OffshoreFlyer0274
As you mentioned the CAA, I presume UK as you are in England - if so having read their report there was only one fatal CFIT 1973-2012 ...... G-BLUN where lack of adequate procedures and practising them in a suitable flight simulator were contributory causes. So yes, not nearly - but clearly 100 percent of fatal accidents at night were CFIT(W)!
The only other CFIT(W) reported G-REDU was very fortunately not fatal, but a classic example for CRM courses on how not to approach at night. So I just think you are exaggerating the situation. The report did not highlight any concern; but we have surely frightened the customers enough to make many restrict their night activity.
I am sure larger operators have improved procedures and training for 2 crew ops. I believe the 90 day requirement adequate - and many of today's flight simulators provide much improved night visuals for OEI training to complement this. If a pilot is OGP current for night shuttling, his exposure to that task will no doubt quickly and happily maintain proficiency.
I understand your concern for NUI's however. Sure NVG may help to reduce the chance of striking the structure at night, but I just think line aircraft simply need a better AFCS etc to complete the profile during that final 0.2 nm at night as someone suggested - whether it be from a VMC 500' sight picture approach, or straight in from an ARA at 300' or whatever. DGPS might perhaps help, then we can ditch the NDB's and cost of (not) maintaining them .....
(Comments are simply referring to UK CAA report - I know there have been other night CFIT(W) offshore.)