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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
The Maintenance and Engineering (M&E) department has over 1500 employees who serve San Francisco Bay Area communities by providing safe and reliable infrastructure to enable on-time service. M&E Engineering leads over one hundred design & capital construction projects along with providing technical expertise for all infrastructure assets apart from rail vehicles. We focus on safety, reliability, and innovation to benefit passengers and employees so trains and projects can move swiftly every day. We hire maintenance-friendly Engineering talent who bring a high level of technical capability, accountability, and enthusiasm for continuous improvement.
Pay Rate
Minimum: $123,687.00 - Maximum: $187,387.00
The initial salary offer will be between the minimum and midpoint range, based on the candidate's experience.
Posted Date
October 7, 2024
Closing Date
Open Until Filled
First review of applications will begin November 7, 2024
Reports To
Assigned Engineering Manager
Days Off
Typically, Saturday and Sunday, but working variable shifts, including nights and weekends may be required
Who May Apply
All current BART employees and qualified individuals who are not yet BART employees
Current Assignment
Rebuilding BART’s Infrastructure
This posting will be used to establish an eligibility list for an Engineering position in the Track Engineering Division. Incumbents will receive assignments on a variety of ongoing track-related projects including testing, design, process development, documentation, and implementation of asset improvements.
For more information on the type of projects this position may be assigned, see https://www.bart.gov/better-bart/the-plan. This position requires frequent work in the field, working alongside BART’s track crews performing project work.
Education preferred: A Bachelor’s degree in Mechanical, Civil, or Structural Engineering or a closely related field from an accredited college or university.
Engineers are expected to have detailed subject matter expertise in certain areas, act as consultants to others in their areas of expertise, and work independently on well-defined projects. This position generally requires a minimum of 2 years work experience, in field reliability, process improvement, design, and maintenance with desirable skills in civil, structural and/or mechanical engineering discipline.
Ideal incumbents will demonstrate the following skills beyond the minimum qualifications:- Prepares track engineering plans and specifications, quantity take-off, cost estimate, and other supporting data for track engineering projects.
- Performs a variety of calculation and data analysis using Microsoft Excel, programming language, or third-party software with minimal supervision.
- Review and perform testing for materials procurement.
- Perform field activities such as inspection, testing, review construction progress, etc
- Utilizes a variety of engineering computer programs and applications including CADD.
- Utilize various track measurement system and software to identify track conditions, generate defect reports, and recommend mitigations.
- Strong Engineering skills and experience.
- Excellent problem-solving ability.
- Excellent communication skills, including the ability to make clear presentations, produce concise technical reports, and translate technical issues to business and operational perspectives.
- Experience in the development of Preventative/Predictive Maintenance processes and procedures to improve and sustain overall equipment reliability.
- Experience with data collection and analysis to document system and equipment performance and reliability testing.
- Must possess sufficient mobility to inspect trackway and structures, and in-progress construction. Must be able to go up and down ladders and stairways and traverse through a construction and railroad environment (rough walking/working surfaces, construction sites, railway tracks) and underground and elevated structures.
- Must be willing to work overtime, nights and/or weekends as required.
- Must be able to work with and in close proximity to moving trains and live electrical equipment.
- Ability to work successfully with multidisciplinary teams.
- Willingness to be on call 24 hours a day, 7 days at a time (in rotation with others), to work occasionally during overnight and weekend maintenance windows, and to work occasionally in noisy and dirty environments or in foul weather.
- Attends and participates in professional group meetings; stays abreast of the current state of practice, new trends, and innovations in the field of structural engineering.
Examples of Duties
Performs a variety of professional engineering duties related to the subject department. Duties may include preparing engineering specifications, preliminary cost estimates, engineering drawings, sketches, calculations and analyses.
Prepares engineering designs, specifications, costs and quantity estimates for engineering construction projects; prepares and/or reviews the adequacy and accuracy of computations.
Assists in the establishment of schedules and methods for providing engineering project oversight services; responsible for the verification of quantities of materials and adherence to specifications; may recommend resources to be allocated.
Monitors work activities to ensure compliance with established policies and procedures; evaluates proposed changes to approved plans and specifications.
Recommends approval of and submits contractor’s progress payment applications; performs audits of contractor and suppliers to ensure adherence to established policies procedures.
Prepares a variety of reports and correspondence on project matters including Inspector’s Daily Reports, monthly and final completion reports, contract modifications negotiations, field and design engineering changes, and correspondence with the contractor on fulfillment of requirements.
Discusses and coordinates engineering design or construction project activities with design engineering staff and other affected engineering personnel.
Maintains awareness of progress on assigned engineering design or construction projects to ensure compliance with designated time and cost schedules.
Provides assistance to inspectors in the interpretation of plans and resolution of problems during construction.
Reviews construction design plans to evaluate potential construction problems; monitors construction project expenditures.
Utilizes a variety of engineering programs and application including CADD.
Attends and participates in professional group meetings; stays abreast of new trends and innovations in the field of engineering design and construction.
Conducts field inspections; ensures compliance with specifications.
Minimum Qualifications
Education
Bachelor’s degree in engineering or a related field from an accredited college or university.
Experience
Two (2) years of (full-time equivalent) verifiable engineering design and construction project experience.
Substitution
Additional engineering experience as outlined above may be substituted for the above education on a year-for-year basis. A college degree is preferred.
Knowledge and Skills
Knowledge of:- Principles and practices of engineering in assigned discipline area
- Operations, services and activities of an engineering design and construction program
- Principles and practices of engineering cost estimating
- Methods and techniques of field measuring and testing
- Engineering contract administration principles and practices
- Materials and equipment methods utilized in engineering
- Terminology, methods, practices, and techniques used in related engineering report preparation
- Advanced mathematical principles
- Current office procedures, methods, and equipment including computers
- Specialized computer programs or systems utilized in construction engineering design including CADD
- Related building codes, regulations and provisions
- Related Federal, State, and local laws, codes and regulations
Skill/Ability in :- Applying principles and practices in engineering design and construction in assigned projects
- Interpreting and explaining District policies and procedures
- Preparing clear and concise reports
- Interpreting and preparing revisions to engineering plans, drawings, and specifications
- Communicating clearly and concisely, both orally and in writing
- Establishing and maintaining effective working relationships with those contacted in the course of work
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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