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This article examines the problems posed by the difficult coexistence between external trade and competition policies in the context of GATT and its successor, the World Trade Organisation (WTO). It shows that these problems, if traditional, arise in new, particularly serious, taries as a result of the implementation by States of anti-competitive trade policies. This article reviews the current proposals to address these difficulties and offers a more limited but realistic approach. ; Cet article examine les problèmes posés par la coexistence, difficile, entre les politiques du commerce extérieur et de la concurrence, dans le contexte du GATT et de son héritière, l'Organisation mondiale du commerce (OMC). Elle montre que ces problèmes, s'ils sont traditionnels, se posent en des ternies nouveaux, particulièrement graves, à cause de la mise en œuvre, parles États, de politiques commerciales à visée anticoncurrentielle. Cet article passe en revue les propositions actuelles pour résoudre ces difficultés, et offre une approche plus limitée, mais plus réaliste.

The article examines the European network policy as applied to rail transport. Opening up to competition takes particular forms due to the specific nature of rail networks. The problems posed by the transition from a form of infrastructure integration and operation to separation concern technical and organisational efficiency, linked in particular to the question of determining infrastructure tolls. The details of the competitive operation of rail transport services and how they relate to the logic of the public service are then questioned. ; International audience ; The article examines the European network policy as applied to rail transport. Opening up to competition takes particular forms due to the specific nature of rail networks. The problems posed by the transition from a form of infrastructure integration and operation to separation concern technical and organisational efficiency, linked in particular to the question of determining infrastructure tolls. The details of the competitive operation of rail transport services and how they relate to the logic of the public service are then questioned. ; L'article étudie la politique européenne relative aux réseaux telle qu'elle est appliquée au transport ferroviaire. L' ouverture à la concurrence y prend des formes particulières du fait de la spécificité des réseaux ferroviaires.Les problèmes posés par le passage d'une forme d'intégration de l'infrastructure et de l'exploitation à leur séparation concernent l'efficacité technique et l'efficacité organisationnelle, liée notamment à la question de la détermination du péage d'infrastructure. Les modalités de l'exploitation concurrentielle des services de transport ferroviaire et de leur rapport à la logique du service public sont ensuite questionnées.

Voluntary agreements (VAs) are a form of environmental policy that has developed recently and through which polluting firms voluntarily commit to improve their environmental performances. Our analysis takes into account the market structure within the polluting industry as well as within the industry specialized in the abatement activity in order to compare several forms of VAs with the other environmental policy tools. We first compare a VA inspired from a Danish policy to an emission tax in an imperfect competition framework among the polluting firms. We then compare the same form of VA to an emission tax, an emission quota and a design standard when abatement is delegated to an imperfectly competitive specialised industry. Lastly, we study a VA implemented in France in the area of households' waste management in order to compare the theoretical point of view and the real-world observation. ; Les approches volontaires (AV) constituent une forme de régulation environnementale qui s'est développée récemment et dans laquelle les entreprises s'engagent volontairement à améliorer leurs performances environnementales. Notre analyse intègre de manière inédite le rôle des structures de marché qui prévalent aussi bien du côté des industries polluantes que des industries de dépollution afin de comparer certaines AV aux autres instruments de politique environnementale. La thèse compare tout d'abord une AV inspirée d'une politique introduite au Danemark à une taxe dans un cadre de concurrence imparfaite entre les firmes polluantes. Elle compare ensuite la même forme d'AV à une taxe, un quota de pollution et une norme de procédé lorsque la dépollution est déléguée à une industrie imparfaitement concurrentielle. Enfin, l'étude d'une AV appliquée en France dans le domaine des déchets d'emballages ménagers permet de confronter le point de vue théorique et l'observation de la réalité.

