Selon la European Tyre Recycling Association (ETRA), plus de 3 millions de tonnes de pneus en fin de vie sont à traiter en Europe chaque année et sont directement concernés par les mesures législatives visant le réemploi et la valorisation de 95 % de la masse totale des véhicules hors d'usage. Malgré les différentes possibilités de valorisation des pneus usagés (applications dans le secteur du bâtiment et travaux publics, valorisation matière, valorisation énergétique), une partie du gisement français n’est pas répertorié, ni valorisé, et aucune des voies citées auparavant ne s’intéresse à la récupération du noir de carbone, qui est un constituant essentiel du pneu. Ce produit, à forte valeur ajoutée, est principalement utilisé comme charge de renfort dans l'industrie du caoutchouc et des plastiques. Il existe deux types de procédés thermiques industrialisés permettant de récupérer le noir de carbone d’un pneumatique en fin de vie : la pyrolyse et la vapo-thermolyse. La vapo-thermolyse, actuellement industrialisée par Alpha Recyclage Franche Comté (ARFC), est une variante innovante de la pyrolyse, qui utilise la vapeur d’eau surchauffée à pression atmosphérique. La solution qui consiste à substituer un noir de carbone issu d’un procédé de fabrication conventionnel par un noir de carbone issu de vapo-thermolyse de pneus repose sur la qualité du noir de carbone récupéré et, en particulier, sur ses propriétés physico-chimiques intrinsèques et de surface. L'objectif de ce travail de thèse est de proposer et mettre en place une méthodologie adéquate afin de récupérer et caractériser les propriétés physico-chimiques du noir de carbone recupéré (rCB) par vapo-thermolyse à partir d'une formulation de pneu, d'évaluer l'impact des conditions de fonctionnement du procédé sur les propriétés du rCB, et enfin de valoriser le rCB en tant que charge de renfort alternative pour l'élaboration d'un produit final. / According to the European Tyre Recycling Association (ETRA), more than 3 millions tonnes of waste tires are to be treated in Europe each year and are subject to legislation and regulation policies for the re-use and recycling of 95 % of the total mass of end-of-life vehicles. Despite the various opportunities for recycling used tires (civil engineering applications, material recovery, energy recovery), a part of the French available resource remains unvalued and none of the applications just mentioned focuses specifically on the recovery of carbon black, which is one of the main component of a tire. This high added value product is mainly used as reinforcing filler in the rubber and plastics industries. There are two types of industrialized thermal processes for recovering the carbon black from an end-of-life tire : pyrolysis and steam thermolysis. Steam thermolysis, currently industrialized by Alpha Recyclage Franche Comté (ARFC), is an efficient pyrolysis alternative which uses superheated steam at atmospheric pressure. The substitution of carbon blacks produced from a conventional manufacturing process by carbon blacks recovered from the steam thermolysis treatment is based upon the quality of the recycled product, especially regarding its physicochemical properties (intrinsic and surface). The objective of this work is to propose and implement an adequate methodology to recover and characterize the physicochemical properties of recovered carbon black (rCB) from steam thermolysis of a tire, to assess the impact of the process operating conditions on the properties of the rCB, and finally to valorize the rCB as an alternative reinforcing filler for the elaboration of a final product.

M.Tech. (Department of Chemical Engineering, Faculty of Engineering and Technology), Vaal University of Technology. / The generation of waste tires is one of the most serious environmental problems in the modern world due to the increased use of auto mobiles all over the world. Currently there is a problem with the disposal of waste tires generated since there are strict regulations concerning their disposal through landfill sites. Therefore, there is a need to find ways of disposing these waste tires which pose serious health and environmental problem. The pyrolysis of the waste tires has been recognised as the most promising method to dispose the waste tires because it can reduce the weight of the waste tires to 10% of its original weight and produce products such as pyrolysis oil, pyrolysis char, and pyrolysis char. These products can be further processed to produce value added products. The char produced from the pyrolysis of waste tires can be further activated to produce activated carbon. This study is based on the chemical activation of waste tire pyrolysis char to produce activated carbon for the removal of lead ions from aqueous solution. This was done by impregnating the waste tire pyrolysis char with Potassium hydroxide and activating it inside a tube furnace under inert conditions to produce waste tire activated carbon. Adsorbent characterisation techniques (SEM, FTIR, TGA, XRF, XRD, BET, and Proximate analysis) were performed on the waste tire pyrolysis char and the activated carbon produced to make a comparison between the two samples. The results showed that the waste tire activated carbon produced has better physical and chemical properties compared to the raw waste tire pyrolysis char. Adsorption results revealed that waste tire activated carbon achieves higher removal percentages of lead ions from aqueous solution compared to waste tire pyrolysis char. The results also showed the effect of various process variables on the adsorption process. Adsorption isotherms, kinetics, and thermodynamics were also studied. The adsorption of lead ions agreed with the Freundlich isotherm model for both the waste tire pyrolysis char and waste tire activated carbon. In terms of adsorption kinetics, the experimental data provided best fits for the pseudo-first order kinetic model for both the waste tire pyrolysis char and the waste tire activated carbon. The adsorption thermodynamics study revealed that the process is an exothermic process and spontaneous in nature. Response surface methodology was used to determine the combined effect of process variables on the adsorption of lead ions onto waste tire activated carbon and to optimise the process using numerical optimisation. The optimum conditions were found to be adsorbent dosage = 1g/100ml, pH = 7, contact time = 115.2 min, initial meta concentration = 100 mg/l, and temperature = 25°C to achieve a maximum adsorption capacity of 93.176 mg/l.

