Marshall Stability Test Research Articles

An experimental investigation on the use of rice straw in an bituminous concrete

Rice is the most important food crop produced in Asia. Throughout the world, 90 % of rice is produced. During the production of rice, many stable wastes like straw, husk, bran, and broken rice are generated. According to many investigations, the agricultural wastes may be used as substitute’s substances for the traditional bituminous mixes which can be cost-effective and sustainable alternative to the problem of the stubble burning. The usage of rice straw ash (RSA) as filler in the mix for evaluation of an environmentally friendly and economic point of view. Bituminous Mixes are most commonly used worldwide. The economic cost of aggregates and fillers is increasing day by day and there is lack of availability of natural material resources. To deal with this problem, here the study emphasizes an evaluation of the mechanical performance of bituminous using rice straw ash. This paper deals with the partial replacement of fine sand with different proportions of rice straw ash 3%, 5%, 7%, 9% respectively is employed at different bitumen content of 5, 5.5, 6, 6.5 and 7. In this laboratory Investigation Marshall Stability test is conducted on test samples considered as a design and evaluation of bituminous paving mixes. The Mechanical properties of this material will be checked to whether it is beneficial or not. RSA is a better option on low to medium traffic roads.The impact of RSA as filler material in the bituminous mix on waft and balance values is to be investigated. These studies targeted the Maximum Stability and Flow Value of the asphalt mixture with the waste. From the experimental research, it is concluded that the optimum bitumen content material is determined at 9% rice straw ash with 6.5 bitumen content. Bitumen properties also increase with the addition of rice straw ash.

Improving asphalt concrete resistance to rapid freeze–thaw effect using HIPS polymer

Two methods of high-impact polystyrene (HIPS) polymer addition to asphalt concrete (AC) mixtures were used to evaluate the effect of freeze–thaw (FT) cycles on the performance of unmodified AC and AC modified by using supplementary and additional HIPS polymer as asphalt aggregates. Various polymer contents were used to modify AC in both methods – namely, 0 (control), 5, 10, 15 and 20%. Marshall stability, flow, bulk density and indirect tensile strength (ITS) tests were performed on control and modified samples. A non-destructive test was performed by using the ultrasonic pulse velocity method. In the first method, replacing the mineral filler in AC with 10% HIPS polymer increased the density by 1%, the stability by 113%, the retained stability by 52% and the ITS by 56% compared with those of the control specimen. The results also show a 14% reduction in the damage caused by 8 weeks of FT cycles for modified AC compared with that of unmodified AC. However, modifying AC by using the second method did not provide promising results. The velocity within the specimen dropped by 20.9% at 10% HIPS addition before the FT effect compared with that of the control. The results of the first method revealed the feasibility of improving AC by using HIPS polymer to resist effective FT cycles.

A Review Study on Behavioral Similarity Between Marshall Stability and Indirect Tensile Strength Values for Bituminous Concrete Using VG-30 and VG-40 Grade Binder

Abstract: Rutting, displacement, cracking, distortion, and fatigue are all issues that pavement engineers are concerned about. The Marshall Stability test is used to determine the compressive properties of the bituminous mix, and the Indirect Tensile Strength (ITS) test is used to analyse the tensile properties. Many studies on Marshall Stability and ITS have been conducted separately; however, these two have not been studied together. An effort has been made in this proposal to study the behavioural similarities between them. Further research on this topic will also determine the correlation between Marshall Stability values and Indirect Tensile Strength values for Bituminous Concrete at various bitumen content, as well as interpret the suitability of these tests in mix design. The study will provide guidelines to designer to established relevancy of necessity to conduct of both the test.

A Review on Behavioural Similarity Between Marshall Stability and Indirect Tensile Strength Values for D.B.M. using VG-30 & VG-40 Grade Binder

Abstract: Pavement engineers are much concerned about making bituminous layers resistant to cracking, distortion, displacement, rutting, and fatigue. Hence behaviour of bituminous layers under compressive and tensile stress is important in pavement applications. The Marshall Stability test is used to assess the compressive properties and Indirect Tensile Strength (ITS) test is used to assess the tensile properties of the bituminous mix. Many research studies have been done on Marshall Stability and ITS individually; however, a combination has not been tried yet. In this proposal, an effort has been made to study the behavioural similarity between them. Further research in this field will also ascertain correlation between Marshall Stability values and ITS values for DBM at different binder contents and for different binder grades (VG-30 and VG-40) and will interpret regarding suitability of these tests in the mix design

