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\title{Use of Quarsite Dolomite Stone in Permeable Asphalt, for Load Test as Research Overview and Application in the Laboratory}
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             \author[1]{Firdaus  Chairuddin}

             \affil[1]{  Atmajaya Makassar University}

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\date{\small \em Received: 13 April 2016 Accepted: 4 May 2016 Published: 15 May 2016}

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\begin{abstract}
        


This study is to examine the nature of the stress and strain by using permeable asphalt and Quarsite Dolomite Stone with But on Natural Asphal. But on Natural Asphal is a type of modified asphalt is made of75% oiland25% asphalt bitumen extraction of stones, permeable porous asphalt road asphalt pavement. In the laboratory tests on strains that result aret strength: 1.95M pa for the stress:0, 012 vertical strain on the quality of the Buton Natural Asphal 3%, to 2.05 M pastress: 0,03 vertical strain on the quality of the Buton Natural Asphal 4%, to 1.75 Mpa stress: 0,031 vertical strain on the quality of the Buton Natural Asphal 5.5%. For the compressive strength test Result is the maximum quality Buton Natural Asphal is 4% and The results of Ever Stress FE analysis for multilayer soil-rigid are vertical decrease 0.5 mm, vertical micro strain (?z) + 0 s/d 200 on deepness 150 mm, and for multilayer soil-rigid-asphalt results vertical decrease (Uz) + 0.64 mm on the surface and + 0.4 mm on the deepness of 50 mm, and vertical micro stength (?z) + -6400 s/d -7200 on the surface, + -4800 s/d -5600 on the deepness of 150 mm. As the result of laboratory test soil-rigid are vertical decrease each point 1.535 mm, 1.535 mm, 4.505 mm, 2.45 mm, 4.19 mm, dan 3.61 mm, and micro stength C1 to C4 0.36, -37.68, 44.44, 43.48, and the results of test Multilayer soil-rigid-asphalt are vertical decrease each point 1.576 mm, 0.075 mm, 3.7 mm, 1.985 mm, 2.48 mm, 0.986 mm, and the value of asphalt course micro stength is 655.

\end{abstract}


\keywords{quarsite dolomitestone, cantabro loss, indirect tensile strength, permeability, unconfined compressive strength, multi layer test, everstress. FE.}

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\let\tabcellsep& 	 	 		 
\section[{Introduction}]{Introduction}\par
he natural rock asphalt is a sedimentary rock containing of high hydrocarbon substances. The natural rock asphalt with deposit of approximately 60,991,554.38 ton \hyperref[b22]{(24,} {\ref 352,} {\ref 833}.07 barrel oil equivalent) occurs in the southern area of Buton Island, Indonesia (Asep  {\ref Suryana et.all, 2003)}. Buton natural asphalt (BNA) blend is a type of modification asphalt which is made of 75\% petroleum asphalt and 25\% rock asphalt extraction. The rapid growth of national economic in recent years resulted in a lot of transportation infrastructure demand. Approximately 600,000 tons of petroleum bitumen must be imported annually to fulfill the maintenances and construction of new road demand. The utilization of Buton Natural Asphal for the road development increases the national asphalt industry growth.\par
The water ponding on the road surface is caused by the heavy precipitation of high intensity rain fall. The water ponding problem during the rainy condition can be decreased by the employment of the permeable asphalt (porous asphalt) as a surfacing road pavement.\par
