서울도시연구 제8권 제4호 2007. 12, 논문 -Original Paper- pp. 127～138.

127

Analysis of Characteristics and Reliability of Smart Card Data

in Metropolitan Seoul1)
Jin-Young Park*⋅Dong-Jun Kim**

서울시 교통카드자료의 특성 및 신뢰성 분석

박 진 영*⋅김 동 준**

ABSTRACT：The use of smart cards for fare payment in public transit has grown in Korea
since their introduction in 1996. Currently, the proportion of smart card use in Seoul is
more than 90% for buses and 75% for metros. In 2004, the Seoul metropolitan government
introduced a new smart card system with a distance based fare system, which requires
detailed data of users such as boarding time and GPS-based vehicle location. To investigate
the reliability of smart card data, the number of users of every Metro station in Seoul
gathered from smart card data were compared with data directly from the Seoul Metro
Company(SMC). With two simple manipulations to include daily variations and the number
of cash users, the smart card data appears statistically indifferent with surveyed data from
the Seoul Metro Company. Analyzing line specific proportions of smart card use instead
of average smart card use improves the accuracy of the results. From the results, therefore,
smart card data show potential as a basis for describing characteristics of public transit users,
such as number of transfers, boarding time, hourly trip distribution of number of trips for
different transit modes, and travel time distribution for all transit modes and user types.
Key Words：smart card, public transit, statistical analysis

요약：1996년 서울시를 필두로 도입된 교통카드는 국내 많은 지역에서 대중교통 이용 편의와 요금징수

용이성 제고를 위해 사용되고 있으며, 이용률도 전국적으로 증가하고 있는 추세이다. 현재 교통카드는
주로 요금징수를 위한 목적으로 사용되고 있으나 교통카드에는 탑승위치와 탑승시간 등 활용가능성이
높은 다양한 정보들이 기록되고 수집되고 있어 이러한 정보의 활용에 대해 많은 교통관련 연구자들이
관심을 가지고 있다. 본 연구에서는 서울시 교통카드 이용자료를 활용하여 대중교통과 관련된 지표들을
산출해 보고, 교통카드 이용자료의 전수화와 지하철 공사 발표 자료와의 비교를 통해 교통카드 이용자료
의 신뢰성을 분석해 보았다. 분석결과 지하철공사자료와 교통카드 이용자료는 차이가 없는 것으로 나타
났으며, 특히 지하철 호선별 교통카드 이용비율을 적용한 결과 교통카드 이용자료의 신뢰성이 높아지는
것으로 나타났다. 본 연구를 통해 교통카드 이용자료의 잠재적 활용가능성을 파악할 수 있었으며, 교통카
드 이용자료 활용시 지하철 및 버스 노선별 자료의 적용 필요성 및 향후 연구주제 등을 제시하였다.
주제어：교통카드, 대중교통, 통계분석

* Research Associate, Department of Metropolitan & Urban Transportation Research, The Korea Transport Institute(한국교통연구원 광역도시
교통연구실 책임연구원)
** Researcher, Department of Metropolitan & Urban Transportation Research, The Korea Transport Institute(한국교통연구원 광역도시교통연
구실 연구원)
128 서울도시연구 제8권 제4호 2007. 12
Ⅰ. Introduction
A smart card, or integrated circuit card (ICC), is
defined as any pocket-sized card with embedded
integrated circuits which can process information.
This implies that the card can receive input which
is processed - by way of the ICC applications -
and delivered as an output. After first being used
for bank application, smart cards with contactless
interfaces are becoming increasingly popular for
payment and ticketing applications such as for
riding mass transit. Across the world, contactless
fare collection systems are being implemented to
improve efficiencies in public transit. The various
standards emerging are local and are not
compatible, though the MIFARE card from Philips
has a considerable market share in the US, Europe
and Asia. The contactless smart card, in which the
chip communicates with the card reader through
Radio Frequency IDentification (RFID) induction
technology(at data rates of 106 to 848 kbit/s),
requires only close proximity to an antenna to
complete transaction. They are often used when
transactions must be processed quickly or
hands-free, such as on mass transit systems, where
smart cards can be used without even removing
them from a wallet.
Because of the convenience of quick and
contactless processing, these smart cards have been
wide spread a method all over the world for use in
public transit fare payment. In the USA, the
"Breeze" card in Atlanta, "Translink" card in the San
Francisco Bay area, "Charlie" card in Boston, and
"Smart Trip" card in Washington D.C. are currently
implemented smart card for public transit fare
payment currently used. In Europe and Asia, the
smart card is a more popular option for fare
payment. Including London("Oyster" card) and Paris
("Navigo"), smart cards are currently used in 22
cities in Europe. Asia has been a pioneer for using
smart card for fare payment in public transit from
the mid-1990’s. Currently more than 30 cities are
using smart cards for public transit fare payment.
While the use of smart card data is spreading
through out the world, studies related to smart card
data are just in the early stages of work. TCRP
Report 10 by TRB(1996) discussed smart cards as
a new method for fare payment in public transit.
Most of papers have focused on technology and
field implementation(Giuliano et al., 2000; Barth et
al., 2003; Cheung, 2004; Espinosa et al., 2005;
Iseki et al., 2007). Recent work by Bagchi and
White(2005) performed three case studies in
British networks and discussed the potential of
smart card data for transit planning. They stated
that smart cards should not replace conventional
data collection methods. Also Utsunomiya et al.
(2006) discussed potential use of smart card to
improve transit planning. Trepanier and Chapleau
(2006) suggested if a smart card system could
locate boarding and alighting locations, it would
provide transit planners with interesting
information on route profiles. Also Morency et
al.(2007) measured spatial and temporal variability
of transit users from smart card data through an
object-oriented approach. But a lack of boarding
information on smart card data restricted the scope
of the study.
 Analysis of Characteristics and Reliability of Smart Card Data in Metropolitan Seoul 129