Effect of Hot Mixing Duration on Blending, Performance, and Environmental Impact of Central Plant Recycled Asphalt Mixture

When using a high concentration of reclaimed asphalt pavement (RAP) in a recycled hot-mix asphalt mixture (RHMA), the degree of blending of the reclaimed asphalt binder significantly affects the performance of the RHMA. Hence, it is essential to know the degree of blending of the RAP and its effect on the performance and the environmental impact of RHMA in order to determine the optimal mixing duration. To this end, the dispersion of reclaimed asphalt was observed using artificial RAP and the image analysis method, and the blending of reclaimed asphalt in RHMA with different mixing durations was also evaluated using physical properties tests, a rheometer test, a Fourier-transform infrared spectroscopy (FTIR) test, a gel permeation chromatography (GPC) test, and an atomic force microscope (AFM) test. The performance of RHMA with the different mixing durations in the plant and in the laboratory was tested using a Marshall stability test, rutting resistance test, freeze–thaw splitting test, and low-temperature bending beam test. In addition, the environmental impact of RHMA at different mixing durations was evaluated, and the optimal mixing duration was determined. The results showed that the mixing duration had a significant influence on the dispersion and blending of reclaimed asphalt in RHMA. The longer the mixing duration was, the higher the dispersion and the degree of blending of the reclaimed asphalt in the RHMA were. With the increase in the mixing duration, the properties, chemical composition, and micromorphology of the blended asphalt binder tended to become similar to those of reclaimed asphalt. The performance of RHMA was improved with the increase in mixing duration; however, the energy consumption and CO2 emissions for the RHMA increase significantly with the increase in mixing time. The recommended optimal mixing durations in the mixing plant and in the laboratory were found to be 60 s and 90 s, respectively, considering the environmental impact, the RHMA production efficiency, and the performance of the RHMA.

Comparative Analysis Between Different Antistripping Agents Used in Hot Mix Asphalt

Abstract: In current study, an attempt has been made to investigate the different anti-stripping agents (Zycotherm (0.08%, 0.10%, 0.12%) and Wetbond-S (0.06, 0.08%, 0.10%)) in hot mix asphalt (HMA) to curb the problem of stripping and moisture susceptibility in the aggregates. For this, different laboratory tests such as boil test, stripping value test, Marshall Stability test, and retained stability test were conducted and respective results were collected. From the results, it can be concluded that the utilization of the anti-stripping agents (Zycotherm-0.12% or Wetbond-S-0.08%) to make the raw aggregates stripping proof can be done.

Experimental Investigation of Flexible Pavement Using Shingles

Abstract: Huge volumes of Shingles are produced from building construction and Asbestos industries. Basically, waste Shingles Aggregates (WSA) are being produced by crushing Shingles during the process of transport and installation of roof, wall and floor. Present society are progressively moving forward to be more environment friendly. To meet up this purposes, recycling and reuse of this material can be the best alternatives than landfill disposal in respect of environment conservation and economy. To increase the usage of Shingles in pavement construction, different percentage of Shingles can be used with the natural aggregate. The technical flexibility of using waste Shingles aggregates as partial replacement of natural aggregates in bituminous mixes can be evaluated. This research work presents some of the laboratory investigation on the possible application of waste Shingles aggregates in bituminous mixes. The physical properties of coarse aggregates, fine aggregates, filler and bitumen are determined according to standard test. Marshall test specimens are prepared for testing to measure the Marshall properties. at optimum bitumen respectively are determined. According to AASHTO, Marshall stability test properties of mixes of waste shingles aggregates are satisfactory. investigated results indicate that the bituminous mixes with waste shingles aggregates give satisfactory results for construction of medium traffic road Keywords: Waste Shingles Aggregates, Marshall Mix Design, Flexible Pavement Construction

