RFP 112-26 Centralized Train Control System.pdf

7.1.

MASSACHUSETTS BAY TRANSPORTATION AUTHORITY

REQUEST FOR PROPOSALS (RFP)

RFP#: 112-26

COMMBUYS # BD- 27-1206-40000-40000-132719

CENTRALIZED TRAIN CONTROL SYSTEM

Date Issued: August 21, 2026

RFP: 112-26 - 1 - COMMBUYS #: BD- 27-1206-40000-40000-132719

Project Name: Centralized Train Control System Revision: 9/9/2025

Contents

1. INTRODUCTION

2. SCOPE OF WORK

2.1 CTC Baseline Requirements

2.2 Out of Scope Capabilities

2.3 System Scope

2.4 Reliability and Resilience

2.5 REserved

2.6 Installation, Operation, Maintenance & Support

2.7 Implementation & Project Management

2.8 Software Accessibility

2.9 Additional Services

3. BIDDERS INSTRUCTIONS AND PROCUREMENT PROCESS

3.1 Bidders’ Conference

3.2 Procurement Method

3.3 RFP Calendar and Delivery Instructions

3.4 Pre-Bid Conference

3.5 Dissemination of Confidential Information

3.6 Examination of RFP

3.7 Rules of Contact

3.8 Clarifications of Specifications, Questions and Answers

3.9 RFP Addendum

3.10 MBTA Standard Contract and Terms & Conditions

3.11 Confidentiality / Public Information Act Disclosure Requests

3.12 Business Conduct

3.13 Collusion

3.14 Prices

3.15 Acceptance Period

3.16 Eligible Entities

3.17 Pre-Contractual Expenses

3.18 Tax Exemption

3.19 Insurance

RFP: 112-26 - 2 - COMMBUYS #: BD- 27-1206-40000-40000-132719

4. SUBMISSION OF RESPONSE

4.1 Response Submissions

4.2 Power of Attorney

4.3 Acceptance of Response

4.4 Incomplete Response

5. MBTA POLICIES

5.1 Small, Minority, Women, and Other Disadvantaged Businesses

6. SELECTION PROCESS AND EVALUATION

6.1 Response Opening and Confidentiality

6.2 Responsiveness Review and Basis of Award

6.3 Evaluation and Notification

6.4 Pass/Fail Evaluation

6.5 Technical Response and Supplier Diversity Evaluation Criteria

6.6 Price Response Evaluation

6.7 Basis of Award: Best – Value Proposal

6.8 Successful Bidder

6.9 MBTA Reserved

6.10 Appeal / Protest Procedures

7. CONTRACT STRUCTURE

Form A: Pre-Award Bidder Evaluation Data Form

Form B: Technical Response

Form C: Small Business Program Attestation Form

Form D: Pricing Response

7.1 MBTA Standard Contract Instructions (Section 8.0)

7.2 MBTA Standard Terms & Conditions Instructions (Section 8.1)

8. Massachusetts Bay Transportation Authority Standard Contract

8.1 Standard Terms and Conditions

RFP: 112-26 - 3 - COMMBUYS #: BD- 27-1206-40000-40000-132719

Attn: Bidder/s Request for Proposals (RFP) # 112-26 RFP Description: Centralized Train Control System

Dear Prospective Bidder:

The Massachusetts Bay Transportation Authority (“MBTA” or “Authority”), a corporate and a political subdivision of the Commonwealth of Massachusetts, existing pursuit to Mass. Gen. Laws, ch 161A (as amended) invites Bidders to participate in the competitive bid 112-26. The Scope of Work is outlined below in Section 2. The MBTA may at its own discretion award contract(s) to one or multiple Bidders.

All formal communication with the MBTA during the bidding period shall be only through the MBTA’s designated point of contact.

The MBTA’s designated point of contact for this solicitation will be:

Kiana Hall and Terunii Senevirratne Massachusetts Bay Transportation Authority 10 Park Plaza, Room 2810 Boston, MA 02116 Email: RFPresponses@mbta.com

The RFP shall be launched through COMMBUYS and proposals must be submitted electronically no later than 9/9/2026 4:00 PM, in full compliance with this RFP including but not limited to Section 3, Bidders Instructions and Procurement Process. This RFP shall remain in force until the execution of the Contract, or until modified or cancelled by the MBTA.

Respectfully, Kiana Hall and Terunii Senevirratne

Massachusetts Bay Transportation Authority

RFP # 112-26

COMMBUYS Bid # BD- 27-1206-40000-40000-132719

RFP: 112-26 - 4 - COMMBUYS #: BD- 27-1206-40000-40000-132719

1. INTRODUCTION

The Massachusetts Bay Transportation Authority (MBTA) seeks to replace its current Centralized Train Control (CTC) system for its rail transit operations. The current CTC system has been in service for over 25 years and the MBTA is now seeking a commercial, largely off-the-shelf replacement to modernize this system.

The MBTA’s existing CTC system handles dispatching of four isolated subway lines. These lines are the Red Line, Orange Line, and Blue Line heavy rail lines, as well as the Green Line light rail lines. The replacement system must cover the same lines and integrate with the current signal system devices, as well as allow for new devices and topologies to come online.

Currently, MBTA heavy rail dispatching is centrally managed by the Rail Operations Control Center (OCC). Light rail dispatching is decentralized among officials in the field, with oversight from dispatchers in the Rail OCC.

MBTA Rail Transit operates under Roadway Worker Protection (RWP) Operating Rules and therefore is looking for a RWP-supportive CTC system.

The MBTA intends to select a solution and begin an implementation process no later than October 2026.

