Research on a SaaS (Software as a Service)-based Digital Product

Passport System Model for the EV Battery Industry Value Chain

JINYOUB KIM1,2, JISANG MOON, YEJI DO1, HAYUL KIM2, JONGPIL JEONG3*

1AI Research Lab (of Hygino),

Department of Smart Factory Convergence,

Sungkyunkwan University,

Anyang,

KOREA

2DPP Research Lab (of Hygino),

Department of Smart City Convergence,

Seoul University,

KOREA

3Department of Smart City Convergence,

Sungkyunkwan University,

Suwon,

KOREA

*Corresponding Author

Abstract: - A notion for a policy tool that is particularly supported in policy circles to support the circular

economy is the digital product passport (DPP). To lay the groundwork for more circular products, the basic

design of a DPP should primarily comprise product-related data gathered by manufacturers. This study aimed

to look into the design options for a DPP system and how these options for a DPP system and how these

options could help players in the EV battery market given the absence of scientific debate surrounding DPP.

With a focus on the role of stakeholders, it does so while introducing the idea of DPP and outlining the current

system of legal and voluntary product information instruments. These preliminary results are incorporated into

an examination of the possible advantages of DPPs that is actor centered. Through desk research and

stakeholder workshops, data is produced. We discovered a significant need for more research, in particular, by

examining the function of the DPP system for various actors. These issues include how to reduce red tape and

increase incentives for manufacturers to provide specific information, how pertinent data can be compiled, what

data collection tools (such as databases), and to which stakeholder groups these data are made available. To

give DPPs better policy direction, other researchers might be able to fill the research gaps identified in this

work.

Key-Words: - Digital product passport; Digital product passport system; Asset Administration Shell; Plug Play

Link Socket; Data sovereignty

Received: May 4, 2023. Revised: October 13, 2023. Accepted: October 25, 2023. Published: November 3, 2023.

1 Introduction

1.1 Background

The Digital Product Passport (DPP) is a policy tool

concept that is being proposed in policy circles as a

way to contribute to the circular economy. A DPP's

preliminary design should largely comprise product-

related information gathered by manufacturers,

serving as the foundation for more circular products.

Given the scarcity of scientific discourse on DPP,

this study attempted to evaluate design choices for

DPP systems and how these options could benefit

stakeholders in the EV battery industry's product

value chain.

The 2021 Circularity Gap Report indicates that

both material consumption and carbon emissions are

on the rise. Notably, Digital Product Passports

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(DPP) are emerging as solutions to enhance

transparency, data sharing, and standardization

within the Circular Economy. There is an urgent

need to develop services that digitize both product

and process information throughout the product

lifecycle, bridging the gap between

conceptualization and real-world implementation.

To elucidate the concepts presented in Section 2,

we detail the theoretical underpinnings of a SaaS-

based DPP system. This entails a summarization of

the DPP system's structure, an overview of the

present state of the secondary battery industry, and

an update on the current advancements in SaaS-

based architectural development. Currently, data

collected at the production site is stored on the DAQ

server at the production site in real-time. In order to

study a system that utilizes the DPP system,

regardless of place or time, we propose a design and

implementation plan for a DPP system that is

flexible in terms of data sovereignty and security,

which requires detailed research on data sovereignty

and security in order to be configured as a system

that utilizes a cloud platform. Within the proposed

DPP system, essential components include

information regarding product composition and

origin, coupled with insights on the environmental

and social impact assessments of the product

throughout its production, utilization, and

modification phases. The Digital Product Passport

(DPP) concept has been introduced as a pivotal

mechanism for gathering and disseminating

information pertinent to a product's entire life cycle.