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An operating vehicle requires energy to oppose the subjected driving resistances. This energy is supplied via the fuel combustion in the engine. Decreasing the opposing driving resistances for an operating vehicle increases its fuel efficiency: an effect which is highly valued in today’s industry, both from an environmental and economical point of view. Therefore a lot of progress has been made during recent years in the area of fuel efficient vehicles, even though some driving resistances still rises perplexity. These resistances are the air drag Fd generated by the viscous air opposing the vehicles propulsion and the rolling resistance Frr generated mainly by the hysteresis caused by the deformation cycle of the viscoelastic pneumatic tires. The energy losses associated with the air drag and rolling resistance account for the majority of the driving resistances facing an operating vehicle, and depends on numerous stochastic and ambient parameters, some of which are highly correlated both within and between the two resistances. To increase the understanding of the driving mechanics behind the energy losses associated with the complexity that is rolling resistance, a set of complete vehicle tests has been carried out. These tests were carried out on the test track Malmby Fairground, using a Scania CV AB developed R440 truck equipped with various sensors connected in one measurement system. Under certain conditions, these parameters can allow for an investigation of the rolling resistance, and a separation of the rolling resistance and air drag via explicit subtraction of the air drag from the measured traction force. This method is possible since the aerodynamic property AHDVCd(β) to some extent can be generated from wind tunnel tests and CFD simulations. Two measurement series that enable the above formulated method of separation were designed and carried out, using two separate measurement methods. One which enables the investigation of the transient nature of rolling resistance as it strives for stationarity, where the vehicle is operated under constant velocities i.e. no acceleration, and one using the well established method of coastdown, where no driving torque is applied. The drive cycles spanned a range of velocities, which allowed for dynamic and stationary analyses of both the tire temperature- and the velocity dependence of rolling resistance. When analysing the results of the transient analysis, a strong dependence upon tire temperature for given constant low velocity i.e. v ≤ 60 kmh−1 was clearly visible. The indicated dependency showed that the rolling resistance decreased as the tire temperature increased over time at a given velocity, and vice versa, towards a stationary temperature and thereby rolling resistance. The tire temperature evolution from one constant velocity to another, took place well within 50 min to a somewhat stationary value. However, even though the tire temperature had reached stationarity, rolling resistance did not; there seemed to be a delay between stationary tire temperature, and rolling resistance. The results did not indicate any clear trends for v ≥ 60 kmh−1, where the results at v = 80 kmh−1 were chaotic. This suggests that some additional forces were uncompensated for, or that the compensation for air drag was somehow wrongly treated at higher velocities. Several factors ruled out any attempts at proposing a new rolling resistance model. These included: the chaotic results for v = 80 kmh−1, the delayed rolling resistance response upon tire temperature stabilization, and the lack of literature support for the observed tendency. The results from the coastdown series on the other hand, showed good agreement with a dynamical model suggested in literature. The stationary temperature behaviour for the considered velocity range at assumed constant condition is also supported in literature. Finally, an investigation of the aerodynamic property AHDVCd inspired by ongoing work in ACEA (European Automobile Manufacturers’ Association), was carried out assuming both zero and non-zero air drag at low velocities. The results indicated surprisingly good agreement with wind tunnel measurements, especially when neglecting air drag at low velocities: as