TABLE 1. Smart Cards for Fare Payment in 2007

Cards Issued Terminals

Date Introduced No. of sites No. of sites
Area No.
(month/year) % No. % selling cards recharging cards
(10thousand)
Total 5,780 100 54,646 100 13,214 15,736
Bus 01/96
Seoul 3,370 56.8 32,273 57.7 5,908 6,453
Metro 06/98
Busan Bus, Metro 02/98 892 15.0 7,347 13.1 2,558 2,664
Bus 11/00
Daegu 376 6.3 2,432 4.3 675 823
Metro 07/02
Bus 09/98
Incheon - - 595 1.1 611 678
Metro 12/99
Bus 02/98
Gwangju 93 1.6 1,181 2.1 263 289
Metro 10/04
Daejeon Bus 09/03 72 1.2 1,084 1.9 182 632
Ulsan Bus 09/02 86 1.4 655 1.2 165 165
Gyeonggi Bus 05/96 567 9.6 1,985 3.5 1,329 1,679
Wonju Bus 06/01
Gangwon 4 0.1 565 1.0 58 808
ChunCheon Bus 08/02
Chungbuk Bus 07/03 50 0.8 704 1.3 147 147
Chungnam Bus 07/04 34 0.6 1,084 1.9 168 168
Jeonbuk Bus 01/02 66 1.1 970 1.7 405 405
Jeonnam Bus 11/02 33 0.6 870 1.6 159 159
Gyeongbuk Bus 02/02 14 0.2 859 1.5 202 267
Gyeongnam Bus 07/02 101 1.7 1,608 2.9 304 319
Jeju-city Bus 02/98
Jeju 22 0.4 434 0.8 80 80
Seogwipo-city Bus 05/03

TABLE 2. Proportion of Smart Card Use in 2005

Area Seoul Busan Daegu Incheon Gwangju Daejeon

Boardings Using Smart Card (%) 81 70 46 80 64 44
Area Ulsan Gangwon Chungnam Jeonnam Gyeongnam -
Boardings Using Smart Card (%)) 68 20 41 18 17 -

Ⅱ. Smart Card Data in Metropolitan Seoul
Smart cards have been in use for fare payment
since 1996 in Korea. Table 1 shows the history
and current use of smart cards in Korea, including
Seoul. Currently more than 80% of public transit
users are using smart cards for fare payment in the
Seoul area. In 2005, 90% of bus users and 72% of
Metro users were using smart cards for fare
payment. About twenty million transactions
occurred every day. Table 2 shows the proportion
of smart card use in Korea. However, with such an
early implementation of smart cards, Seoul’s smart
card system had suffered due to a lack of capacity
and security. Thus, the Seoul metropolitan
government implemented a new smart card system
130 서울도시연구 제8권 제4호 2007. 12