It represents a compilation of data/information

contributed by stakeholders engaged in the product's

value chain. The primary objective is to foster a

resource-efficient Circular Economy by

consolidating data from the product life cycle,

facilitating its sharing and analysis among key

players in the value chain. This approach aids in

conserving resources, making informed decisions,

enhancing product circularity through R-strategies

(including reuse, repair, refurbishment,

remanufacturing, and recycling), and bolstering the

transparency and traceability of products, materials,

and components. A fundamental tenet of the DPP

System is the imperative to institute a unified

approach to DPP across diverse sectors.

Concurrently, there's a necessity to devise strategies

that guarantee the currency of product passports

throughout their life cycle, emphasizing the

reincorporation of recyclable waste into the

economy as secondary raw materials. Figure 1

elucidates the foundational elements of the DPP

system.

Fig. 1: Basic components of a DPP system

This paper is organized as follows. The concept

of DPP and the method of collecting field data are

studied, and a review of DPP currently used in the

construction industry is presented in section 2. The

DPP system architecture and studies the database

operation structure that ensures data sovereignty by

the supply chain, including data collection and

storage methods based on international standards

and connecting modules to enhance interoperability

of data and programs by service provided in section

3. Section 4 provides a detailed account of the DPP

system deployed, while Section 5 offers our

conclusions and delineates forthcoming challenges

[1], [2], [3].

2 Related Work

2.1 DPP (Digital Product Passport)

With the endorsement of the European Green Deal

(European Commission 2019a) and the Circular

Economy Action Plan (European Commission

2020a), the EU has ushered in a groundbreaking

phase in its product policy. The concept of a

'electronic' or 'digital' product passport (PP) is

expressly discussed in both strategy documents as a

crucial tool for more product-focused policy. As a

result, the terms "electronic" and "digital" are

frequently used interchangeably in EU literature,

indicating that the PP must include computer-

readable data that has been stored on a server or in

the cloud, such as details about a product's

composition, its ability to be repaired and

disassembled, and how to handle it at the end of (its)

life (EOL). In order to recycle materials from items

that are no longer in use, the European Resource

Efficiency Platform, among others, started the

present demand for a pan-European PP in 2014

(European Commission (COM) 2014). Subsequent

to that, the discourse on the circular economy has

seen significant evolution, particularly within the

European context [4], [5]. According to the

Wuppertal Institute, a broad definition that defines it

as a data set that summarizes information about a

product’s components, materials, and chemicals, as

well as its repairability, spare parts, and proper

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disposal [1], [2], [3]. Depicted in Figure 2 is

Configure DPP System Services.

Fig. 2: Configure DPP System Services

• The materials used for each component,

information about the manufacturing procedure

(such as joining techniques, binders), and details

about the physical and chemical characteristics of

the materials used, as well as their effects on

human health and the environment, are all

included in manufacturing data.

• Usage data consists of data such as documentation

of replaced or repaired product parts.

• End-of-life data consists of end-of-life data, such

as documentation of the “collection, sorting, and

processing” of a product during its “end-of-life”

(EoL) phase.

• Life cycle data includes information on product

sales that can be used to estimate how much

waste will be generated at any particular time and

how many resources can be recycled.

2.2 Collecting Field Data: IIoT (Industrial

Internet of Things)

Industrial IoT is part of the smart factory area and is

the step from JIT (Just in Time) to FIT (Fit in Time)

by integrating all the information. RFID technology

is being considered as a way to verify the identity of

objects, and IPv6 needs to be applied to give each

object an identity. The MQTT protocol is posited as

a replacement for HTTP, with the Organization for

the Advancement of Structured Information

Standards (OASIS) adopting MQTT as the

standardized protocol for the Internet of Things. In

factory automation, data is collected via OPC-UA

and uploaded to the upper cloud via MQTT [6]. By

replacing human senses, datafication is not only

used in daily life, but also in factories, collecting

data and implementing it into actual IoT service

interfaces, rather than traditional, independent, and

individual sensors. By using multi-disciplinary

sensor technology, more intelligent and high-level

information can be extracted. In addition, through

arbitrary manipulation, users can instruct objects to

act. IoT is a convergence technology, a combination

of various technologies, and builds a system based

on IoT and big data. Figure 3 depicts Ecosystem

model directly related to industrial applications. IoT

is more adaptable in terms of connectivity and

criticality, allowing for ad hoc and mobile network

structures as well as having fewer strict

requirements for timing and reliability (with the

exception of medical applications). IIoT, on the

other hand, typically utilizes fixed and

infrastructure-based network solutions that are well

designed to meet communication and coexistence

requirements, [7].

