## 4 Discussion  
### Limitations and Obstacles in Maritime Data Transactions  
Several limitations and obstacles exist in structuring transaction stability through the step-by-step establishment and transfer of ownership of maritime data [30]. This is due to the various sources of data ownership and data protection. The limitations and obstacles are clear, especially where different legal systems are concerned. The typical obstacles associated with this approach are described in the following paragraphs.  
First, the ownership of maritime data has not been clearly stipulated [31]. As identified through both traditional and modern legal theories, the source of data ownership has been applied in various forms, depending on the limitations of social attributes. This obstacle clarifies the substance of novel intangible rights called \"maritime data.\"  
Second, no criteria or methods exist for setting a reasonable price for maritime data. There have been no accepted cases in which the criteria and methods for determining the price of maritime data have been formulated. Maritime data are produced while vessels are operational. Thus, after satisfying the needs of primary data consumers, there are nonconservative features and capabilities that do not require an extra cost to meet the application requests of secondary data consumers. Maritime data does not fit neatly into pricing methods that are based on the traditional supply-and-demand model because the marginal cost corresponds to \"0\", due to the possibility of \(n\)th replications [54].  
Third, maritime data are recognized in the industry as public social capital because of their intangible nature and long production history in public institutions. Therefore, from the data provider and consumer perspectives, the status of reserved value and rights as an object is unclear when trading data using a \"digital platform for maritime data trading (tentative name),\" leading to difficulties in the occurrence of actual transactions [39].  
Fourth, the quality and reliability of the maritime data have not been confirmed. Because maritime data can be characterized as personal or non-personal data, consumers seeking to verify the quality and reliability of data must depend on intermediaries or providers when trading anonymized data through a \"digital platform for maritime data trading (tentative name).\" However, there are no quality standards at the register level and maritime cyber compensation liability insurance level to guarantee this, which makes it difficult to ensure the quality and reliability of data [2].  
The price of maritime data will be determined, based on a digital platform in which data are traded, used, and transferred online and offline between providers and consumers. However, legal issues relating to the value of data, purchasing power, quality and standards, ownership, and privacy of the data hinder the pricing of maritime data based on mutual strategic decision-making [55]. To overcome the obstacles, data providers need to contribute to initial market circumstances by applying a buyback strategy associated with data purchases, anticipating how the standardized quality data are provided according to the consumers' strategic decisions or how the outcome will affect the consumers [56]. Control of maritime data will significantly affect the scalability of the maritime industry. Currently, the price of maritime data unreasonably depends on information asymmetry rather than strategic decision-making. Consequently, launching a new initiative in the maritime industry by enhancing the fair trading, efficiency, and competitiveness of maritime data will require first establishing an economic environment in which data providers and consumers can trade fairly, based on an integrated fuzzy sustainability framework [57].