named "T-money." Metro stop. Also, boarding and alighting time is

The Seoul metropolitan government introduced a
new distance-based fare system in public transit
with the new smart card system. The new fare
system varies by mode of transportation and total
distance traveled. The fare for public transit starts
at 800 Korean Won (about US$0.80) for the first
ten km and increases by 100 Korean Won (about
US$0.10) for increments of five kilometers. The
base fare also includes up to four free transfers
applicable to both bus and Metro for 30 minutes
after last alighting. Hence, in Seoul, users should
contact fare collection terminals twice with smart
cards: when one enters the station or vehicle and
when one exits.
To accommodate the distance-based fare system,
the new smart card is able to calculate distance
traveled based on GPS data for each bus and
recorded to give free transfer among different
modes. Table 3 shows the types of data recorded
on the smart card system in Seoul. Because over
80% of public transit users are using the smart
card and with such detailed information about
public transit users, the smart card data have
potential as a new information source for public
transit-related studies.
Ⅲ. Characteristics of Smart Card Data
of Metropolitan Seoul
To investigate the potential of smart card data,
some important public transportation figures are
derived from Seoul’s smart card data. Smart card
data were collected on two days: October 27, 2004
(Wednesday) and November 11, 2005 (Thursday).

TABLE 3. Recorded Information on Smart Cards in Seoul

Information Description
Card ID Card number for each smart card
Boarding time Boarding time (year/month/day/hour/minutes/second)
Type of mode Bus (local/main/feeder/Metropolitan/circle bus), Metro
Number of transfers Number of transfers (from 0 to 4)
Number of bus routes Given number for every bus route
Name of bus route Name of bus route
ID of operator Given number of every bus/Metro operator
ID of vehicle (bus) Given number of every operated bus
Type of user Adult, student, or children
ID of boarding location Given number of boarding bus/Metro stop
Name of bus stop Name of boarding bus/Metro stop
Alighting time Alighting time (year/month/day/hour/minutes/second)
ID of alighting location Given number of alighting bus/Metro stop
Name of bus stop Name of alighting bus/Metro stop
Basic fare Starting (base) fare
Additional fare Additional fare with distance
 Analysis of Characteristics and Reliability of Smart Card Data in Metropolitan Seoul 131

Until now smart card data have been mainly used
for fare calculation and distribution among
different operators, but they have been occasionally
used for transportation studies with permission
from the Seoul metropolitan government. Two
days of data are expected to give some information
about the daily variation of smart card data and the
passing of one year between 2004 and 2005. As
more than twenty million transactions occur every
day, the data should be treated by a database
management system. In this study, data are
analyzed by ORACLE Relational Data Base
Management System (RDBMS) version 10.2.
Structured Query Language (SQL) is used for
manipulation of the data. In particular, the
Multi-Dimensional Analysis technique is employed
for data analysis. In the smart card data analysis,
user type, travel mode, and travel time are the
main dimensions of the data set.
In Seoul smart card data set consists of three
user types (adult, student, and children), six travel
TABLE 4. Number of Smart Card Users of Different
Modes in Metropolitan Seoul
Difference
Mode 2004 2005
(%)
Local mini bus 928,974 1,037,522
Main line bus 1,641,208 2,095,121
Feeder line bus 2,510,751 2,547,986
modes (local, main, feeder, metropolitan express,
and circle buses, as well as Metro), and 24 hours
of time. Table 4 shows the number of users of the
six modes in two different days. Between 2004
and 2005, the use of smart cards on buses
increased 11%, while smart card users on the
Metro increased about 4%.
From the data, trips consisting of transfers are
investigated. To get a distance-based fare cheaper
than the maximum possible fare, users should
swipe smart cards on every trip start and end.
Because the new fare system allows four free
transfers, it records up to four linked segments for
each trip. Most trips consist of less than two
transfers(Table 5).
Figure 1 shows the hourly distribution of total
public transit trips from the 2004 dataset based on
boarding times derived from smart card data. It
reveals a conventional pattern of daily public
transit travel patterns: 20% of total daily trips are
produced during the morning peak time from 7
AM to 9 AM. Also it shows the hourly variation
of travel times. The travel time in the morning
peak period is higher than at any other time of
day.
11.68
TABLE 5. Number of Transfers
27.66
Number of Difference
1.48 Trips (2004) Trips (2005)
transfers (%)

Metropolitan express bus 148,351 122,943 -17.13 1 1,861,650 (88.05%) 2,167,887 (86.26%) 16.45

