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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 Maintenance Worker III, Grade 301
$42.72/hour (Step 76) - $55.84/hour (Step 99)
Note: External candidates will start at Step 76
Reports To
Automatic Fare Collection Foreworker
Current Assignment
This announcement will be used to establish a list of eligible candidates for current and future Automatic Fare Collection Electronic Technician vacancies that may occur within the next twelve (12) months.
The Automatic Fare Collection Electronic Technician performs skilled journey-level maintenance, troubleshooting, and both primary and secondary repair of BART's automatic fare collection equipment, including ticket vending machines, add-fare devices, and related electro-mechanical systems. Incumbents work with a high degree of independence across station environments - from underground platforms to above-ground facilities - applying advanced diagnostic techniques and sound trade judgment to keep critical passenger-facing equipment operational and reliable.
In this role, you will be part of a dedicated technical team responsible for maintaining the equipment that thousands of Bay Area riders depend on every day. Current operational priorities include supporting BART's ongoing station modernization efforts, maintaining high system availability and equipment uptime across the network, and responding with urgency and precision to equipment failures that directly impact the rider experience. Technicians in this assignment are expected to not only resolve issues in the field but to identify recurring failure patterns and contribute recommendations that improve long-term equipment reliability.
This is a hands-on, fast-paced position that demands technical depth, adaptability, and a strong commitment to safe work practices - including regular exposure to live voltage and work in confined or elevated environments.
The most qualified candidates for this position will have highly developed competencies in the following areas, which will be reinforced with related work experience and will be clearly articulated during the selection process:
- Commitment to maintaining a safe work environment while working around live voltage, confined spaces, elevated areas, and active transit operations.
- Demonstrates dependability, ownership, and consistent follow-through in maintaining critical passenger-facing equipment.
- Ability to analyze operational challenges, recognize trends, and contribute ideas that improve system performance and equipment uptime.
- Ability to work effectively in varied environments, changing priorities, and fast-paced operational conditions.
- Ability to communicate technical information clearly and work cooperatively with team members, supervisors, and operational staff
Application & Selection Process
This is a SEIU Local 1021 Bargaining unit position. 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 external candidates.
All EXTERNAL and current non-SEIU applicants must apply online at www.bart.gov/jobs . Applications must be completed in full and include all requested information, including dates of employment, positions held, hours worked, and a detailed description of duties performed.
Applicants may attach a resume to their application or bid form to provide supplemental information; however, the resume does not substitute for completing the application or bid form in its entirety. Only information included on the application or bid form and resume at the time of submission will be used to determine whether applicants meet the minimum qualifications for the position. All application and bid form materials must be submitted by the closing date and time listed on the job announcement. Applications and bid forms received after the closing deadline will not be considered.
The selection process for this position may include one or more of the following: a skills or performance demonstration, written examination, and/or panel or individual interview. External applicants will not be considered until all employees who have applied have been considered first.
All applications and bid forms will be reviewed by the Talent Acquisition Division to determine whether applicants meet the established Minimum Qualifications (MQs). Applicants who meet the MQs may be referred to the hiring department for further evaluation as part of the selection process.
The selected candidate must demonstrate a work history reflecting reliability and dependability and may be required to provide copies of certificates, diplomas, or other documentation required by law, including proof of authorization to work in the United States. Pre-employment processing will also include a background check. This requirement does not apply to current full-time District employees unless the position requires additional evaluations or clearances.
Examples of Duties
Repairs, removes and replaces power supplies, relays, motors, switches and related electrical components.
Adjusts, removes and replaces logic boards, sensors, magnetic reading/encoding devices and related electronic components.
Adjusts, repairs, removes and replaces mechanical mechanisms and parts such as guides, rollers, bearings, gears, chains, belts.
Installs new assemblies, parts and components for equipment modifications, new wiring, pins, and connectors.
Troubleshoots, tests and diagnoses equipment using oscilloscopes, voltage, amperage and ohm meters, magnetic field testers, calipers and related devices.
Performs preventive maintenance of equipment, including cleaning, lubricating, checking and adjusting all parts and components.
Reads work requests and discusses work to be performed with foreworkers, supervisors, work request initiators and engineers.
Reads and interprets manuals, drawings, procedures, specifications and schematic diagrams.
Determines whether equipment can be repaired in the field, and removes and sends equipment to component repair shops, maintains records of work performed, time required, parts and materials used, component serial numbers and related data; prepares brief reports of repeated maintenance problems and vandalism.
May modify new parts and equipment for compatibility with existing equipment and systems; may initiate recommendations for revised equipment operating instructions to reduce failure frequency.
Minimum Qualifications
Education
Possession of a high school diploma, GED or recognized equivalent and completion of an apprenticeship or technical training as an electronic technician. Completion of an apprenticeship or technical training as an electronic technician.
Experience
One (1) year of (full-time equivalent) verifiable experience in the maintenance and repair of electronic and electro-mechanical equipment similar to the District’s automatic fare collection equipment.
Other Requirements
Must possess a valid California driver's license and have a satisfactory driving record. Must possess adequate color vision to distinguish parts and wiring, and read diagrams. Must be physically able to lift and carry up to 75 pounds.
Must be physically able to climb, stoop and crawl to reach work.
Must be willing to work in exposure to live voltage and be willing to work underground and above ground level.
Knowledge and Skills
Knowledge of :- Basic operating principles of analog and digital electronics, electrical and electronic circuitry and mechanical mechanisms
- Methods and procedures for the repair and maintenance of electrical, electronic, mechanical and electro-mechanical automatic fare collection equipment
- Methods and procedures for testing and troubleshooting automatic fare collection equipment
- Use and care of hand and power electronic and electro-mechanical testing and repair tools and equipment
- Safety practices and procedures pertaining to the work
Skill/ Ability in :- Assessing and troubleshooting electronic, electrical, and mechanical automatic fare collection equipment problems down to the component level
- Installing, repairing and maintaining automatic fare collection equipment Using and maintaining hand and power tools and equipment used in the trade
- Reading and interpreting manuals, procedures, diagrams and schematics
- Keeping written records of work performed and parts and materials used
- Communicating tactfully and effectively with those contacted in the course of the 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)
- 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: 10 observed holidays and 3 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: 6/5/2026 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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