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Job Description
Marketing Statement
Ride BART to a satisfying career that lets you both: 1) make a difference to Bay Area residents, and 2) enjoy excellent pay, benefits, and employment stability. BART is looking for people who like to be challenged, work in a fast-paced environment, and have a passion for connecting riders to work, school and other places they need to go. BART offers a competitive salary, comprehensive health benefits, paid time off, and the CalPERS retirement program.
Job Summary
Department
Train Control, Maintenance & Engineering
Pay Rate
SEIU Maintenance Worker III (Grade 301)
Hourly rate of pay: $41.06 (Step 76)- $53.67 (Step 99)
*External candidates will start at $41.06 (Step 76)
Posted Date
October 14, 2024
Closing Date
November 15, 2024
Reports To
Train Control Foreworker
Days Off
Variable
Who May Apply
Qualified individuals who are not yet BART employees.
Current Assignment
This announcement will be used to establish a pool of eligible candidates for vacancies that may occur within the next twelve (12) months.
Selection Process
This is a SEIU Local 1021 Bargaining unit position. However, All SEIU members must follow the "Bid Form Process", failure to comply will invalidate an employee's application.
The selection process will include a screening for minimum qualifications as listed in this posting and may additionally involve a skills/performance test, written exam, and/or a panel interview. Outside applicants will not be considered until all employees who have applied have been considered first.
Application Process
This is a SEIU Local 1021 Bargaining unit position. However, all full-time SEIU District employees must follow the "Bid Form" process and deposit their bids in the bid box. Failure to comply may invalidate the employee's bid. As actual vacancies occur, District employees on the internal eligibility list will be considered before outside candidates.
External applicants may only apply on line, at www.bart.gov/jobs. Applicants needing assistance with the on line application process may receive additional information by calling (510) 464-6112.
Other Information
Please be prepared to present documentation in support of any required licenses, degrees, or certifications upon request.
Please note that any job announcement may be canceled at any time.
Note
When you have successfully applied for this position you will receive an auto reply e-mail acknowledging that your application was received for this position. Please retain a copy of the e-mail for your records. If you receive an auto reply that does not specifically reference this position, please email Employment Help at employment@bart.gov for assistance.
To verify submission of your application, click on the 'My Career Tools' link at the top of the 'Careers Home Page' after submitting your application to view the list of applications you have submitted (including application date and status). If you have further questions, please email the Employment Help at employment@bart.gov, between the hours of 8:15am - 5:00pm, Monday- Friday.
The Employment Office will screen Bid form applications and resumes against the minimum qualifications. Those candidates who meet the minimum qualifications will be referred to the hiring department for further consideration. The selection process may involve a skills/performance test, written exam, and/or a panel interview. Outside applicants will not be considered until all employees who have applied have been considered first.
All applicants are asked to complete the application in full, indicating dates of employment, all positions held, hours worked, and a full description of duties. On line applicants are invited to electronically attach a resume to the application form to provide supplemental information, but should not consider the resume a substitute for the application form itself.
Examples of Duties
Repairs, removes and replaces power supplies, relays, motors, switches and related electrical components.
Adjusts, removes and replaces printed circuit boards, sensors, speed encoding devices and related electronic components.
Adjusts, repairs, removes and replaces mechanical mechanisms and parts such as gears, springs, clutches and rods.
Installs new assemblies, parts and components for equipment modifications; installs new wiring, pins, and connectors.
Troubleshoots, tests and diagnoses both hardware and software equipment problems using computerized diagnostics tolls, oscilloscopes, voltage, amperage and ohm meters, pressure gauges, magnetic field testers, calipers, multi-meters, signal and tone generators, test cards and related devices.
May fabricate special test equipment and prototype train control equipment.
Performs preventive maintenance of equipment, including cleaning, lubricating, checking and adjusting all parts and components.
Reads work requests and discusses work to be performed with foreworkers, supervisors, work request initiators and engineers.
Reads and interprets manuals, drawings, procedures, specifications and schematic diagrams.
Determines whether equipment can be repaired in the field and removes and may sends equipment to component repair shops.
Responds to computerized, telephone and in-person requests for yard and train control equipment maintenance.
Maintains records of work performed, time required, parts and materials used, component serial numbers and related data, using current District maintenance management software and other PC applications such as, excel, lotus notes, word, etc.
Confirms that simple, work orders and safe clearances have been provided where necessary, and uses appropriate safety apparel and devices.
Updates drawings to reflect field conditions.
Prepares brief reports of repeated maintenance problems.
Operates District vehicles to reach equipment to be serviced and may include specialized high- rail vehicles used on tracks; may operate cranes or other equipment as required for repair.
Minimum Qualifications
Education :
An Associate’s degree in electronics from an accredited college, or a Certificate of Achievement in Electronics from an accredited college, or completion of military training in electronics, or completion of a formal apprenticeship as an electronic technician and possession of a high school diploma, GED, or recognized equivalent.