Fig. 3: Ecosystem model directly related to

industrial applications

2.3 Create a Data Standard: AAS (Asset

Administration Shell) Collecting

The "AAS networked" project should be used to

ensure the interoperability of various VWS

implementations from various companies and

institutions, which will be based on the technology

of AAS and proven by virtual testbeds and

demonstrations, and evidence of the functional and

general validity of the AAS concept and

specifications should be used as the first goal, which

is currently the implementation of an Industrie4.0

platform with globally connectable AAS models by

2030. In addition, several requirements must be

specifically fulfilled on the basis of the AAS model

[8], [9].

• Connectivity: Assets should connect the same

analog and digital worlds via standard

communication methods. Data integrity and cyber

security: Appropriate integration and protection

mechanisms ensure that processed data is kept

accurate and is not damaged or unexpectedly

changed.

• Clear semantics: Ensure that assets consistently

use the same vocabulary for meaning and content

and that messages are clearly understandable. Be

able to communicate by exchanging and

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interacting digitally. Complete tasks

autonomously.

• Include AI: All stakeholders should be able to

collaboratively use and interconnect machine and

user data. Artificial intelligence can also be used

to arrive at new solutions and business models.

• Guidelines for governance, along with data

security and sovereignty: It mandates that

stakeholders across national, European, and

global spectrums operate equitably within an

open ecosystem. The structure of the AAS data is

illustrated in Figure 4.

Fig. 4: AAS data structure

There are two types of assets set up using AAS.

One is the type of product and the other is the actual

data of the product. At this time, the data is

delivered to the client or cloud AAS database using

the OPC-UA protocol server.

2.4 AAS Data Interface: Leveraging OPC-UA

(Open Platform Communications Unified

Architecture)

OPC stands for OLE for Process Control. It is a

standardized communication protocol. It is

maintained by the OPC Foundation. Originally, the

communication that followed the abbreviation was

called OPCDA, OPC Classic, and then it evolved

into OPCUA, which stands for Open Platform

Communications Unified Architecture.

You may have a headache, but the version that

runs only in the Windows environment because the

concept of OPC Classic came out first is OPCDA.

So, because it communicates with DCOM, the port

is also specified, and it is difficult to set up for

external access.

If you say that the PLC has OPC function in your

environment, it means that UA has been introduced.

Figure 5 depicts OPCUA application.

Fig. 5: OPCUA application

The reason to adopt OPC is that the same

communication method can be used to communicate

from the bottom to the top using the same protocol.

If the communication protocols of each driver were

divided into Chinese, Korean, and English, it would

be difficult to communicate with each other.

So, it’s easier to understand that OPC is

organized to communicate in one language. This is

called interoperability. But to make this

communication more efficient, OPC servers provide

many features, [10].

The Classic OPC standard provides three server

services: Data Access (DA), Alarm AND Events

(AE), and Historical Data Access (HDA). DA is

exactly what it sounds like: Data Access. You can

check and get the current value of the PLC. This is

the most useful feature in the industrial field.

You can’t get historical data. This is where it is

compared to HDA. HDA can get historical data. The

OPC HDA server stores the current data in a local

historian and accesses it from the client. AE is a

function that registers an alarm tag as an event on an

alarm and notifies the client as an event when the

alarm changes to True. In this way, Classic OPC has

three types of servers.