Overall objectives and requirements have been identified and are presented in this RFP; however, bidders are advised that the scope of work includes investigation of current state and development of an implementation plan that can adapt to unknowns within the MBTA environment.

2. SCOPE OF WORK

With the replacement of the current CTC system, the MBTA hopes to achieve a modern, reliable, and modular dispatching ecosystem. Procurement of a new CTC system is intended to increase safety and ability to protect workers on the ROW, give dispatchers additional visibility into and control over their territories, and enhance the reliability and resiliency of this system. Additionally, a new CTC system will allow the MBTA to better interface with other information management systems in use and position the MBTA to take advantage of future technologies and capabilities, without creating dependencies on specific vendor integrations.

The replacement CTC system should cover the same lines and integrate with the current signal system devices, described in section 2.3.1, as well as allow for new devices and topologies to come online and be easily added to the CTC system. MBTA does not plan to transition to CBTC in the foreseeable future.

Under normal conditions, MBTA dispatchers monitor rail transit service from a centralized Operations Control Center (OCC) location. A secondary backup OCC location is also available at all times.

At present, dispatchers communicate with field officials to coordinate service management and incident response as necessary. Field officials use a variety of non-CTC tools to manage service, many developed in-house, which source information from the CTC. The current CTC is also used to feed real-time data to downstream rider information systems and analytics systems.

RFP: 112-26 - 5 - COMMBUYS #: BD- 27-1206-40000-40000-132719

2.1 CTC Baseline Requirements

The CTC must:

• Ensure safe and efficient occupancy management across all lines

• Provide robust track authority and office blocking capabilities

• Receive and manage (from MBTA signal systems) standard indications and request mechanisms for every track and signal device, supporting granular control and real-time visibility for dispatchers

• Include remote routing ability and configurable office logic to enable flexible, automated route-setting and responsive management of train movements

• Include self-service interface configuration, allowing MBTA administrators and staff to tailor visualizations and workflows without extensive support

• Offer flexibility to enable modularity and future expansion

• Provide comprehensive real-time and historical APIs for both sending and receiving data, including APIs that would—for example—allow MBTA to manage functions such as analytics or terminal management using systems/interfaces external to the CTC

• Operate and be maintained predictably for at least fifteen (15) years following implementation.

2.2 Out of Scope Capabilities

The solution will not need to include any new signaling equipment or designs. The CTC system should be able to interface with existing and planned upgrades to signaling equipment and topologies.

The CTC system does not need to provide extensive back-office capabilities such as rider information, analytics dashboards, or complex service management workflows. In lieu of these capabilities, the MBTA requires robust data access so that these needs can be performed in other, less-critical downstream systems.

2.3 System Scope

2.3.1 Integration with Existing Signal Systems

The proposed CTC system must integrate with the MBTA’s existing signal systems on each rail line and shall support the existing signaling equipment and protocols described in this section..

MBTA Transit Rail Network Overview

The MBTA operates a rail transit network consisting of the Red, Orange, Blue, Green, and Mattapan Lines and includes approximately 136 miles of revenue track and 43 miles of non-revenue track.

The system includes both heavy rail and light rail operations and encompasses subway, elevated, at-grade exclusive right-of-way, surface reservation, and street-running environments. The network also contains approximately 701 turnouts, including 297 in revenue territory and 404 in non-revenue territory, which provides routing between tracks and access to terminals, yards, maintenance facilities, and other supporting infrastructure.

RFP: 112-26 - 6 - COMMBUYS #: BD- 27-1206-40000-40000-132719

Current State of MBTA Train Protection Systems Signaling and Train Control systems perform several key safety functions: preventing train-to-train collisions, preventing derailments due to overspeed, track conditions, preventing trains from traversing incorrectly positioned switches, and enforcing civil and temporary speed limits. The systems currently deployed across the MBTA vary in the manner and extent to which they perform these functions.

Systems which protect trains in an enforceable manner are often called Automatic Train Protection systems, or ATP.

The following subsections describe the existing train protection and signal systems currently deployed on each MBTA rail line and the environment with which the proposed CTC system will be required to interface.

2.3.1.1. Red Line and Orange Line

The Red Line and Orange Line signal system is a Cab Signal system and was upgraded between 2022 and 2026 to its current state. The system provides all critical functions of train protection, enforced through wayside signals at interlockings and cab signaling throughout. The safety-critical logic is implemented in software running on iVPI interlocking processors located in signal rooms along the alignment. Trains are detected using digital Audio Frequency Track Circuits (AFTC5), and those same AFTC5 units transmit the cab signals to the trains.

Cab signals are received and decoded by onboard controllers (ATP) on each of the revenue vehicles.

Those cab signal codes are translated to speed limits, which are enforced by the ATP through automatic brake applications if trains exceed the speed limit. The cab signal speed limits that are transmitted are programmed into the wayside equipment to ensure that train separation and red signals are protected, and trains cannot exceed the safe limits of operation.

