TRAVERSING AND

TRAVERSE
COMPUTATIONS
 INTERIOR ANGLE Fig. 34-1. Interior angle traverst.
TRAVERSE.

The interior angle traverse is used

principally in land surveying. An example
of this type of traverse is shown in Pigure
34-1. The angles formed between the
adjacent sides of the illustrated closed
figure are known as interior angles.
These are the angles at stations
A,B,C,D,E, and P.
 Fig. 34-1. Sample field notes for an interior angle
traverse.
Interior angles in a traverse can be measured
clockwise or counterclockwise, but clockwise is the
usual practice. For example, angles at stations A, B,
C, D, E, and P are measured between adjacent
stations. The measurement process involves setting
the instrument's horizontal circle to zero, sighting to
the left station, and then turning the instrument to
sight the right station to observe the angle. To
ensure accuracy, angles should be measured with
repetitions—half with the telescope in direct
position, and half in reverse. Notes are recorded, and
the sum of interior angles in a closed traverse should
equal (n-2) × 180°, where n is the number of sides,
providing a check for measurement accuracy and
error distribution.
To check the angular closure in a traverse, add the observed interior angles and
compare the sum with (n−2)×180∘(n-2) \times 180^\circ(n−2)×180∘. If there's an
error, adjust the angles by distributing the error equally at each station. Always
check the adjusted angles to ensure the sum matches the expected value. For
more accuracy, the exterior angle at each station can be measured as an
additional check.

To determine the bearings or azimuths of the traverse lines, use sketches of

the stations and known data. Distances between stations are measured with a
tape or EDM instrument, and the precision of these measurements should
match the angle measurement accuracy. Distances can be measured
concurrently with angles or separately, either before or after.
DEFLECTION ANGLE
TRAVERSE.

The deflection angle traverse is used

frequently for the location survey of
roads, railroads, pipelines, transmis-
sion lines, canals, and other similar
types of survey. It is employed to a
lesser extent in land surveys and
establishing controls for
hydrographic and in topographic
surveys. A deflection angle, as shown
in Figure 34-3, is a
horizontal angle measured clockwise
or counterclockwise from the
prolongation of the preceding line to
the succeed- ing line. Such angles
vary from 0 degrees to 180 degrees
and must be designated as right (R)
or left (L). station B, the deflection
angle is 20°18' (R); station C, the
deflection angle is 85°30'(L). Thus
and at at Fig. 34-4. Deflection angle
travesse.
A deflection angle traverse is run by occupying succes- sive traverse stations. In Figure 34-4,
the transit may first be set up at station A. A backsight is taken on station E, with the telescope
in direct position and the circle reading set to 0°00'. Then the telescope is plunged and a
sight is taken on station B by loosening and turning the upper motion, read and recorded.
The lower motion is loosened, the teles- and the value of the deflection angle is turned about
the vertical axis and again backsighted at station E. For the second time the telescope is
again plunged and sighted at station B with double the value of the angle now appearing on
the horizontal circle, and with the telescope back in direct position. The observed angle is
recorded as right or left, according to whether the upper motion is turned clockwise or
counterclockwise. Di- viding the total angle by 2 gives an average angle. This process of
turning the angle by double deflection elimi- nates all errors of adjustment and mistakes, and
also gives a greater precision of measurement. Figure 34-5 illustrates the field notes for a
deflection angle traverse.
For any closed traverse in which the sides do not
cross one another, the summation of the
deflection angles, sidering those turned to the left
as being opposite in sign to those turned to the
right, should equal to 360 degrees. or any odd
number of the lines cross, once, If, however, times,
the sum of the right deflection angles should
equal the sum of the left deflection angles. During
the execution of a deflection angle traverse, the
bearing of each line is computed from the
preceding line and is recorded as the calculated
bearing.
 this is checked by observing the magnetic bearing on the compass box. To determine the
forward azimuth of a succeeding line, a right deflection angle is simply added to the forward
azimuth of the preceding line; if a left deflection angle is observed, it is subtracted. The
pricipal advantages of running a traverse by de- flection angles are: azimuths are easily
computed from de- flection angles, the deflection angles are easy to plot, and these angles
are commonly used in the computation of circular curves for road and railroad surveys. A
distinct disadvantage, however, is the extreme care required when working with small
angles. Also, there is always the possi- bility of the notekeeper committing a mistake in
recording the direction of the deflection angle. Deflection angles are subject to grave errors if
the instrument used is not in proper adjustment. These errors may be larger or smaller than
their correct values depend- ing on whether the angle observed is to the right or left of the
prolongation of the preceding line. It is for this reason that deflection angles should always
be doubled or preferably quadrupled when measured. In so doing, most of the instrumental
errors are eliminated, and the second value of the angle provides a check on the first
observed value.
 ILLUSTRATIVE
PROBLEMS.
1. INTERIOR ANGLE TRAVERSE. The
interior angles of a five-sided closed
traverse (Fig. 34-6) were measured as
follows:

A 118°30' B = 95°33' C Not Measured

D=134°10' E = 140°50' Fig. 34-6.