Voluntary agreements (VAs) are a form of environmental policy that has developed recently and through which polluting firms voluntarily commit to improve their environmental performances. Our analysis takes into account the market structure within the polluting industry as well as within the industry specialized in the abatement activity in order to compare several forms of VAs with the other environmental policy tools. We first compare a VA inspired from a Danish policy to an emission tax in an imperfect competition framework among the polluting firms. We then compare the same form of VA to an emission tax, an emission quota and a design standard when abatement is delegated to an imperfectly competitive specialised industry. Lastly, we study a VA implemented in France in the area of households' waste management in order to compare the theoretical point of view and the real-world observation. ; Les approches volontaires (AV) constituent une forme de régulation environnementale qui s'est développée récemment et dans laquelle les entreprises s'engagent volontairement à améliorer leurs performances environnementales. Notre analyse intègre de manière inédite le rôle des structures de marché qui prévalent aussi bien du côté des industries polluantes que des industries de dépollution afin de comparer certaines AV aux autres instruments de politique environnementale. La thèse compare tout d'abord une AV inspirée d'une politique introduite au Danemark à une taxe dans un cadre de concurrence imparfaite entre les firmes polluantes. Elle compare ensuite la même forme d'AV à une taxe, un quota de pollution et une norme de procédé lorsque la dépollution est déléguée à une industrie imparfaitement concurrentielle. Enfin, l'étude d'une AV appliquée en France dans le domaine des déchets d'emballages ménagers permet de confronter le point de vue théorique et l'observation de la réalité.

[Table des matières] 1. Les acteurs du système suisse de santé : les assureurs maladies, les fournisseurs de prestations, l'Etat, les assurés patients. 2. Quelle concurrence pour quelle organisation? : 2.1 Concurrence entre fournisseurs de prestations: Références étrangères (Grande-Bretagne, USA, Pays-Bas); Le système suisse: Financement et planification, Conventions tarifaires, Un élement indispensable à la concurrence: l'information. 2.2 Concurrence entre assureurs maladie. 3. Nouvelles formes d'organisation : 3.1 Les Health Maintenance Organizations (HMO); 3.2 Les HMO en Suisse: un moyen d'endiguer la croissance des coûts; 3.3 Les Nouvelles Orientations de Politique Sanitaire (NOPS); 3.4 La concurrence dans le cadre des réseaux intégrés.

Transfers to firms and regions are made both at the level of member states (state aids) and at the level of the European Commission (Structural Funds). State aids can take different forms: direct (transfers, tax exemptions) or indirect (e.g. the definition of the reserved area in network industries). There are significant cross-country differences both in the magnitude and the type of instruments used for state aids. The European Commission acts as a de-facto regulator by using competition law to approve state aids. We analyze the rationale of this two step process by pointing out the benefits of decentralizing redistributive decisions to the member states and the costs linked to reduced coordination (the use of structural funds, viewed as a complement to state aids, reduces some of these costs). We then point out that in a second best world objectives of redistribution are not incompatible with competition but that their relationship is less straightforward than with perfect markets; this has consequences for the rationale of having block exemptions, and for the effects of structural funds. ; SCOPUS: ar.j ; info:eu-repo/semantics/published

The exposure to the international competition imposes challenges to the Brazilian small and medium enterprises, SME´s. In Brazil there are approximately four million small and medium enterprises, representing 97% of the existing companies and generating 60% of jobs and 25% of the gross internal product. One proposal to increase the competitive capacity of the Brazilian small and medium enterprises and that is being given great projection, is the formation of the grouping of companies (clusters). The clusters and their productive settlements are strategically important because it allows that more aspects are taken into consideration, for example: the relation between competitiveness and interactivity; the question of innovation and technology dissemination; the impact of social-cultural factors; the impact of macroeconomic politics, the models of organizational structures; the development strategies. The proposed study for the analysis of the local productive settlements and their dynamics has three stages: the pre-prospective, the prospective e the pos-prospective. In this work it is presented the pre-prospective study on secondary sources of the footwear settlement of Jau, State São Paulo, Brazil. The result of this stage resulted on the competitive positioning of the studied settlement and its competitive dynamic compared to the international settlements, specially the Italian one.

, the UDF gradually lost its role in these elections. However, these must be seen as a success for the UDF, but the status of this party on the French political scene has changed profoundly within a few years. As a member of the 'Bipolar QUADRILLE' dominating political life, particularly in the 1980s, the UDF became a small party that was only indirectly fighting in power competition and faced difficulties with the adoption of a centrist strategy. By examining the situation of the UDF, this article also provides a more comprehensive analysis of the French partisan system. The fundamental multiparty nature of the political competition in France is thus emphasised, despite the actual dominance of the two main parties. ; Although a most active protagonist in the first round of the 2004 French local elections, UDF saw its influence steadily fade. Obviously, this political party successfully came out of the elections, but only because its status on the French political scene underwent changes over the last few years : it moved from the status of member of the politically dominant "bipolar quadrille" – particularly in the 1980s – to the one of a minor party engaged in the competition for command facing the difficulties related to a centrist strategy. This article draws on the actual status of the UDF to analyse the more global French partisan system. The author emphasises the characteristics of French political competition, fundamentally multipartite, in spite of the effective predominance of two main parties. ; the UDF gradually lost its role in these elections. However, these must be seen as a success for the UDF, but the status of this party on the French political scene has changed profoundly within a few years. As a member of the 'Bipolar QUADRILLE' dominating political life, particularly in the 1980s, the UDF became a small party that was only indirectly fighting in power competition and faced difficulties with the adoption of a centrist strategy. By examining the situation of the UDF, this article also provides ...