EVALUATION OF MARSHAL STABILITY AND FLOW OF HYBRID MODIFIED ASPHALT CONCRETE

Highway engineers and researchers are constantly trying to enhance the performance of asphalt concrete pavement, in order to keep up with the global adequate and sustainable highway infrastructure drive. Modification of asphalt concrete could improve certain properties of the mixture and reduce cost of road construction materials. In this research, evaluation of Marshal Stability and flow of hybrid asphalt modified concrete was studied, the wastes from various industries such steel industry, plastic industry and coal-fired power plant industries were combined together to form hybrid composite. Steel slag, fly ash, waste plastic, aggregate and bitumen were used to produce the asphalt concrete in a hybrid manner to evaluate effect of stability and flow properties of asphalt concrete mixture. The physical properties of steel slag, fly ash aggregate, bitumen and waste plastic based polypropylene were determined by carrying out tests such as sieve analysis, moisture content, flakiness and elongation, aggregate impact, aggregate crushing, specific gravity, hygrometer, penetration, softening point, flash and fire point, viscosity, ductility and water-in-bitumen test. Bitumen with penetration grade 60/70 was used and the content varied from 5.0 to 7.0 % at 0.5% interval. A cylindrical sample with the composite mixture of asphalt concrete was produced using varying proportions of hybrid composite which comprises of steel slag (SS) and fly ash (FA) at 2%, 4%, 6% and 8% by weight of the asphalt concrete to partially replace the conventional materials (aggregate and filler) and bitumen which was partially replaced with polypropylene (PP) at 5%, 10%, 15% and 20% respectively. The Marshal Stability test conducted on the hybrid composite asphaltic concrete gives optimum stability values of 10.50 kN, 12.50 kN, 12.30 kN and 13.50 kN and optimum flow values of 3.30 mm, 2.80 mm, 2.80 mm, and 2.70 mm at 2%, 4%, 6% and 8% respectively. Comparing with Asphalt Institute specification, the non-conventional material used as fillers, coarse and fine aggregate can be conveniently used in light, medium and heavy traffic. Based on the findings, the application of these wastes material which constitute higher stability and flow will improve the properties of asphalt concrete, reduce the cost of constituent material and decrease environmental problem that arise from various industries.

Mechanical properties evaluation of asphalt mixtures with variable contents of reclaimed asphalt pavement (RAP)

This research paper aims to evaluate the performance of hot asphalt mixes containing reclaimed asphalt pavement (RAP) at different percentages. The usage of RAP as a recycled construction material has become a common practice in many countries nowadays. To achieve this objective, experimental tests were conducted on a total of 15 asphalt mixtures prepared with five different contents of asphalt cement, including 3.5, 4, 4.5, 5, and 5.5%. Three Marshall mixes were made for each asphalt content. Following the ASTM standards, Marshall stability and flow tests were performed to determine the optimum asphalt content of each mix tested (i.e., control, 25% RAP, 50% RAP, and 75% RAP mixes, respectively). The results showed an improvement in the stability and flow values with the increase in RAP content. Maximum stability of 15.11 kN was obtained with a 75% RAP mix at 4% asphalt cement content. Notably, as the asphalt content increases, lower air voids values and vice versa, higher voids filled with asphalt were observed for the four tested mixes.

Developing a sustainable, post treated, half warm mix asphalt for structural surface layer

Sustainability and materials recycling have increasingly acquired importance in various aspects of life. It has well known that95% of roads are paved with hot mix asphalt (HMA),theirrawmaterials require a lot of energy to prepare and lead to the releaseof a considerableamount of CO2 into the environment. As a result, developing new technologies to prepare a new sustainable asphaltic mixture that consumes less energyand is eco-friendly becomes a necessity. This research aims to develop a sustainable half-warm asphalt mix by exposing the cold bituminous emulsion mixture (CBEM) to a post treatment using microwave energy technique, as well as utilising crushed glass waste as fine aggregate. The newly developed mix (half warm bituminous emulsion mixture, or HWBEM) is evaluated in terms of two main failure distress (cracking and rutting) using wheel track (WTT) and indirect tensile tolerance index, or cracking tolerance index (CT-index), in addition to the volumetric and durability evaluation in term of air voids content (AV) and retained Marshall stability test (RMS). Tests results regarding mechanical, volumetric, and durability properties indicated that the developed mixture was relatively comparable in some of the properties with referenced CBEM and superior in one aspect. Moreover, the sustainability aspect was achieved successfully by replacing a significant amount of virgin fine aggregate with the crushed waste glass. Based on the results of the test program, it can be said that the newly developed HWBEM incorporated waste glass can work as a structural surface layer.