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.

a) Determining the Angle at C.

b) Determining Bearing of Each Course.
c) Tabulated Solution.

2. INTERIOR ANGLE TRAVERSE. The observed angles of a closed traverse are as follows: A ,153^ prime prime 30^ prime
00^ prime prime 8.58 deg * 20' 20^ prime prime ; C ,i39^ * 19^ prime 00^ prime prime ; D, 78^ * 21 ^ 1 20^ prime prime
and E, 110 deg * 28' 00^ prime prime the closure the angles by that the angular error is of the same amount at each
station. Tebulete values accordingly.
solution:

a) Determining the Angular Error or Closure.

 c) Tabulated Solution

3. DEFLECTION ANGLE TRAVERSE. Following are the observed de- flection angles of a
closed traverse:
Compute the error of closure and adjust the angular values by assuming
that the error is the same for each angle. Tabulate values accordingly.
b). Adjusting the Deflection Angles.
c). Tabulated Solution
ANGLE TO THE RIGHT
TRAVERSE.
An angle to the right traverse is used when multiple details need to
be located from traverse stations, commonly in city, tunnel, and
mine surveys, or for topographic mapping. It can be either an open
or closed traverse. In this method, angles are measured clockwise
from the backsight on the back line to the forward line, ranging
from 0° to 360°. Observed field data is recorded similarly to that of
an interior angle traverse.
 In a right-angle traverse, the process begins by taking a
backsight on the previous station with the instrument set to
0° 0'. The instrument is then rotated clockwise, and a
foresight is taken to the next station, with the angle
recorded. This procedure is repeated at each station. To
improve accuracy, the angle is usually measured twice—
once with the telescope in the direct position and once in
the reversed position. This helps reduce errors and ensures
greater precision.

In a closed traverse, the sum of the angles to the right should equal (n + 2)
× 180° if the traverse is clockwise, where n is the number of sides. If the
traverse is counterclockwise, the sum of the angles equals (n - 2) × 180°.
To compute the azimuth of a succeeding line, add the recorded angle to
the right to the known azimuth of the preceding line, similar to the method
used in an interior angle traverse.
AZIMUTH TRAVERSE.
Azimuth angles are quickly and accurately measured
using a single setup of a transit or theodolite. These
angles are measured clockwise from either the north
or south end of a reference meridian, ranging from 0°
to 360°. Figure 35-2 illustrates a closed traverse where
azimuths are measured clockwise from the north end
of the meridian.
Figure 35-3 shows an azimuth traverse with angles measured from the south end of the meridian. Azimuth traverses
are commonly used in topographic and other surveys to locate details using angular and linear measurements. To
run an azimuth traverse, a reference meridian (magnetic, grid, assumed, or true) is required, with true or true south
typically used for important surveys.
 For less critical surveys, magnetic north or south can be used as reference directions for azimuths. In an azimuth
traverse, stations are occupied starting from a line with a known or assumed azimuth. For magnetic azimuths, the
initial setup defines the magnetic meridian. To orient the transit, set the outer circle to zero, release the compass
needle, loosen the lower clamp, and rotate the transit until the needle aligns with the north point. Then, tighten the
clamp and adjust the needle with the tangent screw, ensuring the transit is aligned with the magnetic meridian for
measuring azimuths.
The azimuth of each line in a traverse is determined from the preceding line. At each station, the transit is oriented by setting the
A-vernier to the back azimuth of the previous line, backsighting to the previous station, and then turning the instrument to sight
the next station. The A-vernier reading gives the azimuth of the forward line. To reduce errors, both verniers should be read.
Another method involves keeping the vernier setting unchanged between foresight and backsight, then plunging the
telescope between them.
In closed traverses, the traverse may not mathematically close due to measurement errors. To achieve closure, the algebraic
sum of north-south latitudes and east-west departures should be zero, but this is rarely true in practice. The difference between
these sums is the "closure" in latitudes and departures. The linear error of closure (LEC) is the error in distance, calculated by
plotting the traverse or using the Pythagorean theorem. This represents the cumulative measurement errors in the traverse.
 A-vernier gives the azimuth of the forward line. In a closed azimuth traverse the angular error is determined by again setting up
on the starting point and noting the difference between initial and final azimuth readings taken along the first line of the traverse.
It is also important to observe the magnetic bearing of each line in an azimuth traverse. A comparison between the observed
bearings and the bearings calculated from the observed azimuths should serve as a check against possible blunders which
could be committed. Figure 35-4 shows a sample of set of notes for a traverse run by azimuths.
35-3. ILLUSTRATIVE PROBLEMS.
ANGLE TO THE RIGHT TRAVERSE. A five-
sided closed traverse (Fig. 35-5) proceeds in
a clockwise direction and the angle to the
right at each station were observed as
follows:

Determine the error of closure and adjust the observed values on the assumption that
the error is the same for each angle. Tabulate values accordingly.
 An excessive linear error of closure indicates a mistake in field measurements or calculations. If recalculations don't resolve the
error, the field work should be checked or repeated. The linear error alone doesn't reflect measurement precision. A more useful
measure is the ratio of the linear error of closure to the total length of the traverse, often expressed as a fraction like 1/5000. This
ratio indicates the precision of the traverse.

A11 terms in the above equation, except RP, should be expressed in the
same unit of linear measure'.
ILLUSTRATIVE PROBLEMS.
LATITUDES AND DEPARTURES. Given in the tabulation
below are notes for an open traverse. Determine the latitude
and departure of each course and tabulate observed and
computed values accordingly.
b) Determining Departures: Dep = d Sin
c) Tabulated Solution.

2. ERROR OF CLOSURE. Given in the accompanying tabulation are the observed data for a closed traverse obtained from a transit-
tape survey. Determine the following quantities: latitude and departure of each course linear error of closure, bearing of the side of error,
and the precision of the measurements. Tabulate observed and computed values according to the usual format.
Solution:
 2. AZIMUTH TRAVERSE. Given in the accompanying tabulation are the observed data for a closed traverse (Fig.
35-6), Determine the bearing and azimuth from north of all traverse lines, and the angle to the right at each station.
Solution.
a) Determining Bearing and Azimuth (from nerth) of All Traverse Lines.
c) Determining the Precision of the Measurements. d) Tabulated Solution.
3. ERROR OF CLOSURE. In a given closed traverse the sum of the north latitudes exceeds
the sum of the south latitudes by 2.74 m and the sum of the west departures exceeds the
sum of the east departures by 3.66m. Determine the linear error of closure and the bearing
of the side of erroг.
b) Determining Angle to the Right at Each Station.
 TRAVERSE COMPUTATIONS.

For any closed traverse the first step taken by the surveyor should always be to check if the
observed angles fulfill the geometric conditions of the figure. Should there be an angular erro of
closure it must be corrected to give a series of p eliminary adjusted directions. All linear distances
should then be corrected since errors in measured lengths will alter the shape of the traverse.
There are various other computations and adjustments required for a closed traverse. Some of
these include: determining the latitudes and departures and their respective algebraic sums,
calculating the total error of closure, balancing the survey, determining the adjusted position of
each traverse station, computing the area, and in some instances dividing a surveyed tract into
smaller parts.
 LATITUDES AND DEPARTURES.
The latitude of a line is its projection onto the reference meridian (north-south line), with latitudes for northerly bearings
positive (+) or north (N), and southerly bearings negative (-) or south (S). The departure is the projection onto the east-west
line, with easterly bearings positive (+) or east (E), and westerly bearings negative (-) or west (W). The signs of latitudes and
departures depend on the bearing direction. For example, a northeast bearing has positive latitude and departure, while a
southwest bearing has negative values for both. Latitudes and departures are the X and Y components of a line in a
rectangular grid. The magnitude of latitude is the line length times the cosine of its bearing angle, and the departure is the
line length times the sine of the bearing angle.

When line directions are given as azimuths from north, the signs for latitudes and departures are automatically
generated by calculators or computers, making traverse computations more convenient. A common error in traverse
computations is entering latitudes or departures with the wrong sign or placing latitudes in the departure column (and
vice versa). To avoid these mistakes, always check that latitudes and departures are entered correctly with the proper
signs.
 When line directions are given as azimuths from north, the signs for latitudes and departures are
automatically generated by calculators or computers, making traverse computations more convenient.
A common error in traverse computations is entering latitudes or departures with the wrong sign or
placing latitudes in the departure column (and vice versa). To avoid these mistakes, always check that
latitudes and departures are entered correctly with the proper signs.
ERROR OF CLOSURE.

There is no such thing as a mathematically

perfect survey. Small errors in both distances
and angles will always be