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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
AFSCME Pay Grade ROC
Annual Salary: $161,349.98 (Step 1) - $184,034.73 (Step 5)
Reports To
Assistant Chief Transportation Officer, Central Control
Current Assignment
This announcement will be used to establish list to fill future vacancies that may occur within the next twelve (12) months.
BART's Operations Control Center (OCC) is recruiting to fill vacancies for the position of Rail Operations Controller. This recruitment is to establish a list of eligible and qualified candidates for the job. Any current and future Rail Operations Controller vacancies during the ensuing twelve (12) months will be filled from the eligible list established from this recruitment. Upon selection, successful candidates from this recruitment will be required to complete a rigorous 1-year training program.
The OCC is the lifeblood of BART. Rail Operations Controllers use computers and radio communications to control the safe movement of trains throughout the BART System. Like an Air Traffic controller, Rail Operations Controllers constantly monitor train movement and conditions affecting train movement, taking immediate action when necessary.
In the OCC, Rail Operations Controllers play an essential and vital role in assisting and implementing various plans and procedures, and in doing so, are required to remain in continuous communication with frontline BART personnel. They perform a variety of duties in monitoring, analyzing, controlling and supervising the status of main line rail operations by use of computer-generated displays, display board indications, computer inputs and voice communications.
The OCC is an extremely dynamic and stressful environment. Thus, Rail Operations Controllers are required to maintain control and professionalism at all times in order to successfully carry out assigned procedures and duties, including coordinating assigned activities with other divisions, departments and outside agencies; and perform related duties as assigned.
The successful candidate(s) of this recruitment will demonstrate knowledge, skills, and/or experience in the following criteria in addition to the minimum qualifications:- Knowledge of operations, services, activities, principles and practices of a comprehensive rail transit operations program.
- Experience issuing or receiving work orders which require read-backs, and setting phraseology in the structured format commonly found in the commuter rail industry.
- Ability to effectively and simultaneously handling a variety of assigned tasks.
- Ability to effectively communicate with others, both orally and in writing.
- Ability to handle and resolve emergency situations
- Ability to interpret various technical data and situational dynamic changes and develop a plan of action
- Minimum qualifications must be maintained during the training.
- Rail Transportation, and/or Military or Air Traffic controller (Military or FAA) experience is preferred.
Selection Process
This position is represented by American Federation of State, County, and Municipal Employees (AFSCME). 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/or an individual or panel 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 includes 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)
The selection process for this position will be in accordance with the applicable collective bargaining agreement.
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 calling (510) 464-6112.
Current employees are strongly encouraged to apply online, either at www.bart.gov/jobs, or on WebBART. Current employees may also apply using a BART paper application by delivering the completed form to the Human Resources Department, or by mailing it to P. O. Box 12688, Oakland, CA 94604-2688.
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.
Examples of Duties
Performs a variety of duties for monitoring, analyzing, controlling and supervising the status and performance of main line rail operations; supervises train operators and field supervisors; oversees rail operations by use of computer-generated displays, display board indications, computer inputs and voice communications.
Monitors and interprets the train control display board, computer workstation displays and radio operations to determine the status of revenue operations, non-revenue vehicle activity, scheduled or unscheduled maintenance activities; responds with appropriate computer inputs and verbal instructions to maintain system performance and safety.
Supervises and coordinates on-site or and remote activities during emergency or unusual incident situations; controls isolation of the incident area from all train movement; participates in the implementation of repair activities or emergency response; ensures that vehicles, facilities, and equipment are operated safely.
Coordinates activities with those of other operations and maintenance staff to minimize service interruptions; provides other District departments and divisions with technical information relating to the train control operations.
Performs activities while ensuring that pre-established schedules are maintained for optimal revenue service.
Evaluates passenger service to ensure that existing systems are functioning properly, and that District policies, procedures, rules, and regulations are being followed.
Participates in the implementation of emergency action plans; assists in coordinating emergency operations with field personnel, and other departments and outside agencies.
Coordinates work with that of other divisions and outside agencies; provides technical support to other divisions, District departments and outside agencies.
Conducts a variety of operational or administrative studies; assists with investigations in safety- related incidents.
Develops and implements delay management strategies such as single-tracking operations, turning trains, shuttle service and other service recovery techniques as required during service interruptions.