• Signaling Vital (safety) Logic: Software on iVPI Processors

• Non-Vital Logic: Software on iVPI Processors

• Track Circuits: AFTC5

• Cab Signaling: 1005Hz (Orange) 4550/5525Hz (Red)

• Signals: LED, at interlockings only

• Traffic: Bi-directional (except Red Line Park to JFK and Ashmont Branch)

• Train Separation, Red Signals, Civil Speeds, and Temporary Speed all vitally enforced

• OCS Communication: Mod Bus RTU converted to Genisys Protocol

• Track Circuits (AC & AFTC5): Approximately 883 (347 Orange & 536 Red)

• Control Points: Approximately 36 (14 Orange & 22 Red)

• Track Switches: Approximately 294 (116 Orange & 178 Red)

• Wayside Signals: Approximately 375 (171 Orange & 204 Red

• Mechanical Train Stop (Trip Stops): Approximately 9 (7 Orange & 2 Red)

• Snow Melter Controls (Switch & 3rd Rail): Approximately 263 Locations (93 Orange & 170 Red)

• Road Crossings (Non-DOT): 3 (Orange Only – Wellington Yard)

• Departure Test Controls: Approximately 100+ (56+ Orange& 44+ Red)

• Dark Territory: YES - 4 Locations (Orange – Wellington Yard Storage Tracks. Red - Cabot Yard, Codman Yard and Mattapan High Speed Line)

RFP: 112-26 - 7 - COMMBUYS #: BD- 27-1206-40000-40000-132719

2.3.1.2. Blue Line

The Blue Line signal system is an Automatic Block Signal system, which mostly dates back to the early 2000’s, and provides some of the critical functions of train protection. Train Separation and Red Signals are protected through the use of wayside signals and electromechanical trip stops, which are controlled by relay logic and older VPI vital processors. Train detection is through power frequency AC Track Circuits, and there is no cab signaling.

The Automatic Block Signal system has a wayside signal and trip stop at every track circuit boundary.

The system clears and stops all signals in the normal traffic direction automatically based on the location of trains ahead, and the logic is designed to trip any train approaching too closely, and in some cases too quickly, towards a stopped signal or other train. Civil speed enforcement is provided in some areas through Grade Timing, a function which delays the trip stops from lowering to ensure a train is driving under the speed limit.

• Signaling Vital (safety) Logic: Software on VPI Processors, Relay Logic

• Non-Vital Logic: PLCs

• Track Circuits: AC Vane Relay

• Cab Signaling: None

• Signals: LED, at interlockings and all block boundaries

• Traffic: Normal Direction only

• Train Separation, Red Signals, Some Civil Speeds vitally enforced

• Some civil speeds unenforced, No Temporary Speed Restrictions

• OCS Communication: Mod Bus RTU converted to PLC’s to non-vital serial link

• Track Circuits (AC): Approximately 184

• Control Points: Approximately 10

• Track Switches: Approximately 82

• Wayside Signals: Approximately 167

• Mechanical Train Stop (Trip Stops): Approximately 147

• Snow Melter Controls (Switch, Trips & 3rd Rail): Approximately 55 Locations

• Dark Territory: YES - 2 Locations (Orient Heights Yard & Bowdoin Storage Tracks)

The Blue Line is being considered for an upgrade to cab signaling in the same style as Red and Orange Lines and to extend the line to connect to Red Line at MGH. This effort is currently at the Pre-Design Study phase.

2.3.1.3. Green Line

The Green Line signal system is an Automatic Block Signal (ABS) system through much of the alignment, but the branches also have significant “street running” segment which lack any signal system.

The ABS system functions similarly to the Blue Line, in that there are signals at every block boundary, and those signals are automatically cleared and stopped based on the location of other trains, which are detected with AC track circuits. However, the Green Line signal system lacks any enforcement of those signals – no trip stops, and no cab signaling. Only the motorperson is relied upon to observe and correctly react to stopped signals, and to adhere to posted speed limits.

In the street running areas, there is no detection of trains nor any signals to warn train operators of conditions ahead. Signals are controlled in some areas (D Branch and GLX), otherwise rely on Automatic Vehicle Identification (AVI) for train routing.

• Signaling Vital (safety) Logic: Software on various Processors, Relay Logic

• Non-Vital Logic: PLCs

RFP: 112-26 - 8 - COMMBUYS #: BD- 27-1206-40000-40000-132719

• Track Circuits: AC Vane Relay, SE-3, except in street running

• Cab Signaling: None

• Signals: At interlockings and all block boundaries, except in street running

• Traffic: Normal Direction only

• Train Separation, Red Signals, are displayed to motorpersons but not enforced

• Civil and Temporary speed restrictions are posted on signs and are unenforced.

• OCS Communication: Mod Bus RTU converted to Genisys Protocol and Mod Bus RTU to PLC to discrete inputs and outputs (3 Locations)

• Track Circuits (AC): Approximately 469

• Control Points: Approximately 25

• Track Switches: Approximately 132

• Wayside Signals: Approximately 424

• Mechanical Train Stop (Trip Stops): 0

• Snow Melter Controls (Switch Only): Approximately 26 Locations

• Dark Territory: YES - Many Locations (Central Tunnel, E Branch, B Branch, C Branch, Multiple yards (Riverside, Reservoir, Lake St and Innerbelt Yards)

Automatic Vehicle Identification

The Automatic Vehicle Identification (AVI) systems permit vehicle to wayside communication for route requests to the signal system and location tracking information to the current CTC system for recording and visualization.

There are a total of 26 AVI interrogator locations on the MBTA Green Line, with 72 AVI antenna locations (often referred to as ‘key points’). Of those, 13 interrogators can request a route from the signal system. All AVI interrogators provide train tracking information to OCS which is then disseminated to OCC and real time information to customers.

The wayside AVI interrogator constantly monitors up to four antennas mounted between the rails with a 100kHz signal. A transponder mounted on each end of Green Line cars responds to that signal with route or train number and several other status bits in a 19 bit message. The AVI interrogator forwards all messages to the OCS system through a serial-to-ethernet converter. Each interrogator has two redundant converters with diverse network paths. Both devices are active, but OCS selects one of the two data streams at a time, ignoring the other until there is a network interruption.

