TRAVERSE

Learning Objectives:

After the completion of the chapter, students should be able to:

 explain the fundamental concepts of traversing, including the purpose and methods of
traverse surveys in civil engineering projects,
 gain proficiency in calculating angles, distances, and coordinates using traverse data, and
 develop the ability to analyze traverse data to create accurate site plans and maps.
1 TRAVERSE
A Traverse is a succession of straight lines along or through the area to be surveyed. The directions
and lengths of these lines are determined by measurements taken in the field.

A traverse is currently the most common of several possible methods for establishing a series or
network of monuments with known positions on the ground. Such monuments are referred to as
horizontal control points and collectively, they comprise the horizontal control for the project.

Traversing is process of measuring the lengths and directions of the lines of a traverse for the purpose
of locating the position of certain points.

Traverse station is Any temporary or permanent point of reference over which the instrument is set
up. It is usually marked by a peg or a hub driven flush with the ground and identified by consecutive
letters or numbers as the survey progresses.

Traverse lines are Lines connecting traverse station and whose lengths and directions are
determined.

1.1 KINDS OF TRAVERSE

A. Closed Traverse
 the lines return to the starting point, thus forming a closed figure
 Provides checks on the observed angles and distances
 Used extensively in control, construction, property and topographic survey
B. Open Traverse
  consists of a series of lines that are connected but do not return to the starting point or
close upon a point of equal or greater order accuracy
 should be avoided because they offer no means of checking for observational errors
and mistakes

1.2 SOURCES OF ERROR IN TRAVERSING

A. Poor selection of stations, resulting in bad sighting conditions caused by
i. alternate sun and shadow
ii. visibility of only the rod’s top
iii. line of sight passing too close to the ground
iv. Lines that are too short
v. Sighting into the sun
B. Errors in observations of angles and distances
C. Failure to observe angles an equal number of times direct and reversed.

1.3 MISTAKES IN TRAVERSING

 Occupying or sighting on the wrong station
 Incorrect orientation
 Confusing angles to the right and left
 Mistakes in note taking
 Misidentification of the sighted station

2 TRAVERSE TYPES

2.1 INTERIOR ANGLE TRAVERSE

Sample Problem:

The interior angles of a five-sided close traverse were measured as show in the figure. If all observed
angles are assumed to be correct, determine the interior angle at C.

Also determine the bearing of each line if the bearing of line AB is N 15° 30’ E. Tabulate values
accordingly.
Solution:

First, we need to compute the missing angle at C. We can solve this problem by knowing
that the total internal angle of a closed polygon is equal to:

= ( − 2)180°

where = the number of sides of polygon

Therefore, our problem gives us:

= ( − 2)180°
= (5 − 2)(180°)
= 3 × 180°
= 540°

With this, we can figure out θ by:

540° = θ + θ + θ + θ + θ
540° = 118°30 + 95°33 + θ + 134°10 + 140°50

= °

With the complete data, we can proceed with the computations. We should make a tabulation of
the data:

LINE BEARING
A–B N 15° 30’ E
B–C
C–D
D–E
E–A
Since the bearing of AB is given, we can compute the bearing of BC. Let’s focus on traverse
station B. Draw the “free-body-diagram” for analysis by approximating the line BC to its correct
position.

We need the bearing of BC, β . We can formulate an equation:

 θ =β +β
95°33 = 15°30 + β
β = 80°3

The acute angle result shows that our assumption of its position is correct. Then determining
the quadrant will give us:

= °

LINE BEARING
A–B N 15° 30’ E
B–C S 80° 3’ E
C–D
D–E
E–A
Continuing with the solution, we can calculate the bearing of CD by focusing on traverse
station C:

This diagram gives us the following equation:

180° = β +θ +β
180° = 80°3 + 50°57 + β
β = 49°

Since β is an acute angle,

= °

LINE BEARING
A–B N 15° 30’ E
B–C S 80° 3’ E
C–D S 49° 0’ W
D–E
E–A
 Repeating this method will give us the following final result:

LINE BEARING
A–B N 15° 30’ E
B–C S 80° 3’ E
C–D S 49° 0’ W
D–E N 85° 10’ W
E–A N 46° 0’ W

One way to check your answer is to use traverse station A. If β satisfies the interior angle
calculation of A, then the answers are correct.

