###### Abstract
The main conclusions and future work are outlined in Section 6. 2 Review on Existing Intermodal Approaches Accounting for Public Transport and Ride-Pooling Services  
The combination of various types of shared mobility with urban public transport systems has been the object of attention of various authors, although it can be considered that given the degree of innovation of these systems, there are still limited references. The ride-pooling service has specific constraints and requirements, such as the waiting times for the vehicle arrival, the detours for serving new requests and the shareability of the route with other passengers, always satisfying the time-windows of every passenger already en-route. This contrasts with the characteristics of other shared mobility systems, such as car-sharing services, which must address the vehicle availability at stations without sharing. As a result, separate research needs to be conducted for the special case of a ride-pooling intermodal scenario. As a summary of the identified approaches, Table 1 highlights the major characteristics of the test area (network size), the proposed methodology of the entities involved (RP vehicles and PT stops) and the modelling approach (analytics or agent-based). As can be observed, the entities considered for the trip computation are oversimplified in all cases. Most of them merely evaluate the trip resulting from the nearest vehicle to the nearest stop. More than one stop is considered only in [4]. Other studies, such as [5; 6], experiment on artificial or very tiny PT networks and test the performance of the approach with a very reduced set of requests. In contrast, Ref. [7] use a large test area comprising the city of Evanston (a northern suburb in the Chicago area) in connection with the Chicago transit network, thus being a minor portion of the whole intermodal scenario. They solely consider ride-pooling exclusive trips, public transport exclusive trips and a combination of both, including a first ride-pooling leg and a later transfer to the public transport network. The objective of their work is not the evaluation of the intermodal system but to solve the associated frequency setting problem in the large Chicago area when one of its suburbs substitutes entirely or partially its transit public system with ride-sharing services. The research of [8] covers a similar wide scenario, although their approach also determines the optimal design of the PT network (locations of stops, frequency of routes, etc.). Unlike these previous works, in this article, a simulation tool capable of covering all the different intermodal combinations between public transport and ride pooling is presented. Additionally, this tool is able to evaluate a very large urban area, where both the public transport network and the traffic network have been modelled in detail. The purpose of this tool is focused on the evaluation of the intermodal system and not in the design of its facilities or possible configurations, in particular taking the public transport network in its current state. During a simulation, the intermodal trips generated are not the result of a point-wise evaluation of the vehicle closest to a request but also taking into account the state of the system and the requests present during short intervals of time. This article is the result of different development stages, started in [9], where a basic version of the simulator core was established in order to check the correctness of customer journeys. It was later updated in [10] with a preliminary version of the dispatcher kernel to partially cover the possibilities of the intermodal scenario, focusing on RP-only or combined trips, initially in RP and later with a PT trip. In this state of development, in [11], this initial kernel is shown over a complete urban area in order to test the performance of the system.