Many islands in Indonesia possess lime stones resources that can be used as coarse aggregate. Quarsite Dolomite stone is a local name of lime stone (quartzite dolomite) that can be found in around of Banggailaut area, Indonesia. In order to produce permeable asphalt, Firdaus et.al (2014) employed Quarsite Dolomite stone and Buton Natural Asphal as coarse aggregate and bituminous material, respectively. The results of porosity test, permeability test, stability test, flow test, indirect tensile test and material loss test (Cantabro test) showed the bonding strength between Buton Natural Asphal and Quarsite Dolomite stones can be established thus can enhanced the resistance of porous asphalt against raveling, rutting and shoving.\par
The solid that is subjected to the short time load are fundamentally characterized by the parameters of stress-strain curve. The failure of asphalt concrete specimens, the behavior of asphalt concrete under load as degeneration of the material and the limit of elasticity can be described by the stress-strain relationship for asphalt concrete in compression (S.  {\ref Starodusbsky et.all., 1994)}. The unconfined compressive test combined with the indirect strength test can be used to calculate the cohesion strength and the angle of internal strength of the porous asphalt (Wu Shao Peng.all., 2006).\par
S. Stardubski et all, the peak strain changes on average from 19 mill strain (0.0019) to 22 (0.0022) or 23 mill strain (0,0023) in the compressive strength of dense asphalt concrete with interval of 1.6 Mpa-5.4 Mpa. As the strength of permeable asphalt increases from 1,2Mpa to 2,1Mpa, the range of its peak strain is average from 0.001 to 0.005, which is similar to the peak strain of dense asphalt concrete. The unconfined compressive test result of porous asphalt containing Quarsite Dolomite stone and Buton Natural Asphal showed that the mixtime with 4\% has compressive strength value and void, respectively.\par
This work is a part of various extensive investigation projects on the development liquid Asbuton as bituminous asphalt binder and the suitability of Quarsite Dolomite stone as coarse aggregate in the permeable asphalt production. This paper reported the test results those are carried out to study the compressive strength and the strength strain curve in compression of the permeable asphalt.\par
As course agregate on the surface layer Road Pavement.Capasity drain porous Asphalt were connecting correlasion with spacing hight and small porousity in structure Asphalt. Stability and Durability and Hydrolic conductivity its must be hight test than  {\ref 20\% (Ruz. et. al, 1990 )}.Asphalt porous is open graded course Aggregate. Porousity asphalt porous (10\%-15\%) the structure made drain for flow water  {\ref (Nur Ali, et al. 2005)}. 
\section[{Fig. 1 : Permeable Asphalt Pavement}]{Fig. 1 : Permeable Asphalt Pavement}\par
Aggregate was specimen mineral who was done for mixture road construktion in the asphalt pavement it's mush be 90\%-95\% for the total weight strukture or 77\%-85\% for all volume (Alkin,et.  
\section[{Methodology a) Mix Design Permeable Asphalt Pavement Testing}]{Methodology a) Mix Design Permeable Asphalt Pavement Testing}\par
Mix design permeable asphalt pavement the used composition open graded system. Who was Mix Trial Gradation lost of material ¾", 1/2 " be stopped filter ½" and loss of material ½" be stopped filter 3/8" with composition coMparative 50-50 to course aggregate. The used fine aggregate lost filter number 4, and stopped filter number 200 all of 10\% for mould capacity. Asphalt Blend Pertamina the use variation standard 3\%, 3.5\%, 4\%, 4.5\% and 5\%. Briquette make in for ? 10 cm and depth + 6.5cm. For open gradation we use lost aggregate ¾", ½" and lost filter by comparative 50 : 50. Fine aggregate we use filter number 4, finally number 200, we used 10\%. Buton Natural Asphal we use all variation asphalt category: 3\%, 3.5\%, 4\%, 4.5\% and 5\%.\par
Test Indirect Tensile Strength (ITS) has been controlled by ASTM D6931-07. 