3 DPP System Model

3.1 System Architecture

The DPP system serves as an IT/software

infrastructure that associates physical products with

DPPs, assimilates requisite data for DPPs, and

fosters collaboration among diverse stakeholders

within a product's value chain. At its core, the DPP

system must establish an integrated approach to

DPP across industries, ensure that recyclable waste

is injected back into the economy as secondary raw

materials, and develop mechanisms to ensure that

product passports are kept up to date throughout the

product lifecycle.

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In addition, confidential business information and

IP security issues need to be addressed to enable

enterprise adoption. Figure 6 depicts DPP System

Model for EV batteries.

Fig. 6: DPP System Model for EV batteries

The Wuppertal institute has created a dataset that

compiles information on a product's parts, materials,

chemistry, repairability, spare parts, and directions

for its disposal.

It has a broad definition and is gathered over the

course of a product's life cycle. It is then utilized to

optimize the design, production, usage, and disposal

of the product. The following service modules make

up the DPP system model.

 Manufacturing data service: The product

encompasses components, the materials

designated for each, a comprehensive overview

of the manufacturing process (including joining

techniques and binders), along with the physical

and chemical properties of the materials in use.

Additionally, details pertaining to substances

detrimental to the environment or potentially

hazardous to human health are incorporated.

 Usage data service: a service that provides

information like records of product parts that

have been replaced or repaired.

 End-of-life data service: a service that contains

end-of-life information, like records of the

gathering, sorting, and processing of a product

during its "end-of-life" (EoL) phase.

 Lifecycle data service: Includes data such as

product sales that can be used to predict the

amount of waste expected at a given time and

the number of resources that can be recycled

3.2 Trust Framework Architecture

It is a data-neutral platform that supports EV battery

value chain Scope 1 to 3, providing suppliers with

real-time measured data-based LCA calculation and

PCF data exchange solutions. Figure 7 depicts the

Trust Framework Architecture.

Fig. 7: Trust Framework Architecture

Implement a trust ecosystem with a governance

framework that organizes and describes an

ecosystem of issuers, holders, and validators.

 Issuers: Issue verifiable credentials to holders

based on specific use cases. Typically refers to a

trusted party in the ecosystem that claims

compliance for an organization or product.

 Holder: Holds and controls verifiable

credentials and shows them upon request.

Typically refers to a party that is bound to an

enterprise, entity, or individual.

 Validator: Requests the presentation of a

verifiable credential and cryptographically

verifies it to ensure that the data has not been

tampered with. Uses data to support business

processes and is typically bound to an

organization or individual.

 Trust framework: defines the basic principles

and governance that apply to the ecosystem, sets

the rules that must be met to participate in the

ecosystem (e.g., to become an issuer) and sets

the technical standards to be followed.

4 Discussion and Challenge Issues

4.1 European Green Deal

The European Commission (EC) released the

underlying presumptions of the European Green

Deal, a new growth plan for the European Union

(EU) and its citizens, in December 2019. The

European Green Deal's primary goal is to make the

EU into a just and affluent society with a cutting-

edge, resource-effective, and competitive economy.

The European Commission (EC) aims to achieve

net-zero greenhouse gas emissions across the Union

by 2050. Emphasis is placed on mineral resources

management, as the European Green Deal

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underscores economic growth that is independent of

resource consumption, [11]. A paramount objective

in actualizing this new European strategy is

galvanizing the industry towards a clean and

circular economy (CE), [12].

The EC emphasizes that transforming an

industrial sector and all value chains will take the

next 25 years. As a result, during the course of the

next five years, significant decisions and actions

will be taken. In March 2020, the EC released a new

CE Action Plan, emphasizing a cleaner and more

competitive Europe, [13]. Currently, the EU is

transitioning towards a Circular Economy (CE), a

shift that began with the initial communication on

the CE from the European Commission (EC) in

2014, [14]. In the years that followed, the EC has

diligently published subsequent CE

communications: the CE Action Plan in 2015, [15],

the CE Monitoring Framework in 2018, [16], and a

report on the implementation of the initial CE

Action Plan in 2019, [17].

