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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
PAY RATE
SEIU Professional Step 1: $47.46/hour to Step 5: $62.04/hour
External candidates will begin at Step 1 ($47.46/hour)
CURRENT ASSIGNMENT
This job announcement will be used to establish a pool of eligible candidates for a Senior Maintenance Planner, Track, position in the Preventative Maintenance Planning and Scheduling department that may occur within the next six (6) months.
This class performs the most complex and difficult scheduling activities. This class determines which transit vehicles and components are due for maintenance or replacement, scheduling maintenance, scheduling track access, and monitoring, evaluating and reporting a wide variety of maintenance related information. This class is distinguished from the Maintenance Planner and Shop Scheduler, which focuses on daily shop activities within assigned workload; in that this position is responsible for ensuring that scheduled vehicles are assigned and transported to appropriate shops for maintenance and repair.
DEFINITION
Under direction, performs complex scheduling, planning, analysis, record keeping and other management reporting related to both the preventive and unscheduled maintenance in Operations including one or more areas of revenue transit vehicles, non-revenue transit vehicles, track equipment, traction power and mechanical equipment, facilities, automatic fare collection, communications, wayside, and station equipment. Makes recommendations for action and assists in policy and procedure implementation; may direct the work of office, technical support staff, or professionals (excludes FP, MWIII and MWII); performs related work as assigned.
CLASS CHARACTERISTICS
This class performs the most complex and difficult scheduling activities within Operations. This class determines which assets are due for maintenance or replacement, planning and scheduling maintenance, scheduling track access, and monitoring, evaluating and reporting a wide variety of maintenance related information. This class is distinguished from the Maintenance Planner and Shop Scheduler, in that this position focuses less on daily shop activities and more on planning and administration.
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 online, at www.bart.gov/jobs. Applicants needing assistance with the online application process may receive additional information by calling (510) 464-6112.
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. 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.
Examples of Duties
May analyzes workload in assigned area of responsibility, researches the job and creates job plans that effectively utilize maintenance personnel, materials and tooling to complete required tasks.
May act as a liaison between Maintenance, Operations, engineering and all other supporting departments, to ensure optimal performance of planned work.
Responsible for both long and short range planning, maintaining a balance between the two to establish and maintain a pro-active maintenance environment.
May Work closely with procurement to identify bills of material requiring purchase and kitting and required delivery dates.
Identifies and resolves conflicts in weekly track schedules; informs maintenance controllers, maintenance supervisors and others of asset maintenance status and problems, repeat failures, failure trends and related information; updates maintenance planning and control display boards.
Analyzes vehicle reliability engineering reports to identify repeat assets; researches data, operates computer, and analyzes information to prepare a variety of complex reports regarding scheduling and completion of preventive maintenance and modification, labor hours, and related information.
Reviews, verifies and/or corrects a variety of data regarding replacement or maintenance of components based on time in service; establishes and maintains a variety of records and files related to preventive maintenance and modification processes and activities.
Develops and prepares work packages for maintenance directives, project controls, and component evaluations for transit vehicles, automatic fare collection and destination sign maintenance, maintenance & engineering equipment, wayside equipment and component maintenance.
Assists other divisions and departments with set-up and operation of dedicated maintenance planning and scheduling systems; prepares and distributes blanket work area calendars for use in scheduling maintenance of wayside equipment facilities outside of revenue hours.
May be responsible for managing the Computerized Maintenance Management Systems (CMMS) and developing a Preventive Maintenance Program for all assigned assets in conjunction with the Maintenance Engineer.
Minimum Qualifications
Education :
A Bachelor’s degree in any of the following disciplines: business or public administration, accounting, economics, engineering or technology, or a closely related field.
Experience :
Three years of professional level experience in operations, maintenance, or planning and scheduling OR three (3) years of (full-time equivalent) journey level experience in the designated skill area.
Substitution :
Additional experience may be substituted for the education on a year-for-year basis; graduation from a four-year college is preferred.
Other Requirements :
Must possess a valid California driver’s license.
Knowledge and Skills
Knowledge of :- Computerized Maintenance Management Systems (CMMS),
- Principles and techniques of maintenance scheduling for transit vehicles, time-controlled components, and/or wayside and other equipment and components.
- Methods and techniques for assessing performance against established objectives; basic supervisory principles and practices.
- Manual and computerized maintenance scheduling, tracking and reporting systems and their operation.
- Processes, terminology, intervals and requirements for Maintenance & Engineering equipment, and/or wayside equipment and component maintenance.
- Continuous improvement of methods and innovations.
- Record keeping and file maintenance systems and procedures.
Skill in :- Analyzing and scheduling assigned assets and/or transit vehicles, time-controlled components and various wayside and/or Maintenance & Engineering equipment for preventive maintenance.
- Reading and interpreting complex written maintenance and modification procedures, directives and bulletins.
- Gathering and analyzing vehicle and equipment maintenance and failure data.
- Operating computerized maintenance scheduling, tracking and reporting systems.
- Calculating projected maintenance dates, workload, percentages and related data.
- Making sound independent judgments within established guidelines.
- Establishing and maintaining record keeping and file systems.
- Establishing and maintaining effective working relationships with those contacted in the course of the work.
- Proficient at a personal computer, with skills in software programs.
- Preparing effective written reports and memos.
- Preparing effective written maintenance and modification 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: 1/10/2025 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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