Green Line Train Protection System

The Green Line Train Protection System (GLTPS) is currently being deployed on the Green Line. This is a new radio (Ultra-Wide Band, UWB) based system which will act as an overlay to the signal system.

The GLTPS will eventually give train location, protect against train-to-train collisions and enforce speed limits. GLTPS is a non-vital system.

2.3.2 Rail Yards

Some rail yards are currently signalized, and some are still dark. What applies to the rest of the system also applies to the yards; Any place on the system where there are signal system devices that are capable

RFP: 112-26 - 9 - COMMBUYS #: BD- 27-1206-40000-40000-132719

of sending indication or receiving wayside requests should be incorporated into the CTC solution as the default, with the capability for future expansion.

2.3.3 Functional Requirements

The system must meet the “Minimum Viable Product” capabilities listed in the table below. Features that are considered fundamental to modern train control systems may not be mentioned explicitly, such as train identification, train insertion, train tagging, etc… Solutions that meet some or all of the capabilities listed as “Enhanced Capability” are preferred.

Minimum Viable Product Enhanced Capability

Remote Control of Signals

• System prohibits dispatcher from displaying conflicting/opposing routes

• System prohibits blocked signals from displaying a permissive signal indication

• Ability to clear route over blocked switch in set position

• Blocking capability at all fixed wayside signal locations/interlockings

• Error indication or notification of dark or imperfectly displayed signals

Train Routing

• Typical routing of trains with fleeting capability at remotely controlled locations

• Simple N/X Routing

• Schedule-based routing

• Stack routing – overlay/store multiple, sequential planned routes to display automatically.

• If stacking available, inability to automatically display conflicting stacked routes

Blocking Protection

• Ability to apply office blocks that restrict signal indication on all switches/signals at remotely controlled interlockings

• Track Blocks

• Exit Blocks

• Switch and Signal Blocks

• Multiple Blocks on one asset

• Label blocks/reason/link to authority.

Track Authority

• Integrated track authority form creation (or API) with capability to link blocking protection directly to track authority.

• Automated, exclusive, line-separated numbering system on track authority form creation.

• Authority identified on model board with blocks

• API access for reading/writing track authority data, for MBTA

RFP: 112-26 - 10 - COMMBUYS #: BD- 27-1206-40000-40000-132719

integration with incident management software, analytics, etc.

• Integrated track authority form creation with capability to link blocking protection directly to track authority, identify RWIC, transmit confirmation of limits to RWIC via tablet or device

Track authority linked to blocking protection

• Blocks directly linked with track authority

• Ability to add/blocks as needed when linked directly to track authority form

• Ability to add/release and remove blocks as needed when linked directly to track authority form

• Confirmation notification to dispatcher when linked block removal requested

• Re-link added blocks to track authority

• Removal of all blocks associated with track authority at once with cancellation of track authority

AVI Locations

• Visualize locations of AVI loops and

AVI-controlled interlockings

Asset control and status alerts

• Ability to relinquish/return remote control of interlockings for hand operation or local control with confirmation

• Switch heater control

• Display status of interlockings, including switch position, correspondence of switches

• Notification of comms loss

• See status of fixed derails

• Control of Hold signals at station platforms

• Alerts of fire alarms/ emergency notification/ abnormal condition

• See status/position of fixed derails

• Remotely control fixed derails

Local Control/ Bungalow communication

• Ability to display status of control at interlocking locations

• Transfer control to bungalow location

• Ability to apply blocks and see currently applied blocks in bungalow locations.

RFP: 112-26 - 11 - COMMBUYS #: BD- 27-1206-40000-40000-132719

• Ability to apply blocks bungalow location

• Inability to clear through established OCC blocking protection.

• Confirmation and active acceptance of local control at bungalow location

• Request local control capability (dispatcher alert)

• Active acceptance of returning local control to remote operation

SCADA/Power • Visualization of power system energization/de-energization.

• Approval/request capability between OCC dispatcher and Power Dispatcher.

• Visual indication of de-energized limits for OCC and Power Dispatcher

• Alert/confirmation if routing electric vehicle into limits of de-energization

• Automatic enforcement of zero speed at limits of de-energization

Work/action logging

• Running time-stamp log of dispatcher actions, accessible via API.

• Recording and running log of block applications, Track authority issuance, accessible via API.

• Live feed of train movements accessible via API.

Office Functions

• Visual playback showing complete status of system as it appeared during time period under investigation.

• Training Simulator with the full capabilities of the system itself, allowing multiple users to access it at a time.

• Self-service visual interface configuration module

• Ingestion and integration of vehicle schedule data for automatic routing.

• Schedule data is integrated from open industry-standard formats, including GTFS (General Transit Feed Specification) and TODS (Transit Operational Data Standard).

2.3.4 User Interface Requirements

The CTC system will have a modern, interactive user interface (UI) that will enable dispatchers to be

RFP: 112-26 - 12 - COMMBUYS #: BD- 27-1206-40000-40000-132719

efficient and enhance the safety of railroad operations.

The UI will be intuitive, configurable per user, and shall combine a high-level overview with drill-down capabilities such as territory selection, navigation, pan, zoom, layers, filtering and configurable display functions. Additionally, important event information requiring dispatcher attention should be clearly visible at all levels of zooming.

The UI must be customizable to the MBTA context, including the ability to label and adjust display parameters of all locations, equipment, authority zones, blocks etc.

The system shall provide a remote web-based interface to be used as a read-only field operations tool.

