Software for Traverse Correction – Excel

Solution

Introduction to Traverse Correction

A Traverse consists of series of related points or stations, which when connected by angular and linear
values form a framework.

The Purpose of a traverse surveys is to control subsequent detail, i.e. Fixing of specific points to which
details can be relates. The accuracy of the control survey must be superior to that of the subsidiary survey.

Closed Traverse:
When a series of connected lines form a closed circuit, i.e. When the finishing point coincides with the
starting point, then it is called as a closed traverse. These closed traverse surveys have many applications
like fixing the boundaries of ponds, forests etc.

Open traverse:
When a sequence of connected lines extends along a general direction and does not return to the starting
point, it is known as ‘open traverse’ or ‘unclosed traverse’.

Traverse Correction Procedure

Present techniques used in traversing using total station as an open traverse. The steps are as described
below.

GPS pair points are fixed at a convenient distance, approximately about 3 to 5km. Care has to be taken that
the pair of GPS points is fixed at a reliable distance (at least 60m is advised for better results) and on good
monuments. These points are fixed in such a way that they are clearly inter visible and should cater for
placing the total station firmly on the GPS stations,
Total station is to be checked for its calibration, prism constants for the prisms to be set in the instrument
to avoid errors.

Total station is then used to conduct the traverse between the GPS points. This type of traverse ensures
that the survey is started from a known pair of points and is closed on known pair of points. Care has to be
taken that the last bearing is also taken for correcting the Adjustment.

There are several methods to correct the traverse adjustments. However, in most of the cases Bowditch
rule is considered to bethe most reliable. The other methods like transit method, Crandall method, Least
Square Methods are used very rarely. The most accurate method which is known as a adjustment
correction by the least square method is used when the accuracy required is very high. This method finds
itself applicable in the projects like tunnel works and works warranting for a higher the accuracy.

Traverse CorrectionModule in ESurvey CADD Software

“Traverse Correction” Module of ESurvey CADD is both excel based and CAD-based solution to fix the
closing error encountered while plotting survey data error by distributing the error among the points by
adopting a process called Traverse Correction, and generates detailed calculations. In this module, based
on the input data, the traverse correction can be done by Bowditch, Transit or Crandall’s Least Square
Methods. To know more about the software for Traverse Corrections, Please click the links below.

Traverse Correction – Open Traverse (http://esurveying.net/land-survey/open-traverse-correction-

coordinates-bowditch-rule-excel-macro)
Traverse Correction – Closed Traverse (/land-survey/traverse-correction-angle-distance-bowditch-
rule-excel-macro)
Traverse Correction – In CAD Package (/land-survey/open-traverse-correction-angles-and-distances-
bowditch-rule-excel-macro)

Bowditch Method of Traverse Adjustment

This method is widely used for Closed and open traverses. Open Traverses means that the starting and
closing station is fixed with known Co-ordinates. Fixing up of known co-ordinates is generally done by using
DGPS.

A Traverse is run between these two fixed points and then for errors Adjustments are done.

To understand the method of adjustment, it is required to know the concept of vector geometry. The
Departures and Latitudes between 2 points are established. These calculations are done for each leg of the
traverse until the Last station, and are tabulated.

