Traverse adjustment:

A systematic approach
Ashish Kumar Kediya 1, Vivek Shankar2
1
Department of Mining Engineering, Indian School of Mines, Dhanbad-826004
2
Department of Mining Engineering, Indian School of Mines, Dhanbad-826004

Abstract: Traversing is basically associated with measuring the angles/bearings and

distances between set of points on the field using surveying instruments. However this
manual approach towards computation work is vulnerable to errors owing to a list of
reasons. The present paper attempts toward providing with a more coherent approach
for eliminating these errors through logical adjustments. In this regard several
adjustment methods have been prescribed and their authenticity totally depends upon
the closeness to the actual figure.
Keywords: traverse, mistakes, systematic errors, accidental errors, normal probability
curve, bowditch/transit method.
I. INTRODUCTION
Traversing is a method of establishing control points. It includes positioning of survey
stations along a line or path of travel, and then using the previously surveyed/observed
stations as a platform for surveying the next station.
Traversing has got a hand to play in geodetics, civil engineering, tunneling, surveying
engineering and is not aloof from particularly mining engineering, where it is used for
preparation of mine plans, water drainage plans, mine layouts etc. it has got an upper
hand over triangulation and trilateration in terms of accuracy. It also requires less
reconnaissance and organization. It does not even require a great deal of linear and
angular measurements to be taken rather only a few observations at each station.
II. TYPES OF TRAVERSES AND CLOSING ERROR
Traverses are of 3 kinds.
1. Open traverses.

2. Closed traverses.

3. Linked traverses.

Open traverse
Open or free traverse consists of a series of linked traverse lines which do not terminate
at the starting point itself and thus abstaining from giving a polygonal structure. It is
utilized in plotting a strip of land which can then be used to plan a route in road
construction0.

FIG.1. AN OPEN
TRAVERSE

Close or polygonal or loop traverse is a series of linked traverse lines where the
terminal points closes at the starting point thus forming a polygon. It is useful into
marking the boundaries of mines, lakes, ponds, etc. construction and civil engineers
utilize this practice for preliminary surveys designated area.

FIG.2. A CLOSED TRAVERSE

Linked
traverse
It is a traverse in which an open traverse is linked to a closed traverse or vice versa.

FIG.3. A LINKED TRAVERSE

Closi
ng errors
However most of the times a closed traverse FIG.4. CLOSING ERROR
actually does not close it does not imply that it is
an open traverse. It is due to a gap left behind
called the closing error or linear misclosure arising out of miscalculations or errors in

linear and angular measurements.

III. ERRORS AND THEIR SOURCES

Errors of measurements are of three kinds.

1. Mistakes.

2. Systematic errors.

3. Accidental errors.

Mistakes
Mistakes are errors arising out of inattention, inexperience, carelessness and poor
judgment or confusion in the mind of the observer. If a mistake is undetected it can
produce a serious effect on the final result. However there is no technical law that it
follows and so in case of occurrence of mistakes it has to be dealt with distributing
techniques.
Systematic errors
It is an error that under same conditions will always be of same size and sign. It follows
some definite mathematical or physical law and a correction can be determined or
applied. Such errors are of constant character and are regarded as positive or negative
according as they make the result too great or too small.
Their effect is cumulative and very serious too they arise generally due to errors in the
instrument itself or their improper alignment.
Accidental errors
These are errors which are totally beyond the ability of the observer to control. They
tend sometimes in one direction and sometime in the other. These errors differ in
between the true value of the quantity and the determination that is free from mistakes
and systematic errors. They follow the law of chance and hence must be dealt with
mathematical laws of probability.
IV. Theory of adjustment

For adjustment of closed traverses we follow approaches that bring the error (closing
error/error in area/error in perimeter) as close as possible to zero. The errors have been
classified according to the methods of adjustments.