Take note that some bearings shown on the diagrams are the “Back Bearings”.

LINE BEARING BACK BEARING

A–B N 15° 30’ E S 15° 30’ W
B–C S 80° 3’ E N 80° 3’ W
C–D S 49° 0’ W N 49° 0’ E
D–E N 85° 10’ W S 85° 10’ E
E–A N 46° 0’ W S 46° 0’ E

3 TRAVERSE COMPUTATION
Because no measurement is perfect, it is most unlikely that the raw traverse data will “close” exactly.
This means, for example, that the given or assumed coordinates of the starting point in a loop
traverse will not be precisely the same as the position or coordinates of that point as computed
from the raw field data. (See Figure 3)

A : Coordinates given or assumed

A’ : Coordinates computed from field data

Figure 3. Error of closure in a loop traverse. Starting at

station A and following the measured distances and angles
around the traverse, you would be unlikely to wind up
exactly on point A again.

If the discrepancy or error of closure exceeds some specified or acceptable limit, the field
measurements will have to be repeated. But if the error of closure is acceptable, it is then necessary
to adjust the traverse so the it closes perfectly, with complete geometric consistency. For example,
in Figure 3, the field data would be adjusted so that the traverse “closes” and position A’ = position
A. This process of adjusting or closing the traverse ensures that the station coordinates will be as
accurate as possible. Traverse adjustment is also important for land or boundary surveys because
legal descriptions of property must have no geometric inconsistencies.
4 TRAVERSE ADJUSTMENT
The computations for adjusting and closing a traverse can be summarized in six basic steps, as
follows:

1. Compute the angular error and adjust the angles.

2. Compute course bearings or azimuths.
3. Compute course latitudes and departures.
4. Determine the error of closure and accuracy; if unacceptable, move to step 5.
5. Adjust course latitudes and departures.
6. Compute the corrected Length and Bearing.

In addition to these steps, a boundary traverse would include computation of the enclosed
area, as well as computation of the final bearings and lengths of the courses that result from the
adjustment of the traverse (in the preceding step 5). The area as well as the final boundary lengths
and directions, is needed for a legal property description.

Figure 4 illustrates a sketch of a loop traverse, along with the raw, or unadjusted, field data.
A sketch of a traverse should always be drawn as a guide to computation, showing the names of
each traverse stations. If it is plotted to scale, it can serve as a visual check against major blunders
in the survey.

Figure 4. An example of a loop traverse showing the original (unadjusted) field data.

The step-by-step procedure for the computation and closure of the traverse shown in Figure 4 is
listed and described as follows:

4.1 COMPUTE THE ANGULAR ERROR AND ADJUST THE ANGLES.

Station Field Angles
A 64° 53’ 30”
 B 206° 35’ 15”
C 64° 21’ 15”
D 107° 33’ 45”
E 96° 38’ 45”
Sum = 540° 02’ 30”
Total angular error = 540°02 30" - 540°00'00
00°02′30"

And therefore, the error per angle:

2 30 150
= = 30
5 5
For average work with a 1-minute vernier transit, an error of 1 minute per angle, or less, would
generally be allowed; we can assume, then, that the angular measurement for this traverse is
acceptable. (For precise work with a transit, the total error should generally not exceed ±30 √ ,
where is the number of angles.)