Azimuthal Bearings

Leg Degrees D M S Length Departure Latitude

AB 45 45 0 0 514.63 363.898 363.898

BC 90 90 0 0 341.36 341.360 0.000

CD 180 180 0 0 324.15 0.000 -324.150

DE 210 210 0 0 462.37 -231.185 -400.424

EF 300 300 0 0 386.44 -334.667 193.220

FA 320.267 320 16 0 217.42 -138.977 167.203

A Sample Sheet for a Closed Traverse

Azimuthal Bearings

Line Degrees D M S Length Departure Latitude

GPS1 0 0.000 0.000

T2/1 46.878 46 52 40.7359 760.4648097 555.063 519.819

T2/2 83.928 83 55 40.90701 832.8605051 828.188 88.098

T2/3 22.891 22 53 27.81098 430.3638208 167.403 396.471

T2/4 63.435 63 26 5.927245 827.4377249 740.083 370.041

T2/5 53.746 53 44 45.67668 655.5402763 528.630 387.664

T2/6 341.175 341 10 29.85225 409.5706189 -132.16 387.662

T2/7 14.826 14 49 33.54887 309.8745176 79.292 299.558

T2/8 88.047 88 2 49.24925 775.775627 775.325 26.438

 A
Sample
Sheet
for an
Open
Traverse

GPS3 57 21 17.96225 669.6575467 563.871 361.235

57.355

Calculation of Latitude and Departure

Azimuth
: These are the bearings of a Line at a point where the angles are measured From North and Clockwise.
These angles need to be calculated or recorded in order to compute the adjustments.
Sum of the total Departures and Latitudes will give the Error in closure. This needs to be adjusted. This
Error is adjusted by dividing the Error by total Length and then multiplying with the respective distance (Leg
Length).

It may be noted that the same principle is applied even when it is an open traverse, only the difference
being that the final known co-ordinates are compared to achieved co-ordinates for establishing the error.

Transit (Wilsons) Method of Traverse Adjustment

This method is also widely used for Closed and Open Traverses. It is almost similar to Bowditch Method.
However, the Adjustment of Error is done by dividing the error by the sum of the Departures/Latitudes (Only
Positive Values are to be considered, even in case of negative departures) and multiplied by respective
departures and Latitudes. It is very important to note that since Departures and latitudes are considered as
positive, the errors will change their operator.

While distributing the error, it is very important to check for the positive and negative errors and accordingly,
the errors are distributed.

For example, Say Error in departure is negative, and then all the corrections are to be tabulated as negative
values and vice versa.

Corrections

X Y Delta D Delta L Departure Latitude

0 0 -0.11071 0.0635424 363.78729 363.96154

363.898 363.898 -0.10385 0 341.25615 0

705.258 363.898 0 0.0566017 0 -324.0934

705.258 39.748 -0.07033 0.0699204 -231.2553 -400.3541

474.073 -360.676 -0.10182 0.0337393 -334.7688 193.25374

139.406 -167.456 -0.04228 0.0291963 -139.0193 167.2322

0.429 -0.253

A Sample Sheet for showing the Departure and Latitude error distribution

Here we can see that The Error in Departure is 0.429, and hence it has been considered as negative and
also in the Delta D column, it can be observed that all the corrections are negative so that the sum of these
will result in - 0.429. In the similar approach Delta L, corrections for the Latitudes are calculated and
tabulated. These Corrections are then added to the actual departures and latitudes to get the corrected
departures and Latitudes. Further, Final co-ordinates are calculated based on these corrections.

Crandall, Least Square Method of Adjustment

This method is more rigorous method to find the Corrected Departures and Latitudes. This is based on the
principle of Probable error by Length and probable error by Squares and roots of lengths.

Initially, the actual departures and Latitudes are calculated based on the Sine and cosine rules. However,
there is a condition that if the sum of Departures is greater than the sum of Latitudes then the operator sign
changes.

Calculation of a constant factor termed as “K1 and “K2”

are obtained by solving the simultaneous equations

These Constants are then substituted to get the Partial Co-ordinates. A sample of the same is as shown
below.

Further the probable errors for Squared and roots are estimated as follows. Initially the Constants K1 and
K2 are recalculated by solving the simultaneous equations as shown.

These are substituted to get the Delta values shown below.

These Final Delta Values of Departure and Latitudes are then added to the originally obtained Co-ordinated
to get the Adjusted Final Co-ordinates.

Review on Least Square method.

Least square traverse adjustment is the determination of a set of traverse coordinates which makes the
sum of the squares of the residuals a minimum. The least-squares technique set out above requires at
least two points in the traverse network to have fixed coordinate values before a solution for the
corrections to the approximate coordinates of the other points can be determined. This constraining of the
network can also be achieved by holding one point fixed and the bearing of a traverse line fixed, as well as
these minimal constraints it is also possible to have additional fixed points and constrained bearings in the
network as well as distances and angles constrained to certain fixed values.