Coordinates with maintenance supervisors to remove transit revenue bearing vehicles from service for regularly scheduled maintenance and overhaul requirements; maintains accurate hourly and daily records and special reports of work being performed; participates in the investigation and prepares reports on emergency, unusual incidents, and passenger complaints.
Maintains awareness of progress on assigned construction activities to assure compliance with designated time and established standards.
As assigned, may train new Rail Operations Controllers and others on the established procedures for train control operations and maintenance activities.
Acts in a management capacity in the absence of the Manager of Central Control, supervising and directing all activities within the Operations Control Center.
Attends and participates in professional group meetings; stays abreast of new trend and innovations in the field of train control.
May assist in the development and implementation of departmental goals, objectives, policies, procedures, and work standards.
Minimum Qualifications
Education
Possession of a high school diploma, GED, or recognized equivalent.
Experience
Five (5) years of (full-time equivalent) verifiable rapid rail transit operations, large scale operations, or emergency management experience which included the extensive use of protocols, practices and formalized issuance of instructions.
Substitution
None.
Other Requirements
Ability to work off-hours shifts, weekends and holidays, and be subject to overtime.
Must maintain all required levels of District operating certifications, such as Rail Operations Controller, Train Operator and Power Support certifications.
Training in National Incident Management System (NIMS) and Emergency Operations Center (EOC).
Knowledge and Skills
Knowledge of :- Operations, services and activities of a comprehensive rail transit operations program
- Basic operational characteristics of rail transit vehicles and equipment
- Principles and practices of rail operations, system functions, routes, rail patterns, operating regulations and scheduling techniques
- Operational characteristics of computerized transportation systems control including Integrated Computer Systems (ICS), Automatic Train Protection (ATP), Automatic Train Operation (ATO) and Automatic Train Supervision (ATS) systems
- Principles and practices of incident/congestion management
- Methods, techniques and strategies of transportation management and radio communications
- Principles and practices of safety in transit vehicle and facility operation including, as trained, applicable federal and state safety rules related to Rapid Rail Transit Systems.
- Principles and practices of Roadway Worker Protection (RWP) required to maintain a safe work environment
- Terminology, methods, practices, and techniques used in report preparation
- Methods and techniques of determining rail vehicle status
- Current office procedures, methods, and equipment including computers
- Emergency and incident reporting requirements
- Occupational hazards and standard safety practices
- Related Federal, State and local laws, codes and regulations
Skill/Ability in :- Learning and applying District emergency procedures
- Applying principles and practices of train control operations in assigned work
- Assessing the severity of transportation operation situations and developing appropriate action plans to resolve/restore on a temporary basis and/or to normal operations
- Identifying the source(s) of problems, dispatching appropriate resources, and managing resulting congestion utilizing automated communications, networks and systems
- Independently performing complex revenue service operations and train control work
- Coordinating train rail control operations with other divisions and field personnel
- Interpreting, analyzing, prioritizing, and explaining District policies and procedures
- Making critical decisions with potential for significant impact on public safety
- Evaluating train operation problems and recommending action
- Analyzing technical problems, evaluating alternatives, and recommending solutions
- Preparing clear, concise, and complete reports and other written materials
- Working independently in the absence of supervision
- Understanding and following oral and written instructions
- Communicating clearly and concisely, both orally and in writing
- Establishing and maintaining effective working relationships with those contacted in the course of work including District officials, outside agencies, and the public
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)
- Money Purchase Pension Plan (in-lieu of participating in Social Security tax)
- 6.65% employer contribution up to annual maximum of $1,868.65
- Deferred Compensation & Roth 457
- Sick Leave Accruals (12 days per year)
- Vacation Accruals (3-6 weeks based on time worked w/ the District)
- Holidays: 9 observed holidays and 4 floating holidays
- Life Insurance w/ ability to obtain additional coverage
- Accidental Death and Dismemberment (AD&D) Insurance
- Survivor Benefits through BART
- Short-Term Disability Insurance
- Long-Term Disability Insurance
- Flexible Spending Accounts: Health and Dependent Care
- Commuter Benefits
- Free BART Passes for BART employees and eligible family members.
Closing Date/Time: 5/5/2025 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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