FIG.5. CLASSIFICATION OF
ERRORS

Adjusting systematic errors

As we know that systematic errors follow certain mathematical law their adjustment is
possible by simple algebraic approaches.
1. Errors in distance measurements

Distance measuring instruments (chain, tape, optical/laser instruments) are quite prone
to errors and can give a biased distance reading. These may occur because of –
• The zero error of the scale
• Improper length of chain.
• Improper/unreadable markings on the tape.
• Optical/laser errors.
• Parallax errors.
• Errors due to temp./sag/ pull/slope etc.
These tend to produce error in distance measurement which is either fixed or varies
proportionately with the length measured.
Zero errors, improper length of chains or parallax produces a fixed error. While the rest
produce an error which increases proportionately with the distance measured. Whether
fixed or variable the error can be found out by direct measurement of a known distance
in the field.
a) Fixed errors

Supposing the fixed error to be ε. the coordinates of each point of the traverse can be
calculated using a mathematical approach.
The calculations have been made for a three point traverse but the result has been
generalized.

FIG.6. DISTANCE ERROR

Calculating the deviation along x-axis for point

(X2,Y2) i.e. δx2
δx2= [comp. of line a-B along x-axis-comp. of line a-
b along x-axis]
Assuming slope= tanθ2 to be the slope of the line a-b
Length of line a-b is d2.
δx2=(d2+ε)cosθ2-d2cosθ2
Or δx2=εcosθ2
x2 =X2- εcosθ2____________(1)
Similarly
y2=Y2-εsinθ2______________(2)
Proceeding with the same approach,
δx3=[comp of line a-B along x-axis+comp of line B-C along x-axis]-[comp. of line a-b
along x-axis+comp.of line b-c along x-axis]
δx3= [d2+ε]cosθ2+[d3+ε]cosθ3-d2cosθ2-d3cosθ3
δx3= ε[cosθ2+cosθ3]
x3=X3-ε[cosθ2+cosθ3]__________(3)
Similarly
y3=Y3-ε[sinθ2+sinθ3]__________(4)
From __(1),(2)(3),(4).
We can infer that the true coordinates of a traverse starting at benchmark (x 1,y1) is

b) Variable errors

Supposing the variable error to be

εi=k.di
Where k is the const. of proportionality and can be found in the field by measuring a
known distance.
Following a similar approach as for fixed errors,

2. Error in angle measurements.

Errors in angle measurements are rare and generally very small in magnitude but these
errors can produce drastic effects so they must be adjusted. Unlike the errors in
distance measurements, these errors are fixed and do not vary with the magnitude of
the angle to be measured.

FIG.7. ANGULAR ERROR

δx2=d2cos[θ2-δ]-d2cosθ2
Or δx2= d2[2.sin(δ/2)sin(θ2-δ/2)]
As δ is very small in comparison to the slope angle θ2
Therefore,
θ2-δ/2=θ2
And
sinδ/2=δ/2
So,
δx2= δ.d2.sinθ2
x2=X2-δ.d2.sinθ2
δx3= X3-x3
δx3=X2+d3cos(θ3-δ)-x2-d3cosθ3
Therefore
x3=X3-δ[d2.sinθ2+d3.sinθ3]
Similarly for
y3=Y3+δ[d2.cosθ2+d3.cosθ3]
Generalizing,

3. Error in both angle and distance measurement

If it is found that by independent measurements of known angles and distances that

there is an error in both angle and distance readings. The above mentioned procedures
can be applied to correct the readings but as the errors are mutually interdependent and
not exclusive (error in angle depends upon length which again contains an error and
vice-versa). Hence the order in which the corrections are applied becomes of utmost
importance.
An error analyses has shown that adjusting the distance error first followed by the
angular error produces an overall minimal error. Hence the coordinates should be
calculated by first adjusting the distance errors.

Adjustment of accidental errors and mistakes

The law that accidental errors follow can be depicted by the normal curve.

