24/7 cover · Nationwide from Oxfordshire
Scotland · central belt & beyond
Dense city cores in Glasgow and Edinburgh, motorway corridors through the Central Belt, and long single-carriageway trunk routes north where a closure has no realistic alternative.
Glasgow, Edinburgh, Central Belt, Stirling, Perth, Dundee, Aberdeen and the Highlands · M8, M74, M9, A9 corridors · convoy and stop-go capability · 24/7 call-out · £10m public liability.
25
Years in traffic management
~300
Operatives & staff
~150
Lorries, vans & cars
£10m
Public liability cover
24/7
Cover, including call-outs
Local coverage
We deliver traffic management across the Central Belt — Glasgow, Edinburgh, Lanarkshire, Renfrewshire, Falkirk, Stirling and Fife — and further north through Perth, Dundee, Aberdeen and the Highland trunk routes.
The Central Belt carries most of Scotland's traffic on a compact motorway network including the M8, M74, M77, M9, M80 and the Edinburgh and Glasgow urban motorways, alongside dense city streets. North of it, the network thins out quickly into long single-carriageway trunk routes such as the A9, A90, A82 and A96.
Those two halves need different methods. Central Belt schemes are about volume, timing and geometry on fast urban roads. Northern schemes are about distance and the absence of alternatives, which is where convoy working and stop-go do the real work.
The work includes utility and civils programmes in the cities, urban motorway and trunk road schemes, long-duration development accesses, rail and infrastructure support, convoy and stop-go operations on trunk and rural routes, and event traffic management on constrained city and estate roads.
Services in Scotland
The full range delivered across Scotland, with high-speed capability for the Central Belt and convoy and stop-go for the routes north.
Complete Scottish schemes — design, authority approval, equipment and our own ticketed crews.
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M8, M74, M9 and dual carriageway trunk works under Sector Scheme 12D by ticketed crews.
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Convoy and stop-go working on the A9, A82, A96 and rural routes where closure is not realistic.
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Closures and contraflows with diversion routes assessed for distance, width, height and weight limits.
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Portable and vehicle-actuated signals installed and maintained for the whole hire period.
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Permits and Temporary Traffic Regulation Orders handled end to end with the relevant Scottish authority.
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Chapter 8 advance warning and diversion signage weighted and maintained for exposed northern conditions.
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Night working on urban motorways and city streets, plus 24/7 emergency response.
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CAD drawings and TTM design for constrained city streets and long trunk route schemes, taken to approval.
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Local conditions
Scotland concentrates most of its traffic into a small area and spreads the rest across very long distances. Both extremes break a standard arrangement.
Glasgow and Edinburgh have motorway and expressway sections cutting close to or through the urban core, with short junction spacing, high speeds and heavy commuter flows.
That combination leaves little decision distance for drivers, so taper lengths, safety zones and advance signing have to be exactly right, and most work sits inside agreed off-peak or overnight windows under 12D.
On the A9, A82, A96 and much of the northern network, the next parallel route may be tens of miles away, so closure is often simply unacceptable.
Convoy working and stop-go keep the route open, with shuttle lengths, sight lines and communication between operatives set for the gradients, bends and speeds involved.
Wind, driving rain, snow and short winter days affect both installations and conspicuity across much of the country, and exposed upland routes lose lightly weighted signage quickly.
Signs are weighted and sited for those conditions, kept clean and reflective, and inspected — including out of hours — because a displaced sign on a fast rural road is an immediate hazard.
Central Edinburgh in particular combines narrow historic streets, heritage constraints, steep gradients, high pedestrian volumes and tram and bus interfaces.
Pedestrian routes need barriers with tapping rails and workable widths, and drawings need preparing for the specific street rather than a template layout.
Older Scottish urban and industrial areas carry aged utility apparatus with incomplete records, so excavations open in awkward places and often grow beyond the planned footprint.
When the footprint changes the arrangement must change with it under permit conditions, which is much faster when the contractor who designed and submitted the scheme is on site.
A Scottish programme can span hundreds of miles, and a poorly resourced contractor drifts on attendance, inspections and reactive call-outs.