The Circular Economy (CE) advocates for a shift

from the linear "take-make-dispose" model to a

circular approach where waste, when generated, is

regarded as a valuable resource, [18]. In addition, it

is advised to recycle and recover raw materials

(RMs) from all waste streams in order to make

better use of mineral resources. The European

Commission emphasizes the need to keep an eye on

changes to how mineral resources are managed

throughout each of its member states.

Consequently, in 2018, the EC highlighted the

management of Raw Materials (RMs) as a crucial

component within the monitoring framework for the

transition towards a Circular Economy (CE), [16].

In summary, the management of raw materials

within the EU presents several challenges in

executing the directives stipulated in the Green Deal

strategy and the Circular Economy (CE) model.

These challenges predominantly center around

augmenting the recycling rates of critical raw

materials, bolstering stakeholder participation, and

elevating awareness regarding Sustainable

Development (SD) and CE among enterprises active

in the Raw Material (RM) sector.

To speed up the transformation process toward

the circular economy and the Green Deal, all

Member States are currently cooperating, for

instance by putting national CE initiatives into

place. The revised financial perspective for projects

focusing on the balanced and circular management

of Raw Materials (RM) under Horizon 2020 and

other supporting mechanisms offers an exceptional

opportunity to accelerate the transformation process.

4.2 Decarbonizing Transport in the

European Union

The relationship between society and nature is

currently under danger. This is the general scientific

consensus, which is expressed, for instance, in the

Anthropocene idea. The discourse surrounding the

Anthropocene posits that from the onset of

industrialization, human activity has had a profound

impact on the Earth's system. Concurrently, several

planetary boundaries have been surpassed, [19].

Amidst this discourse, various scholars critique

the term "Anthropocene" and suggest the alternative

"Capitalocene." This terminology posits that the

disruption in the relationship between society and

nature isn't a consequence of humanity as a whole,

but rather a specific trajectory of social evolution,

especially within capitalist production relations.

Given the inherent disparities in development within

capitalism, the accountability for and susceptibilities

to events like climate change are disproportionately

allocated, [20]. However, recent decades have seen

a significant politicization of various issues,

including climate change. The EU is often cited as a

forerunner in environmental and climate policy.

This leadership role in environmental stewardship

forms a cornerstone of the European integration

process. However, this perception has been

contested and sometimes labeled as "the myth of a

Green Europe, [21].”

In a recent development, Ursula von der Leyen,

the President of the EU Commission, reaffirmed

these aspirations at the close of 2019 by introducing

the Green Deal, which sets the goal of

decarbonizing the EU by 2050, [22]. The EU's

balance sheet, however, shows a strong ambivalence

when it comes to climate policy, with a picture that

is heterogeneous both in terms of member states and

from a sectoral viewpoint. emissions decreased

21.6 across the EU. We contend that the emission

performance criteria put some emphasis on the

environmental upgrading of the EU transportation

sector in 2019.

Unlike the 2009 discussions, the German

Government refrained from firmly advocating for

the interests of the German automobile sector during

negotiations on fleet limitations. This, in part,

enabled the EU Directive to adopt a notably

ambitious stance.

However, the political dynamics and institutional

structures of the EU prevent a more comprehensive

and effective response to the ecological crisis in the

transportation industry. In studies on European

environmental policy, this aspect is frequently not

given enough weight. As we will demonstrate, this

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is especially true in discussions about environmental

leadership.

4.3 ESPR (Eco-design for Sustainable

Products Regulation)

Echo design for Sustainable Products Regulation

establishes EU DPP and is key link between

policies, [23]. Lately, there's been a growing

demand for the integration of a DPP within the EU

framework. In response, the DPP was initially

presented in 2020 within the proposal for a new

Batteries Regulation (European Commission

2020c). It also forms a core component of the EU's

2022 ESPR proposal. This proposal further seeks to

broaden the ambit of the Echo Design Directive on

energy-related products to encompass the broadest

possible product range, establishing suitable

minimum sustainability standards and information

requisites for specific product categories (European

Commission 2022), [24], [25].