FIG.8. NORMAL PROBABILITY

CURVE

It shows that smaller the magnitude of error (positive or negative) greater is the
frequency of its occurrence. It also shows that the possibility of any error of very large
magnitude to occur is very low.
Similarly the mistakes follow no mathematical law and hence they are adjusted by
techniques of distribution.
The approximate methods that are followed to distribute these errors are:
 1. Graphical method

2. Bowditch method

3. Transit method

The graphical method

This method distribute the errors in such a way that the first point after the initial point
has least correction while the last point has the maximum correction applied to it which
is equal to the closing error.
For a five point traverse ABCDE which does not close as A and A’ do not coincide.

FIG.9. CLOSING ERROR

We draw a line ABCDEA’ with the lengths AB, BC, CD, DE and EA’ representing the
actual lengths of the traverse sides (a proper scale may be used).

FIG. 10.

Th
en we transfer the closing error (keeping the direction and the magnitude same) over
the line.
 FIG.11.

We then join the points A and A and also draw lines parallel to closing error AA’ as BB’,
CC’, DD’ and EE’. These line segments represent the errors respectively at stations B,
C, D and E.

FIG.12.

We can
transfer these errors now to the traverse (keeping the magnitude and direction fixed)
and we get the adjusted traverse.

FIG.13. ADJUSTED TRAVERSE

The adjustment should be such that the newly formed lines should not intersect their
respective counterparts (for example C’D’ must not intersect CD).
The bowditch method
It distributes the total error in such a way that the longest side of the traverse gets the
maximum correction while the shortest side the least.
(Correction in latitude/departure of any station)=

(Total error in latitudes/departures)*(length of that side)

(Perimeter of the traverse)

The Transit method

This method goes one step ahead and distributes the error in latitudes/departures in
such a way that the side having the maximum latitudes/departures gets the maximum
error correction.
(Correction in latitude/departure of any station)=

(Total error in latitudes/departures)*(latitude/departure of that side)

(Arithmetic sum of latitudes/departures)

V. COMPARISION OF METHODS-A CASE SUDY

In this section we try to compare the various methods for adjusting a traverse using a
traverse of Indian School of Mines campus. The basic notion of comparison is that the
correct and incorrect traverses were taken and the incorrect traverse was adjusted
using the methods:
1. Adjusting the systematic error first then applying bowditch distribution.

2. Adjusting the systematic error first then applying transit distribution.

3. Directly applying bowditch distribution.

4. Directly applying transit distribution.

The criteria for comparison of these methods were taken to be:

1. Closeness in area with the correct traverse.

2. Closeness in perimeter with the correct traverse.

3. Deviation of centroid with that of the correct traverse.

4. Rotation of the traverse from the correct traverse.

CORRECT AND INCORRECT

TRAVERSES

APPLYING CORRECTING SYSTEMATIC APPLYING TRANSIT

BOWDITCH DISTANCE ERROR DISTRIBUTION
DISTRIBUTION
 CORRECTING
SYSTEMATIC ANGULAR
ERROR CORRECTED
CORRECTED
TRAVERSE USING TRAVERSE USING
BOWDITCH TRAVERSE CORRECTED OF TRANSIT
DISTRIBUTION ONLY. SYSTEMATIC ERRORS DISTRIBUTION ONLY.

APPLYING BOWDITCH APPLYING TRANSIT

DISTRIBUTION DISTRIBUTION

CORRECTED TRAVERSE BY CORRECTED TRAVERSE BY

SYSTEMATIC ADJUSTMENT AND SYSTEMATIC ADJUSTMENT
BOWDITCH DISTRIBUTION. AND TRANSIT DISTRIBUTION.
CORRECT

TRAVERSE FIG.14. PROCEDURE OF

COMPARISON
STATION NO. NORTHING(m) EASTING(m) REMARKS
14. 2000.000 4000.000 BENCH MARK
1. 2000.4230 3956.5140
2. 1879.0044 3895.6140
3. 1875.3754 3829.0440
4. 1702.8590 3848.9580
5. 1642.0350 3897.9650
6. 1761.5130 3977.0220
7. 1701.9923 4023.8090
8. 1691.6320 4173.0900
9. 1698.1211 4128.4425
10. 1829.9910 4128.9940
11. 1854.3040 4178.0940
12. 1911.0783 4182.8080
13. 2014.3300 4166.6270