Experience :
One (1) year of (full-time equivalent) verifiable experience in maintaining, troubleshooting and repairing computerized, electronic and electro-mechanical equipment.
Other Requirements :
Must possess a valid California driver's license and have a satisfactory driving record.
Must possess adequate color vision to distinguish wiring, parts, and signals.
Must be physically able to lift to waist level and carry up to 60 pounds.
Must be physically able to climb, stoop, bend, kneel, and crawl to reach work.
Must be physically able to walk on uneven surfaces for long distances.
Must be physically able to work in confined spaces, underground and on aerial structures.
Must be willing to work in exposure to live voltage.
Must be able to wear respiratory protective equipment during the performance of assigned duties in accordance with the District Respirator Program and applicable Cal-OSHA requirements.
Must be able to understand, read and communicate in English.
Must be able to work various shifts, weekends, holidays, and overtime.
Substitution :
In addition to the experience listed above, four (4) years of (full-time equivalent) verifiable electronic maintenance experience (i.e. maintaining, troubleshooting and repairing electronic and/or electromechanical equipment) can be substituted for the education.
Knowledge and Skills
Knowledge of :- Basic operating principles of analog and digital electronics, electrical and electronic circuitry and mechanical mechanisms.
- Methods and procedures for the repair, installation and maintenance of computerized, electronic and electro-mechanical yard control and train control equipment.
- Methods and procedures for testing and troubleshooting yard control and train control equipment.
- Use and care of hand and power electrical, electronic and mechanical testing and repair tools and equipment.
- Current District PC applications such as excel, lotus notes, word, etc.
- Mathematics used in train control maintenance including Boolean algebra.
- Safety practices and procedures pertaining to the work.
Skill in :- Assessing and troubleshooting both hardware and software problems in computerized electronic, electrical and mechanical yard and train control equipment down to the component level.
- Installing, repairing and maintaining yard and train control equipment.
- Using and maintaining hand and power tools and equipment used in the trade.
- Reading and interpreting manuals, procedures, diagrams and schematics.
- Keeping written records of work performed and parts and materials used.
- Using current PC applications systems.
- Communicating tactfully and effectively with those contacted in the course of the work.
- Operating the District’s radio and telephone communication systems in compliance with District Rules, Regulations and Procedures.
Equal Employment Opportunity GroupBox1
The San Francisco Bay Area Rapid Transit District is an equal opportunity employer. Applicants shall not be discriminated against because of race, color, sex, sexual orientation, gender identity, gender expression, age (40 and above), religion, national origin (including language use restrictions), disability (mental and physical, including HIV and AIDS), ancestry, marital status, military status, veteran status, medical condition (cancer/genetic characteristics and information), or any protected category prohibited by local, state or federal laws.
The BART Human Resources Department will make reasonable efforts in the examination process to accommodate persons with disabilities or for religious reasons. Please advise the Human Resources Department of any special needs in advance of the examination by emailing at least 5 days before your examination date at employment@bart.gov .
Qualified veterans may be eligible to obtain additional veteran's credit in the selection process for this recruitment (effective Jan. 1, 2013). To obtain the credit, veterans must attach to the application a DD214 discharge document or proof of disability and complete/submit the Veteran's Preference Application no later than the closing date of the posting. For more information about this credit please go to the Veteran's Preference Policy and Application link at www.bart.gov/jobs .
The San Francisco Bay Area Rapid Transit District (BART) prides itself in offering best in class benefits packages to employees of the District. Currently, the following benefits may be available to employees in this job classification.
Highlights- Medical Coverage (or $350/month if opted out)
- Dental Coverage
- Vision Insurance (Basic and Enhanced Plans Available)
- Retirement Plan through the CA Public Employees’ Retirement System (CalPERS)
- 2% @ 55 (Classic Members)
- 2% @ 62 (PEPRA Members)
- Reciprocity available for existing members of many other public retirement systems (see BART website and/or CalPERS website for details)
- 6.65% employer contribution up to annual maximum of $1,868.65
Closing Date/Time: 11/15/2024 11:59 PM Pacific -
ABOUT THE COMPANY
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BART (Bay Area Rapid Transit)
Show moreThe BART story began in 1946. It began not by governmental fiat, but as a concept gradually evolving at informal gatherings of business and civic leaders on both sides of the San Francisco Bay. Facing a heavy post-war migration to the area and its consequent automobile boom, these people discussed ways of easing the mounting congestion that was clogging the bridges spanning the Bay. In 1947, a joint Army-Navy review Board concluded that another connecting link between San Francisco and Oakland would be needed in the years ahead to prevent intolerable congestion on the Bay Bridge. The link? An underwater tube devoted exclusively to high-speed electric trains.
Since 1911, visionaries had periodically brought up this Jules Verne concept. But now, pressure for a traffic solution increased with the population. In 1951, the State Legislature created the 26-member San Francisco Bay Area Rapid Transit Commission, comprised of representatives from each of the nine counties which touch the Bay. The Commission's charge was to study the Bay Area's long range transportation needs in the context of environmental problems and then recommend the best solution.