suggested by ACEA. / För att övervinna de motstånd som ett fordon utsätts för under drift krävs energi, vilket levereras genom förbränningen av bränsle. Genom att minska de körmotstånd som ett fordon utsätts för under drift, kan man öka dess energieffektivitet. Denna potential är idag högt värderad i fordonsindustrin, både ur ett miljömässigt och ekonomiskt perspektiv. På senare år har stora framsteg gjorts inom området energieffektiva fordon, men fortfarande råder det förvirring kring de energiförluster som förknippas med luftmotstånd Fd och rullmotstånd Frr, där luftmotståndet skapas av den omkringliggande viskösa luften, medan rullmotståndet genereras av hysteresen som uppstår när fordonets viskoelastiska pneumatiska däck utsätts för deformation. De energiförluster som förknippas med luft- och rullmotstånd motsvarar den största delen av de motstånd som ett fordon påverkas av, och beror på en mängd stokastiska och yttre parametrar, varav vissa är starkt korrelerade både inom och mellan nämnda motstånd. För att förbättra förståelsen kring dessa energiförluster, med fokus på förståelsen av rullmotstånd, har ett antal helfordonstest genomförts. Dessa genomfördes på provbanan Malmby Fairground med en R440 lastbil från Scania CV AB, utrustad med en mängd sensorer sammankopplade i ett mätsystem. Det uppbyggda mätsystemet möjliggjorde samtida mätningar av bl.a. drivande moment, motorvarv, fordonshastighet, däcktemperatur, omkringliggande lufts hastighet och dess riktning. Under specifika förhållanden kunde dessa parametrar möjliggöra analys av rullmotstånd genom en explicit subtraktion av luftmotstånd från den uppmätta drivande kraften. Denna metod är möjlig tack vare en förhållandevis bra modell av ekipagets aerodynamiska egenskap AHDVCd(β), som generats från vindtunneltest och CFD simuleringar. Två körcykler som möjliggjorde ovan formulerade separation designades och genomfördes. Dessa använder två skilda mätmetoder, varav den ena möjliggör analys av rullmotståndets övergående förlopp från dynamiskt till stationärt genom att hålla konstant hastighet. Den andra studerade det dynamiska förloppet genom den väletablerade metoden utrullning, dvs. utan något drivande moment. Dessa körcyklar genomfördes, för ett antal hastigheter, vilket möjliggjorde analys av både hastighets- och däcktemperaturberoendet hos rullmotstånd, under dynamiska såväl som stationära förlopp. Analysen av rullmotståndets dynamik i strävan mot stationära förhållanden visade på ett starkt temperaturberoende vid låga hastigheter dvs. v ≤ 60 kmh−1. Beroendet visade på att rullmotståndet avtog med ökande däcktemperatur och vice versa, tills dess att en någorlunda stationär temperatur för given hastighet uppnåtts. Däcktemperaturen stabiliserades till ett nytt stationärt värde inom 50 min från att hastigheten ändrats. Resultaten tyder dock på att även om stationär däcktemperatur uppnåtts finns det en fördröjning i rullmotståndets tidsspann innan rullmotståndet stabiliserat sig. För högre hastigheter, dvs. v ≥ 60 kmh-1, var dock inga klara trender synliga, varken i hastighet eller temperatur och resultaten vid v = 80 kmh-1 var kaotiska. Detta antyder att man missat att kompensera för någon kraft vid höga hastigheter, alternativt att man på något sätt kompenserar fel för luftmotståndet vid högre hastigheter. Flera faktorer hindrade försök att föreslå någon ny rullmotståndsmodell. Dessa faktorer inkluderar det kaotiska resultatet vid v = 80 kmh-1, tidsfördröjningen mellan stationärt rullmotstånd och däcktemperatur samt att resultatet för antagna stationära värden inte finner stöd i litteraturen. Resultatet från utrullningsprovet överstämmer dock bra med tidigare föreslagen dynamisk modell, samt att resultaten av beteendet hos stationär temperatur för olika hastigheter även de överensstämmer med och finner stöd i litteraturen. Slutligen har en studie kring den aerodynamiska egenskapen AHDVCd, inspirerad av pågående arbete inom ACEA (European Automobile Manufacturers’ Association) utförts både med antagandet av ett noll- skilt och med ett försumbart luftmotstånd vid låga hastigheter. Resultatet visar på en överraskande god överensstämmelse med vindtunnelmätningar, framför allt under antagandet av försumbart luftmotstånd vid låga hastigheter i enlighet med förslagen metod från ACEA.

