The Muller F element (4.2 Mb, ~80 protein-coding genes) is an unusual autosome of Drosophila melanogaster; it is mostly heterochromatic with a low recombination rate. To investigate how these properties impact the evolution of repeats and genes, we manually improved the sequence and annotated the genes on the D. erecta, D. mojavensis, and D. grimshawi F elements and euchromatic domains from the Muller D element. We find that F elements have greater transposon density (25–50%) than euchromatic reference regions (3–11%). Among the F elements, D. grimshawi has the lowest transposon density (particularly DINE-1: 2% vs. 11–27%). F element genes have larger coding spans, more coding exons, larger introns, and lower codon bias. Comparison of the Effective Number of Codons with the Codon Adaptation Index shows that, in contrast to the other species, codon bias in D. grimshawi F element genes can be attributed primarily to selection instead of mutational biases, suggesting that density and types of transposons affect the degree of local heterochromatin formation. F element genes have lower estimated DNA melting temperatures than D element genes, potentially facilitating transcription through heterochromatin. Most F element genes (~90%) have remained on that element, but the F element has smaller syntenic blocks than genome averages (3.4–3.6 vs. 8.4–8.8 genes per block), indicating greater rates of inversion despite lower rates of recombination. Overall, the F element has maintained characteristics that are distinct from other autosomes in the Drosophila lineage, illuminating the constraints imposed by a heterochromatic milieu.

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In 1998 eight test lanes of ultrathin whitetopping (UTW) were constructed over existing hot-mix asphalt (HMA) pavements at FHWA’s Accelerated Loading Facility (ALF) located at the Turner-Fairbank Highway Research Center in McLean, Virginia. Various combinations of thicknesses, joint spacings, fiber reinforcement, and types of HMA base were used. In spring 2000 the loading experiment of these pavements was completed, and the analysis of behavior and performance was begun. A summary of some of the pavement distresses observed at the ALF is presented, and hypothesized failure mechanisms are identified, providing an addition to the state of the knowledge with respect to the actual life cycle of UTW pavements.