## 1 Introduction  
The pavement community is actively using sustainable pavement options, such as extending pavement life to reduce life-cycle cost and work zones, increasing usage of recycled material, and industrial by-product, improving pavement surface characteristics for high skid resistance and low noise [1]. Open-graded friction course (OGFC) is a high permeable mixture used as a surface coat for good friction, and splash- and-spray reduction during rain storms. It also decreases the potential for hydroplaning and improve visibility by reducing glare from standing water on pavement [2; 3; 4; 5]. However, limitations with the use of such mixtures are much more affected by the relatively low strength and low stiffness. OGFC pavements typically fail by raveling. More specifically, the pavement fails when the asphalt binder ages and becomes brittle. Draindown, a separation of asphalt mastic from the course skeleton, can occur during storage or transport, which would result in a thin binder coating that is inadequate to prevent particles from being dislodged by traffic. The thin binder film can also age more rapidly, aggravating the raveling problem. Sometimes, the failure occurs when the pavement is only six to eight years old. Such a short life is difficult to accept [6; 7; 8]. In order to effectively reduce and prevent the occurrence of raveling damages in OGFC pavements, many researchers all over the world have conducted a large number of fruitful studies. [PERSON] et al. used different stabilizing additives (cellulose fibers, and styrene-butadiene-styrene (SBS)), and crumb rubber modifier (CRM) in a porous asphalt mixture. The results emphasized the importance of stabilizing additives in porous. Further, the results indicated that CRM or the combination of fibers and SBS were the most effective at increasing the abrasion resistance [9]; [PERSON] et al. investigated a new open-graded asphalt mixture that used epoxy asphalt as binder to improve mix durability. Results showed superior overall performance of the open-graded epoxy asphalt mix compared to conventional open-graded asphalt mix [10]. [PERSON] et al., conducted a material testing system fatigue test to investigate the fatigue performance of open graded friction courses modified with rock asphalt and rubber powder under different stress ratios. The results showed that modifiers, including natural rock asphalt and rubber powder, were added into OGFC could improve its fatigue performance [11]. [PERSON] used rubber aggregate to prepare pavement friction course material. The results indicated that the polymer-rubber aggregate modified porous concrete with the optimum replacing ratio of rubber aggregate to mineral aggregate had higher flexural strength and compressive strength than the ordinary polymer modified porous concrete with mineral aggregate [12]. The technologies of adding the modifier is an effective technique for prolonging the OGFC pavement service life. However, such type of modifier presents high cost that restricts its application in modifying paving asphalt. In the past few years, many studies have been conducted on alternative environmental friendly materials in OGFC to improve its mechanical properties. The use of industrial waste is a promising solution to minimize environmental pollution by sinking the accumulation of waste materials, which results in a reduction of the construction costs [13; 14; 15]. [PERSON] et al. investigated utilization of steel slag as an aggregate replacement in porous asphalt mixtures. It was observed that the use of steel slag could perform admirably during high traffic loading [16]. [PERSON] et al. used oil shale ash instead of partial mineral powder in the mixture to improve the high- and low-temperature properties of asphalt pavement [17]. In conclusion, investigating environmental and economic benefits, as well as mechanical performance of OGFC technology is the future of the pavement.