O presente trabalho busca analisar a evolução da discussão dogmática sobre a relação entre direito interno e direito internacional na jurisprudência do Supremo Tribunal Federal. A pesquisa dedica especial atenção a três casos específicos, julgados entre 2008 e 2010, que são representativos de uma nova fase no entendimento corte, em que o Supremo Tribunal Federal tratou de uma série de questões inéditas na sua jurisprudência. São eles a decisão, em 2008, sobre a prisão civil do depositário infiel, proibida pela Convenção Americana de Direitos Humanos; a ADPF no 101, de 2009, sobre a importação de pneus usados e remoldados, cuja regulamentação também foi objeto de decisões no âmbito do Mercosul e da OMC; e a ADPF no 153, de 2010, que discutiu a Lei da Anistia, também tratada na Corte Interamericana de Direitos Humanos. Mapeando as discussões dogmáticas nesses casos, busca-se identificar as implicações dos tratados internacionais e das decisões de tribunais internacionais para o ordenamento jurídico brasileiro, bem como as contradições e omissões de tais decisões. A análise do desenvolvimento da jurisprudência do Supremo Tribunal Federal considera as transformações ocorridas no direito internacional a partir do final da Segunda Guerra Mundial e as mudanças incorporadas às constituições brasileiras, e em especial a Constituição de 1988 e a sua Emenda no 45, de 2004. / This study seeks to analyze the evolution of the dogmatic debate on the relationship between domestic and international law in the Brazilian Supreme Courts case law. The research devotes special attention to three specific cases, decided between 2008 and 2010, which are representative of a new phase in the courts understanding, in which the Supreme Court has dealt with completely new issues. These cases are the following: the decision in 2008 on the civil imprisonment of an unfaithful trustee, prohibited by the American Convention on Human Rights; ADPF No. 101, from of 2009, on the import of used tires, which had also been the subject of decisions within Mercosur and WTO; and ADPF No 153, from 2010, which discussed the Brazilian Amnesty Act, also addressed by the Interamerican Court of Human Rights. By mapping dogmatic discussions of these cases, I seek to identify the implications of international treaties and decisions of international tribunals for the Brazilian legal system, as well as the contradictions and omissions of such decisions. The analysis of the development of the Supreme Courts case law considers the transformation occurring in international law since the end of World War II and the changes incorporated into the Brazilian constitutions, and in particular the Constitution of 1988 and its Amendment No 45 of 2004.

A partir da década de 1990, dois processos político-econômicos alteraram o modo de produção da política externa brasileira e a relação do país com as organizações internacionais do comércio. No âmbito doméstico, igualmente influenciado pelo sistema internacional pós Guerra-Fria e de retorno gradual aos preceitos democráticos na América Latina, procedeu-se a politização da política externa por meio do fortalecimento das instituições democráticas, da organização dos grupos de interesses em associações autônomas e pela abertura de múltiplos canais de comunicação entre essas associações e as agências governamentais que, para além do Ministério das Relações Exteriores, adentraram o processo decisório de produção da política externa. No âmbito internacional, tanto regional quanto multilateral, as organizações internacionais do comércio alicerçadas em princípios não-discriminatórios avançaram a “legalização” dos seus sistemas de solução de controvérsias por meio da fixação de normas e procedimentos judiciais obrigatórios, que implicou a internacionalização da política doméstica. Esse dois processos estão vinculados pelo papel fundamental conferido às instituições democráticas na formulação da política externa do Brasil e na responsabilidade pela implementação das decisões internacionais provenientes dos órgãos de solução de controvérsias que o país participa. Os confrontos entre a indústria multinacional de pneus novos instaladas no Brasil e a indústria de pneus reformados brasileira, mercosulina e européia, cada um transcorrido em âmbitos próprios – nacional, regional e multilateral –, mas reciprocamente relacionados, põem em evidência os mecanismos de politização da política externa e de internacionalização da política doméstica, apontam as qualidades do desenho institucional das organizações internacionais em que se desenvolvem as relações internacionais econômicas contemporâneas e identificam as vicissitudes que emergem desse desenho institucional. / Since the 1990s, two political-economic processes have changed the decision making process of Brazilian foreign policy and the country’s relationship with international trade organizations. In the domestic sphere, also influenced by the international system after the Cold War and by the gradual return to democratic precepts in Latin America, led to the politicization of foreign policy by strengthening democratic institutions, organization of group of interests in autonomous associations ad by opening up multiple channels of communication between these associations and government agencies that, besides the Ministry of Foreign Affairs, entered the decision making process of foreign policy. In the international sphere, both regional and multilateral, trade organizations, based upon non-discriminatory principles, advanced the “legalization” of dispute settlement systems attached to them by setting mandatory norms and procedures, which led to the internationalization of domestic politics. These two processes are linked by the role of democratic institutions in formulating foreign policy and in the responsibility for the implementation of international decisions from the dispute settlement systems which Brazil participates. The clashes between new tires multinationals industries installed in Brazil and retreaded tires industries from Brazil, Mercosur and European Communities, each passed on their own spheres – national, regional and multilateral –, but mutually related, highlight the mechanisms of politicization of foreign policy and the internationalization of domestic politics, indicates the qualities of the institutional design in which contemporary international economic relations develops and identify the vicissitudes that emerge from this institutional design.