\section[{c) Permeability Test i. Limitation Of Darcy's Law}]{c) Permeability Test i. Limitation Of Darcy's Law}\par
In a porous media, the hydraulic conductivity K represents the specific discharge per unithydraulic gradient, which means that the coefficient depends on both matrix and fluidproperties  {\ref (Bear, 1972)}. From a dimensional analysis, the hydraulic conductivity can bederived as (Nutting, 1930):( ) 2 v g k K = Re v d q = b) Multi Layer Test\par
The roads are very important for land transportation infrastructure especially for distribution of goods and services, and to support the economic growth. The safety, comfortable, robust and economic roads will make people easier in their movement. There are three types of pavement construction known today, such as flexible pavement, rigid pavement, and the combinations that known ascomposite pavement. Permeable asphalt pavement was produced with used Quarsite Dolomite stone as course aggregate. The Quarsite Dolomite stone were broken in the spacing ? 3/8" ½"-¾" with the Buton Natural Asphal penetration 60/70. Briket at the Bitumen be done as the standard variation asphalt 3\%, 3,5\%, 4\%, and 5\% for testing Where k is the intrinsic permeability, v the kinematic viscosity and g the gravity acceleration.The intrinsic permeability is only a function of the matrix composing the porous media and its characteristics such as grain size distribution, tortuosity and porosity. For porous media, the Reynolds number (Re) can be defined as  {\ref (Charbeneau, 2000)}:\par
By the information the writers have, to determine the loads effect to the pavement construction of multilayer can be simulated using computer software i.e. EverStressFE.A pavement construction is a construction of pavement put over the subgrade to serves the traffic loads.\par
Based on the bonding materials,pavement construction can be divided to:a. Flexible Pavement, b. Rigid Pavement, c. Composite Pavement. Modulus of elasticity, often called as Young Modulus isa coMparison between stress axial strainin an elastic deformation, so that modulus of elasticity shows the trend to deformed and back to the original form when under loads  {\ref (SNI 2826} {\ref (SNI -2008))}. This shownby equation:E = ? ? (4)\par
while E = modulus of elasticity, ? = stress and ? = strain Poisson Ratio (?) is the values of coMparison between horizontal strain (lateral strain) and vertical strain (axial strain) caused by loads thatparallel to axisand axial strain (Yoder, E.Y. and M.W Witczak. 1975). This shown by equation:? = ? h ? v\textbf{(5)}\par
While:? = poisson ratio, ? h = lateral strain, ? v = axial strain EverStressFE 1.0 version 1.0 (available for download at www.civil.umaine.edu/EverStressFE 1.0) is a user-friendly three-dimensional (3D) finite-element based software package for the analysis of asphalt pavement systems subjected to various wheel/axle load combinations.EverStressFE 1.0 is useful for both flexible pavement researchers and designers who must perform complex mechanics-based analyses of flexible asphalt pavement systems.Some of the major features of EverStressFE 1.0 are summarized below, Intuitive and user-friendly graphical user interface., Ability to model systems with 1-4 layers.., Modeling of multiple-wheel systems, Batch analysis capabilities. , Visualization of results. 