2.3.5 Integration with MBTA Systems

The MBTA would like to avoid direct vendor-to-vendor integrations as this limits the MBTA’s and both vendors’ ability to investigate and troubleshoot issues or deliver new features. The MBTA expects to integrate CTC with the major adjacent systems below. However, it would prefer that the CTC vendor provide standard interface documents and APIs (See “Data Accessibility”) rather than implementing a direct vendor-to-vendor “black box" integration. This may mean in some cases that the MBTA creates and operates middleware to integrate the two systems.

At a minimum, the solution is expected to support the following integrations:

• Ingestion of train schedules from HASTUS, ideally by the CTC consuming standard General Transit Feed Specification (GTFS) and Transit Operations Data Standard (TODS) feeds provided by the MBTA.

• Ingestion of asset information and speed restriction information from Trapeze EAM.

• Ingestion of train location information.

• Availability of a real-time push-based data stream about train movements as an input into downstream MBTA systems such as GTFS-RT (realtime) feeds and in-house MBTA service management tooling.

• Availability of a real-time push-based data stream about track circuit occupancy, device status, AVI reads, etc. as an input into downstream MBTA applications.

• Publication of historical and “as operated” data as an input into MBTA data warehousing and analytics platforms, which include Snowflake and Tableau.

• API or alternative mechanism for integrating with external track authority form system, including creating blocking protection based on that form.

2.3.6 Data Accessibility and APIs

The system shall support industry standard data formats for exchanging real-time and historical data and commands with other systems. The system shall provide API(s) to exchange this data. These APIs will support downstream internal tools, rider-facing data touchpoints, operations analytics, and record-keeping. In general, any action that a user can accomplish in a User Interface should also be possible to accomplish through an API. Similarly, any data that a user can see through a User Interface should also be possible to extract through an API. This data extraction capability must include the ability for an API consumer to record a continuous stream of data, for example all train movements in a day or all dispatcher actions taken in a month.

The system shall be capable of restoring any extracted data for use in reporting, playback, simulation, or

RFP: 112-26 - 13 - COMMBUYS #: BD- 27-1206-40000-40000-132719

training.

The system should be capable of receiving vehicle location data via an API and visualizing it alongside the signal data.

2.4 RELIABILITY AND RESILIENCE

The Contractor will provide the approach and responsibilities in order to achieve an annual uptime SLA of 99.999%.

The Contractor will provide a description of remedies if SLA is not met.

The system will have a managed customer support and problem resolution process with committed response times based on issue severity. Any vendor-hosted components or services will have availability commitments.

User Permissions will be configurable and integrated with EntraID or Active Directory to enable enterprise user management. Administrators will be able to define and manage user identities, roles, privileges and access permissions.

2.5 RESERVED.

2.6 INSTALLATION, OPERATION, MAINTENANCE & SUPPORT

The Contractor will provide MBTA the administrative rights to the entire system and the appropriate training to assume these rights. The MBTA needs to be able to have full control of the entire system; to monitor, diagnose, configure, manager users and maintain the system.

2.6.1 Installation Requirements

The Contractor will document all installation requirements, including operating system dependencies, network equipment, environmental needs, and any prerequisite hardware or software necessary for deployment.

The Contractor will specify installation requirements across all system components, including servers, clients, test benches, and cloud or on-premise infrastructure (virtual or physical).

The Contractor will provide as-built documentation, including specifications, equipment lists and all other technical records of the system as delivered.

RFP: 112-26 - 14 - COMMBUYS #: BD- 27-1206-40000-40000-132719

2.6.2 Environment & Testing Requirements

The Contractor will define the number and purpose of all application environments (e.g., Development, Test, Sandbox, QA) required to support the Project.

The Contractor will deliver test benches, simulators, and associated environments necessary to validate integrations and configuration changes before production deployment.

The Contractor will support the ability to preview or “canary” rollout configuration changes (e.g., adding or modifying a signal) prior to deployment of a change appearing in the UI for Production use.

2.6.3 Maintenance, Management & Upgrade Requirements

The Contractor will provide the MBTA functions and training required to monitor, diagnose, configure, and maintain the system.

The Contractor will provide a comprehensive Maintenance Plan detailing required activities, schedules, staffing needs, and responsibilities.

The Contractor will provide a comprehensive Obsolescence Management Plan for the entire system, including but not limited to, all hardware and software components, keeping up to date with operating systems as industry standards evolve, making sure hardware installed is kept up to date, and cybersecurity related patches and antivirus definitions are kept up to date to keep the system secure at all times.

The Contractor will provide or maintain a robust software version control system for all code and configuration artifacts associated with the CTC. This system must support traceability of changes, rollback capability, and clear documentation of release history. New versions will be supplied to MBTA in a form compatible with modern deployment practices.

The Contractor will provide guidance and costs for changes that are user-configurable, vendor-configurable, or require vendor development.

The Contractor will provide a system with a 25% reserve capacity for future expansion.

2.6.4 Support & Warranty Requirements

The Contractor will provide a Warranty & Support structure that includes committed response times tied to issue severity.

The Contractor will maintain a managed customer support and problem resolution process.

The Contractor will provide clear escalation paths, reporting mechanisms, and periodic support review processes.

RFP: 112-26 - 15 - COMMBUYS #: BD- 27-1206-40000-40000-132719

The Contractor will provide Training & Staffing requirements, describing all resources necessary to maintain and support the system.

2.7 Implementation & Project Management

The Contractor will develop, lead, and effectively resource a comprehensive Project Plan including all aspects necessary to implement its system at the MBTA.

