Guardrail End Treatment Types: MASH Terminal Guide

The MASH-compliant guardrail end treatments most often specified for parking-lot perimeter and edge-protection work in 2026 are the Trinity ET-Plus, MSKT (Midwest Sequential Kinking Terminal), X-Tension, and FLEAT (Flared Energy Absorbing Terminal). Each carries an AASHTO MASH Test Level 3 (TL-3) certification, each handles end impacts differently, and each is appropriate for a slightly different site geometry. Selecting the wrong terminal -- or installing a non-compliant buried-end anchor in place of a tested terminal -- compromises the entire run.

A guardrail end treatment (also called an end terminal or end-of-rail anchor) is the crash-tested assembly at each end of a w-beam guardrail run. Without a compliant end treatment, an impacting vehicle can spear into the cabin along the rail line. With a compliant terminal, the rail either deflects the vehicle along the run or safely captures the vehicle's energy through controlled deformation.

What End Treatments Are MASH-Compliant in 2026?

The Federal Highway Administration's Roadside Hardware Eligibility process maintains the public list of eligible terminals that carry AASHTO MASH certification. The four most-installed in the Pacific Northwest commercial market are:

Terminal	Type	Crash Rating	Manufacturer	Approximate 2026 Cost
Trinity ET-Plus	Tangent (in-line)	MASH TL-3	Trinity Highway Products	$1,500 to $2,400
MSKT	Tangent	MASH TL-3	Road Systems Inc	$1,800 to $2,800
X-Tension	Tangent	MASH TL-3	Lindsay Transportation Solutions	$2,000 to $3,200
FLEAT	Flared	MASH TL-3	Road Systems Inc	$2,200 to $3,500

Several other MASH-compliant terminals exist (SoftStop, Sequential Kinking Terminal SKT-MASH, ELT, etc.) — the four above are the most commonly stocked options in Pacific Northwest distribution. Manufacturer pricing and stocking depth swing quarterly; verify both at quote time.

Why Are These Terminals So Different in Cost from Standard Rail?

A 12 ft 6 in section of standard w-beam rail runs $90 to $160. A single MASH-compliant end terminal runs 10 to 20 times that. The price reflects:

• Independent crash testing under MASH TL-3 (typically $300,000 to $600,000 to certify a new terminal design)
• Engineered impact heads, internal slip mechanisms, and anchor systems
• Precision-fabricated parts manufactured to tighter tolerances than standard rail
• Single-use design -- the terminal deforms during impact and is replaced after any meaningful strike

End terminals dominate the cost on short guardrail runs. A 50-foot run with two end terminals can be 70 percent terminal cost and 30 percent rail-and-post cost. For longer runs, the terminals fade to a smaller percentage of total. For full-project pricing, see guardrail installation cost.

What Is the Difference Between Tangent and Flared End Treatments?

Tangent terminals install in-line with the rail face -- the terminal is a continuation of the rail line, just with the impact-head and anchor mechanism. Flared terminals angle the terminal away from the protected area at a 5- to 10-degree flare, which moves the impact head away from the travel lane.

Configuration	Footprint	Best Application
Tangent (ET-Plus, MSKT, X-Tension)	Narrow, in-line with rail	Tight rights-of-way, fence-line perimeter, urban sites with limited shoulder
Flared (FLEAT)	Wider footprint, angled outward	Open-shoulder applications, sites with room behind the rail line

For most parking-lot perimeter work, tangent terminals are the right call because the perimeter geometry rarely has shoulder space for the flare. For roadside guardrail abutting a public roadway with shoulder, flared terminals are common.

When Should You Pick FLEAT Over a Tangent?

The FLEAT terminal performs better at angled end-impacts because its impact head is positioned away from the rail line. On sites where there is a reasonable chance of an angled approach to the end of the rail, the flared geometry reduces the chance of an undesirable spear-through outcome. Tangent terminals can also fail safely under angle impact, but FLEAT was specifically designed for that scenario.

For straight-on end-impacts (a vehicle running off the road parallel to the rail), tangent terminals are equivalently safe and consume less site real estate.

How Does an End Terminal Actually Work in Impact?

Most modern end terminals operate through one of two mechanisms:

• Sequential kinking (MSKT, SKT family) -- the impact head bends the rail through a series of pre-engineered kink points, dissipating energy along the rail length while the impact head guides the rail to one side of the impacting vehicle.
• Slip-and-feed (ET-Plus, X-Tension family) -- the impact head feeds the rail through internal slip mechanisms while the anchor system progressively yields, dissipating energy through controlled rail deformation and post failure behind the impact head.

Both mechanisms aim to keep the impacting vehicle from spearing along the rail and to keep the rail from launching as a missile away from the impact site. Both consume the terminal as part of normal performance -- after any impact that activates the terminal mechanism, full terminal replacement is required.

What About Buried-End Anchors?

Some private installs use buried-end anchors -- a section of rail that runs into a cut slope, into a concrete structure, or into the ground. Buried-end anchors are appropriate ONLY where:

• The rail truly dead-ends into a structure or cut slope that anchors it
• No free end of rail is exposed to oncoming traffic
• The rail height stays at MASH-compliant 31 inches at the buried-end transition

A buried-end "anchor" that just runs the rail into the ground at a low angle, exposing a downward-pointing free end, is a hazardous installation, not a compliance solution. Modern commercial work uses MASH-compliant terminals at every exposed end.

What Foundation Does an End Terminal Need?

Each MASH-compliant terminal manufacturer publishes specific foundation requirements. Generalizing:

Industry Baseline Range

Terminal Component	Foundation Spec
Impact-head post	Driven 40 in or concrete-set 36 in deep, 18 in diameter
Anchor section posts	Driven 40 in standard, deepened in marginal soil
Cable anchor (where applicable)	Engineered concrete anchor, 24 to 36 in cube
Rail height at terminal	31 in to top of rail (MASH standard)

These figures reflect published industry averages. Current market pricing varies significantly and actual quotes may fall well outside these ranges based on site-specific conditions, material costs, and project complexity.

Current Market Reality

Terminal prices moved up 8 to 14 percent from 2024 to 2026 as terminal manufacturers passed through their own steel and component cost. Stocking depth has been the bigger swing factor — 2024 saw widespread back-orders on the ET-Plus product line that pushed projects to MSKT or X-Tension as substitutes. As of mid-2026 all four major terminals are widely available, but supplier-by-supplier stocking depth still moves week to week. We confirm terminal availability at quote time on any project where install date is fixed.

How Many End Terminals Does a Guardrail Run Need?

Every guardrail run needs an end treatment at each exposed end -- one at the upstream end (the end vehicles encounter first traveling in the protected direction) and one at the downstream end (the trailing end). Some configurations also use a mid-run end treatment where a long run terminates at a cross-road or intersection.

Run Configuration	Terminals Needed
Single straight run	2
Run with intersection break	4 (2 per segment)
Run terminating at concrete structure	1 (if buried-end into structure is appropriate)
Loop or fully-enclosed run	0 (no exposed ends)

Loop installations are uncommon outside parking-lot perimeter. For a typical edge-protection or perimeter run, plan on two terminals.

Where We Spec End Terminals in Oregon

Our default tangent terminal for Pacific Northwest commercial work is the MSKT, with ET-Plus as a substitute when stocking depth requires. For the few sites where shoulder geometry favors a flared install, FLEAT is the call. For city-specific installs and a permit-process walkthrough, see guardrail installation in Salem.