INCORRECT TRAVERSE
STATION NO. NORTHING(m) EASTING(m) REMARKS
14. 2000.000 4000.000 BENCH MARK
1’. 2005.2885 3962.3698
2’. 1875.4952 3893.3574
3’. 1807.3430 3813.1804
4’. 1727.8280 3836.4824
5’. 1661.9085 3879.2910
ε6’. 1785.3406 3953.4564
7’. 1716.2767 3995.7787
8’. 1694.3047 4045.1284
9’. 1695.9277 4138.1142
10’. 1830.7988 4104.4870
11’. 1850.9570 4157.0009
12’. 1897.2778 4122.0957
13’. 1999.9498 4095.5428
14’. 1995.5524 3969.6195

LINE COSθ SINθ LENGTH

14-1’ 0.1391 -0.9902 38
1’-2’. -0.8829 -0.4694 147
2’-3’. -0.6360 -0.7716 104
3’-4’. -0.9612 0.2756 84.8
4’-5’. -0.8386 0.5446 78.6
5’-6’. 0.8571 0.5150 144
6’-7’. -0.8526 0.5225 81
7’-8’. -0.4067 0.9135 54.02
8’-9’. 0.0174 0.9998 93
9’-10’. 0.9703 -0.2419 139
10’-11’. 0.3583 0.9335 56.25
11’-12’. 0.7986 -0.6018 58
12’-13’. 0.9681 -0.2503 106.05
13’-14’. -0.0349 -0.9994 126

CORRECTING DISTANCE ERROR

NCORRECT=NINCORRECT – ε[ ]

ECORRECT=EINCORRECT – ε[ ]

ε= -1.0 m
STATION NO. NORTHING (m) EASTING (m)
14 2000.0000 4000.0000
1’ 2005.4276 3961.3796
2’ 1874.7514 3891.8978
3’ 1805.9632 3810.9492
4’ 1725.4870 3834.5268
5’ 1658.7289 3877.8800
6’ 1873.0181 3952.5604
7’ 1713.1016 3995.4052
8’ 1690.7229 4045.6684
9’ 1692.3633 4139.6540
10’ 1828.2047 4105.7849
11’ 1848.7212 4159.2323
12’ 1895.8406 4123.7252
13’ 1999.4807 4096.9221
14’ 1995.0484 3969.9994

CORRECTING ANGULAR ERROR

NCORRECT=NINCORRECT –δ [ ]

ECORRECT=EINCORRECT + δ [ ]

δ=2o=0.0349c
STATION NO. NORTHING (m) EASTING (m)
14 2000.0000 4000.0000
1’ 2006.7753 3961.5689
2’ 1878.5237 3887.5267
3’ 1812.5630 3804.2475
4’ 1731.2615 3824.9469
5’ 1662.9905 3865.9704
6’ 1784.6735 3944.9881
7’ 1713.2618 3985.3930
8’ 1689.1290 4034.8752
9’ 1687.4894 4128.9179
10’ 1824.5127 4099.7897
 11’ 1843.1841 4153.9530
12’ 1891.5226 4120.0903
13’ 1996.0979 4096.9041
14’ 1996.0952 3969.8267