Conselho Nacional de Desenvolvimento CientÃfico e TecnolÃgico / No Brasil, a produÃÃo anual declarada de resÃduos pneumÃticos à da ordem de 40 milhÃes de unidades, estimando um descarte de pelo menos 25 milhÃes de pneus por ano. Segundo estatÃstica da AssociaÃÃo Nacional da IndÃstria de PneumÃticos, 100 milhÃes de pneus inservÃveis estÃo espalhados pelo paÃs em aterros, terrenos baldios, rios e lagos, causando enormes problemas de ordem ambiental. Com a resoluÃÃo 258 do Conselho Nacional do Meio Ambiente, CONAMA, a reciclagem de pneus inservÃveis passou a ser obrigatÃria em 2005, sendo a proporÃÃo desta reciclagem de 120%, ou seja, a cada 4 pneus produzidos ou importados, 5 tem que ser reciclados, contribuindo, assim, para a eliminaÃÃo do passivo ambiental existente. A presente dissertaÃÃo trata de uma anÃlise quÃmica e reolÃgica de ligantes asfÃlticos modificados com borracha de pneu, com o intuito de melhorar o desempenho dos ligantes, quando aplicados nos revestimentos asfÃlticos, bem como minimizar o problema ambiental. Para modificar o ligante asfÃltico foi utilizado o processo Ãmido, sendo verificado o comportamento de diferentes teores de Ãleo aromÃtico (2,5; 4,5 e 6,0%) e a granulometria da borracha de pneu moÃdo (BPM 3) passando na peneira de N 80 (0,180mm) com teor de 20% em peso (p/p). Para efeito de comparaÃÃo foi analisada uma amostra comercial de asfalto-borracha. O estudo das amostras produzidas em laboratÃrio e comercial foi realizado em um reÃmetro de cisalhamento dinÃmico (DSR) e a caracterizaÃÃo quÃmica em um espectrÃmetro na regiÃo do infravermelho (FTIR). O Ãleo aromÃtico influenciou nas propriedades quÃmicas e reolÃgicas do ligante modificado em laboratÃrio, tendo em vista que os espectros na regiÃo do infravermelho apresentaram o aparecimento de novas bandas. A viscosidade diminui com a presenÃa do Ãleo e melhorou a trabalhabilidade do material. A regiÃo de viscoelasticidade linear foi maior para a amostra que continha 4,5 e 6,0% de Ãleo aromÃtico. Nas curvas mestras foi observado que a borracha pode diminuir trincamentos por fadiga em temperaturas intermediÃrias e proporcionaram um comportamento elÃstico superior ao das amostras de ligante asfÃltico puro, bem como a formaÃÃo de um platà que indica uma rede polimÃrica no ligante modificado. Os ligantes modificados produzidos em laboratÃrio apresentaram desempenhos superiores com relaÃÃo à amostra comercial e ligante asfÃltico puro. Pode-se atribuir as diferenÃas Ãs caracterÃsticas como teor de borracha, tipo de ligante asfÃltico puro e diluente utilizado durante a modificaÃÃo do LAB / In Brazil, the annual production of waste tires is in the order of 40 million units, with an estimated tire disposal of at least 25 million units per year. According to statistics of the National Association of Tire Industry, 100 million of useless tires are spread around the country in landfills, vacant land, rivers and lakes, causing enormous environment damage. The recycling of scrap tires has become mandatory since 2005 according to the resolution 258 of the National Council on the Environment (NCE) and the recycling rate must be of 120%, i.e., for every 4 tires produced or imported, 5 have to be recycled, thus contributing to the elimination of existing scrap tires. This dissertation deals with the chemical and rheological analysis of asphalt binder modified with rubber tires in order to improve the performance, when applied to the asphalt coating, and minimize the environmental problem. The wet process was used to modify the binder. It was verified the effect of different levels of aromatic oil (2.5, 4.5 and 6.0%) and the particle size of the incorporated rubber through the sieve passing 80 (0.180mm) containing 20% by weight (w/w). For comparison purposes, it was considered a commercial sample of rubber asphalt. The rheological study of samples produced in laboratory and commercially available was conducted in a dynamic shear rheometer (DSR) and the chemical analysis was performed in an infrared spectrometer with Fourier Transform Infra Red (FTIR). The aromatic oil influenced the chemical and rheological properties of the modified binder produced in the laboratory, since the spectra in the infrared showed the appearance of new bands. Viscosity decreased with the presence of oil and the workability of the material was improved. The region of linear viscoelasticity was higher for the sample that contained 4.5 and 6.0% aromatic oil. The master curves showed that rubber can reduce fatigue in intermediate temperatures and provide a greater elastic response for the modified samples. It was observed a plateau in the  master curves which indicates the formation of a polymer network in the modified binder. The modified binder produced in the laboratory showed a greater performance with respect to the commercial sample and the pure asphalt binder. The differences in the rheological behavior of the samples can be attributed to the rubber content, type of asphalt binder and rubber used during the modification process