The Influence of Eggshell Powder as Additive on the Physical and Mechanical Properties of Stone Mastic Asphalt

Stone mastic asphalt (SMA) has been widely used in Europe since the early 1960s, followed by numberous trials in countries such as the USA and Australia, where it has been positioned as a premium pavement surfacing course purposely for heavy duty pavements, highways and other roads with heavy truck traffic. In addition, Malaysia's demand for 900 million eggs per month produces a significant amount of solid waste. If all these eggshells were recycled and used for fertiliser or other purposes, this would help to reduce the overall amount of solid waste to a certain level. The eggshell in the solid food waste has been studied in detail and found to be suitable for processing into eggshell powder (EP) additives and applied to today's construction industry. Thus, this research learnt the influence of EP as bitumen modification in stone mastic asphalt (SMA) in term of physical and mechanical properties. Moreover, this research also determines the optimum percentage of EP as the bitumen modifier by the combination of 0%, 4%, 8% and 12%. The physical properties of SMA can determine through cantabro loss, permeability and marshall stability test, while the mechanical properties of SMA can determine through indirect tensile strength. In short, 12% of ESP was the optimum percentage as bitumen modifier in SMA, it increased the strength in the mechanical properties from 201 kPa to 230 kPa.

Study on Properties of Bituminus Mix Using the Combination of Shredded Plastic combined with Chemical Additives

Abstract: The design of a satisfactory bituminous mix is a complex task due to the wide variation in properties of its constituents such as bitumen, coarse and fine aggregate, filler, etc. The design also depends on the shape and gradation of the aggregates. Flexible pavement with bituminous surfacing is commonly used in Indian highways. Distress symptoms, such as cracking, rutting, etc., are increasingly caused earlier by high traffic intensity, over loading of vehicles and significant variations in daily and seasonal temperature of the pavement. Investigations have revealed that Plastic and sulphur modifier can be used to improve properties of bitumen and bituminous mixes to make it more suitable for road construction. The present investigation comprises of determining the Marshall test properties of Dense Bitumen macadam Using VG-30 grade penetration grade bitumen modified with Sulphur as Modifier. The study helps to ascertain the suitability of Sulphur as modifier which could minimize the consumption of VG-30 grade bitumen. Also there is considerable amount of savings in bitumen cost. Keywords: Dense Bitumen macadam, combined index, Marshall Stability test, Sulfur, plastic.

Evaluation of engineering properties of Fiber-reinforced Usual-temperature Synthetic Pitch (USP) modified cold mix patching asphalt

As a common-used pothole repairing material, cold mix patching asphalt (CMA) has been widely used in practice. This article aims to develop a novel CMA with good overall performance and better environmental-friendliness. A few environmental-friendly ingredients, including a modifier named Usual-temperature Synthetic Pitch (USP), polyester-basalt composite fibers, a commercial anti-stripping agent, a commercial tackifier and biodiesel, were utilized for preparing Fiber-reinforced USP modified CMAs (FUAs). Laboratory tests, including workability assessment tests, Marshall stability tests, boiling water tests, rolling sieve cohesion tests, freeze-thaw splitting tests, wheel tracking tests and three-point bending tests, etc. were conducted to evaluate the workability, Marshall stability, adhesion, moisture susceptibility, rutting resistance, bending resistance and storage stability. Two mix designs of the cutback (termed as Scheme 1 and 2) with weight ratios of 100:6:18:0.3:0.6 and 100:6:20:0.4:0.8 for binder: USP: biodiesel: anti-stripping agent: tackifier were considered. Effect of fiber content (0.2%, 0.3%, 0.4% and 0.5% by aggregate weight) was also investigated considering an optimal polyester to basalt fiber weight ratio of 3:2. The results show that the optimal fiber content is 0.4%. The engineering properties of FUAs meet the construction requirements, and they also present good storage stability. Scheme 2-based cutback shows better workability, smaller penetration and better binder-aggregate adhesion than the Scheme 1-based cutback; consequently, the Scheme 2-based FUA presents advantages over Marshall stability, rutting resistance and bending resistance. Compared with Styrene-Butadiene-Styrene (SBS) modified CMAs, FUAs possess better overall performance and advantages over environmental conservation. The FUAs, therefore, have good application prospects in pavement repair.

Evaluation of the Performance of Two Australian Waste-Plastic-Modified Hot Mix Asphalts

The construction of hundreds of kilometres of roads around the world every year results in the consumption of large amounts of raw materials and the depletion of natural resources. In addition, technologically advanced countries such as Australia are currently facing a major issue regarding the waste materials produced daily by their citizens. The disposal of these waste materials is a critical issue faced by municipalities in modern cities. Currently, using waste materials in civil and construction engineering is of great interest to researchers and industry. This study investigates the impact of using waste polyethylene terephthalate to modify asphalt mixtures following Australian design guidelines and criteria. Different types of asphalt are used to investigate and determine the mechanical properties of modified asphalt mixtures. The Marshall stability, Marshall flow, Marshall quotient, and wheel-tracking tests were tested. The Marshall stability, Marshall flow, and MQ of the Marshall test results exhibited significant improvements when using PET in modified SMA and AC mixtures. It can be seen that the 8% PET produced a mixture with the highest stability of 19.78 kN. The lowest rut depth was about 2.08 mm for samples modified with 8% PET.

