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Background. Polio supplementary immunization activities (SIAs) are one of the polio eradication pillars in the Global Polio Eradication Initiative (GPEI) that increased the immunization coverage and made progress towards polio eradication. However, socioecological challenges faced during SIAs contribute to suboptimal campaign quality. The aim of this review is to identify the reported challenges during polio supplementary immunization activities (SIAs) and associated improvement strategies based on the socioecological model (SEM). Methods. Articles were searched from three databases which were WOS, Scopus, and PubMed. The systemic review identified the primary articles related to SIA that focused on the impact of immunization coverage, challenges, and improvement strategies. The inclusion criteria were open access English articles that were published between 2012 and 2021 and conducted in the Asia region. Results. There are nine articles described and explained regarding some form of supplementary immunization activities (SIAs) in their findings across Asia region. The majority of studies selected reported on post vaccination coverage and revealed a multifaceted challenge faced during SIAs which are widely diverse range from the microlevel of interpersonal aspects up to the macrolevel of government policy. Upon further analysis, the intervention at community level was the most dominant strategies reported during the SIA program. Conclusions. An effective SIAs program provides the opportunity to increase the national capacity of the polio immunization program, reducing inequities in service delivery and offering additional public health benefits in controlling polio outbreaks in both endemic and nonendemic countries. Strengthening routine immunization (RI) programmes is also important for the sustainability of SIA’s programs. Despite the challenges and hurdles, many Asian countries exhibited great political willingness to boost polio immunization coverage through SIA efforts.

JOA 2012, Journées techniques Ouvrages d'Art 2012, SOURDUN, FRANCE, 09-/05/2012 - 10/05/2012; Lors d'une inspection d'ouvrages situés sur l'autoroute A4 en 2009, la société SANEF constate un certain nombre de désordres sur le béton, notamment la présence de calcite en quantité importante suintant à travers les dalles des PRAD. Un premier diagnostic impose au concessionnaire une limitation du trafic routier sur certains ouvrages. En 2010, une campagne complémentaire d'investigation aboutit même à la démolition/reconstruction des ouvrages les plus critiques. Afin de comprendre le phénomène obserÎ sur plusieurs ouvrages construits à la même période, L'IFSTTAR a été sollicité pour déterminer l'origine des désordres importants constatés sur certains de ces ouvrages. Un panel d'essais complets a été réalisé et a permis de mettre en évidence plusieurs anomalies justifiant, pour les cas les plus avancés, le « pourrissement » du béton. Les granulats utilisés, fortement poreux, sont sensibles aux phénomènes de gel/dégel. L'étanchéité de la dalle étant déficiente, les ions chlorure, apportés par les sels de déverglaçage, associés à la forte porosité des granulats, ont pu pénétrer facilement à travers la porosité du matériau et participer à la délamination du béton. Les phénomènes de dissolution/précipitation a permis la formation d'ettringite. Par ailleurs, la nature minéralogique de certains granulats siliceux s'est réÎlée propice au développement d'un gel d'alcali-réaction, même s'il s'agit, pour ces deux pathologies, d'effets secondaires, ici sans conséquences pour les ouvrages. Ces résultats ont permis au gestionnaire de prendre conscience de l'urgente nécessité d'une intervention sur les ouvrages atteints et invitent à une surveillance accrue quant aux ouvrages de conception identique sur leur parc, notamment en terme d'étanchéité des dalles.

Recent research in intelligent transportation system focus on different possible use cases. Among them are the payment applications with cooperative intelligent transport system (C-ITS) equipment. In this paper, we deal about the tolling application performed with the C-ITS equipment. These latter use the ITS-G5 technology, the Roadside Unit (RSU) and the on-board unit (OBU) with features specified by the standardization Institute ETSI. To perform this service, we highlight two mains requirements: how to have a reliable geolocation of the vehicle when it crosses the tollgate and how to secure the communication during the transaction process. In this paper, we will address the methods that is propose to solve the issue of geolocation. The proposed method takes advantage of the communications data. It uses the principle of Differential - GPS mixed with Kalman filtering and extended Kalman filtering applied to the GPS and CAN bus measurements received by the RSU from the connected vehicles. The kinematic of the vehicle is taken into account to choose the suitable system model. Here as novelties, we discuss about the whole procedure to perform the geolocation process during the tolling service and we have results when we apply the dynamic model according to the real behavior of the vehicle when approaching and crossing the toll station.