Circle bus 15,434 14,615 -5.31 2 213,533(10.10%) 288,204 (11.47%) 34.97

Bus total 5,244,718 5,818,187 10.93 3 31,733(1.50%) 45,968 (1.83%) 44.86

Metro 4,843,438 5,034,531 3.95 4 7,414(0.35%) 11,011 (0.44%) 48.52

Total 10,088,156 10,852,718 7.58 Total 2,114,330(100.00%) 2,513,070 (100.00%) 18.86

132 서울도시연구 제8권 제4호 2007. 12

30.00 1400
Average Travel Time No. of Trips
1200
25.00
Average Travel Time(min.)a

1000

No. of Trips(1,000tirp) a
20.00
800
15.00
600

10.00
400

5.00 200

0.00 0
10~
11~
12~
13~
14~
15~
16~
17~
18~
19~
20~
21~
22~
23~
4~
5~
6~
7~
8~
9~

0~
1~
2~
3~
Boarding Time(hr)

FIGURE 1. Hourly variation of travel time and number of trips

Trip distribution
index
45 0
Main line bus
40 0
feeder bus
35 0
Met. Ex p. Bu s
30 0 Metro
25 0
20 0
15 0
10 0
50
0
00

00

00

00
00

0
:0

:0

:0

:0

:0

:0

:0

2:
4:

6:

8:

0:
12

16

20
10

14

18

22

Boarding time (hr)

FIGURE 2. Hourly trip distribution for different modes

Figure 2 shows the details of the hourly trip And also, the number of trips of most modes
distribution index by modes based on boarding except metropolitan express bus quickly decreases
time. The number of trips at 11 AM is set as 100, after 8 PM. But the distribution of trips by
and trips produced during another periods are metropolitan express buses, which link Seoul’s
adjusted according to the difference between that downtown with suburban bedroom communities,
period and from the difference between 11 AM shows a long tail until 12 AM. This may suggest
and the period. Metro ridership reveals the highest that people with long trip distances from bedroom
difference between peak and off-peak time trips. communities prefer the Metro in the morning
 Analysis of Characteristics and Reliability of Smart Card Data in Metropolitan Seoul 133

(%)
100

90

80

70 M etro

60 M ain line bus

Feeder bu s
50
M et. Ex p.bu s
40

30

20

10

re
5

15 5

20 0

25 5

30 0

35 5

40 0

50 0

55 5
0

65 5

70 0

75 5

80 0

85 5

90 0
95 95
10 0

45

0~ 0
5

d 0
o
1

10 1 0

11
0~

1 0 10

1 1 11

an 12
~

m
5~

~
0~

~
~

~
45

12 15
1
0
Travel time(minu tes)

FIGURE 3. Cumulative travel time of different modes

because of its punctuality but prefer buses in the
evening because of the increased comfort from the
coach bus style design, even though they have to
pay higher fares.
Figure 3 shows the cumulative travel time of
each mode. About 90% of the trips on the Metro
and metropolitan express buses take less than one
hour. For other modes such as main line buses and
feeder buses, 90% of the trips take less than 30
minutes. This suggests that the Metro works as the
main public transit mode for long distance travel
and buses work as feeders for short distance trips.
Ⅳ. Reliability of Smart Card Data
To use data from smart cards for any purpose,
reliability of the data should first be investigated.
During this study, some important issues related to
the reliability of the data were found.
1. Characteristics of cash users
To use smart card data in policy decisions and
related studies, they should fully represent the
characteristics of every public transit user. As
shown in Table 2, the proportion of smart card
users, particularly in Seoul, is more than 90% for
buses and 72% for the Metro. Still, 10% of bus
users and 30% of Metro users do not use smart
cards. If these people’s travel characteristics are
different from smart card users, they should be
analyzed independently and added to the result
from smart card users. The result may be that cash
users are not frequent users of public transit, and
they may have different trip patterns from smart
card user.
2. Alighting information
Smart cards are only processed at the time of
boarding in most cities. Thus, smart card data
generally do not have complete information on
each trip. Unlike other cities, however, because the
Seoul area implemented a distance-based fare
system, users also must process their smart cards
134 서울도시연구 제8권 제4호 2007. 12