The proposed DPP can be characterized as an

organized compilation of product-associated

datasets with a predetermined scope, established

data ownership, and specific access privileges

tailored for distinct target groups. These groups

include consumers, policymakers, recyclers, and

market surveillance authorities. This data is

accessible via a unique identifier (either a number or

code) that is also displayed on the product itself,

[26]. Within the EU, the approach will likely

involve a decentralized data storage system paired

with a streamlined central registry managed by the

EU, focused on select key parameters, [27].

4.4 The DPP in the new Batteries Regulation

A model for other policy topics The product group

"battery," specifically portable, industrial,

automotive, and light means of transportation

batteries, serves as one illustration of the growing

complexity of product assessment and legislation as

well as the tremendous potential that a DPP can

bring. The EU Batteries Directive (2006/66/EC) has

governed the manufacture and disposal of batteries

in the EU since 2008. The primary objective of the

directive at that juncture was to curb the usage of

cadmium and mercury, as well as to standardize and

oversee the waste management of used batteries

(European Commission 2020d), [24], [25].

The demand for batteries has significantly

increased over the past several years as a result of its

role as a fundamental element of e-mobility and the

gradual electrification of power tools. The Batteries

Directive 2006/66/EC no longer does them justice

because not only the quantity of batteries has

changed, but also their size, composition, and

intended application. In addition, the battery's value

addition and environmental impact have grown in

importance at the same time. In order to support

further battery research and industrialization in the

EU, the European Commission established the

European Battery Alliance in October 2017. The

following year, the European Commission laid

down the groundwork for a competitive and

sustainable battery value chain in Europe with the

"Strategic Action Plan for Batteries" (European

Commission 2018). Given these circumstances, and

as an element of the European Green Deal, the

Commission unveiled a draft for a novel Batteries

Regulation in December 2020, which was

subsequently endorsed by the EU parliament in

March 2022 (European Commission 2022), [25],

[26].

The proposed Batteries Regulation encompasses

rigorous standards to enhance sustainability,

traceability, and social norms throughout the entire

battery product lifecycle. It covers specifications for

the effectiveness and longevity of batteries, as well

as their carbon impact, usage of recycled materials,

and rate of collection and recycling. The statute also

mandates a label denoting the carbon footprint

performance grade of the batteries, in addition to the

ethically sourced origins of its components.

Labeling batteries, for instance through QR codes, is

pertinent for various stakeholders: it aids end-users

in decision-making during purchase or disposal,

whereas service providers, middlemen, or recyclers

can access in-depth details about the battery's status

and makeup (European Commission 2020c), [26].

The Batteries Regulation is set to roll out an

electronic battery information exchange system by

2026. Here, data concerning every battery model

introduced to the EU market would be cataloged and

disclosed to the public. Each regulated battery that

is transacted (or undergoes a status alteration, like

repair or repurposing, and so on) in 2026 will also

be accompanied by an electronic document, termed

the "battery passport," serving as a DPP for

batteries. The systems and policies that catalyze

DPP include, [27]:

• The European Commission’s updated Circular

Economy Action Plan.

• The EU’s Strategy for Sustainable Chemicals.

• The European Commission’s Refreshed

Consumer Agenda.

• U.S.: An extract from the White House's 100-

Day Reviews pursuant to Executive Order

14017.

• Japan’s 2020 Vision for a Circular Economy.

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• China’s 14th Five-Year Development Blueprint

for Circular Economy.

• The Australian Parliament’s investigation and

report titled “From Waste to Worth: Pioneering a

Circular Economy.”

• The Federal Consortium for Advanced Batteries

(FCAB).

