In the US the controller can clear you to land and take off (e.g. LGA) when the runway is occupied. He/she is applying "anticipated separation" which has been approved for use over there.
In the UK, and I believe most of Europe, the situation is different. As has been mentioned, LHR, LGW and MAN can clear you to "land after the departing" prior to it being airborne. This is also anticipated separation just not taken to the extreme of our American friends or it seems the Parisiens!
The controller has to be satisfied that a number of different criteria and conditions are going to be met prior to issuing the clearance. One of these is that the pilot of the landing aircraft is visual with the departing traffic. Even though it is in the judgement of the controller that the required separation will exist, the pilot is responsible for accepting the clearance.
If you don't like it, don't accept it. It all comes down to professional trust in the end. It seems that you trust the Americans and the British but have a problem with the French and the Spanish.
When you fly into the US do you refuse to be cleared to land number 3, or do you accept it because its a fact of life over there and you trust them to get it right?
Not having the "full picture" due to use of native tongues will, IMO, reduce the trust you have in the controller because you don't know what he is saying to everyone else.
In a few years when our capacity constrained airports are bursting more than they are now, this might be a more widespread procedure along with Land And Hold Short Operations (LAHSO) where responsibility for ensuring separation is given to the pilot.
To get these procedures approved, certainly in the UK, takes a lot of research, simulation and safety analysis. It won't just happen overnight.
Its just like 2.5 mile spacing on final and reduction in vortex wake separations were a few years ago. "That'll never happen"... but that's a different thread!