TABLE 6. Proportions of Number of Users Without Company publishes monthly the number of users
Alighting Data
of every Metro station based on data from ticket
Mode 2004(%) 2005(%) gates. To compare the two sets of data, the
Local mini bus 7.55 7.20 numbers of users from smart card data are
Main line bus 10.17 10.96 converted to monthly values using the number of
Feeder line bus 10.17 10.32 cash users and daily variations.
Metropolitan exp. bus 64.36 80.01 First, the number of cash users is added to the
Circle bus 7.89 7.33 smart card data. In October 2004, SMC published
Metro 0.50 0.33 the proportion of smart card users as 70.5%.
Total 6.08 6.29
Total users of each Metro station (smart card
users + cash users) on one day = number of smart
when they get off to avoid the maximum fare. card users ÷ 0.705 (proportion of smart card users
Table 6 shows the proportion of riders without per total Metro users) (1)
alighting information for each public transit mode.
Second, there exists daily variation of number of
For the Metro, because every user should pass Metro users through weekday. Because smart card
a ticket gate when they are entering or exiting a data were collected on Wednesday, a Wednesday
station, every trip has complete information. But variation of 1.098 per weekly average proportion
bus data shows a different situation. To get free of smart card use is implemented to get the weekly
transfers and a distance-based fare that is less than average number of users.
the maximum fare, the user has to complete his
trip data by processing his card; but if the user Number of total users per day considering daily
carries out only a single trip, he does not have to variation = total users of the day ÷ 1.098
complete his trip data when he alights. Thus, there (Wednesday variation) (2)
are missing alighting data for bus users. In
particular, smart card data of metropolitan express The number of users at 260 stations of Metro
bus have a high proportion of missing alighting lines one to eight is compared with the daily
data because users cannot receive a free transfer number of users published by SMC. Figure 4
from the bus and fares are fixed. shows the ratio of each station’s users from smart
card data against SMC published data. From the
To investigate the reliability of smart card data, data, three abnormal data points were found: the
the number of users of every station in Metro lines Sport Complex, World Cup Stadium, and Moran
one to eight obtained from smart card data is Market stations. User-based smart card data were
compared with conventional published data from 40% higher than the monthly average user data at
the Seoul Metro Company(SMC). The Seoul Metro Sport Complex Station because there was a
 Analysis of Characteristics and Reliability of Smart Card Data in Metropolitan Seoul 135

          

       
1 .4

1 .3

1 .2

1 .1

0 .9

0 .8

0 .7

0 .6

0 .5

0 .4

FIGURE 4 Ratio of Number of Metro Users from Smart Card Data to Data Published by SMC

sporting event on the day the data were obtained.
But smart card data reveals 40% fewer users at
World Cup Stadium and Moran Market stations
than the monthly average number of users because
there were no sporting events and the market was
not opened on that day. Thus, data from these
three stations are removed from the analysis.
Table 7 shows basic statistics of the difference
between smart car data and SMC published data
for each of Metro lines one through eight. Also, a
paired sample t-test was performed to investigate
the difference between smart card data and SMC
published data. The t-test assesses whether the
means of two groups are statistically different from
each other. This analysis is appropriate whenever
you want to compare the means of two groups.
When we are looking at the differences between
scores for two groups, we have to judge the
difference between their means relative to the

TABLE 7. Results of Statistical Analysis of Differences between Smart Card Data and Published Data(Applying average
proportion of smart card use)

t-test
Lines No. of Stations Min. Value Max. Value Average Std. Dev.
Value P-value
1 9 0.694 1.030 0.842 0.111 -3.58 0.007
2 48 0.845 1.224 1.016 0.082 2.20 0.033
3 30 0.731 1.113 0.975 0.092 -1.00 0.326
4 26 0.766 1.097 0.968 0.083 -1.73 -0.096
5 50 0.721 1.190 0.974 0.106 -0.20 0.842
6 36 0.864 1.139 1.103 0.068 1.89 0.067
7 42 0.747 1.178 0.998 0.101 0.25 0.806
8 16 0.803 1.071 0.962 0.078 -1.54 0.144
136 서울도시연구 제8권 제4호 2007. 12