\section[{Research Methods}]{Research Methods}\par
Methods that using in the tests are laboratory experimentaland analysis using software EverStressFE 1.0. The steps are :       ? 
\section[{Result and Discussion}]{Result and Discussion} 
\section[{a) Analysis Indirect Tensile Strength}]{a) Analysis Indirect Tensile Strength} 
\section[{d) Analysis Unconfined Compressed Test}]{d) Analysis Unconfined Compressed Test}\par
There are two configurations of stress strain curve were seen in all mixtures irrespective of the Buton Natural Asphal content. The first configuration shows some porous asphalt specimens have the initial bottom concave part that represents the settling of the specimen, the linear zone, the nonlinear zone of the ascending branch and comprises the peak and stretch immediately adjoining it on other side. This pattern is similar to the pattern of the dense asphalt concrete. The second configuration shows some porous asphalt specimens have the linear zone, the nonlinear zone of the ascending branch and comprises the peak and stretch immediately adjoining it on other side without the initial bottom concave part. This pattern slightly differs to the pattern of the dense asphalt concrete. The nonlinear part of stress strain curve of porous asphalt reflects the degeneration of the latter rather than the flow of very thin bitumen micro layers in it. Micro cracking process  \begin{figure}[htbp]
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 \begin{figure}[htbp]
\noindent\textbf{1718192021222324252627283031}\includegraphics[]{image-9.png}
\caption{\label{fig_7}Fig . 17 :Fig. 18 : 19 :Fig. 20 :Fig. 21 :Fig. 22 :Fig. 23 :Fig. 24 :Fig. 25 :Fig. 26 : 27 :Fig. 28 :Fig. 30 :Fig. 31 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{} \par 
\begin{longtable}{P{0.85\textwidth}}
( ) Volume XVI Issue II Version I\\
of Researches in Engineering\\
Global Journal\end{longtable} \par
  {\small\itshape [Note: WU Shao Peng, et. all. (2006)  employed asphalt butadiene styrene polymer (SBS) modified asphalt with performance grade PG76-22, crushed basalt aggregate and limestone to product porous asphalt. Unconfined T]} 
\caption{\label{tab_0}}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{} \par 
\begin{longtable}{P{0.85\textwidth}}
II.\end{longtable} \par
 
\caption{\label{tab_1}}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{1} \par 
\begin{longtable}{P{0.04769681742043551\textwidth}P{0.09966499162479062\textwidth}P{0.034882747068676716\textwidth}P{0.012814070351758793\textwidth}P{0.10749581239530989\textwidth}P{0.016373534338358458\textwidth}P{0.08329145728643216\textwidth}P{0.03345896147403685\textwidth}P{0.3616415410385259\textwidth}P{0.05268006700167504\textwidth}}
Sampel\tabcellsep \multicolumn{2}{l}{Percen tage asphalt quality (\%)}\tabcellsep \multicolumn{3}{l}{Diameter briket mm}\tabcellsep \multicolumn{2}{l}{High Briket mm}\tabcellsep Load Value (P) kgf\tabcellsep ITS Value Mpa\\
\tabcellsep \tabcellsep \tabcellsep \tabcellsep D\tabcellsep \tabcellsep H\\
I\tabcellsep \tabcellsep \tabcellsep \tabcellsep 102.3\tabcellsep \tabcellsep \multicolumn{2}{l}{66.9}\tabcellsep 0\\
