With the increasing value of data and the growing power in the field of digital economy, China has taken the governance of cross-border data flow(CBDF) as an important national strategy. At the domestic policy level, China has piloted Beijing, Shanghai, Hainan and Xiongan New Area to create international data centers with the intention to control inbound and outbound data resources. At the domestic legislative level, China insists that the outbound data transfers be conducted in a secure environment. At the international cooperation level, on the basis of the Global Data Security Initiative, China builds the consensus of countries and promotes cooperation among countries along the Belt and Road routes on CBDF through the Digital Silk Road. Simultaneously, China will engage proactively in the newly international economic and trade agreements, with RCEP standing as a prime example. China’s discourse and model on CBDF governance have been continuously enhanced.

The global economy has been hit hard by the COVID-19 pandemic, and countries around the world urgently need to restore economic growth. As countries in Eurasia become more and more closely connected, it is inevitable for China's Belt and Road Initiative and South Korea's new Northern policy to connect. In this context, what matters is the connection of the railway network. The purpose of this study is to analyze the impact of the integration of the Korean Terminal Railway (TKR) into the Eurasian railway network by connecting the Korean Terminal Railway (TKR) with China's China-Europe freight trains. The results show that there is an interactive positive correlation between railway freight volume and GDP, and South Korea is expected to become the logistics center of East Asia and improve its status and influence in the world center. Within the Korean peninsula, the railway connection can draw North Korea into a larger multilateral agreement system, and South Korea can use external forces within the system to push North Korea to seek more economic cooperation and actively promote the reunification process. The economic development of Northeast Asia also plays a positive role in the economic recovery of the three provinces in northeast China.

In order to facilitate its Belt and Road Initiative, China has issued dozens of policy documents and detailed guidelines, improved its legal and supervisory systems, and taken full advantage of all existing cooperation mechanisms at the bilateral, regional, sub-regional and multilateral levels. The current cooperation mechanism is characterized by non-systemicity, which makes it dependent upon other existing regional cooperation mechanisms. In fact, it has no uniform institutional structure, nor any dispute settlement mechanism. Although this non-systematic approach is based in China’s successful experience in opening up to outside influence and in the flexibility that enabled its rise to global prominence, this very flexibility also poses challenges to the implementation of the Belt and Road Initiative by leaving it open to conflict with existing regional cooperation mechanisms. Therefore, to ensure the success of the Belt and Road Initiative, China should undertake a systematic plan for implementation by establishing a comprehensive legal framework; streamlining paths to economic cooperation; and institutionalizing the cooperation mechanism with a formal dispute settlement mechanism at its core.

PURPOSES: This study identifies the policy changes in road infrastructure over the last 30 years, and rates user satisfaction using opinion mining techniques. METHODS: First, we collected a text data set of the keyword 'road transport services' from media articles published between January 1, 1990 and June 10, 2019 that were managed by the Korea Press Foundation. Next word frequencies were analyzed to extract keywords relating to important policy issues. Moreover, to ensure changes in user satisfaction level with the road infrastructure, sentimental analysis was used. RESULTS : The results indicate that policy issues changed significantly every 5 years. Public opinion on newly introduced advanced technology in road transportation was generally positive, and user satisfaction gradually increased with time. CONCLUSIONS: Prior to the implementation of new technologies in road transport services, public opinion must be surveyed to ensure that the mobility policies are convenient and satisfactory.

In 2013, China unveiled its dream of retrieving the ancient Silk Road by undertaking massive infrastructure projects and adding value to ports around the Silk Road. The Belt and Road Initiative (“BRI”) refers to China’s proposed Silk Road Economic Belt and Maritime Silk Road This big project has recently been accepted by Nepal. Nepal has its own foreign direct investment (“FDI”) laws and policies. This paper aims to analyze these laws and policies from the perspective of China’s BRI. The specific objective is to explore the importance of BRI in Nepal and the major challenges for its implementation in reference to Nepalese FDI laws and policies. The essence of BRI is to promote regional and crosscontinental connectivity between China and other countries along the Belt and Road. The BRI is relevant to social, cultural, and economic development of its associated countries. Trans-Himalayan connectivity, political transition of Nepal and property right of Nepal is the leading challenges for BRI implementation in Nepal.