A partir da década de 1990, dois processos político-econômicos alteraram o modo de produção da política externa brasileira e a relação do país com as organizações internacionais do comércio. No âmbito doméstico, igualmente influenciado pelo sistema internacional pós Guerra-Fria e de retorno gradual aos preceitos democráticos na América Latina, procedeu-se a politização da política externa por meio do fortalecimento das instituições democráticas, da organização dos grupos de interesses em associações autônomas e pela abertura de múltiplos canais de comunicação entre essas associações e as agências governamentais que, para além do Ministério das Relações Exteriores, adentraram o processo decisório de produção da política externa. No âmbito internacional, tanto regional quanto multilateral, as organizações internacionais do comércio alicerçadas em princípios não-discriminatórios avançaram a “legalização” dos seus sistemas de solução de controvérsias por meio da fixação de normas e procedimentos judiciais obrigatórios, que implicou a internacionalização da política doméstica. Esse dois processos estão vinculados pelo papel fundamental conferido às instituições democráticas na formulação da política externa do Brasil e na responsabilidade pela implementação das decisões internacionais provenientes dos órgãos de solução de controvérsias que o país participa. Os confrontos entre a indústria multinacional de pneus novos instaladas no Brasil e a indústria de pneus reformados brasileira, mercosulina e européia, cada um transcorrido em âmbitos próprios – nacional, regional e multilateral –, mas reciprocamente relacionados, põem em evidência os mecanismos de politização da política externa e de internacionalização da política doméstica, apontam as qualidades do desenho institucional das organizações internacionais em que se desenvolvem as relações internacionais econômicas contemporâneas e identificam as vicissitudes que emergem desse desenho institucional. / Since the 1990s, two political-economic processes have changed the decision making process of Brazilian foreign policy and the country’s relationship with international trade organizations. In the domestic sphere, also influenced by the international system after the Cold War and by the gradual return to democratic precepts in Latin America, led to the politicization of foreign policy by strengthening democratic institutions, organization of group of interests in autonomous associations ad by opening up multiple channels of communication between these associations and government agencies that, besides the Ministry of Foreign Affairs, entered the decision making process of foreign policy. In the international sphere, both regional and multilateral, trade organizations, based upon non-discriminatory principles, advanced the “legalization” of dispute settlement systems attached to them by setting mandatory norms and procedures, which led to the internationalization of domestic politics. These two processes are linked by the role of democratic institutions in formulating foreign policy and in the responsibility for the implementation of international decisions from the dispute settlement systems which Brazil participates. The clashes between new tires multinationals industries installed in Brazil and retreaded tires industries from Brazil, Mercosur and European Communities, each passed on their own spheres – national, regional and multilateral –, but mutually related, highlight the mechanisms of politicization of foreign policy and the internationalization of domestic politics, indicates the qualities of the institutional design in which contemporary international economic relations develops and identify the vicissitudes that emerge from this institutional design.