Damage detection of railway tracks is vital to ensure normal operation and safety of the rail transit system. Piezoelectric sensors, which are widely utilized to receive ultrasonic wave, may be disturbed in the railway system due to strong electromagnetic interference (EMI). In this work, a hybrid ultrasonic sensing system is proposed and validated by utilizing a lead-zirconate-titanate (PZT) actuator and a fiber Bragg grating (FBG) sensor to evaluate damage conditions of the railway tracks. The conventional ultrasonic guided wave-based method utilizing direct wave to detect damages is limited by the complex data analysis procedure and low sensitivity to incipient damage. Diffuse ultrasonic wave (DUW), referring to later arrival wave packets, is chosen in this study to evaluate structural conditions of railway tracks due to its high sensitivity, wider sensing range, and easy implementation. Damages with different sizes and locations are introduced on the railway track to validate the sensitivity and sensing range of the proposed method. Two damage indices are defined from the perspective of energy attenuation and waveform distortion. The experimental results demonstrate that the DUW signals received by the hybrid sensing system could be used for damage detection of the railway tracks and the waveform-distortion-based index is more efficient than the energy-based index.

Concrete is the most commonly used construction material nowadays. With emerging cutting-edge technologies such as nanomaterials (graphene, carbon nanotubes, etc.), advanced sensing (fiber optics, computer tomography, etc.), and artificial intelligence, concrete can now achieve self-sensing, self-healing, and ultrahigh performance. The concept and functions of smart concrete have thus been partially realized. However, due to the wider application location (coastal areas, cold regions, offshore, and deep ocean scenarios) and changing climate (temperature increase, more CO₂ emissions, higher moisture, etc.), durability monitoring (pH, ion penetration, carbonation, corrosion, etc.) becomes an essential component for smart concrete. Fiber optic sensors (FOS) have been widely explored in recent years for concrete durability monitoring due to their advantages of high sensitivity, immunity to harsh environments, small size, and superior sensitivity. The purpose of this review is to summarize FOS development and its application in concrete durability monitoring in recent years. The objectives of this study are to (1) introduce the working principle of FOS, including fiber Bragg grating (FBG), long-period fiber grating (LPFG), surface plasmon resonance (SPR), fluorescence-based sensors, and distributed fiber optic sensors (DFOS); (2) compare the sensitivity, resolution, and application scenarios of each sensor; and (3) discuss the advantages and disadvantages of FOS in concrete durability monitoring. This review is expected to promote technical development and provide potential research paths in the future for FOS in durability monitoring in smart concrete.

In this study, a smart rock, which is a magnet embedded in a concrete ball and whose direction is always pointing downwards, is proposed to monitor bridge scour depth. Based on the theory of magnetic field, the distribution of the magnet-induced magnetic field (MMF) induced by the smart rock was derived. An algorithm was developed to localize the position of the smart rock. Field tests were conducted at a bridge pier at three different times. Both the intensities of the ambient magnetic field (AMF) and the total magnetic field (TMF) were measured with a magnetometer. Results showed that the presence of steel reinforcement or steel girders in the bridge changed the distribution of the geomagnetic field. The algorithm successfully localized the position of the smart rock with an error ranging from 0.26 to 0.33 m, which satisfied the requirement for engineering applications. The effective monitoring range depends on the variation of the AMF, and the maximum monitoring depth ranged from 11.5 to 8.5 m as the standard deviation of the AMF increased from 32.3 to 80.75 nT.