APPLYING BOWDITCH DISTRIBUTION TO TRAVERSE CORRECTED FOR

SYSTEMATIC ERRORS
LINE LENGTH( LAT.(m) DIP.(m) CORR. CORR. CORREC CORREC
m) TED TED
IN LAT. IN
(m) LAT.(m) DIP(m)
DIP.
(m)
14-1’ 39 6.7753 - 0.1150 0.8889 6.8903 -37.5422
38.4311
1’-2’. 148 - - 0.4366 3.3735 -127.8150 -70.6687
128.251 74.0422
6
2’-3’. 105 - - 0.3097 2.3933 -65.6510 -80.8859
65.9607 83.2792
3’-4’. 85.8 - 20.6994 0.2531 1.9557 -81.0484 22.6551
81.3015
4’-5’. 79.6 - 41.0235 0.2348 1.8144 -68.0362 42.8379
68.2710
5’-6’. 145 121.683 79.0177 0.4277 3.3051 122.0657 82.3228
0
6’-7’. 82 - 40.4049 0.2419 1.8691 -71.1698 42.2740
71.4117
7’-8’. 55.02 - 49.4822 0.1624 1.2541 -23.9704 50.7363
24.1328
8’-9’. 94 -1.6396 94.0427 0.2773 2.1426 -1.3623 96.1853
9’- 140 137.022 - 0.4130 3.1911 137.4363 -25.9371
10’. 3 29.1282
10’- 57.25 18.6714 54.1633 0.1688 1.3049 18.8402 55.4682
11’.
11’- 59 48.3385 - 0.1740 1.3448 48.5125 -32.5179
12’. 33.8627
12’- 107.05 104.575 - 0.3158 2.4401 104.8911 -20.4671
13’. 3 23.1862
13’- 127 -0.0027 - 0.3746 2.8948 0.3719 -124.1826
14’. 127.077
4

1323.72 -3.9051 -30.1733

CORRECTED TRAVERSE AFTER SYSTEMATIC ADJUSTMENT $ BOWDITCH
DISTRIBUTION
 STATION NO. NORTHING(m) EASTING(m)
14 2000.0000 4000.0000
1’ 2006.8903 3962.4578
2’ 1879.0753 3891.7891
3’ 1813.4243 3810.9032
4’ 1732.3759 3833.5583
5’ 1664.3397 3876.3962
6’ 1786.4054 3958.7190
7’ 1715.2356 4000.9930
8’ 1691.2652 4051.7293
9’ 1689.9029 4147.9146
10’ 1827.3392 4121.9775
11’ 1846.1794 4177.4457
12’ 1894.6919 4144.9278
13’ 1999.5830 4124.1817
14’ 1999.9549 3999.9991

APPLYING TRANSIT DISTRIBUTION TO TRAVERSE CORRECTED FOR

SYSTEMATIC ERRORS
LIN LENGTH( LAT.(m) DIP.(m) CORR. CORR CORREC CORREC
E m) . TED TED
IN LAT.
(m) IN LAT.(m) DIP(m)

DIP.
(m)
14- 39 6.7753 - 0.0301 1.4718 6.8054 -36.9593
1’ 38.4311
1’- 148 - - 0.5703 2.8356 -127.6183 -71.2066
2’. 128.251 74.0422
 6
2’- 105 - - 0.2933 3.1894 -65.6674 -80.0898
3’. 65.9607 83.2792
3’- 85.8 - 20.6994 0.3615 0.7927 -80.9400 21.4921
4’. 81.3015
4’- 79.6 - 41.0235 0.3036 1.5711 -67.9674 42.5946
5’. 68.2710
5’- 145 121.683 79.0177 0.5411 3.0262 122.2241 82.0439
6’. 0
6’- 82 - 40.4049 0.3175 1.5474 -71.0942 41.9523
7’. 71.4117
7’- 55.02 - 49.4822 0.1073 1.8950 -24.0255 51.3772
8’. 24.1328
8’- 94 -1.6396 94.0427 0.0073 3.6016 -1.6323 97.6443
9’.
9’- 140 137.022 - 0.6093 1.1155 137.6326 -28.0127
10’. 3 29.1282
10’- 57.25 18.6714 54.1633 0.0830 2.0743 18.7544 56.2376
11’.
11’- 59 48.3385 - 0.2149 1.2968 48.4634 -32.5659
12’. 33.8627
12’- 107.05 104.575 - 0.4650 0.8879 105.0403 -22.2983
13’. 3 23.1862
13’- 127 -0.0027 - 0.00001 4.8668 -0.002688 -122.2102
14’. 127.077 2
4

