Highways Agency

7. Working in Hours of Darkness

7.1 Introduction

Traffic flows and other factors dictate that some traffic management activities are conducted during the hours of darkness. Such operations require additional pre-planning, resources and procedures to those needed for daytime activities.

Although the accident risk for the traffic management workforce associated with high flow traffic is generally lower during the night, the risk of other work related accidents during the hours of darkness is increased due to factors such as fatigue, difficulty in judging distances, and limited vision. In the case of night-time only working, additional hazards are introduced due to the necessity to remove the traffic management before the morning peak traffic flow when night-time operations may be running late.

The following issues should be considered in planning traffic management activities to be carried out during the hours of darkness.

7.2 Personnel Issues

It is essential that personnel involved in this activity are carefully selected for their fitness for night-time work. This selection should include an assessment of vision and hearing. (See Section 6.2.3).

Additional training for work during hours of darkness is of paramount importance, and this should be delivered by a nominated competent person.

Personnel required to work during the hours of darkness must have adequate rest periods both prior to and following each night shift. Information regarding hours of work for night workers is given in Section 6.5.

7.3 Pre-Planning

The following checks should be conducted during daylight hours as necessary.

Stopping points for vehicles should be pre-determined and positively identified. This is particularly important where there is no hard shoulder, or when stopping at locations that might be obstructed by safety fencing or other structures/objects.

The proposed location for temporary signs, the start and end of tapers, and longitudinal coning should be positively identified.

Relevant verges/central reserves should be inspected for hazards, and to ensure that there is adequate width to place the temporary signs safely. Consideration should be given to pre-placing signs in the central reservation or verge so that they then only need to be stood up at night.

Carriageway crossing points must be checked to ensure that there are adequate sight lines to see oncoming traffic.

The position of any overhead electric lines likely to impinge on the planned traffic management activity must be positively identified and the method statement adjusted to minimise any risk.

7.4 Lighting

Where signs are required to be lit for a long period of time, the supply should be connected to the mains electricity supply, e.g. street lighting, wherever practicable. If lighting is to be powered by battery, gas or oil powered generators, planning should ensure that the battery charge/ fuel supply is sufficient to last through the hours of darkness.

Where gas lamps are used for lighting signs, the cylinders must be secured in a safe position, protected from impact with errant vehicles, and provision made for their safe transport across the carriageway.

Consideration must be given to provision of adequate lighting of areas in which traffic management activity is taking place. If, because of the temporary nature of the activity, it is not practicable to connect these lights to the mains supply then, if possible, they should operate off the electrical system of accompanying vehicles.

All lighting must be sited so as not to dazzle users of the highway or the workforce and consideration should be given to locating reflective road signs to minimise reflected light.

Erection and movement of lighting towers or other elevated lighting equipment should be conducted with due regard to the danger presented by any overhead lines which may be present. When a lighting tower has to be moved the mast must be lowered.

At contra-flow cross-overs consideration should be given to the continuity of the level of street lighting for road users. Isolated pools of light or darkness should be avoided throughout the approach and cross-over areas of traffic management.

On unlit roads where the horizontal or vertical alignments, or the road surface through the cross-over is below standard, the application of temporary street lighting to the cross-over and approach areas should be considered.

7.5 Work Practices

A means of judging the distance between the crossing point and oncoming traffic should be considered to facilitate crossing of the carriageway on foot to place equipment on the central reservation (see Section 5.7.3).

Hand lamps should be available for use as appropriate.

Prior to commencement of work, all sign lighting equipment must be checked for correct operation, and batteries in warning lamps must be checked and replaced as necessary. All temporary traffic management equipment must be maintained in a clean condition (see Section 8.2).

A readily available stock of appropriate equipment must be maintained for immediate replacement of damaged or lost signs, delineators or lighting items. The relevant storage area must be equipped with adequate illumination.

7.6 Noise

Noise is less acceptable at night than in the daytime and every effort must be made to keep this to a minimum. This can be achieved by:

• Use of electrical connections to mains supplies rather than generators.
• Ensuring that all mechanical equipment is 'noise suppressed' to lowest possible levels.
• Asking personnel to communicate as quietly as possible.

Consideration should be given during the planning stage, with regard to the Local Environmental Officer's requirements, to avoid methods of working which are particularly noisy, such as the use of thermal lances.

7.7 Communications

To compensate for the reduced visual inter-communication between elements of the workforce, special consideration should be given to the system of communication for temporary traffic management activities during darkness.