This paper aims to present our method to evaluate a vehicle location to perform Electronic Toll Collection transactions (ETC System) with Cooperative Intelligent Transport System (C-ITS) and to compare different model systems to evaluate the most reliable filter to have the vehicle location. We consider ITS components using the ITS-G5 technology with features specified by the European Telecommunication Standardization Institute (ETSI): RoadSide Unit (RSU) and On-Board Unit (OBU). The idea of the proposed algorithm takes advantage of the communications data. The method is inspired by the principle of Differential - GPS combined with Kalman Filtering or extended Kalman filtering applied to the GPS and CAN bus measurements performed on the RSU. The evaluation of the filter will be done according to the motion models chosen.

International audience

The arrival of the connected and/or autonomous cars offers countless opportunities for both the user and service provider. In this paper, we present a novel solution for tolling transaction using ITS-G5 technology. Specifically, it investigates how to secure tolling transactions performed with the cooperative intelligent transportation system (C-ITS) equipment and the tolling server as a trusted party. In this novel solution, we consider ITS components using the ITS-G5 technology with features specified by the European Telecommunication Standardization Institute (ETSI): RoadSide Unit (RSU), On-Board Unit (OBU), and the standardized architecture of the Electronic Fee Collection by the International Organization for Standardization (ISO). To perform the tolling transaction, a point-to-point protocol must be established between the RSU of the infrastructure and the OBU embedded in the vehicle. Therefore, we design an efficient architecture that ensures the security of exchanges is guaranteed by the security back office of the tolling server as a trusted party. From the application to the service and until its usage, some security requirements are verified: mutual authentication between all entities involved in the transaction, confidentiality, integrity, and non-repudiation of all exchanged information. The certificate usage combined with the signature process certifies the mutual authentication between each entity: the OBU with the RSU, the payer with the service provider and the RSU with the tolling server. The encryption of the messages and the verification of the signatures ensure the confidentiality, the integrity and the non-repudiation of all exchanged information. The safety and efficiency of the proposed method are validated through its formal verification using the security protocols verifier tool AVISPA (Automated Validation of Internet Security Protocols and Applications). Furthermore, the proposed architecture requires reasonable resources which will be suitable for vehicle-to-infrastructure (V2I) communications.

International audience

International audience

Dans le cadre de son processus de surveillance des ouvrages, la SANEF a mis en évidence en 1990, sur le tronçon Laon - Calais de l'autoroute A26, la présence d'ouvrages d'art atteints par des attaques différées de leurs bétons de structure (alcali-réaction et/ou formation différée d'ettringite). Les premiers signes ont été observés sur quelques ouvrages proches de Béthune ce qui a conduit la SANEF à lancer une campagne de reconnaissance pour déterminer l'ampleur des désordres affectant tous les ouvrages de l'autoroute A26. La SANEF avait déjà été confrontée à des désordres liés à l'alcali-réaction sur l'autoroute A4 (district de Coutevroult) où deux ouvrages, les PS 24 et 32, ont dû être dynamités, et un autre ouvrage, le PS25, a fait l'objet de travaux d'imperméabilisation. Fort de cette expérience et sur la base des connaissances de l'époque, une gestion globale des ouvrages d'art de l'autoroute A26 potentiellement affectés par ces phénomènes de gonflement interne a été progressivement déployée. Ce document décrit la démarche qui a été mise en place et les principaux résultats obtenus ainsi que les décisions qui ont été prises au cours de ces 25 dernières années.