The MBTA recognizes that documentation associated with its current system and environment may be incomplete. The Contractor will be required to develop a flexible and scalable project plan that allows for discovery and documentation of the current environment.

2.7.1 Current System Assessment

The MBTA has initiated a detailed assessment of the existing system including:

• Overall system architecture, user interface, databases, interfaces, network topology, routing/switching, segmentation, VLANs/VRFs, QoS, firewall policies, remote access, monitoring, NTP, DNS, authentication, and logging

• Inventory of devices, circuits, carrier demarcations, copper/fiber plant, racks, power feeds, UPS dependencies, and cooling.

• Identification of all operational dependencies for ATC interfaces, SCADA communications, and other mission-critical applications.

The Contractor may be required to assist with the scope, general performance, or completion of this assessment.

2.7.2 Project Schedule

The successful Bidder's proposed Project Schedule will serve as the basis for development of the detailed Project Schedule required following Contract award. Within thirty (30) days of contract execution, the Contractor will, with MBTA input, produce an updated Project Schedule that includes at minimum the following:

• Overall proposed Project duration;

• Major Project phases, activities, deliverables, and milestones;

• Discovery, design, configuration and development activities;

• Integration, installation, verification and testing activities;

• Training and operational readiness activities;

• Transition, cutover and Go-Live;

• Final Acceptance;

• Major MBTA review and approval points;

• Key dependencies, including activities or information required from the MBTA or third parties;

and

• Key assumptions that may materially affect the proposed schedule.

Within two (2) weeks of completion of the updated Project Shedule, the Contractor and the MBTA will collaborate to confirm the project plan, identify project roles and responsibilities, and develop a detailed resource plan including roles, responsibilities, and specific Contractor and MBTA staff.

RFP: 112-26 - 16 - COMMBUYS #: BD- 27-1206-40000-40000-132719

2.7.3 Onsite Project Management

The Contractor shall identify a dedicated Project Manager who will be on site a minimum of four (4) days per week.

2.8 Software Accessibility

MBTA policies require that software solutions provide an appropriate level of accessibility, consistent with the reasonable requirements of users.

To this end, the Contractor should build accessibility into its product, cooperate with MBTA accessibility testing, and work to resolve accessibility issues identified and prioritized by the MBTA.

The MBTA reserves the right to:

• engage, at its expense, a third-party vendor to conduct accessibility testing

• establish an Accessibility Advisory Committee to collaborate with the Contractor regarding accessibility testing and mitigation if required

2.9 Additional Services

Additional, directly related services may be added to this Agreement prior to the start or throughout the duration of this Agreement if agreed to in writing by the Parties.

RFP: 112-26 - 17 - COMMBUYS #: BD- 27-1206-40000-40000-132719

3. BIDDERS INSTRUCTIONS AND PROCUREMENT PROCESS

3.1 Bidders’ Conference

The MBTA reserves the right to hold one or more Bidders’ conferences with all Bidders at any time prior to the Response Date. Bidders’ conferences may be held either in person or by telephonic or electronic means. If held telephonically or electronically, the Bidders’ conference will permit interactive communication between all Bidders and the MBTA. The MBTA will provide notice of any Bidders’ conference via COMMBUYS. If a Bidders’ conference is conducted by telephonic or electronic means, the notice will inform Bidders of the manner of the meeting.

Each Bidder, by submittal of its Response, acknowledges the opportunity to attend any Bidders’ conference, if held, was offered to all Bidders, and waives any right to challenge this procurement based on its attendance at, or failure to attend, a Bidders’ conference.

Each Bidder is encouraged to attend Bidders’ conferences, if held, with appropriate members of its proposed staff, and if requested by the MBTA, senior representatives of proposed team members identified by the MBTA. Nothing stated at any Bidders’ conference or included in a written record or summary of a Bidders conference will modify this RFP or any other part of the RFP unless it is incorporated in an addendum issued.

3.2 Procurement Method

This RFP is issued pursuant to the following laws and regulations: Mass. Gen Laws, Ch. 161A; 801

CMR 21.00.

Bidder shall be responsible for making itself fully aware of, complying with, and in its Response addressing the impact of and compliance with all applicable laws and regulations.

This RFP will be launched and managed via COMMBUYS. Instructions for log-in and use of COMMBUYS are described in http://www.mass.gov/anf/docs/osd/forms/instructions-for-vendors-responding-to-bids.docx Bidders may also contact the COMMBUYS Helpdesk at COMMBUYS@state.ma.us or the COMMBUYS Helpline at 1-888-MA-STATE. The Helpline is staffed from 8:00 a.m. to 5:00 p.m.

Monday through Friday (Eastern Time), except on federal, state, and Suffolk county holidays.

It is the responsibility of Bidders to maintain an active registration in COMMBUYS and to keep current the email address of the Bidder’s Designated Representative and to monitor that email inbox for communications from the MBTA, including responses to Bidder questions. The MBTA and the Commonwealth assume no responsibility if a Bidder’s designated email address is not current, or if technical problems, including those with Bidder’s computer, network, or internet service provider (“ISP”) cause email communications sent to or from Bidder and the MBTA to be lost or rejected by any means including email or spam filtering.

Bidder shall review and study all documents thoroughly and report any discrepancies, omissions, technical queries, or other clarifications via COMMBUYS.

