We determined genetic variance and gene flow across multiple scales (reaches, tributaries, and catchments) to examine the dispersal ability of the caddisfly, Neothremma alicia in streams along the Wasatch Range in the Rocky Mountains of Utah. Neothremma alicia is one of the most abundant caddisflies in this region. We generated DNA sequence data (mitochondrial COI) from 34 reaches, nested in 15 tributaries distributed across 3 adjacent catchments. We identified 47 haplotypes from a total of 486 individuals. The most abundant haplotype (H1) was found at all sites/reaches and comprised 44% of the total number of individuals sequenced. The remaining rare haplotypes (46) were recently derived from the dominant, H1 haplotype. All of the rare haplotypes were restricted to a single catchment with 81 % restricted to either a single tributary or to two adjacent tributaries. We found the largest FST values among tributaries and the smallest FST values between reaches within tributaries suggesting that dispersal and gene flow is largely confined to within tributaries. This result supports the observation that aerial adults commonly crawl and fly along the stream corridor, especially in deeply incised valleys of mountainous regions. Our analyses show that this population has experienced a bottleneck that may have reduced population genetic variance from many haplotypes to one single dominant haplotype, H1. The rare haplotypes may have diverged since the bottleneck from the H1 haplotype and thus, have not had time to disperse outside their catchment and in most cases outside their specific tributary. Our analyses indicated that the bottleneck took place between 1,000 and 10,000 years ago. Thus, it appears that most rare haplotypes have been unable to colonize outside of the tributary they originated in for around 1,000 years.

Submitted by Filipe dos Santos (fsantos@pucsp.br) on 2018-10-19T11:51:51Z No. of bitstreams: 1 Rafael Emídio Murata Rodrigues.pdf: 1071545 bytes, checksum: 468e0f7e27e278e12eed0dd52f4198cc (MD5) / Made available in DSpace on 2018-10-19T11:51:51Z (GMT). No. of bitstreams: 1 Rafael Emídio Murata Rodrigues.pdf: 1071545 bytes, checksum: 468e0f7e27e278e12eed0dd52f4198cc (MD5) Previous issue date: 2018-08-30 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / In our lives, we constantly move in streets and neighborhoods. In general, we consider time and (or distance) when planning the route. However, their solutions may face complex problems arising from the different possibilities of solutions. Similar to route planning, the Vehicle Routing Problem was introduced by George B. Dantzig and John H. Ramser in 1959 and consists of delivering gasoline to several fuel stations; at first a mathematical proposal, later became an algorithmic approach, for planning of routes of delivery of products in an optimized way (searching the "shortest path"). Although, during the search of shortest path, they are limited to the use of the streets. In this context emerges the Human Routing Problem, such an approach is not limited to streets, but makes use of all possible paths, by vehicles and humans. Such a problem can be observed in route planning at airports, museums and a supply chain company that wants to optimize the route of delivery of its products and increase customer satisfaction. Based on the Vehicle Routing Problem, the Human Routing Problem will be proposed. Its problematic will be demonstrated in a prototype, capable of assisting in the planning of human routes and three use cases. Ideas of Human Routing Problem had inspiration in the collective foraging insects / Na nossa vida, nos locomovemos constantemente em ruas e bairros. Em geral, consideramos o tempo e (ou a distância), ao planejar a rota. Contudo, suas soluções podem enfrentar problemas complexos, decorrentes das diversas possibilidades de soluções. Semelhante a planejamento de rotas, o Problema de Roteamento de Veículos foi introduzido por George B. Dantzig, e John H. Ramser em 1959 e consiste em entregar gasolina diversos postos de combustível; a princípio uma proposta matemática, mais tarde tornou-se uma abordagem algorítmica, para planejamento de rotas de entrega de produtos de forma otimizada (buscando o “menor caminho”). Embora, durante a busca de menor caminho, limitam-se ao uso de ruas. Neste contexto emerge o Problema de Roteamento Humano, tal abordagem não se limita a ruas, mas faz uso de todos os caminhos possíveis, por veículos e humanos. Tal problemática, pode ser observada nos planejamentos de rotas em aeroportos, museus e em uma empresa de supply chain que deseja otimizar a rota de entrega dos seus produtos, e aumentar a satisfação dos seus clientes. Tomando como base central, o Problema de Roteamento de Veículos será proposto o Problema de Roteamento Humano. Sua problemática, será demonstrado em um protótipo, capaz de auxiliar no planejamento de rotas humanas e três casos de uso. As ideias do Problema de Roteamento Humano tiveram inspiração no forrageamento dos insetos coletivos