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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
Initial screening of applications received will begin on October 28, 2024, or upon receipt of initial 100 applications, whichever occurs first.
Pay Rate
Non-Represented Pay Band E07
Annual Salary: $132,346.00 (Minimum) - $200,505.00 (Maximum)
The negotiable starting salary offer will be between $132,346.00/annually - $170,920.10/annually, commensurate with education and experience.
Reports To
Manager of Cyber Security
Current Assignment
This job announcement will be used to establish a pool of eligible candidates for vacancies that may occur within the next twelve (12) months.
BART’s Cybersecurity Division in the Office of the Chief Information Officer (OCIO) is looking for a highly experienced Cyber Security Engineer that wants to focus their career working with cutting edge network security tools. This department works in a collaborative environment with a strong focus on the strategic deployment of security controls and support for several diverse stakeholders. A major emphasis for the division is ensuring that our Cyber Security Engineers get the training, support, and certifications they need to better combat the evolving threat landscape.
Beyond the minimum qualifications, the ideal candidate would:- Have network security experience with an understanding of routing, switching and next generation firewalls.
- Experience maintaining and supporting on-premise and cloud based Active Directory.
Initial screening of resumes received will begin on October 28, 2024.
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.
Qualified applications received up to the initial screening date may be enrolled into the selection process. If no successful candidate(s) are identified, applications received past the initial screening date will then be reviewed for consideration.
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
Current employees are strongly encouraged to apply online, either at www.bart.gov, or on EmployeeConnect.
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. Online 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.
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.
Examples of Duties
Under general supervision develops and implements the design of a complex unified cyber security program.
Monitors security threats the District’s Unified Cyber Security Program. Ensures all endpoints have security software installed to protect against malware, viruses and ransomware.
Provides highly technical security expertise and support related to alarms and monitoring devices that participate in District Security Objectives (DSO’s); Oversees and resolves business and support issues related to RAILS.
Manages the various security projects including performing impact diagnostics on existing technology projects; provides cybersecurity guidance in the planning, architectural design and implementations of all systems.
Provides secure remote solutions; provides multifactor authentication support.
Evaluates business and technical security requirements; driving the selection, prototyping and implementation of applications and technical solutions; and effectively communicating inherent security risks to non-technical users and administrators
Educates and trains BART users on cybersecurity attacks and threats.
Implements and tunes algorithms used to monitor both machine and human behavior.
Develops and maintains inventory lists generated from advanced forensic investigation.
Coordinates and implements enterprise design and remediation solutions based on gathered statistics.
Collects automated progress metrics for all technology projects.
Coordinates with law enforcement to maintain District security.
Responsible for analyzing and testing attack and penetration of Internet infrastructure and Web- based applications utilizing manual and automated tools.
Performs other duties as assigned within the scope of the qualifications.
Minimum Qualifications
Education:
A Bachelor’s Degree in Computer Science, Information Security or related field.
Experience:
Three (3) years of (full-time equivalent) verifiable professional experience in an Information Security Operations and/or design role, which must have included Cyber Intelligence, Cyber Defense, Digital Surveillance, or related experience.
Substitution:
Additional professional experience as outlined above may be substituted for the education on a year-for- year basis. A college degree and information security related certification (s) and detailed hands-on network experience developing enterprise cyber security programs is highly preferred.
Other Requirements:
Professional Certification such as CISSP, CISM, GSEC, GIAC, CEH, CPT are strongly preferred.
Knowledge and Skills
Knowledge of:- Network security design.
- Transportation and Rail-specific security concerns. (SCADA, CBTC)
- Advanced Threat Protection and Sandboxing solutions.
- Detection/Prevention Systems: Anomaly-based, signature-based, and host-based.
- Cybersecurity Standards, Practices & Solutions.
- Related federal, state and local laws, codes and regulations.
- Information security tools such as Nessus, Kismet, Airsnort, NMAP, Ethereal, WebInspect, Nikto or similar.
- Information Systems and Information Security which address organizational design, structure and administration practices, system development and maintenance procedures, system software and hardware controls, security and access controls, computer operations, environmental protection and detection, and backup and recovery procedures.
- Information system architecture and security controls, such as firewall and border router configurations, operating systems configurations, wireless architectures, databases, specialized appliances and information security policies and procedures.
- Modern 911 Dispatch Technology including PSAP 911, NG9-1-1, CLETS and related Relational Database Administration (DBA) in Oracle, SQL, or similar data systems.
- Technical knowledge of Unix, Linux and Windows operating systems.
- Technical knowledge of IDS/IPS, vulnerability assessment tools, remote access methodologies, log management tools, firewalls, cryptography and digital certificates.
- Surveillance, Access Control and related Alarm Systems.
- Methods and techniques of networking protocols and remote access.
- Cyber security issues and impact, and can readily identify potential threats.
- Unix shell prowess, scripting languages, regular expressions.
- Programming languages such as Java, C, C++, C#, and .NET.
- Industry Standards, eg, ISO 17799/27001, NIST Publications and other Industry Related Security Standards.
- Performing manual techniques to exploit vulnerabilities in the OWASP top 10 including but not limited to cross-site Scripting, SQL injections, session hi-jacking and buffer overflows to obtain controlled access to target systems.
- Performing network traffic forensic analysis, utilizing packet capturing software, to isolate malicious network behavior, inappropriate network use or identification of insecure network protocols.
- TCP/IP Networking.
- Managing interfaces between disparate alarm systems.
- Monitoring Automatic Vehicle Location (AVL) equipment and statistics.
- Analyzing and testing attack and penetration of Internet infrastructure and Web-based applications utilizing manual and automated tools.
- Preparing clear and concise reports and documentation.
- Executing troubleshooting tasks.
- Application source code security review.
- Communicating clearly and concisely, both orally and in writing.
- Establishing and maintaining effective working relationships with those contacted in the course of work.
- Creating training materials.
- Training employees to maintain situational awareness.
- Coordinating with District management, local law, enforcement and federal laws enforcement.
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)
- 3% at 50 (Safety Members - Classic)
- 2.7% @ 57 (Safety Members - PEPRA)
- 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: Continuous -
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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