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Introduction To Traverse Correction
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’.
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.
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
Azimuthal Bearings
GPS1 0 0.000 0
A Sample
Sheet for
an Open
Traverse
GPS3 57 21 17.96225 669.6575467 563.871 361
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.
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
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.
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.
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.
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.
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.
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
Bowditch Method
: Named after the distinguished American navigator, Nathaniel Bowditch
These corrections are based on the assumption that:
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.
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.
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.
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.
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.
D – Respective Departure
∑S - Sum of Lengths
S – Respective length
Further, the Corrected Readings are calculated to be obtained as per the table.
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.
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 Final Delta Values of Departure and Latitudes are then added to the originally obtained
Co-ordinated to get the Adjusted Final Co-ordinates.
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.
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.
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.