spread or variability of their scores. And the t-test statistical results by implementing line-specific
does just this. The formula for the t-test is a ratio. smart card use proportions.
The top part of the ratio is just the difference
between the two means or averages, the bottom V. Conclusion
part is a measure of the variability or dispersion of
the scores. The t-value will be positive if the first
Use of smart cards for fare payment in public
mean is larger than the second and negative if it
transit has grown in Korea since its introduction in
is smaller. Using the t-value, you can conclude the
1997. Currently, the proportion of smart card use
difference between two groups. The null
in Seoul is more than 90% for buses and 75% for
hypothesis is that the difference of the two data
Metros. In 2004, the Seoul metropolitan
sets is zero. The t-test shows that data sets of line
government introduced a new smart card system
one and two are statistically different at a 95%
with distance-based fares, which requires detailed
level of significance.
data of users such as boarding time and GPS-based
To investigate the error in lines one and two, a
location. It is important that with the help of the
line-specific monthly average proportion of smart
new fare system and technology, the smart card
card use is applied in equation (1). The proportion
data in Seoul consist of boarding and alighting
of smart card users on line one is relatively low
information with time. The objective of this study
compared to other Metro lines, perhaps because it
is to investigate the potential of smart card data
includes two intercity and commuter railway
and their reliability. Some characteristics of public
stations. On the other hand, Metro line two shows
transit users that can be calculated from these data
a higher proportion of smart card users. By
include number of transfers, boarding time, hourly
implementing these line-specific smart card use
trip distribution of number of trips for different
proportions, the accuracy of the results is
transit modes, and travel time distribution for all
improved, except for line seven. Table 8 lists

TABLE 8. Results of Statistical Analysis of Differences between Smart Card Data and Published Data(Applying
line-specific proportions of smart card use)

% of card No. of t-test

Lines Min. Value Max. Value Average Std. Dev.
use Stations Value P-value
1 61.50 9 0.796 1.180 0.965 0.127 -0.68 0.517
2 73.07 48 0.815 1.181 0.980 0.079 -0.04 0.966
3 69.05 30 0.747 1.136 0.995 0.094 -0.28 0.784
4 70.37 26 0.767 1.099 0.960 0.083 -1.61 0.119
5 67.80 50 0.724 1.195 0.979 1.066 0.04 0.966
6 68.60 36 0.858 1.131 1.006 0.067 1.33 0.192
7 69.40 42 0.733 1.158 0.979 0.099 -0.86 0.393
8 64.80 16 0.844 1.126 1.011 0.082 1.49 0.158
 Analysis of Characteristics and Reliability of Smart Card Data in Metropolitan Seoul
transit modes and user types. To investigate the
reliability of smart card data, the number of users
of every Metro station in Seoul from smart card
data and from Seoul Metro Company statistics
were compared. With two simple manipulations to
include daily variations and number of cash users,
smart card data reveal itself to be statistically
indifferent with surveyed data from the Seoul
Metro Company. From the results, smart card data
show potential to describe characteristics of public
transit users. Also, it is clear that smart card data
can represent all Metro users: smart card users as
well as cash users.
However, this study also suggests that to
represent all Metro users with smart card data,
line-specific proportions of card use should be
employed. Even though it is not discussed in this
study, route-specific proportions of smart card use
may be required to estimate all bus users from
smart card data. Methods to include the number of
bus users who do not have alighting information
should also be investigated.
This study is just the first step of the work
required to use smart card data for public transit
planning and operation. With its potential as a new
source of data, smart card data is expected to play
an important role for Seoul Metropolitan area
transportation research. Because smart card data is
collected as real time base, by linking with
passenger information system, it can provide public
transit related information such as waiting time and
estimated arrival time, to users. Also by building
historic data base, smart card data can provide
trend of transportation users’ characteristics, which
could be used to estimate future trend of
transportation. This will be valuable information
137
for Seoul Metropolitan Government to set up
strategy for urban transportation system of Seoul
Metropolitan area. Above all, smart card data can
be an important source to create future
transportation demand matrix of Seoul
Metropolitan area. It can reduce time and cost
currently required to create it. However, more
work will be required to build reliable models to
represent all public transit users and their travel
patterns with smart card data. It should be
identified whether smart card data could represent
traffic patterns of whole transportation users. As
discussed in this paper, characteristics of metro
users can be fully described by smart card data.
But for bus users, it should be studied as there
exists lack of off-boarding information. Also
regional variation of lack of information should be
investigated.
Another issue for using smart card data is to set
up proper process and managing system for it.
Currently, in spite of its potential as a new data
source, data use for other purpose than original
fare calculation is not fully set up. If it is not set
up properly, with considering private information
protection rule, it will be an important issue.
Currently these data have already provided data
to some public transportation studies. And with the
information included in it, smart card datawill
become an important part of transportation studies.
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원 고 접 수 일：2007년 8월 10일
1차심사완료일：2007년 10월 12일
최종원고채택일：2007년 10월 22일