The angles of the traverse may be adjusted by applying the same correction to each angle;
the correction is the error per angle, with the opposite sign. This procedure assumes that the chance
of error was the same for each measurement (Remember the most probable value). Because the
sum exceeds 540° and the error is positive, a negative correction of 30 seconds should be used
here, as follows:

Station Field Angles Correction Adjusted Angles

A 64° 53’ 30” - 30” 64° 53’ 00”
B 206° 35’ 15” - 30” 206° 34’ 45”
C 64° 21’ 15” - 30” 64° 20’ 45”
D 107° 33’ 45” - 30” 107° 33’ 15”
E 96° 38’ 45” - 30” 96° 38’ 15”
Sum = 540° 00’ 00” (Check)

4.2 COMPUTE COURSE BEARINGS OR AZIMUTH

Using the adjusted internal angles, compute the bearing per line given that the bearing of
line DE is S 81° 42’ 15” E:

Station Adjusted Angles Line Bearing

A 64° 53’ 00” AB S 79° 49’ 00” W
B 206° 34’ 45” BC N 73° 36’ 15” W
C 64° 20’ 45” CD S 9° 15’ 30” E
D 107° 33’ 15” DE S 81° 42’ 15” E
E 96° 38’ 15” EA N 14° 56’ 00” E

4.3 COMPUTE COURSE LATITUDES AND DEPARTURES

The latitude of a traverse course is simply the Y-component of the line in a rectangular XY
coordinate system. In surveying, the Y axis is usually taken as the north–south meridian axis. A
latitude, then, may also be defined as the projection of a traverse course onto the north–south axis
of the survey. From basic right-angle trigonometry, it is computed as the product of the course
length and the cosine of the bearing angle :
 β=

β=
ℎ
∴ Latitude = Length × cos β

β=
ℎ
∴ = ℎ × β

The departure of a traverse course is simply the X component of the line in a rectangular XY
coordinate system. The X axis is usually the same as the east-west axis of the survey. A departure,
then may also be defined as the projection of a traverse course onto the east-west axis. From right-
angle trigonometry, it is computed as the product of the course length L and the sine of the bearing
angle β.

Sign Convention If the traverse course has a northerly (N) bearing, its latitude will have a
positive sign (+); a positive latitude is sometimes called the northing of the line. If the course has a
southerly (S) bearing, its latitude will carry a negative (-) sign; it may also be called the southing of
the line.

If a line has an easterly (E) bearing, its departure will have a positive sign; a positive departure
may be called the easting of the line. If the line has a westerly (W) bearing, its departure will be
negative; it may be called the westing of the line.

Line Bearing, β Length, L Latitude Departure

AB S 79° 49’ 00” W 690.88 -122.1465 -679.9966
BC N 73° 36’ 15” W 616.05 173.8935 -590.9980
CD S 9° 15’ 30” E 677.97 -669.1381 109.0760
DE S 81° 42’ 15” E 971.26 -140.1375 961.0970
EA N 14° 56’ 00” E 783.32 756.8644 201.8576

4.4 DETERMINE THE ERROR OF CLOSURE AND ACCURACY

Because a loop traverse begins and ends at the same point, the sum of the latitudes and the
sum of the departures should both be equal to zero. In other words, the northings should be equal
to the southings (but opposite in sign), and likewise, the eastings should equal the westings. But
because the field measurements are not perfect, it is unlikely that the sum of latitudes, or the sum
of departures, will be exactly zero.
 Line Bearing, β Length, L Latitude Departure
AB S 79° 49’ 00” W 690.88 -122.1465 -679.9966
BC N 73° 36’ 15” W 616.05 173.8935 -590.9980
CD S 9° 15’ 30” E 677.97 -669.1381 109.0760
DE S 81° 42’ 15” E 971.26 -140.1375 961.0970
EA N 14° 56’ 00” E 783.32 756.8644 201.8576
ΣΔ = −0.6642 ΣΔx = 1.0359
ΣLAT = −0.6642 ΣDEP = 1.0359
Some references use these notations:
= −0.6642 = 1.0359

The total error of closure is the horizontal distance between the starting point, A, and the
computed position of that point, A’. It may be determined from the following equation:

= ( ) +( )

For this example,

= (−0.6642) + (1.0359)

= 1.2306

Figure 4.4. Error of closure is computed from the error in departure and
error in latitude, using the Pythagorean theorem.

