The FRAMe (Flood Resilience Agent-Based Model) serves as a framework designed to simulate flood resilience dynamics at the community level, focusing on a rural settlement in the Mekong River Basin. Integrating empirical data from extensive surveys, Bayesian networks, and hydrological simulations, the framework quantifies resilience as a trade-off between robustness (resistance to damage) and adaptability (capacity for dynamic response). Agents include households, governments, and other actors, linked by social and governance networks that facilitate knowledge transfer, resource distribution, and risk communication. FRAMe incorporates mechanisms for flood forecasting, policy interventions (education, aid, insurance), and individual and collective decision-making, grounded in Protection Motivation Theory and MoHuB frameworks. The framework’s spatially explicit design leverages GIS data, which supports scenario testing of governance structures and stakeholder interactions. By examining policy scenarios and agent behavior, FRAMe aims to inform adaptive flood management strategies and enhance community resilience.

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.