This thesis examines the rising phenomenon of the internationalisation of Chinese firms, and aims to shed new light on our understanding of the emergence of firms from emerging economies in the global market. It consists of two parts: the country level study and the firm level. The former identifies the domestic and locational determinants of Chinese outward foreign direct investment (OFDI), while the latter examines the influence of dynamic capabilities and institutions on the post-internationalisation performance of Chinese firms, with a focus on state-owned enterprises (SOEs). To explore the domestic and locational determinants of Chinese OFDI, the thesis integrates network theory with the traditional explanations of OFDI, the investment development path and the eclectic paradigm. By doing so, a new factor, human mobility, is identified as one of the important domestic and locational determinants of Chinese OFDI. Drawing upon a time series data analysis for the period 1979-2007, this study confirms that Chinese OFDI is driven by its domestic economic development, human mobility and knowledge development and accumulation, and it has a substitute relationship with exports. By examining Chinese OFDI flows to 13 OECD countries over the period 1999-2007, it is shown that human mobility, the strategic assets of the host country, foreign direct investment to China and cultural distance have a positive impact on the locational choice of Chinese OFDI to OECD countries. To investigate the influence of dynamic capabilities and institutions on the post-internationalisation performance of Chinese firms, this study integrates the dynamic capability framework and the institution-based view, and embeds the analysis in a multi-perspective conceptual framework. It draws on four case studies of Chinese SOEs. The analysis shows the importance of internal dynamic capabilities in achieving overseas success when dealing with changing environments. The managerial mindset has a moderate effect on the impact of dynamic capabilities on post-internationalisation performance. The case analysis also shows how the external institutional environment of both host and home countries influence the performance of Chinese SOEs. ii Support from both host and home country governments, unsurprisingly, has a positive influence on performance. However, too much intervention from the home country government imposes constraints on the firms and reduces their willingness to commit to internationalisation. This thesis makes a number of contributions to the existing literature. First, it provides a better understanding of the overall picture of Chinese OFDI from the macro perspective. The findings also contribute to our understanding of the rise of OFDI from emerging economies in general and from China in particular. Second, a new factor, human mobility, is identified and proved to be significant in determining Chinese OFDI. In this era of globalisation, human mobility has become the driving force of OFDI from emerging economies. Third, a first step is taken towards exploring the influence of both internal and external factors on the post-internationalisation performance of Chinese firms. In order to achieve overseas success, not only do Chinese firms need to improve their internal dynamic capabilities, but also attention needs to be paid to the external institutional environment, which has a significant impact on the performance of Chinese firms pursuing overseas success.

Dans le cadre d’une analyse longitudinale centrée sur l’Ile-de-France, nous abordons la question du Peak Car, hypothèse de recherche selon laquelle le plafonnement de l’usage automobile dans de nombreux pays développés pourrait être le signe d’un repli de long terme de la mobilité automobile.En utilisant les données des EGT et du panel Parc Auto depuis les années 1970, on constate que le plafonnement du kilométrage des ménages apparait dès le début des années 1990 suivie d’une baisse continue à partir de 2000, et même actuellement dans un contexte de prix bas des carburants.Face au débat sur le Peak Car, nous montrons que si le prix des carburants a joué un rôle important sur le retournement de tendance, d’autres facteurs multidimensionnels influencent. C’est le cas de la forte baisse de la mobilité des jeunes, qui s’étend aux classes d’âges plus avancés, prémisses d’un changement d’usage à venir. Certains moteurs de la croissance sont aussi en voie d’achèvement et pourraient venir renforcer le Peak Car : rapprochement de la mobilité homme/femme, fin de la hausse de la mobilité des retraités et de la diffusion sociale de la voiture. La décorrélation de l’effet du revenu, synonyme d’une saturation du besoin de mobilité, s’opère aussi sur la motorisation. Le rapprochement du comportement entre groupes de revenu pourrait venir renforcer ce phénomène.Enfin, le rôle des opinions reste incertain. La conscience écologique ne semble pas jouer sur les comportements et si l’image de l’automobile a évolué, elle conserve son attrait utilitaire, symbole d’indépendance et de liberté et demeure un objet essentiel dans les déplacements limitant le report vers d’autres modes. / As part of a longitudinal analysis focused on the Ile-de-France region, we approach the question of Peak Car, a research hypothesis that the cap on car use in many developed countries could be the sign of a long-term decline in automobile mobility.Using the data from the EGT and the Auto since the 1970s, we note that the limit on household mileage appeared in the early 1990s, followed by a continuous decline from 2000, and even now in the context of cheap fuel prices.In view of the Peak Car debate, we show that while fuel prices have played an important role in the reversal trend, other multidimensional factors are influencing. This is the case of the sharp decline in youth mobility. It also extends to the older age classes and could be the premise of a future change of use. Some engines of growth are also nearing completion and could reinforce the Peak Car: mobility between men and women is merging, the end of the increase in the mobility of retirees and the end social diffusion of the car. The decorrelation of the effect of income, synonymous with a saturation of the need for mobility, also takes place on motorisation. The merger of behaviour among income groups may reinforce this phenomenon.Finally, the role of opinion remains uncertain. Ecological consciousness does not seem to play on behaviour. And if the image of the automobile has evolved, it retains its useful appeal, symbol of independence and freedom and remains an essential object for trips limiting the transfer to others modes.