We also solve for the bearing angle of the linear error of closure using the following equation:
Σ
θ=
Σ
+1.0359
=
−0.6642
θ = −57°20′01"

The relative accuracy of the traverse is computed as follows, where P is the total traverse
length or perimeter:
3739.48
= 1: = 1: = 1: 3038.75817 ≈ 1: 3040
1.2306

For average land surveying with a vernier transit, an accuracy of about 1:3000 is typical. An
accuracy of at least 1:5000 would be required for third-order control traverse surveys. For this
example, we therefore consider that the accuracy is acceptable, and now proceed to adjust the
latitudes and departures so that the traverse will close exactly.
4.5 ADJUST COURSE LATITUDES AND DEPARTURES
There are several methods of traverse adjustment. The simplest are “approximate” procedures
called the compass (or Bowditch) rule and the transit rule. With the advent of numerous software
packages, a method called least squares adjustment can easily be applied. The least squares
method is most accurate. This allows the surveyor to “weigh” the control points. In other words, the
surveyor can apply or apportion more, or less, correction to their location, depending on the
certainty of the specific measurements.

The Compass Rule In this method, corrections are applied to the latitudes and departures in
proportion to the lengths of each of the courses. It is assumed that angles and distances have been
measured with equal precision (e.g., with transit and steel tape). Application of the compass rule
changes both the latitudes and departures in such a way that both the bearings and lengths of the
courses are slightly changed. A formula for this rule may be written as follows:

= =

where = correction to be applied to the latitude of any course

=correction to be applied to the departure of any course

= total closure in latitude

= total closure in departure

= length of any course

= total length of perimeter of the traverse

For line AB
690.88
= = −0.6642
3739.48
= −0.122714603 ≈ −0.1227
690.88
= = 1.0359
3739.48
= 0.191394597039857 ≈ 0.1914

Line Bearing, β Length, L Latitude Departure

AB S 79° 49’ 00” W 690.88 -122.1465 -679.9966 -0.1227 0.1914
BC N 73° 36’ 15” W 616.05 173.8935 -590.9980 -0.1094 0.1707
CD S 9° 15’ 30” E 677.97 -669.1381 109.0760 -0.1204 0.1878
DE S 81° 42’ 15” E 971.26 -140.1375 961.0970 -0.1725 0.2691
EA N 14° 56’ 00” E 783.32 756.8644 201.8576 -0.1391 0.2170
3739.48 ΣΔ = −0.6642 ΣΔx = 1.0359 -0.6642 1.0359

Take note that the sum of must be equal to the Σ or

Applying the corrections by subtracting from latitude and from departure:

Adjusted
Line Bearing, β Length, L Latitude Departure Latitude Departure
AB S 79° 49’ 00” W 690.88 -122.1465 -679.9966 -0.1227 0.1914 -122.0238 -680.1880
BC N 73° 36’ 15” W 616.05 173.8935 -590.9980 -0.1094 0.1707 174.0029 -591.1687
CD S 9° 15’ 30” E 677.97 -669.1381 109.0760 -0.1204 0.1878 -669.0176 108.8881
DE S 81° 42’ 15” E 971.26 -140.1375 961.0970 -0.1725 0.2691 -139.9650 960.8279
EA N 14° 56’ 00” E 783.32 756.8644 201.8576 -0.1391 0.2170 757.0035 201.6406
3739.48 ∑ = -0.6642 ∑ = 1.0359 -0.6642 1.0359 0.0000 0.0000

The sum of the adjusted latitude and adjusted departures should both equal to 0.

This means that our adjustments were applied correctly.