1323.72 878.0437 787.8407

CORRECTED TRAVERSE AFTER SYSTEMATIC ADJUSTMENT $ TRANSIT
DISTRIBUTION
STATION NO. NORTHING(m) EASTING(m)
14 2000.0000 4000.0000
 1’ 2006.8054 3963.0407
2’ 1879.1241 3891.8341
3’ 1813.4567 3811.7443
4’ 1732.5167 3833.2364
5’ 1664.5493 3875.8310
6’ 1786.7734 3857.8749
7’ 1715.6792 3999.8272
8’ 1691.6537 4051.2044
9’ 1690.0214 4148.8487
10’ 1827.6540 4120.8360
11’ 1846.4084 4177.0736
12’ 1894.8718 4144.5077
13’ 1999.9121 4122.2094
14’ 1999.9094 3999.9992

APPLYING BOWDITCH DISTRIBUTION DIRECTLY TO INCORRECT TRAVERSE

LINE LENGTH( LAT.(m) DIP.(m) CORR. CORR. CORREC CORREC
m) TED TED
IN LAT. IN
(m) LAT.(m) DIP(m)
DIP.
(m)
14-1’ 38 5.2885 - 0.1770 0.8673 5.4155 -36.7629
37.6302
1’-2’. 147 - - 0.5012 3.4225 -129.2921 -65.5899
129.793 69.0124
3
2’-3’. 104 - - 0.3535 2.4145 -67.7987 -77.7625
68.1522 80.1770
3’-4’. 84.8 - 23.3020 0.2876 1.9644 -79.2274 25.2664
 79.5150
4’-5’. 78.6 - 42.8086 0.2664 1.8190 -65.6531 44.6276
65.9195
5’-6’. 144 123.432 74.1654 0.4909 3.3521 123.9320 77.5175
1
6’-7’. 81 - 42.3223 0.2763 1.8753 -68.7882 44.1976
69.0645
7’-8’. 54.02 - 49.3497 0.1820 1.2428 -21.7900 50.5925
21.9720
8’-9’. 93 1.6230 92.9858 0.3158 2.1566 1.9388 95.1424
9’- 139 134.871 - 0.4737 3.2349 135.3448 -30.3923
10’. 1 33.6272
10’- 56.25 20.1582 52.5202 0.1896 1.2951 20.3478 53.8153
11’.
11’- 58 46.3208 - 0.1956 1.3361 46.5164 -33.5692
12’. 34.9053
12’- 106.05 102.672 - 0.3606 2.4625 103.0326 -24.0903
13’. 26.5528
13’- 126 -4.3974 - 0.4291 2.9302 -3.9383 -122.9931
14’. 125.323
3

1309.72 -4.4482 -30.3742

CORRECTED TRAVERSE AFTER APPLYING BOWDITCH DISTRIBUTION
DIRECTLY
STATION NO. NORTHING(m) EASTING(m)
14 2000.0000 4000.0000
1’ 2005.4155 3963.2371
2’ 1876.1234 3897.6472
3’ 1808.3247 3819.8847
4’ 1729.0973 3845.1511
 5’ 1663.4442 3889.7787
6’ 1787.3672 3967.2962
7’ 1718.5790 4011.4938
8’ 1696.7890 4062.0863
9’ 1698.7278 4157.2287
10’ 1834.0726 4126.8364
11’ 1854.4204 4180.6517
12’ 1900.9368 4147.0825
13’ 2003.9694 4122.9922
14’ 2000.0011 3999.9991