Questions and clarification requests submitted by Bidder will, together with MBTA’s responses, be made available to all Bidders via COMMBUYS.

http://www.mass.gov/anf/docs/osd/forms/instructions-for-vendors-responding-to-bids.docx http://www.mass.gov/anf/docs/osd/forms/instructions-for-vendors-responding-to-bids.docx mailto:COMMBUYS@state.ma.us

RFP: 112-26 - 18 - COMMBUYS #: BD- 27-1206-40000-40000-132719

3.2.1 MBTA DESIGNATED REPRESENTATIVE

Unless specifically stated otherwise in this RFP, Bidder must submit changes to Bidder’s designated representative and any other communications in to the MBTA’s Point of Contact via COMMBUYS. The MBTA’s Point of Contact is Kiana Hall and Terunii Senevirratne, RFPresponse@mbta.com

3.2.2 IDENTIFICATION OF BIDDER DESIGNATED REPRESENTATIVE

When submitting a Bid, the Bidder must identify to the MBTA’s Point of Contact its own Designated Representative to act on behalf of the Bidder relating to this procurement.

3.3 RFP Calendar and Delivery Instructions

Bidder is required to prepare and submit all required documents to MBTA electronically via COMMBUYS.

The MBTA anticipates carrying out the procurement process in accordance with the schedule noted in the table below. All times are local Boston, Massachusetts, USA, times unless otherwise indicated. The schedule is subject to modification at the sole discretion of the MBTA. Bidders will be notified of any change by an addendum to this RFP.

TABLE: RFP CALENDAR

Procurement Activity Date Time

RFP issued 8/21/2026 Pre-bid conference 8/26/2026 11:00 a.m.

Deadline for submission of Bidder questions via

COMMBUYS Q&A

8/28/2026 5:00 p.m.

Official Answers for Bid Q&A published by MBTA on

COMMBUYS

8/31/2026 2:00 p.m.

Response Due Date 9/9/2026 4:00 p.m.

In-person or virtual presentations at MBTA (estimated) Week of Sept. 21st Contract Execution (estimated) 9/30/2026 Service Start Date (estimated) 10/12/2026

3.4 Pre-Bid Conference

A Pre-Bid Conference is scheduled at the date and time above. It will be held virtually on Microsoft Teams at the link below:

Microsoft Teams meeting Join: https://teams.microsoft.com/meet/273683549209322?p=lISIX03V42FwPe00qD Meeting ID: 273 683 549 209 322 Passcode: SA7Ko9eJ

Each Bidder, by submittal of its Response, acknowledges the opportunity to attend any Pre-Bid Conference, if held, was offered to all Bidders, and waives any right to challenge this procurement based on its attendance at, or failure to attend, a Bidders’ conference.

mailto:rfpresponse@mbta.com https://teams.microsoft.com/meet/273683549209322?p=lISIX03V42FwPe00qD

RFP: 112-26 - 19 - COMMBUYS #: BD- 27-1206-40000-40000-132719

Each Bidder is encouraged to attend Pre-Bid Conferences, if held, with appropriate members of its proposed staff, and if requested by the MBTA, senior representatives of proposed team members identified by the MBTA. Nothing stated at any Pre-Bid Conference or included in a written record or summary of a Pre-Bid Conference will modify this RFP or any other part of the RFP unless it is incorporated in an addendum issued.

3.5 Dissemination of Confidential Information

Not Applicable

3.6 Examination of RFP

Each Bidder shall be solely responsible for examining, with appropriate care and diligence, the RFP and any addenda and material made available to Bidders by the MBTA, and for informing itself with respect to any and all conditions that may in any way affect the amount or nature of its Response, or the performance of the Contractor’s obligations under the Contract with the MBTA. Failure of the Bidder to so examine and inform itself shall be at its sole risk, and the MBTA will provide no relief for any error or omission.

The submission of a Response shall be considered prima facie evidence that the Bidder has made the above-described examination and is satisfied as to the conditions to be encountered in performing the Work and as to the requirements of the Contract.

3.7 Rules of Contact

Starting on the date the RFP is issued and ending on the earliest of (a) the award and execution of the Contract, (b) rejection of all Responses by the MBTA, or (c) cancellation of the procurement, the following rules of contact shall apply. These rules are designed to promote a fair and unbiased procurement process.

Contact includes face-to-face, telephone, email, or formal written communication.

The specific rules of contact are as follows:

i. No Bidder, or any of its team members, may communicate with another Bidder or its team members with regard to this RFP or either team’s Response, except that subcontractors that are shared between two or more Bidder teams may communicate with their respective team members so long as those Bidders establish a protocol to ensure that the subcontractor will not act as a conduit of information between the teams. This prohibition does not apply to public discussions regarding the RFP at any MBTA sponsored Bidders’ conferences.

ii. No Bidder or representative thereof shall have any ex parte communications regarding the RFP, the Contract, or the procurement described herein with any member of the MBTA’s Board of Directors, the Massachusetts Department of Transportation (“MassDOT”) Board of Directors, or with any MassDOT or MBTA staff, advisors, contractors, or consultants involved with the procurement, except for communications expressly permitted by the RFP or except as approved in advance at the MBTA’s Point of Contact’s sole discretion. The foregoing restriction shall not, however, preclude or restrict communications with regard to matters unrelated to the RFP, Contract, or procurement or from participation in public meetings of the MBTA or MassDOT Boards of Directors or any public or Bidder workshop related to this RFP.

iii. The Bidders shall not contact employees, representatives, and members of AECOM Technical Services, Inc. regarding this RFP, the Contract, or the procurement.

iv. Any communications determined by the MBTA, in its sole discretion, to be improper may result in disqualification.