Constraining bearings, distances and angles in a traverse network to specified values means the following
equations must be satisfied.

Traverse adjustment by the method of Least Squares allows precision estimation of the adjusted
coordinates of traverse points as well as derived bearings and distances.

Least Squares is an adjustment technique founded on well-accepted principles of measurements and their
errors and is regarded as superior to all other methods of adjustment.

The Least Squares method of adjustment, Variation of Coordinates, outlined above is a systematic method
of determining the most likely values of traverse coordinates when the number of measurements exceeds
the number of unknowns, as happens in all closed traverses. The technique is adaptable to many surveying
applications such as Resections and Intersections, Triangulation and Trilateration schemes as well as
combinations of these and lends itself to computer solution.

The inclusion of constraints in the form of bearings, distances and angles add a degree of flexibility to this
well-proven adjustment process.

There are also other methods of traverse adjustment like the Smirnoff Method, Ormsby’s Method and axis
Scale Factor method.

The Following may be concluded with these methods.

1. Axis Scale Factor method, Ormsby’s, Crandall Least Square Method and Bowditch Rule, do not change
the Bearings drastically.
2. Axis Scale method has a greater effect on the Linear Values than any other method.

3. Transit Method has less effect on the bearings than Bowditch’s method

4. Transit Method has a greater effect on bearings when compared to Smirnoff’s method

5. The a maximum change in bearing occurs at 90 degrees to the closing error and thus has a maximum
linear correction

Application of different methods for adjustment in various practical problems.

Bowditch Method
: Named after the distinguished American navigator, Nathaniel Bowditch

These corrections are based on the assumption that:

1. All lengths are measured with equal care

2. All angles are taken with approximately the same precision

3. Errors are accidental

4. Total error on any side is directly proportional to the length of the traverse.

This is an approximate method but can be easily adapted for closing the traverse very easily. It is mostly
adapted in Road, Irrigation, Infrastructure and other projects where accuracy is not required to very high
precision.

Transit (Wilsons) Method

: No sound theoretical foundation since it is purely empirical

Not commonly used but best suited for surveys where traverse sides are measured by stadia or sub tensed
bar.

These corrections are based on the assumption that:

1. Angular measurements are more precise than linear measurements

2. Errors in traversing are accidental.

Crandall, Least Square Method: Least square traverse adjustment is the determination of a set of traverse
coordinates which makes the sum of the squares of the residuals a minimum.

This is a more rigorous method to achieve better Accuracy and is used in the projects where accuracy of
control points is of at most importance like Tunnels, Metro rail, etc.

Examples
The Following readings were observed in a traverse survey. Adjust the closing error with Bowditch, Transit
and Crandal’s the least square method.
Solution:
Step 1: Working out the basic calculations.

Find the Latitudes, Departures and Initial coordinates with assumed starting co-ordinates.

Departure = Sin (AzimuthalAngle) * Leg length

Latitude = Cos (AzimuthalAngle) * Leg Length

Considering the Starting co-ordinates other co-ordinates can be established by taking the cumulative sum
of the Departures and Latitudes. It may be noted that these calculations up to this stage are required for
adjusting the traverse by any method.

Step 2: Bowditch Method.

Sum of the total Departures and Latitudes will give the Error in closure. This needs to be adjusted. This
Error is adjusted by dividing the Error by total Length and then multiplying with the respective distance (Leg
Length).

Diagram represents the Angles and distances as per the table in the question.
Fig Showing the Closing Error at “A”

It can be observed in the zoomed figure that there is a closure error. By adding all the Departures and
Latitudes, these errors can be found. In this case, the error in Departure is +0.428 and - 0.254.

These errors need to be adjusted to obtain the final corrected readings using the Following Formulae.