APPLYING TRANSIT DISTRIBUTION DIRECTLY TO INCORRECT TRAVERSE

LINE LENGTH( LAT.(m) DIP.(m) CORR. CORR. CORREC CORREC
m) TED TED
IN LAT. IN
(m) LAT.(m) DIP(m)
DIP.
(m)
14-1’ 38 5.2885 - 0.0269 1.4555 5.3154 -36.1747
37.6302
1’-2’. 147 - - 0.6612 2.6693 -129.1321 -66.3431
129.793 69.0124
3
2’-3’. 104 - - 0.3471 3.1011 -67.8051 -77.0759
68.1522 80.1770
3’-4’. 84.8 - 23.3020 0.4050 0.9013 -79.1100 24.2033
79.5150
4’-5’. 78.6 - 42.8086 0.3358 1.6558 -65.5837 44.4644
65.9195
5’-6’. 144 123.432 74.1654 0.6287 2.8686 124.0608 77.0340
 1
6’-7’. 81 - 42.3223 0.3518 1.6369 -68.7127 43.9592
69.0645
7’-8’. 54.02 - 49.3497 0.1119 1.9088 -21.8601 51.2585
21.9720
8’-9’. 93 1.6230 92.9858 0.0082 3.5966 1.6312 96.5824
9’- 139 134.871 - 0.6870 1.3006 135.5581 -32.3266
10’. 1 33.6272
10’- 56.25 20.1582 52.5202 0.1026 2.0314 20.2608 54.5516
11’.
11’- 58 46.3208 - 0.2359 1.3501 46.5567 -33.5552
12’. 34.9053
12’- 106.05 102.672 - 0.5230 1.0270 103.1950 -25.5258
13’. 26.5528
13’- 126 -4.3974 - 0.0224 4.8706 -4.3750 -121.0527
14’. 125.323
3

1309.72 873.1796 785.2822

CORRECTED TRAVERSE AFTER APPLYING TRANSIT DISTRIBUTION
DIRECTLY
STATION NO. NORTHING(m) EASTING(m)
14 2000.0000 4000.0000
1’ 2005.3154 3963.8253
2’ 1876.1833 3897.4822
3’ 1808.3782 3820.4063
4’ 1729.2682 3844.6096
5’ 1663.6845 3889.0740
6’ 1787.7453 3966.1080
7’ 1719.0326 4010.0672
8’ 1697.1725 4061.3257
9’ 1698.8037 4157.9081
10’ 1834.3618 4125.5815
11’ 1854.6226 4180.1331
12’ 1901.1793 4146.5779
13’ 2004.3743 4121.0521
14’ 1999.9993 3999.9994

VI. STATEMENT OF COMPARISION

AREA (A)=1/2[ i .Ei+1 – Ni+1.Ei]

CENTROID (CN)=1/6A.[ i .Ei+1 – Ni+1.Ei).(Ni+Ni+1)]

CENTROID (CE)=1/6A.[ i .Ei+1 – Ni+1.Ei).(Ei+Ei+1)]

METHOD OF DEVIATION IN DEVIATION IN DEVIATION AVG.

CORRECTION AREA FROM PERIMETER OF ROTATION
CORRECT FROM CENTROID FROM
TRAVERSE CORRECT FROM THAT CORRECT
(m2) TRAVERSE OF CORRECT TRAVERSE
(m) TRAVERSE
(m) (DEGREES.)
 SYSTEMATIC

ADJUSTMENT
FOLLOWED
BY 13717.8998 100.6603 4.8729 -3.1031

BOWDITCH
DISTRIBUTIO
N
SYSTEMATIC

ADJUSTMENT
FOLLOWED
BY 14016.6363 100.7313 4.8695 -3.1550

TRANSIT
DISTRIBUTIO
N
DIRECT
BOWDITCH
DISTRIBUTIO 15498.0834 115.3682 5.0572 -5.1047
N
DIRECT 15764.3624 115.2164 5.1312 -5.1517
TRANSIT
DISTRIBUTIO
N

VII. CONCLUSION
The prime objective of traverse adjustment is to approach as close as possible to the
original field traverse. However, this could be done through careful prospection of the
instruments and minimizing human carelessness. In case of occurrence of any error,
different methods could be followed depending upon the source of error. If mistakes and
accidental errors dominate, a probable approach would be adopting any of the
distributing methods. However, in case of occurrence of all three errors, the systematic
errors should first be negated through the proposed set of rules and then the remaining
errors must be combated in former way.