II\tabcellsep \tabcellsep \tabcellsep \tabcellsep 102.22\tabcellsep \tabcellsep \multicolumn{2}{l}{69.3}\tabcellsep 75.00 0.066134591\\
III\tabcellsep \tabcellsep \tabcellsep \tabcellsep 102\tabcellsep \tabcellsep \multicolumn{2}{l}{68.5}\tabcellsep 100.00 0.089401701\\
IV\tabcellsep 3.0\tabcellsep \tabcellsep \tabcellsep 102.4\tabcellsep \tabcellsep \multicolumn{2}{l}{67.7}\tabcellsep 75.00 0.067578595\\
V\tabcellsep \tabcellsep \tabcellsep \tabcellsep 102.4\tabcellsep \tabcellsep 67\tabcellsep 125.00 0.113807734\\
\tabcellsep \tabcellsep \multicolumn{2}{l}{Average}\tabcellsep \tabcellsep \tabcellsep \tabcellsep 0.067384524\\
I\tabcellsep \tabcellsep \tabcellsep \tabcellsep 102.5\tabcellsep \tabcellsep \multicolumn{2}{l}{67.5}\tabcellsep 275.00 0.24827991\\
II\tabcellsep \tabcellsep \tabcellsep \tabcellsep 101.8\tabcellsep \tabcellsep \multicolumn{2}{l}{67.2}\tabcellsep 225.00 0.205448034\\
III IV V I II III IV V I II III\tabcellsep 3.5 4.0\tabcellsep \multicolumn{2}{l}{Average Average}\tabcellsep 102.4 102.1 102 102.8 102.5 102.2 102 102.3 102.3 102.4 102.5\tabcellsep \tabcellsep \multicolumn{2}{l}{68.4 68.8 68 69 68.2 68.9 69 67.4 68.4 68.3 69.5}\tabcellsep 250.00 0.222956672 200.00 0.177849373 275.00 0.247662431 0.220439284 350.00 0.308221097 400.00 0.357427756 350.00 0.310480586 375.00 0.332826983 350.00 0.317080137 0.325207312 300.00 0.267809539 250.00 0.223283109 275.00 0.241135164\tabcellsep ( ) Volume XVI Issue II Version I\\
IV V I II III IV V\tabcellsep 4.5 5.0\tabcellsep \multicolumn{2}{l}{Average Average}\tabcellsep 102.6 102.2 102.2 102.5 102.4 102.4 102.2\tabcellsep \tabcellsep \multicolumn{2}{l}{67.6 68 61.7 68 65 66.1 68.2}\tabcellsep 325.00 0.292702092 275.00 0.247177769 0.254421535 275.00 0.272416342 225.00 0.201644445 250.00 0.234619021 225.00 0.207643158 300.00 0.268857717 0.237036137\tabcellsep of Researches in Engineering\\
\tabcellsep \multicolumn{7}{l}{Tabel 2 : RecapitulationR maks Value No. Quality asphalt Maximum Loading ITS Value RMaks}\tabcellsep Global Journal\\
\tabcellsep \tabcellsep \tabcellsep \tabcellsep (Kgf)\tabcellsep \multicolumn{2}{l}{(Mpa)}\\
\tabcellsep 1\tabcellsep 3,00\tabcellsep \tabcellsep 125\tabcellsep \multicolumn{2}{l}{0,1140}\tabcellsep 0,0180\\
\tabcellsep 2\tabcellsep 3,50\tabcellsep \tabcellsep 275\tabcellsep \multicolumn{2}{l}{0,2483}\tabcellsep 0,0234\\
\tabcellsep 3\tabcellsep 4,00\tabcellsep \tabcellsep 400\tabcellsep \multicolumn{2}{l}{0,3574}\tabcellsep 0,0283\end{longtable} \par
 
\caption{\label{tab_2}Table 1 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{3} \par 
\begin{longtable}{P{0.09959396751740139\textwidth}P{0.016763341067285383\textwidth}P{0.04831786542923434\textwidth}P{0.1262180974477958\textwidth}P{0.11339907192575405\textwidth}P{0.17946635730858468\textwidth}P{0.17848027842227376\textwidth}P{0.08776102088167054\textwidth}}
\tabcellsep \tabcellsep \multicolumn{2}{l}{Weight before}\tabcellsep Weight\tabcellsep Loss\tabcellsep Loss\tabcellsep \\
\multicolumn{3}{l}{Sample Percen tage quality asphalt (\%)}\tabcellsep test\tabcellsep aftertest\tabcellsep Weight\tabcellsep Weight\tabcellsep \\
\tabcellsep \tabcellsep \tabcellsep (Gram)\tabcellsep (Gram)\tabcellsep (Gram)\tabcellsep (\%)\tabcellsep \\
\tabcellsep \tabcellsep \tabcellsep M\tabcellsep M\tabcellsep \tabcellsep L\tabcellsep \\