With this formula, we can obtain the Delta Values in Departures and Latitudes for each Leg.

Delta D – Adjustment Factor

D – Respective Departure

∑S - Sum of Lengths
S – Respective length

The Figure below shows the results.

Further, the Corrected Readings are calculated to be obtained as per the table.

Step 2: Transit Method.

The Same Diagrams as shown in the Bowditch method can be referred for Transit method also.

Errors are adjusted using the following formulae.

Here we can see that instead of Lengths, Respective departures and Latitudes are used in the formula for
finding the Delta D and Delta L.
The Table shows the calculations and corrections based on the Transit (Wilsons’s) Rule. It may be noted
that the Delta D column has all negative values and the Delta L column shows all positive values the
Operators for the errors needs to be changed with opposite Signs in Transit Rule.

Step 2: Crandal’s Least Square Method

a. Estimation of Probable error with respect to Length

Calculation of a constant factor termed as “K1 and “K2” are obtained by solving the simultaneous
equations

These Constants are then substituted to get the Partial Co-ordinates. A sample of the same is as shown
below.
b. Further, the probable errors for Squared and roots are estimated as follows. Initially the Constants K1
and K2 are recalculated by solving the simultaneous equations as shown.

These are substituted to get the Delta values as shown below.

These Final Delta Values of Departure and Latitudes are then added to the originally obtained Co-ordinated
to get the Adjusted Final Co-ordinates.

Comparison of Final Results for the same Example

Summary and Conclusions of three methods of Adjustment

1. Axis Scale Factor method, Ormsby’s, Crandal’s Least Square Method and Bowditch Rule, do not change
the Bearings drastically.

2. Axis Scale method has a greater effect on the Linear Values than any other method.

3. Transit Method has less effect on the bearings than Bowditch’s method

4. Transit Method has a greater effect on bearings when compared to Smirnoff’s method

5. The maximum change in bearing occurs at 90 degrees to the closing error and thus has maximum linear
correction.

6. Crandal’s Least Square Method Does not change The Azimuthal Bearings.

In the comparison table, it can be observed on adopting the Crandal’s Least square the Corrected Azimuths
are exactly the same as that of Observed Azimuths.

BOWDITCH /COMPASS Rule

The compass rule is based on the assumption that all lengths were measured with equal care and all
angles taken with approximately the same precision. It is also assumed that the errors in measurement are
accidental and that the total error on any side of the traverse is directly proportional to the total length of
the traverse.

The compass rule may be stated as follows: the correction to be applied to the latitude or departure of any
course is equal to the total closure of latitude or departure, multiplied by the ratio of the length of the
course to the total length or perimeter of the traverse. These corrections are given by the following
equations.

TRANSIT RULE
The method of adjusting a traverse by the transit rule similar to the method using the compass rule. The
main difference is that with the transit rule the latitude and departure corrections depend on the length of
the latitude and departure of the course respectively instead of both depending on the length of the course.

The transit rule fits better which relies heavily on cardinal directions. The Bowditch rule inherits its
properties from the navigation.

CRANDAL’S LEAST SQUARE

This method is undoubtedly a more accurate and rigorous when compared to other two methods. This
adjustment is generally used for results requiring higher accuracy like Tunnel Projects, Metro Projects etc.

A Note on Open Traverses

Open traverse are those traverses which do not return back to the starting point.

These kinds of traverses are mostly done for Linear Running projects, Like Road, Canals, Railway Lines,
Power Lines Etc.

However, it is be noted that the starting and closing points are fixed with much accuracy, more repetitive
readings and at most care. Earlier these kinds of controls were fixed by Sun or Star observations and then
using the Solar Ephemeris Table. In the recent past, DGPS (Dual global positioning system) is used to fix
the control points accurately.
Further traverses are run between these known fixed points and the errors are adjusted by using any of the
methods as already explained.

Crandal’s Least Square is much superior when compared to Bowditch Rule, and Bowditch Rule is Superior to
Transit Rule when Mathematical solutions are sought.

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