## 3 Methodology  
### Data  
In this study, we collected the charging transaction data of each EV charger in the study area by utilizing Python web scraping techniques that access the EV charging station information inquiry services managed by the Korea Environment Corporation (KEC) [25]. More specifically, the research team accessed the KEC database via the KEC application program interface (API) to determine whether EVs occupy any EV chargers for charging in the study regions when the data query is executed. Data queries were performed every 30 min for a week from noon on 5 April to noon on 12 April 2021. In this study, April was selected as the study period for data collection because it is believed that April is the month in which normal travel patterns are observed in Korea (not affected by seasonal peaks such as vacations). In this study, it was assumed that a charger would be occupied for charging EVs within 30 min between consecutive inquiry times. It is worth noting that this assumption may lead to a bias, as the EVs could leave earlier than 30 min. However, we decided to adopt a 30 min data query strategy to avoid overloading KEC's API system by requesting too many queries. The charging status data were aggregated to generate the overall occupancy rate for each charger during the study week, which was calculated by dividing the total time occupied by EVs by the total time during the study week (Table 1). We also collected information on the characteristics of each charger, such as the facility type, charger type, and type of parking (free/paid). Table 1 summarizes the characteristics of the variables considered. Table 1 shows that the composition of the facility types where chargers are installed has both similarities and differences depending on the study region. In both study regions, a large proportion of chargers were installed in tourism facilities (29.8% in Jeju-do and 36.7% in Gangneung-si) and accommodations (15.2% in Jeju-do and 10.2% in Gangneung-si). It should be noted that both study regions are among the most famous tourist destinations in Korea, and it seems that local governments strategically placed chargers at these facilities for the convenience of tourists using EVs. Meanwhile, when comparing the composition of chargers by facility type, it was found that chargers in Jeju-do tended to be evenly distributed in various facilities, whereas chargers in Gangneung-si tended to be installed intensively in particular facilities (e.g., tourism, public, and accommodation facilities). In terms of the charger type, a dominant portion of chargers was attributed to slow chargers in both study regions (approximately 90% of all chargers). In addition, chargers were strategically installed in free parking facilities for the convenience of EV users in both study regions (around 80% of chargers). Table 1 also shows the calculated charger occupancy rate, which is the percentage of time that a charger is occupied by EVs for charging out of the total time (the column named \"average charger occupancy rates\"). In this study, the occupancy rate was considered to be an indicator of the charger being actively used for charging. Table 1 shows that chargers in Jeju-do were more actively used than in Gangneung-si (the average charger occupancy rates were 8.5% and 7.0% in Jeju-do and Gangneung-si, respectively). The results also indicated that the occupancy rates varied by study region and charger characteristics over the selected study period. Overall, government offices were the facilities where chargers were actively used for charging. This is in line with the expectation that the local governments in Korea would replace government vehicles with EVs, and government EVs are generally charged at government offices. Table 1 also shows that tourism facilities were favorable sites for charging in both study regions, suggesting that EVs were actively used for tourism.