The Transit Rule In this method, corrections are applied to the latitudes in proportion to the lengths
of the latitudes and to the departures in proportion to the lengths of the departures. This rule is best
used for traverse surveys in which the angles have been measured with greater precision than the
distances. It changes the latitudes and departures in such a way that the lengths of the courses are
changed slightly, but the bearings remain almost the same.

A formula for the transit rule can be written as follows:

= × = ×
Σ|Lat| Σ
Where and = the error in latitude or in departure

Σ| | and Σ| | = the sum of latitudes and the sum of departures, without regard to
sign (absolute values)

and = the length of the particular course latitude or departure

For Line AB
−0.6642
= × 122.147
122.147 + 173.8935 + 669.138 + 140.138 + 756.8644
= −0.0435676608557316 ≈ −0.0436
1.0359
= × 679.997
679.997 + 590.998 + 109.076 + 961.097 + 201.8576
= 0.277009302068731 ≈ 0.2770

Line Bearing, β Length, L Latitude Departure

AB S 79° 49’ 00” W 690.88 -122.1465 -679.9966 -0.0436 0.2770
BC N 73° 36’ 15” W 616.05 173.8935 -590.9980 -0.0620 0.2408
CD S 9° 15’ 30” E 677.97 -669.1381 109.0760 -0.2387 0.0444
DE S 81° 42’ 15” E 971.26 -140.1375 961.0970 -0.0500 0.3915
EA N 14° 56’ 00” E 783.32 756.8644 201.8576 -0.2700 0.0822
3739.48 ΣΔ = −0.6642 ΣΔx = 1.0359 -0.6642 1.0359
Like the compass rule, the sum of must be equal to the Σ or

Applying the corrections by subtracting from latitude and from departure:

Adjusted
Line Bearing, β Length, L Latitude Departure Latitude Departure
AB S 79° 49’ 00” W 690.88 -122.1465 -679.9966 -0.0436 0.2770 -122.1029 -680.2736
BC N 73° 36’ 15” W 616.05 173.8935 -590.9980 -0.0620 0.2408 173.9555 -591.2388
CD S 9° 15’ 30” E 677.97 -669.1381 109.0760 -0.2387 0.0444 -668.8994 109.0315
DE S 81° 42’ 15” E 971.26 -140.1375 961.0970 -0.0500 0.3915 -140.0875 960.7055
EA N 14° 56’ 00” E 783.32 756.8644 201.8576 -0.2700 0.0822 757.1344 201.7754
3739.48 ∑ = -0.6642 ∑ = 1.0359 -0.6642 1.0359 0.0000 0.0000

The sum of the adjusted latitude and adjusted departures should both equal to 0.

This means that our adjustments were applied correctly.

4.6 COMPUTE THE CORRECTED LENGTH AND BEARING.

We can back solve the corrected length and corrected bearing of our lines using the following
equations:

ℎ= ′ + ′
′
=
′

For Line AB:

= (−122.1029) + (−680.2736)

= 691.0467

−680.2736
θ =
−122.1029
θ = 79.82949°
β = 79°49 46

Compass Rule Transit Rule

Line Length' Bearing' Length' Bearing'
AB 691.0467 79.82949 691.1449 79.82428
BC 616.2446 -73.5989 616.2985 -73.605
CD 677.821 -9.2443 677.7273 -9.25787
DE 970.9689 -81.7119 970.8654 -81.7038
EA 783.3986 14.91538 783.5597 14.92244
5 PROBLEM SET 02
1. Compute for the adjusted length and adjusted bearing of the following traverse. Use
Compass Rule and Transit Rule separately.

LINE DISTANCE (m) BEARING

AB 487.2 N 28° 16' 44.3061'' W

BC 587.8 N 50° 53' 25.6269'' E

CD 302.9 S 6° 7' 43.5625'' E

DE 552.1 S 75° 11' 39.9623'' E

EF 380.5 S 40° 28' 23.0037'' W

FA 541.5 S 82° 15' 39.2119'' W