5 Conclusions

Although the analysis, demand, and partial

implementation of the collection and publication of

product-specific data using IT-based systems have

been ongoing for many years in various contexts,

the concrete discussion of the so-called "electronic"

or "digital" PP is still in its infancy, and many

aspects and details are still being worked out. It

must be remembered that the concept of PPs as a

whole has historically been debated using a variety

of terms and methodologies, including "digital

twins," resource or material passports,

environmental product declarations, life cycle files,

cycle/recycling passports, etc.

The central concepts behind these terminologies

often remain in nascent stages and are yet to evolve

into universally comparable standards. Hence, while

these terminologies may often converge on a

foundational principle, nuances in their application

and objectives can differ. It remains an open

question as to which existing informational tools

will either be phased out in favor of a standardized

EU-wide DPP or will form the foundation for its

evolution. Regardless of the specific format of

future Product Passports (PPs), it’s vital that data is

systematically collected, updated, and rendered

accessible to relevant user groups, possibly even at a

product-specific level—e.g., for high-value items.

While certain data can be gathered that is

generally applicable to a product group or model

(for example, generic repair data), product-specific

data that has to be even more precisely defined

would necessitate integrating all pertinent

stakeholders across the whole product life cycle. It

would be necessary to update product-specific

information if, for instance, the qualities or

components of a certain product changed as a result

of a repair procedure in order for, say, waste

management businesses, to dispose of the product in

the best possible way. Product-specific information

would be required when mass production becomes

more and more customized and incorporates design

preferences. Although there is currently not enough

information regarding the precise specifications of

the future DPP, some factors must unquestionably

be thoroughly compared in terms of advantages and

disadvantages as part of anticipated additional

stakeholder conversations.

For effective execution, the roles and standards

pertinent to various stakeholders must be explicitly

articulated, especially in contexts like transparency,

verifiability, long-term data availability, data

disclosure, and security stipulations. Based on the

assessment, decisions need to be made concerning

where, by whom, and for what duration data will be

stored—be it with manufacturers, importers, or

other "distributors" (Figure 2). The consideration

shouldn't just be about where the data resides but

also about the entities responsible for feeding the

data into the system during the DPP's

implementation. This could range from producers

and suppliers to importers, ensuring that proprietary

and trade secrets remain confidential.

Critical to note is that the system must not only

facilitate data input (write access) from distributors

in the long run but also from other entities, such as

repair services. This allows for the possibility to

update product-specific data over its lifecycle.

Moreover, the data and insights collected won't hold

uniform relevance across all user demographics in

line with their market functions. Hence, to achieve

focused data management (often termed the "need to

know" principle), the system must ensure that

designated user groups have access only to

pertinent, curated information, emphasizing the

protection of sensitive business intelligence (as

noted by the European Policy Centre 2020). This

brings up the question: Should such data be

exclusive for market surveillance purposes, or

should it be extended to other agencies to promote

equitable global supply and value chains, especially

if there's a need to trace the origins of raw materials

used in products or components?

Acknowledgment:

This research was supported by the SungKyunKwan

University and the BK21 FOUR(Graduate School

Innovation) funded by the Ministry of Education

(MOE, Korea) and the National Research

Foundation of Korea(NRF).

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Contribution of Individual Authors to the

Creation of a Scientific Article (Ghostwriting

Policy)

The authors equally contributed in the present

research, at all stages from the formulation of the

problem to the final findings and solution.

Sources of Funding for Research Presented in a

Scientific Article or Scientific Article Itself

No funding was received for conducting this study.

Conflict of Interest

The authors have no conflicts of interest to declare

that are relevant to the content of this article.

Creative Commons Attribution License 4.0

(Attribution 4.0 International, CC BY 4.0)

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Creative Commons Attribution License 4.0

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DOI: 10.37394/23207.2023.20.211

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Hayul Kim, Jongpil Jeong

E-ISSN: 2224-2899

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Volume 20, 2023