We plan these as programmes — allocated crews, planned inspection visits and 24/7 emergency response — so remote sites are not the ones that get neglected.
Our process
Step 1
You send the location, the works and the dates. We check the road type, the speed limit, the highway authority involved and any local constraints before quoting.
Step 2
We produce the temporary traffic management design and scheme-specific CAD drawings for the arrangement your works actually need, not a generic layout.
Step 3
We submit to the local highway authority and manage the process end to end — permits, Temporary Traffic Regulation Orders, notices and conditions — and confirm approval in writing.
Step 4
Crews, signals, signage and barriers are allocated from our fleet of around 150 vehicles and team of around 300, and booked to the dates you have been given.
Step 5
Carded and ticketed operatives working under our supervision install to the approved drawing, with the arrangement checked against the drawing before works start.
Step 6
The scheme is inspected and maintained, damage and displacement dealt with including out of hours, phases changed as planned operations, and everything collected at completion.
Certificates are issued for your pre-qualification pack on request. We work direct for end clients and as a subcontractor to principal contractors.
Straight answers
Yes — Glasgow, Edinburgh and the Central Belt including Lanarkshire, Renfrewshire, Falkirk, Stirling and Fife, plus Perth, Dundee, Aberdeen and the Highland trunk routes.
Scotland is a planned coverage area resourced from around 300 operatives and around 150 vehicles, with crews and equipment allocated to your dates. Emergency rapid-response call-out cover runs 24 hours a day, seven days a week.
Cost depends on the road type and speed limit, the method required — closure, signals, stop-go or convoy — the equipment on hire, the duration, the operative numbers and travel to site, plus authority permit or TTRO fees. A convoy operation on a trunk route prices very differently from portable signals in a town, so each scheme is quoted in writing.
Yes, 24/7 — including securing a route after a collision, carriageway failure, burst main or storm damage, and attending damaged temporary traffic management.
Yes, under Sector Scheme 12D registration with ticketed crews, in windows agreed with the relevant trunk road authority, with correct taper lengths, safety zones and advance signing.
Usually with convoy working or stop-go rather than closure, because the nearest alternative route can be tens of miles away. Shuttle length, sight lines and operative numbers are set for the gradients, bends and speeds on that section.
Yes. Those schemes are shaped by narrow historic streets, gradients, tram and bus interfaces and heavy pedestrian flow, so the pedestrian arrangement and available width drive the design and drawings are prepared for the specific street.
Yes, end to end with the relevant local or trunk road authority — applications, Temporary Traffic Regulation Orders, notice periods and conditions — with approval confirmed in writing before you mobilise.
Yes, particularly on urban motorways and city centre streets where daytime occupation is restricted. Night schemes are planned as night shifts with lighting and conspicuity designed in.
Sector Scheme 12 registration across 12A to 12D, Chapter 8 and NRSWA compliance, Constructionline, BM Trada, CHAS, Acclaim, Achilles UVDB, SafeContractor and ISO 9001, with £10 million public liability and £10 million employers' liability.
Traffic management across the North West and North East: Manchester, Liverpool, Leeds, Sheffield, Newcastle, Yorkshire and Cumbria. Closures, signals, permits, TTROs, 24/7 cover, £10m insurance.
Traffic management across the East and West Midlands: Birmingham, Coventry, Leicester, Nottingham, Derby, Northampton. Closures, signals, permits, TTROs, night works, 24/7 cover.
Traffic management across North and South Wales: Cardiff, Newport, Swansea, Wrexham and rural routes. Closures, convoy and stop-go, signals, permits and TTROs. 24/7 cover, £10m insurance.
Temporary traffic management in Oxfordshire from our county base: road and lane closures, traffic light hire, permits and TTROs with Oxfordshire County Council. 25 years, 24/7 cover, £10m insurance.
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Send the location, the works and the dates. You get a written estimate covering the method, the authority permit or TTRO, the equipment and the crews.
25 years · Sector Scheme 12A–12D · £10m public liability · 24/7 cover
Road type, duration and start date is enough to price it. We reply to every enquiry.
