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Hôpital Européen Georges-Pompidou

Buildings and structures in the 15th arrondissement of ParisHospital buildings completed in 2001Hospitals established in 2001Hospitals in Paris
Hôpital européen Georges Pompidou logo
Hôpital européen Georges Pompidou logo

The Hôpital Européen Georges-Pompidou (HEGP) (Georges Pompidou European Hospital) is a French hospital located in Paris. The HEGP is under the aegis of the Assistance publique - Hôpitaux de Paris (AP-HP). Opened in 2001, the HEGP is the last-born Parisian hospital resulting from the merger of three older hospitals of the 15th district (Boucicaut Hospital, Broussais Hospital and Laënnec Hospital). The hospital architect was Aymeric Zublena. The HEGP is located near the city gate called the Porte de Sèvres, in the southwestern part of the 15th arrondissement. (There is also a Museum of Modern Art in the Centre Georges Pompidou in the 4th arrondissement of Paris.) The HEGP can be reached by the Métro station Balard on Line 8, the station Pont du Garigliano on both RER C and Tramway T3 and the Buses 42, 88 and 169. It is known as one of the leading hospitals at European and World level in the cardiac domain. In 2013, French Professor Alain Carpentier developed the first 100% artificial heart, using biomaterials and electronic sensors. The device was successfully implanted by a team at the hospital on 18 December 2013.

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Hôpital Européen Georges-Pompidou
Boulevard du Général Martial Valin, Paris 15th Arrondissement (Paris)

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N 48.8389 ° E 2.2737 °
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Hôpital européen Georges-Pompidou

Boulevard du Général Martial Valin
75015 Paris, 15th Arrondissement (Paris)
Ile-de-France, France
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Assistance publique - Hôpitaux de Paris

call+33156092000

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hopital-georgespompidou.aphp.fr

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SAGEM

SAGEM (Société d’Applications Générales de l’Électricité et de la Mécanique, translated as "Company of General Applications of Electricity and Mechanics") was a major French company involved in defense electronics, consumer electronics and communication systems. Founded in 1924, SAGEM initially specialised in mechanical engineering and tool manufacture. Early in its existence it entered the defense sector. The company made a foray into telecommunications in 1942 with the first telex printer, although it was principally a defense-oriented company during the first few decades of the post-war era. This majority focus upon the military sector continues for several years after the departure of Marcel Môme, SAGEM's founder. During the 1980s, SAGEM's response to the newly developed fax machines by distributing Japanese fax machines while developing its own technology allowed it to quickly innovate and gain marketshare as a major player in telecommunications. Such products comprised a growing share of SAGEM's revenues over the traditional defense sector. During the 1990s, the firm went into automotive systems, becoming a large supplier of that sector. Starting in 1997, the sales of mobile phones grew enormously. SAGEM rapidly became one of the world's leading manufacturers of GSM telephones, as well as the undisputed leader of the French market, at one point holding roughly 50% of the market. By the turn of the century, SAGEM was a highly profitable company, with net profits nearing the FFr 1 billion mark during 1999. In 2005, SAGEM and SNECMA merged to form Safran. Together, the companies focus mainly on aeronautics, defense and security. The communications and mobile telephony businesses were spun off as two independent entities: SAGEMCOM and MobiWire.

Aramis (personal rapid transit)
Aramis (personal rapid transit)

The Aramis was an experimental personal rapid transit (PRT) system developed in France for deployment in the Paris area. Aramis included the unique feature of non-mechanical platooning that allowed the small cars to run as virtual trains in areas of higher transit density. This would allow the system to maintain high throughput in busy areas, with the trains breaking up into individual cars and going their separate ways as they approached their destination. In spite of considerable development, the platooning system was never made to work properly, and the cars tended to bump and jar in testing. The project was eventually shut down in November 1987, its place taken by the conventional Véhicule Automatique Léger system developed through the same period.Phase 0 of Aramis began in 1969. During Phase 0, the patent was processed, a test site was determined, and the Aramis development committee was created. Phase 1 started in 1974. During Phase 1, more test sites were researched, variable-reluctance motor was developed and Aramis' competition was eliminated. Phase 2a began in 1977. During Phase 2a, Aramis was simplified for economic reasons. Phase 3A started in 1978, and during phase 3A tests of the system's main components were run, and more site analyses took place at test locations. Phase 3B was the final phase for Aramis; it started in 1982. During the report for phase 3B, Aramis looked like it was in good shape; however, at the end of phase 3B Aramis was abandoned. Technical development was conducted by "Engins Matra" company, which then became Matra Transport (and later absorbed by Siemens under the same "Siemens Transportation Systems", now a part of Siemens mobility). The project was financed by the French agency DATAR (French: délégation interministérielle à l'aménagement du territoire et à l'attractivité régionale; English: Inter-ministerial Delegation for Territorial Planning and Regional Attractiveness).The project met with various failures, for both social and technological reasons. In Bruno Latour's book on the subject, Aramis, or the Love of Technology, the author explores the various shortcomings that led to the stillbirth of the project. The original intention for Aramis was to be an ideal urban transportation system based on private cars in constant motion and the elimination of unnecessary transfers. This new form of transportation was intended to be as secure and inexpensive as collective transportation. The proposed system had custom-designed motors, sensors, controls, digital electronics, software and a major installation (the "CET") in southern Paris. The demonstration of the technology in 1970 was a success. What set Aramis apart from other personal rapid transit projects were non-material couplings. Non-material couplings were linking elements that would allow each vehicle to be self-contained, while moving in unison. Unlike trains, individual Aramis were not physically attached. The 1972 prototype featured a piece of track 800–1000 meters long, a fixed station, a movable station that would have included a workshop, a control post, a reception building, a parking lot, and five full scale cars (two for passengers, three reserved for measuring instruments). Social concerns made the development of Aramis difficult; the safety of passengers was at risk because of the lack of security in private cars. Point-to-point travel for passengers, an essential feature of Personal Rapid Transit, was removed from the specifications around 1973 because of the extra cost of the turnouts.