The Commission advised, in its final report in 1957, that any transportation plan must be coordinated with the area's total plan for future development. Since no development plan existed, the Commission prepared one itself. The result of their thoroughness is a master plan which did much to bring about coordinated planning in the Bay Area, and which was adopted a decade later by the Association of Bay Area Governments (ABAG).
The BART Concept is Born
The Commission's least-cost solution to traffic tie-ups was to recommend forming a five-county rapid transit district, whose mandate would be to build and operate a high-speed rapid rail network linking major commercial centers with suburban sub-centers.The Commission stated that, "If the Bay Area is to be preserved as a fine place to live and work, a regional rapid transit system is essential to prevent total dependence on automobiles and freeways."
Thus was born the environmental concept underlying BART. Acting on the Commission's recommendations, in 1957, the Legislature formed the San Francisco Bay Area Rapid Transit District, comprising the five counties of Alameda, Contra Costa, Marin, San Francisco and San Mateo. At this time, the District was granted a taxing power of five cents per $100 of assessed valuation. It also had authority to levy property taxes to support a general obligation bond issue, if approved by District voters. The State Legislature lowered the requirement for voter approval from 66 percent to 60 percent.
Between 1957 and 1962, engineering plans were developed for a system that would usher in a new era in rapid transit. Electric trains would run on grade-separated right-of-ways, reaching maximum speeds of 75-80 mph, averaging perhaps 45 mph, including station stops. Advanced transit cars, with sophisticated suspensions, braking and propulsion systems, and luxurious interiors, would be strong competition to "King Car " in the Bay Area. Stations would be pleasant, conveniently located, and striking architectural enhancements to their respective on-line communities.
BART employees in the 1970s.
Hundreds of meetings were held in the District communities to encourage local citizen participation in the development of routes and station locations. By midsummer, 1961, the final plan was submitted to the supervisors of the five District counties for approval. San Mateo County Supervisors were cool to the plan. Citing the high costs of a new system-plus adequate existing service from Southern Pacific commuter trains - they voted to withdraw their county from the District in December 1961.
With the District-wide tax base thus weakened by the withdrawal of San Mateo County, Marin County was forced to withdraw in early 1962 because its marginal tax base could not adequately absorb its share of BART's projected cost. Another important factor in Marin's withdrawal was an engineering controversy over the feasibility of carrying trains across the Golden Gate Bridge.
BART had started with a 16-member governing Board of Directors apportioned on county population size: four from Alameda and San Francisco Counties, three from Contra Costa and San Mateo, and two from Marin. When the District was reduced to three counties, the Board was reduced to 11 members: four from San Francisco and Alameda, and three from Contra Costa. Subsequently, in 1965, the District's enabling legislation was changed to apportion the BART Board with four Directors from each county, thus giving Contra Costa its fourth member on a 12-person Board. Two directors from each county, hence forth, were appointed by the County Board of Supervisors. The other two directors were appointed by committees of mayors of each county (with the exception of the City and County of San Francisco, whose sole mayor made these appointments).
The five-county plan was quickly revised to a three-county plan emphasizing rapid transit between San Francisco and the East Bay cities and suburbs of Contra Costa and Alameda counties. The new plan, elaborately detailed and presented as the "BART Composite Report, " was approved by supervisors of the three counties in July 1962, and placed on the ballot for the following November general election.
The plan required approval of 60 percent of the District's voters. It narrowly passed with a 61.2 percent vote District-wide, much to the surprise of many political experts who were confident it would fail. Indeed, one influential executive was reported to have said: "If I'd known the damn thing would have passed, I'd never have supported it. "
The voters approved a $792 million bond issue to finance a 71.5 mile high-speed transit system, consisting of 33 stations serving 17 communities in the three counties. The proposal also included another needed transit project: rebuilding 3.5 miles of the San Francisco Municipal Railway. The new line would link muni streetcar lines directly with BART and Market Street stations, and four new Muni stations would be built.
The additional cost of the transbay tube -- estimated at $133 million -- was to come from bonds issued by the California Toll Bridge Authority and secured by future Bay Area Bridge revenues. The additional cost of rolling stock, estimated at $71 million, was to be funded primarily from bonds issued against future operating revenues. Thus, the total cost of the system, as of 1962, was projected at $996 million. It would be the largest single public works project ever undertaken in the U.S. by the local citizenry.
After the election, engineers immediately started work on the final system designs, only to be halted by a taxpayer's suit filed against the District a month later. The validity of the bond election, and the legality of the District itself, were challenged. While the court ruled in favor of the District on both counts, six months of litigation cost $12 million in construction delays. This would be the first of many delays from litigation and time-consuming negotiations involving 166 separate agreements reached with on-line cities, counties, and other special districts. The democratic processes of building a new transit system would prove to be major cost factors that, however necessary, were not foreseen.
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