 3 types of companies: Freight Forwarders (FF), Transport Companies (TC) and self-employed carriers (CA). These companies (agents) form transport outsourcing chains (TOCs) by making decisions based on supplier selection criteria and transaction acceptance criteria. Through their participation in TOCs, companies are able to learn and exchange information, so that knowledge becomes another important factor in new collaborations. The model can replicate multiple subcontracting situations at a local and regional geographic level.
The succession of n operations over d days provides two types of results: 1) Social Complex Networks, and 2) Spatial knowledge accumulation environments. The combination of these results is used to identify the emergence of new logistics clusters. The types of actors involved as well as the variables and parameters used have their justification in a survey of transport experts and in the existing literature on the subject.
As a result of a preferential selection process, the distribution of activity among agents shows to be highly uneven. The cumulative network resulting from the self-organisation of the system suggests a structure similar to scale-free networks (Albert & Barabási, 2001). In this sense, new agents join the network according to the needs of the market. Similarly, the network of preferential relationships persists over time. Here, knowledge transfer plays a key role in the assignment of central connector roles, whose participation in the outsourcing network is even more decisive in situations of scarcity of transport contracts.

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.

Style_Net_01 is a spatial agent-based model designed to serve as a platform for exploring geographic patterns of tool transport and discard among seasonally mobile hunter-gatherer populations. The model has four main levels: artifact, person, group, and system. Persons make, use, and discard artifacts. Persons travel in groups within the geographic space of the model. The movements of groups represent a seasonal pattern of aggregation and dispersal, with all groups coalescing at an aggregation site during one point of the yearly cycle. The scale of group mobility is controlled by a parameter. The creation, use, and discard of artifacts is controlled by several parameters that specify how many tools each person carries in a personal inventory, how many times each tool can be used before it is discarded, and the frequency of tool usage. A lithic source (representing a geographically-specific, recognizable source of stone for tools) can be placed anywhere in the geographic space of the model.

Policymakers decide on alternative policies facing restricted budgets and uncertain future. Designing public policies is further difficult due to the need to decide on priorities and handle effects across policies. Housing policies, specifically, involve heterogeneous characteristics of properties themselves and the intricacy of housing markets and the spatial context of cities. We propose PolicySpace2 (PS2) as an adapted and extended version of the open source PolicySpace agent-based model. PS2 is a computer simulation that relies on empirically detailed spatial data to model real estate, along with labor, credit, and goods and services markets. Interaction among workers, firms, a bank, households and municipalities follow the literature benchmarks to integrate economic, spatial and transport scholarship. PS2 is applied to a comparison among three competing public policies aimed at reducing inequality and alleviating poverty: (a) house acquisition by the government and distribution to lower income households, (b) rental vouchers, and (c) monetary aid. Within the model context, the monetary aid, that is, smaller amounts of help for a larger number of households, makes the economy perform better in terms of production, consumption, reduction of inequality, and maintenance of financial duties. PS2 as such is also a framework that may be further adapted to a number of related research questions.

This model is an extended version of the original MERCURY model (https://www.comses.net/codebases/4347/releases/1.1.0/ ) . It allows for experiments to be performed in which empirically informed population sizes of sites are included, that allow for the scaling of the number of tableware traders with the population of settlements, and for hypothesised production centres of four tablewares to be used in experiments.

Experiments performed with this population extension and substantive interpretations derived from them are published in:

Hanson, J.W. & T. Brughmans. In press. Settlement scale and economic networks in the Roman Empire, in T. Brughmans & A.I. Wilson (ed.) Simulating Roman Economies. Theories, Methods and Computational Models. Oxford: Oxford University Press.

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The purpose of the model is to generate the spatio-temporal distribution of bicycle traffic flows at a regional scale level. Disaggregated results are computed for each network segment with the minute time step. The human decision-making is governed by probabilistic rules derived from the mobility survey.

A draft model teaching how a Roman transport model can be imported into Netlogo, and the issues confronted when importing and reusing open access Roman datasets. This model is used for the tutorial:
Brughmans, T. (2018). Importing a Roman Transport network with Netlogo, Tutorial, https://archaeologicalnetworks.wordpress.com/resources/#transport .