National audience ; In the countries of Southern Europe (Spain, Italy), uncompleted nation-building has allowed the development of specific relations between pollues and territory. These relations are now regulated by territorial statutes provided for in the Constitutions. They are however driven by complex socio-policital processes : current articulation of territorialized political subcultures or of nation-bound political cultures; political competition between territories or between political forces representing territories; particular operation of interest representation. The combination of these processes endows the territories with highly differentiated political capacities, variously adapted to the stakes of European competition, which can be analyzed as different modes of political exchange.

International audience ; Legislation concerning antitrust policy differs from country to country. They often evolve and there is already a large body of evolving case law. In Europe, the Commission has a broad competence in competition matters. It has opposed national champions and industrial or service activities run by a monopoly. It controls abuses of dominant positions and the decisions of national public authorities. These decisions are often challenged and sometimes even invalidated. Since 2004, the Commission has delegated certain powers to the National Competition Agencies, while remaining firmly in control. ; Les législations concernant la politique antitrust sont différentes d'un pays à l'autre. Elles évoluent souvent et elles connaissent déjà une grande jurisprudence évolutive. En Europe, la Commission dispose d'une compétence élargie en matière de concurrence. Elle s'est opposée aux champions nationaux et aux activités industrielles ou de services gérées par un monopole. Elle contrôle les abus de position dominante, les décisions des pouvoirs publics nationaux. Ces décisions sont souvent contestées et parfois même invalidées. Depuis 2004, la Commission a délégué certains pouvoirs aux Agences nationales de la concurrence, tout en restant fermement aux commandes.

International audience ; Legislation concerning antitrust policy differs from country to country. They often evolve and there is already a large body of evolving case law. In Europe, the Commission has a broad competence in competition matters. It has opposed national champions and industrial or service activities run by a monopoly. It controls abuses of dominant positions and the decisions of national public authorities. These decisions are often challenged and sometimes even invalidated. Since 2004, the Commission has delegated certain powers to the National Competition Agencies, while remaining firmly in control. ; Les législations concernant la politique antitrust sont différentes d'un pays à l'autre. Elles évoluent souvent et elles connaissent déjà une grande jurisprudence évolutive. En Europe, la Commission dispose d'une compétence élargie en matière de concurrence. Elle s'est opposée aux champions nationaux et aux activités industrielles ou de services gérées par un monopole. Elle contrôle les abus de position dominante, les décisions des pouvoirs publics nationaux. Ces décisions sont souvent contestées et parfois même invalidées. Depuis 2004, la Commission a délégué certains pouvoirs aux Agences nationales de la concurrence, tout en restant fermement aux commandes.

National audience The opening up of the French electricity market to competition now raises many questions about the role that public authorities will occupy in the future institutional landscape. While most of the work questions the way in which the State learns about its new regulatory functions, this article looks at the territorial dimension of the current recompositions. He explained what was at stake in the transformation from the point of view of relations between the State and local authorities, which had the status of granting authorities for the distribution of electricity. It shows that, while neo-liberalism calls into question the centralised nature of the organisation of the sector, it does not mean political decentralisation. For the time being, on the contrary, the new public policy framework limits local government to a secondary role, complementary to that of the State and the Community bodies. ; Deregulation of French electrical market raises many questions about the role played by the State in a system based on economic competition. While most of researches deal with the way State agencies face the rise of European actors or new economic operators, this article focuses on the territorial dimension of change. It reminds what was at stake in the recent transformations of EDF, as regards the relations between State - whose role has been central for the last five decades - and local authorities, that are legally responsible of electricity supply. This article shows that, in this sector, neo-liberalism did not lead to decentralization, even if it put into question the French technically and economically centralized system. In the new model, the State remains the central actor in the regulation, in comparison with local authorities, that occupy secondary functions. ; National audience The opening up of the French electricity market to competition now raises many questions about the role that public authorities will occupy in the future institutional landscape. While most of the work questions the ...

