-
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
Pay Rate
SEIU Maintenance Worker III
SEIU Hourly Rate $41.06 (Step 76) to $53.67 (Step 99)
External candidates will start at $41.06 (Step 76)
Reports To
Assistant Superintendent of Rolling Stock and Shops Maintenance
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.
The CVM performs skilled scheduled, unscheduled and emergency repair and modification maintenance on all mechanical systems and electrical components for the DMU revenue vehicles including related subsystems and components as required by manufacturer maintenance and servicing manuals in compliance with Federal and State regulations and inspection and DMU vehicle maintenance procedures. The CVM also performs a broad range of other assignments which require a wide range of skillsets. This position requires an in-depth knowledge of electrical, electronic, and diesel engine troubleshooting. This classification is distinguished from the DMU Rolling Stock Foreworker in the latter and is responsible for supervising the day-to-day DMU Rolling Stock operations and activities.
Ideal candidates will demonstrate expertise as defined by the current assignment and have a demonstrated history of the following experience and knowledge:- Technical knowledge of the work performed in this skill area;
- Ability to follow transit vehicle maintenance schedules, documents, records and reports;
- Utilize schematics, drawing and detailed operational theory to troubleshoot in a demanding work environment that requires a problem-solving and proactive work ethic;
- Exercising sound independent judgment within established guidelines;
- Aptitude for technology while utilizing hardware and software to achieve tracking and repairing goals to ensure equipment reliability.
Selection Process
Applications will be screened to assure that minimum qualifications are met. Those applicants who meet minimum qualifications will then be referred to the hiring department for the completion of further selection processes.
The selection process for this position may include a skills/performance demonstration, a written examination, and a panel and/or individual interview.
The successful candidate must have an employment history demonstrating reliability and dependability; provide copies of certificates, diplomas or other documents as required by law, including those establishing his/her right to work in the U. S; pass a pre-employment medical examination which may include a drug and alcohol screen, and which is specific to the essential job functions and requirements. Pre-employment processing will also include a background check. (Does not apply to current full-time District employees unless specific job requires additional evaluations).
Application Process
External applicants may only apply online, at www.bart.gov/jobs. Applicants needing assistance with the online application process may receive additional information by email at employment@bart.gov .
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.
Applications must be complete by the closing date and time listed on the job announcement.
Examples of Duties
Performs regular daily and preventive maintenance inspections, servicing, troubleshooting and repairs to DMU vehicles, including all subsystems and components as required by the manufacture’s specifications, and California Public Utilities Commission (CPUC) regulations.
Inspects, troubleshoots, adjusts and repairs DMU subsystems, including: diesel engines, electric generators and traction motors, suspension and truck assemblies, couplers and train line, electro- pneumatic brake systems, air compressors, valves, locomotive cab control systems, heating, ventilation and air conditioning, electric door operators, lighting, communications, radio, cab signal, positive train control; performs fueling, sanding, and washing.
Responsible for and maintains the shop facilities and equipment by maintaining a safe, and clean shop and equipment.
Operates revenue DMU vehicles within designated limits, in compliance with operating rules and regulations, to position them as needed to perform maintenance and tests, prepare vehicles/trains for revenue service, and shift them to and from the storage yard.
Follows Standard Operating Procedures, all applicable CPUC regulations, as well as District policies and procedures, safety rules and regulations.
Documents and records work performed, and parts and materials used.
Trains and instructs other Composite Rail Vehicle Maintainers in inspection, troubleshooting, repair procedures, maintenance techniques and safety precautions as assigned.
Provide on-call duties for revenue rail vehicle maintenance, emergency response incidents and all other duties as assigned.
Must develop and maintain positive working relationships with co-workers, supervisors, contractors, and customers, and effectively handle conflict situations.
May be assigned to perform inspection, maintenance and repair duties for all shop equipment, forklifts, cranes, jacks, transfer table, mechanical/electrical shop tools, shop vehicles, as necessary and as qualified.
May be assigned to perform scheduled and non-scheduled rail vehicle interior cleaning, exterior hand washing and heavy detail cleaning for DMU vehicles, as necessary.
May be assigned to perform general shop janitorial and organization including, emptying trash, sweeping, mopping, and vacuuming floors, cleaning pits and other work areas such as offices and grounds, as necessary, and not to include restrooms.
Performs related work as assigned.
Minimum Qualifications
Education:
Possession of a high school diploma, GED or recognized equivalent.
Experience:
Equivalent to completion of an apprenticeship in a mechanical trade and one (1) year of verifiable journey level full-time work experience in mechanical, electrical, and electronic diagnostic, maintenance and repair functions on large and complex vehicles, machinery and/or similar equipment.
Substitution:
Three (3) years of verifiable journey level full-time work experience as described above may be substituted for the completion of an apprenticeship in a mechanical trade.
Other Requirements :- Must possess and maintain a valid California driver's license and have a satisfactory driving record
- Must be able to pass a pre-employment and bi-annual physical examination meeting the Class B licensing requirements established by the Department of Motor Vehicles (DMV)
- Must be able to obtain Class Two (2) DMU engineer certification within the initial probationary period
- Must retain DMU engineer certification
- Must possess a current Forklift Operator Certification or obtain one within the probationary period
- Must be willing to work off-hours shifts, holidays and weekends
- Must be available for on-call responsibility for vehicle maintenance related problems
- Must meet vision and color recognition requirements for signal identification and repair
- Demonstrates clear, effective oral, written and verbal communication skills in English in order to communicate through radio systems and write in daily logs
- Must be able to climb ladders to perform railcar maintenance work
Knowledge and Skills
Knowledge of:- Transit vehicle electrical and mechanical systems/components, troubleshooting and repair
- Schematics, drawings, and manuals of DMU vehicles
- Methods, materials, tools and equipment used in servicing, diagnosis, maintenance, overhaul and repair of DMU vehicles and equipment
- Principles of diagnosis and repair of passenger rail vehicles
- Mechanical systems involving diesel engines, electrical and pneumatic systems
- Safe working practices, including techniques for safely lifting and moving heavy objects
- Vehicle and equipment parts, accessories, parts assemblies, and terminology
- Federal Railroad Administration (FRA) and Department of Transportation (DOT) Safety regulations, including hazardous material handling and storage, and disposal, effective working knowledge of railway operations, terminal operations
Skill/Ability in:- Interpreting and applying oral and written instructions in a consistent manner
- The use of hand tools related to rail vehicle maintenance, such as pneumatic, electrical and hydraulic, and measuring instruments
- Computer usage including the word processing software
- Reading and understanding manufacturer blueprints and schematics
- Utilizing a maintenance management system; troubleshooting mechanical conditions
- Performing train servicing functions including washing, fueling, sanding, and cleaning
- Dealing with individuals from various socio-economic groups, including the disabled in a tactful, calm, and confident manner
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: 10/18/2024 11:59 PM Pacific -
ABOUT THE COMPANY
-
-
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.
-