The Performance Evaluation of Asphalt Mortar and Asphalt Mixture Containing Municipal Solid Waste Incineration Fly Ash.

The aim of the research is to quantify the property of asphalt mortar and asphalt mixture containing municipal solid waste incineration (MSWI) fly ash. The potential of partially replacing mineral fillers with MSWI fly ash in asphalt mixture production was investigated. Five different MSWI fly ash replacement ratios, which include 0%, 25%, 50%, 75%, and 100%, were adopted to assess the influence of fly ash dosage, and the optimum fly ash replacement ratio was proposed. The rheological characteristics of asphalt mortar with MSWI fly ash were assessed with the dynamic shear rheometer (DSR) and bending beam rheometer (BBR). The high temperature properties of the mixture with MSWI fly ash were assessed with the Marshall stability test and the rutting test. The low temperature cracking property was determined with the indirect tensile strength test at low temperatures. The moisture stability property was identified with the immersed Marshall test and the freeze-thaw cycles conditioned indirect tensile strength test. Based on the test results, the addition of fly ash and mineral filler remarkably increased the ǀG*ǀ of the asphalt mortar. The δ of asphalt decreased as the dosage of fly ash and mineral filler increased. The addition of fly ash and mineral filler degraded the low temperature characteristics of the mortar. Fly ash improved the high temperature characteristics of the asphalt mixture. The asphalt mixture with MSWI fly ash was more susceptible to thermal cracking than the control sample. The addition of fly ash weakened the moisture stability of the asphalt mixture. In order to guarantee the low temperature characteristics and the moisture susceptibility of the asphalt mixture, the fly ash replacement ratio was recommended to be set around 25%. With proper mixture design and fly ash dosage, the asphalt mixture would have adequate performance, as well as reduced environmental impact.

Experimental Study and Performance Characterization of Semi-Flexible Pavements

Semi-flexible pavement (SFP) is made up of a porous skeleton of asphalt mixture and cement grout. This special structure granted SFP superior strength and durability and made it a promising solution for the paving of heavy trafficked area. This paper performed in-depth study on the mechanistic behavior of SFP. Firstly, the volumetric mix design of SFP was introduced, and followed with strength, moisture susceptibility, viscoelastic behavior, fatigue life as well as rutting resistance through a series of laboratory tests. Marshall stability tests and dynamic stability tests suggested that SFP gained fair strength and rutting resistance from the curing of cement grout. Meanwhile, SFP was found not sensitive to freeze–thaw cycles through indirect tensile tests. In dynamic modulus tests, SFP exhibited significant viscoelastic behaviors. In four-point beam fatigue tests, the average fatigue lives of SFP reached 85.4 k loading repetition under 400 µε level. In Hamburg wheel tracking tests, the ultimate rutting depth of SFP was smaller than 2.5 mm. The viscoelastic behavior and rutting propagation of SFP was characterized with master curve and power function by fitting the test results. SFP was also compared with traditional asphalt mixtures in MMLS3 accelerated tests and its performance turned out to be prevailing.

Evaluation of the Strength Properties of Asphalt Concrete using Natural Fibres as Reinforcing Additives

The period of maintenance and rehabilitation of asphalt concrete pavement can be increased by using fibres as reinforcement in a bituminous mix. Shredded Sisal fibre (Agave sisalana) and Sponge gourd (Luffa cylindrical) were used as reinforcements in bituminous mix. The fibres were added to hot mix asphalt in varying proportion of 0.1%, 0.2%, 0.3%, 0.4% and 0.5% by weight. The strength of fibre reinforced asphalt concrete was determined by conducting Marshall stability test. The tensile strength on 40 strands of fibre gave 167.43 N/mm2 and 24.58 N/mm2 for Sisal fibre and sponge gourd fibre respectively. Marshall Stability test results indicated that Sisal fibre gave minimum and maximum values of 4.46 kN and 5.54 kN, respectively, which exceeded the 3.5 kN minimum stability value for wearing course in the Nigerian General Specification for Roads and Bridges. The flow values obtained showed that the flow values are more than the 4 mm minimum value except for 0.1 sisal fibre dosage which has a value of 3.99 mm. The high flow values obtained was an indication of the reinforcing effects of the fibres which made the asphalt concrete stronger and hence have great resistance to plastic deformation.