RFP: 112-26 - 20 - COMMBUYS #: BD- 27-1206-40000-40000-132719

v. Any official information regarding this RFP will be disseminated from the MBTA’s Point of Contact via COMMBUYS.

vi. The MBTA will not be responsible for or bound by any oral exchange or any other information or exchange that occurs outside the official process specified herein.

vii. The MBTA will not be bound by, and Bidders should not rely on, any oral communications regarding the RFP. Use of any information gathered or received from other agencies or entities shall be at the Bidder’s own risk.

3.8 Clarifications of Specifications, Questions and Answers

Bidders shall review the RFP and any addenda issued by the MBTA prior to the Response Date, and request written clarification or interpretation of any perceived discrepancy, deficiency, ambiguity, error, or omission contained therein, or of any provision which the Bidder fails to understand or to which the Bidder is suggesting a change. Failure of the Bidder to so examine and inform itself shall be at its sole risk, and no relief for error or omission will be provided by the MBTA. Bidders shall submit, and the MBTA will respond to, questions and requests for written clarification in accordance with this Section 3.7.

Questions and clarification requests shall be minimized or aggregated to the extent possible. All questions and clarification requests shall be made by Bidder through the “Bid Q&A” tab in COMMBUYS. Such comments and questions may be submitted at any time prior to the applicable date specified in Section 3.3 or such later date as may be specified in any addendum and shall: (i) identify the document; (ii) identify the relevant section number and page number) or, if it is a general question, indicate so; and (iii) not identify the Bidder in the body of the question or contain proprietary or confidential information. Questions submitted in any other format or method than that described above will not be considered.

Responses to requests for clarification or questions will be provided in writing and issued by the MBTA’s Point of Contact via the COMMBUYS. In addition, the MBTA reserves the right to, in its sole discretion, not answer all questions submitted by Bidders.

It is the Bidder’s responsibility to verify the MBTA’s receipt of questions and clarification requests.

3.9 RFP Addendum

The MBTA reserves the right to issue addenda to the RFP after initial publication.

It is each Bidder’s responsibility to monitor COMMBUYS for any addenda and any Bid Q&A records related to this RFP. The MBTA and the Commonwealth accept no responsibility and will provide no accommodation to Bidders who submit their Response based on an out-of-date RFP or on information received from a source other than COMMBUYS.

The Bidder shall acknowledge in its Technical Proposal Cover Letter (see Enclosure 1) receipt of all addenda and question and answer responses. Failure to acknowledge such receipt may cause the Response to be deemed non-responsive and be rejected.

3.10 MBTA Standard Contract and Terms & Conditions

The MBTA does not encourage attempts to negotiate the Section 8.0 Massachusetts Bay Transportation Authority Standard Contract Terms & Conditions. Many of these provisions are required by law; others are longstanding MBTA policy / practice. Accordingly, Bidders / proposers should only redline or object to provisions that they find absolutely unacceptable. Any rejection or modification of these provisions may disqualify a Bid / proposal as being non-responsive or non-compliant.

RFP: 112-26 - 21 - COMMBUYS #: BD- 27-1206-40000-40000-132719

3.11 Confidentiality / Public Information Act Disclosure Requests

3.11.1 Disclosure Waiver

Each Bidder, by submitting a Response to the MBTA in response to the RFP, consents to the disclosures described in this RFP, including this Section and all other disclosures required by law, and expressly waives any right to contest, impede, prevent, or delay such disclosure, or to initiate any proceeding that may have the effect of impeding, preventing, or delaying such disclosure, under Mass. Gen. Laws, ch. 66 (the Massachusetts Public Records Law or “Public Records Law”) or any other law relating to the confidentiality or disclosure of information. Under no circumstances will the MBTA be responsible or liable to a Bidder or any other party as a result of disclosing any such materials. Each Bidder hereby further agrees to assist the MBTA in complying with these disclosure requirements.

3.11.2 Public Disclosure of Response Documents

Subject to applicable law, after execution of the Contract, or in the event that the procurement is cancelled by the MBTA, the MBTA shall have the right to publicly disclose any and all portions of all Responses. The MBTA will not disclose material deemed confidential by the MBTA in accordance with Section 3.11.3, unless otherwise required by law.

3.11.3 Disclosure Process for Requests Under the Public Records Law

All written correspondence, exhibits, reports, printed material, photographs, tapes, electronic disks, and other graphic and visual aids submitted to the MBTA during this procurement process, including as part of the response to this RFP, become the property of the MBTA upon their receipt by the MBTA and will not be returned to the submitting parties. Except as provided by applicable law, all materials submitted to the MBTA are subject to release as public records. Bidders shall familiarize themselves with the provisions of applicable law (including the Public Records Law) pertaining to disclosure of information in the MBTA’s possession. In no event shall the MBTA, or any of its agents, representatives, consultants, directors, officers, or employees, be liable to a Bidder or Bidder team member for the disclosure of all or a portion of a Response or related information submitted during this procurement.

If a Bidder has special concerns about information which it desires to make available to the MBTA but which it believes constitutes a trade secret, proprietary information, or other information excepted from disclosure, such responding Bidder shall specifically and conspicuously designate that information by placing “TRADE SECRET - PROPRIETARY” in the header or footer of each such page affected and by identifying such trade secret, proprietary information in the Technical Proposal Cover Letter (see Enclosure 1). Nothing contained in this provision shall modify or amend requirements and obligations imposed on the MBTA by the Public Records Law or other applicable law. The provisions applicable law, including the Public Records Law, shall control in the event of a conflict between the procedures described above and the applicable law.

If the MBTA receives a request for public disclosure of all or any portion of a Response or its related information that is designated as ”Trade Secret - Proprietary,” the MBTA will endeavor to use reasonable efforts to notify the applicable Bidder of the request.