I\tabcellsep \tabcellsep \tabcellsep 1081\tabcellsep 244\tabcellsep 837.00\tabcellsep 77.43\tabcellsep \\
II\tabcellsep \tabcellsep \tabcellsep 1083\tabcellsep 248\tabcellsep 835.00\tabcellsep 77.10\tabcellsep \\
III IV V\tabcellsep 3.0\tabcellsep \tabcellsep 1090 1091 1070\tabcellsep 281 226 241\tabcellsep 809.00 865.00 829.00\tabcellsep 74.22 79.29 77.48\tabcellsep Year 2016\\
\tabcellsep \tabcellsep Average\tabcellsep \tabcellsep \tabcellsep \tabcellsep 77.10\tabcellsep 21\\
I II III IV V I II III IV V I II III IV\tabcellsep 3.5 4.0 4.5\tabcellsep Average Average\tabcellsep 1085 1089 1071 1069 1088 1081 1082 1088 1086 1090 1084 1082 1086 1088\tabcellsep 731 760 748 711 705 913 936 931 944 913 959 952 940 961\tabcellsep 354.00 329.00 323.00 358.00 383.00 168.00 146.00 157.00 162.00 177.00 125.00 130.00 146.00 127.00\tabcellsep 32.63 30.21 30.16 33.49 35.20 32.34 15.54 13.49 14.43 13.09 16.24 14.56 11.53 12.01 13.44 11.67\tabcellsep of Researches in Engineering ( ) Volume XVI Issue II Version I E\\
V I II\tabcellsep \tabcellsep Average\tabcellsep 1084 1075 1084\tabcellsep 948 956 968\tabcellsep 136.00 119.00 116.00\tabcellsep 12.55 12.24 11.07 10.70\tabcellsep Global Journal\\
III\tabcellsep \tabcellsep \tabcellsep 1090\tabcellsep 984\tabcellsep 106.00\tabcellsep 9.72\tabcellsep \\
IV\tabcellsep 5.0\tabcellsep \tabcellsep 1078\tabcellsep 994\tabcellsep 84.00\tabcellsep 7.79\tabcellsep \\
V\tabcellsep \tabcellsep \tabcellsep 1105\tabcellsep 1003\tabcellsep 102.00\tabcellsep 9.23\tabcellsep \\
\tabcellsep \tabcellsep Average\tabcellsep \tabcellsep \tabcellsep \tabcellsep 9.70\tabcellsep \end{longtable} \par
 
\caption{\label{tab_3}Table 3 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{4} \par 
\begin{longtable}{P{0.09027586206896551\textwidth}P{0.07503448275862068\textwidth}P{0.05979310344827586\textwidth}P{0.12779310344827585\textwidth}P{0.10317241379310345\textwidth}P{0.11020689655172412\textwidth}P{0.1289655172413793\textwidth}P{0.15475862068965518\textwidth}}
\multicolumn{3}{l}{Quality Asphalt (\%) Weight (Kg) Height (mm)}\tabcellsep Peak Load (KN)\tabcellsep UCS (N/mm 2 )\tabcellsep Vertical Strain\tabcellsep Modulus Elasticity\tabcellsep Poisson rasio\\
3\tabcellsep 1,69\tabcellsep 128,3\tabcellsep 15,51825\tabcellsep 1,918\tabcellsep 0,0130875\tabcellsep 146,543\tabcellsep 0,095831\\
\tabcellsep 1,67\tabcellsep 127\tabcellsep 15,347\tabcellsep 1,897\tabcellsep 0,030\tabcellsep 63,683\tabcellsep 0,309955\\
\tabcellsep 1,71\tabcellsep 131\tabcellsep 15,12397\tabcellsep 1,869\tabcellsep 0,022\tabcellsep 85,395\tabcellsep 0,251505\\
3,5\tabcellsep 1,715\tabcellsep 117\tabcellsep 15,22\tabcellsep 1,881\tabcellsep 0,020\tabcellsep 93,452\tabcellsep 0,268231\\
\tabcellsep 1,73\tabcellsep 119\tabcellsep 15,516\tabcellsep 1,918\tabcellsep 0,065\tabcellsep 29,357\tabcellsep 0,270587\\
\tabcellsep 1,73\tabcellsep 120\tabcellsep 16,118\tabcellsep 1,992\tabcellsep 0,021\tabcellsep 97,013\tabcellsep 0,420798\\
4\tabcellsep 1,685\tabcellsep 121,2\tabcellsep 15,7653\tabcellsep 1,948\tabcellsep 0,021\tabcellsep 91,450\tabcellsep 0,206009\\
\tabcellsep 1,65\tabcellsep 120\tabcellsep 16,1498\tabcellsep 1,996\tabcellsep 0,029\tabcellsep 67,990\tabcellsep 0,387276\\