International audience ; The urban transport system is halfway between a residency and activity location system and a complex system of social relations and practices. It irrigates the town by responding to its changes. To a large extent, it actually enables change. Towns would not have been able to spread over such a wide area if walking or animal traction had been the only means of transport. However, this transport system also has its own dynamic comprising two types of competition. The first, which is as old as the town itself, is the competition for the use of the highways. The second has to do with technological development and is the competition between means of transport. Both interact in accordance with increasingly well-known mechanisms, to the extent that this dynamic can be represented by a simulation model. Such a model can be used to explore the possible future prospects for the transport system based on economic developments and alternative transport policies. ; Le système de transport urbain se situe à la jonction d'un système de localisation de l'habitat et des activités et d'un système complexe de pratiques et relations sociales. Il permet d'irriguer la ville en répondant à ses transformations. Dans une large mesure, il les autorise : l'étalement urbain n'aurait pas eu une telle ampleur avec la seule marche à pied ou la seule traction animale. Mais ce système de transport a aussi sa dynamique propre, qui rend compte d'une double compétition : l'une, aussi ancienne que la ville, est la compétition pour l'usage de la voirie ; l'autre, liée au développement des techniques, est la compétition entre les modes de transport. L'une et l'autre interagissent selon des mécanismes de mieux en mieux connus, au point que cette dynamique peut être représentée par un modèle de simulation. Celui-ci permet d'explorer les avenirs possibles du système de transport selon les évolutions du contexte économique et les politiques de transport alternatives.

International audience ; The urban transport system is halfway between a residency and activity location system and a complex system of social relations and practices. It irrigates the town by responding to its changes. To a large extent, it actually enables change. Towns would not have been able to spread over such a wide area if walking or animal traction had been the only means of transport. However, this transport system also has its own dynamic comprising two types of competition. The first, which is as old as the town itself, is the competition for the use of the highways. The second has to do with technological development and is the competition between means of transport. Both interact in accordance with increasingly well-known mechanisms, to the extent that this dynamic can be represented by a simulation model. Such a model can be used to explore the possible future prospects for the transport system based on economic developments and alternative transport policies. ; Le système de transport urbain se situe à la jonction d'un système de localisation de l'habitat et des activités et d'un système complexe de pratiques et relations sociales. Il permet d'irriguer la ville en répondant à ses transformations. Dans une large mesure, il les autorise : l'étalement urbain n'aurait pas eu une telle ampleur avec la seule marche à pied ou la seule traction animale. Mais ce système de transport a aussi sa dynamique propre, qui rend compte d'une double compétition : l'une, aussi ancienne que la ville, est la compétition pour l'usage de la voirie ; l'autre, liée au développement des techniques, est la compétition entre les modes de transport. L'une et l'autre interagissent selon des mécanismes de mieux en mieux connus, au point que cette dynamique peut être représentée par un modèle de simulation. Celui-ci permet d'explorer les avenirs possibles du système de transport selon les évolutions du contexte économique et les politiques de transport alternatives.

International audience ; The urban transport system is halfway between a residency and activity location system and a complex system of social relations and practices. It irrigates the town by responding to its changes. To a large extent, it actually enables change. Towns would not have been able to spread over such a wide area if walking or animal traction had been the only means of transport. However, this transport system also has its own dynamic comprising two types of competition. The first, which is as old as the town itself, is the competition for the use of the highways. The second has to do with technological development and is the competition between means of transport. Both interact in accordance with increasingly well-known mechanisms, to the extent that this dynamic can be represented by a simulation model. Such a model can be used to explore the possible future prospects for the transport system based on economic developments and alternative transport policies. ; Le système de transport urbain se situe à la jonction d'un système de localisation de l'habitat et des activités et d'un système complexe de pratiques et relations sociales. Il permet d'irriguer la ville en répondant à ses transformations. Dans une large mesure, il les autorise : l'étalement urbain n'aurait pas eu une telle ampleur avec la seule marche à pied ou la seule traction animale. Mais ce système de transport a aussi sa dynamique propre, qui rend compte d'une double compétition : l'une, aussi ancienne que la ville, est la compétition pour l'usage de la voirie ; l'autre, liée au développement des techniques, est la compétition entre les modes de transport. L'une et l'autre interagissent selon des mécanismes de mieux en mieux connus, au point que cette dynamique peut être représentée par un modèle de simulation. Celui-ci permet d'explorer les avenirs possibles du système de transport selon les évolutions du contexte économique et les politiques de transport alternatives.