Lyn Morgan

Trafnidiaeth • Is-adran y Rhwydwaith Ffyrdd Strategol 
Transport • Strategic Road Network Division 

Mr Aled Gruffydd 
The Coroner’s Office 
The Guild Hall 
Swansea SA1 4PE 

Dear Mr Gruffydd 

        10th March 2026 

Regulation 28: Formal Response  
Inquest into the death of Lyn Morgan, A465 (2013 Incident) 

In response to your Regulation 28 Report to Prevent Future Deaths concerning the tragic 
death of Mr Lyn Morgan (2013 incident). 

The Welsh Government extends its deepest condolences to the family of Mr Morgan and 
sincerely apologises for the failure to respond to the original letter in 2019. The Welsh 
Government is committed to improving road safety and take all incidents that occur on the 
trunk road very seriously.  We acknowledge the concerns raised regarding the operation of 
the nearside and central reserve safety barriers during the incident. 

Technical Assessment and Containment Level 

Historic as-built records and information from our Operational Agent confirm that the 
nearside and central reserve barriers installed at the location at the time of the 2013 
incident were systems of N2 containment level. 
N2 containment was, and continues to be, the nationally recognised default containment 
level for this category of dual carriageway. This aligns with long standing UK practice and 
the national standards applicable at the time. 

Rydym yn croesawu derbyn gohebiaeth yn Gymraeg. Byddwn yn ateb gohebiaeth a dderbynnir yn Gymraeg yn Gymraeg ac ni fydd 
gohebu yn Gymraeg yn arwain at oedi. 
We welcome receiving correspondence in Welsh. Any correspondence received in Welsh will be answered in Welsh and corresponding 
in Welsh will not lead to a delay in responding. 

Parc Cathays • Cathays Park 
Caerdydd • Cardiff 
CF10 3NQ 

Canolfan Cyswllt Cyntaf / First Point of Contact Centre: 
0300 0604400 

 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Appropriateness of N2 Containment at this location 

there is a documented pattern of HGV breaches, 
unusually high HGV proportions, or 
specific hazards such as structures or significant embankments. 

Based on site characteristics, traffic volumes, and risk factors at the time of construction, 
there was no engineering justification to apply higher containment (e.g., H1/H2). National 
guidance requires such upgrades only where: 
• 
• 
• 
No such factors were present at this location. Retaining N2 containment was therefore 
appropriate and consistent with national policy. 
Introducing a higher default containment level across Wales would: 
• 
• 
• 
Changes of this scale are led at a UK national level by National Highways, who are 
currently carrying out research into future containment policy. Welsh Government 
continues to contribute network data and engage in these discussions. 

be disproportionately costly, 
require extensive network-wide reconstruction, 
not be supported by national evidence on risk frequency. 

Where national standards evolve, Welsh Government will adopt and apply them 
appropriately. 

Appropriateness of N2 Containment Level and Testing Limitations 

Modern terminology allows us to compare such systems broadly to an N2 containment 
class, a level validated through dynamic testing on a Class B (1.5 tonne) vehicle with 
strictly controlled impact conditions, typically at 20°. 
Only under these prescribed conditions can performance be assured. 
However, as noted in the coroner’s findings, the incident involved: 
a 19 tonne articulated HGV with a log-carrying trailer, 
• 
travelling at an unknown impact angle, and 
• 
• 
interacting with the nearside barrier for 0.58 seconds, significantly below the 
standard driver reaction window. 
HGV impacts lie outside the test envelope for N2-type systems, meaning performance 
cannot be reliably predicted or certified under such circumstances. 
The coroner described how the lorry’s wheel height and the lack of driver input meant the 
initial barrier contact generated unintended steering forces that contributed to vehicle 
redirection across the carriageway. 
While modern barrier systems are designed to avoid redirection into live lanes, any 
interaction with vehicles far exceeding the tested mass and geometry can produce 
unpredictable outcomes. 

Welsh Government Policy Position and Forward Actions 

Apply national standards for barrier containment to ensure consistency across the 

As stated above, the Welsh Government is committed to improving road safety. In line with 
this commitment, it will ensure that the following policy positions and forward actions are 
taken forward: 
• 
UK Strategic Road Network (SRN).  
• 
containment levels. 
• 

Adopt any changes to national policy if, and when, they are formally introduced. 

Continue working with National Highways on any review of modern-day default 

 
 
 
 
 
 
 
 
 
 
 Continue to monitor incidents of this type and review containment policy and 

• 
practice should future data indicate emerging risks such as central reserve breaches 
involving HGVs. 

We acknowledge the gravity of the concerns raised in the Regulation 28 report and 
appreciate the opportunity to provide clarification. 
Safety barriers installed historically were compliant with the standards of the time and 
performed within the limits of their intended containment class. 
However, no barrier can be guaranteed to perform predictably when struck by a vehicle far 
exceeding its tested mass and at an uncontrolled impact angle. 
Welsh Government remains committed to: 
applying national standards, 
• 
contributing data to national research, and 
• 
taking proportionate, evidence-based actions to minimise future risk. 
• 

Please do not hesitate to make contact if you wish to discuss this matter further or require 
any additional information. 

Yours sincerely  

Dirprwy Gyfarwyddwr / Deputy Director 
Is-adran y Rhwydwaith Ffyrdd Strategol / Strategic Road Network Division 
Cysylltedd Trafnidiaeth a Digidol / Transport and Digital Connectivity 
Yr Economi, Ynni a Thrafnidiaeth / Economy, Energy & Transport 
Llywodraeth Cymru / Welsh Government