\tabcellsep 1,67\tabcellsep 123\tabcellsep 16,228\tabcellsep 2,006\tabcellsep 0,038\tabcellsep 53,373\tabcellsep 0,498677\\
4,5\tabcellsep 1,655\tabcellsep 133,5\tabcellsep 10,2816\tabcellsep 1,271\tabcellsep 0,048\tabcellsep 26,502\tabcellsep 0,384759\\
\tabcellsep 1,675\tabcellsep 135\tabcellsep 9,838\tabcellsep 1,216\tabcellsep 0,026\tabcellsep 46,140\tabcellsep 0,37275\\
\tabcellsep 1,65\tabcellsep 131\tabcellsep 10,3113\tabcellsep 1,274\tabcellsep 0,039\tabcellsep 32,710\tabcellsep 0,371893\\
5\tabcellsep 1,67\tabcellsep 114\tabcellsep 9,922\tabcellsep 1,226\tabcellsep 0,038\tabcellsep 32,119\tabcellsep 0,778059\\
\tabcellsep 1,69\tabcellsep 117\tabcellsep 10,219\tabcellsep 1,263\tabcellsep 0,033\tabcellsep 38,682\tabcellsep 0,398318\\
\tabcellsep 1,63\tabcellsep 113\tabcellsep 15,234\tabcellsep 1,883\tabcellsep 0,018\tabcellsep 104,238\tabcellsep 0,532377\\
c) Analysis Permeability\tabcellsep \tabcellsep \tabcellsep \tabcellsep \tabcellsep \tabcellsep \tabcellsep \end{longtable} \par
 
\caption{\label{tab_4}Table 4 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{5} \par 
\begin{longtable}{P{0.5568965517241379\textwidth}P{0.2931034482758621\textwidth}}
Quality\tabcellsep Thickness\\
Asphalt (\%)\tabcellsep (\end{longtable} \par
 
\caption{\label{tab_5}Table 5 :}\end{figure}
 \begin{figure}[htbp]
\noindent\textbf{} \par 
\begin{longtable}{P{0.839935414424112\textwidth}P{0.010064585575888052\textwidth}}
iv.\tabcellsep Conclusions\\
\multicolumn{2}{l}{1. Permeable asphalt pavement mixture for Cantabro}\\
\multicolumn{2}{l}{test we can see that optimum Buton Natural Asphal}\\
\multicolumn{2}{l}{for the coarse aggregate Quarsite Dolomite stone it}\\
\multicolumn{2}{l}{was bigger porous when quality asphalt 3\%. Loss}\\
\multicolumn{2}{l}{weight Cantabro 77.10\% correlation with quality}\\
\multicolumn{2}{l}{asphalt 3\%, loss weight Cantabro 32,34\%}\\
\multicolumn{2}{l}{correlation with quality asphalt 3.5\%, loss weight}\\
\multicolumn{2}{l}{Cantabro 14,56\% correlation with quality asphalt}\\
\multicolumn{2}{l}{4\%, Loss weight Cantabro 12,24\% correlation with}\\
\multicolumn{2}{l}{quality asphalt 4.5\% and loss weight Cantabro}\\
\multicolumn{2}{l}{9,70\% correlation with quality asphalt 5\%.}\\
\multicolumn{2}{l}{2. Unconfined Compressive Strength, Modulus}\\
\multicolumn{2}{l}{elasticity 146.543 and ratio poisson 0.095831 for}\\
\multicolumn{2}{l}{asphalt 3\%, Modulus elasticity 93.452 and ratio}\\
\multicolumn{2}{l}{poisson 0.268231 for asphalt 3,5\%, Modulus}\\
\multicolumn{2}{l}{elasticity 91.450 and ratio poisson 0.206009 for}\\
\multicolumn{2}{l}{asphalt 4\%, Modulus elasticity 26.502 and Poisson}\\
\multicolumn{2}{l}{rasio 0.384759 for asphalt 4,5\%, and Modulus}\\
\multicolumn{2}{l}{elasticity 32.119 and Poisson rasio 0.778059 for}\\
asphalt 5\%.\tabcellsep \\
3.\tabcellsep \end{longtable} \par
  {\small\itshape [Note: Testing Multilayer Soil-Rigid-Asphalt iii. Analysis Multilayer using Software EverStressFE E © 2016 Global Journals Inc. (US) 11. Firdaus Chairuddin, et.al. 2014. Climate Change Implications for Permeable Asphalt Pavement Used Quarsite Dolomite Stone (Quarsite Dolomite) on]} 
\caption{\label{tab_7}}\end{figure}
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\end{document}