Performance and Microstructural Evaluation of Asphalt Concrete Produced with Hydrated Lime, Glass Powder and Cement Modifiers

The increasing axle load arising from the growth in vehicular volume reduces the durability of road pavement, hence the need to further strengthen the road pavement. This research focuses on the determination of the performance of asphalt concrete in relation to the microstructural characteristics of the asphaltic concrete produced with hydrated lime, glass powder and ordinary Portland cement as modifiers. Asphalt Concrete (AC) mixes were prepared with Dangote 3X cement (D3C), Lafarge Superset cement (LSC), hydrated lime (HL) and glass powder (GP) in varying proportions of 20, 40, 60, 80 and 100%. The stability and morphology of the asphalt concrete produced were determined using Marshall stability test and scanning electron microscopy respectively. AC containing GP and HL showed maximum stability of 3.61 kN and 4.01 kN respectively. The maximum stability values obtained for the samples containing D3C and LSC as fillers are 4.21 kN and 5.10 kN respectively; these stability values meet the minimum Marshall Design criteria of the Asphalt Institute. The microstructural analysis of the asphalt concrete samples showed that GP has the lowest maximum pore value of 4.39 µm2 in which the inter-particulate spaces in the AC produced with GP are small and the agglomeration of the particles indicated that they are densely packed and are characterized with good strength.

Mechanical properties of asphalt concrete modified with carbon nanotubes (CNTs)

Three different percentages of carbon nanotubes (CNTs) (0.1%, 0.5%, and 1% by mass of asphalt cement) were used to modify conventional asphalt cement (60/70) in this study. Mechanical properties of modified asphalt cement and mixture were evaluated. Penetration grade, kinematic viscosity, softening point and dynamic shear rheometer test were measured to evaluate physical properties of modified asphalt cement. The results exhibited that modifying asphalt cement with CNTs decreased its penetration and increased its kinematic viscosity and softening point. Rutting parameter increased with CNTs at the given temperature for both unaged and RTFOT-aged samples. Marshall stability tests, low temperature cracking tests, indirect tensile tests and wheel tracking tests were conducted to assess the mechanical performance of modified hot asphalt mixture. The Marshall stability increased with CNTs but no significant difference at 0.5 and 1.0 wt%, while Marshall flow decreased with CNTs. The results of wheel tracking test showed that rut depth decreased by 45% upon adding 0.5% CNTs by weight of asphalt cement; also, this percentage of CNTs endowed improvement in low temperature cracking and indirect tensile strength of the asphalt concrete. This study underlines that adding CNTs into asphalt cement enhances the performance of asphalt concrete pavement in both hot and cold weather, which in turn prolongs the pavement’s service life and saves maintenance expenses.

Evolution evaluation of high-speed railway asphalt concrete waterproofing layer during laboratory freeze–thaw cycles

An in-depth understanding of internal freeze–thaw damage mechanisms in high-speed railway asphalt concrete waterproofing layer is of great importance to achieve its long-term waterproofing and mechanical performance during the prolonged service life. In this work, four types of composite polymerized railway asphalt mixtures with air voids of 2% were custom-designed and treated with a total of 20 modified freeze–thaw cycles. Meanwhile, the volume and mass measurement, X-ray CT, indirect tensile strength test, and Marshall stability test were used to characterize the internal freeze–thaw damage and evaluate the performance deterioration. The results indicated that the internal deterioration resulted from the generation, expansion, and aggregation of voids and micro-cracks. Meanwhile, a “lag effect” of the freeze–thaw damage, that is, a gradual inward erosion process, was verified by dividing the cylindrical specimens into the core layers, intermediate shell layers, and outer shell layers. The efficiency of the “lag effect” was influenced by the air void content in the outer shell layer, which meant the lower the air void content in the outer shell layer, the slower the freeze–thaw damage. In addition, all four types of asphalt mixtures exhibited promising waterproofing performance and freeze–thaw damage resistance. Binder A and AC-10 mixtures exhibited the superiority in terms of high-temperature performance and freeze–thaw damage resistance based on Marshall stability and flow value that were proved to have adequate efficiency on characterizing the freeze–thaw damage in railway asphalt mixtures.