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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
AFSCME Pay Grade A19
Annual Salary Range: $143,062.40 (minimum) - $173,888.00 (maximum)
This job classification has moved to a salary step structure as of January 1, 2025. Individuals hired into the classification will typically be appointed at step 1 of the salary range. They will advance to step 2 after working in the position for six (6) months, to step 3 one year from the hire date, and to steps 4 and 5 at one-year intervals thereafter. Each salary step progression will provide a 5% increase to the employee’s base salary until step 5 is reached.
*The negotiable salary offer will be $143,062.40 (Step 1),commensurate with experience and education
Reports To
Senior Manager of MECC or designee
Current Assignment
This posting is to fill two (2) positions.
The San Francisco Bay Area Rapid Transit District (BART) is excited to announce an opportunity for an experienced leader to serve as a Manager of the Maintenance and Engineering Command Center (MECC). We are seeking a dynamic manager who can lead frontline staff, oversee day-to-day operations, and contribute to the safe and efficient delivery of maintenance activities that keep our transit system running smoothly.
The MECC Manager will be responsible for the daily management and supervision of the Maintenance and Engineering Command Center team. The successful candidate will oversee MECC Coordinator staff scheduling, training, and performance, while ensuring operational coverage 24/7 to support safe and reliable system maintenance. The Manager will conduct incident reviews, safety audits, and work closely with the Senior MECC Manager to implement improvements and maintain compliance with all procedures and policies. This role will play a key part in driving operational excellence by using data analytics and key performance indicators to guide service delivery enhancements, develop staff, and maintain coordination across multiple departments.
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:- Direct oversight of unionized staff managing within the confines of applicable CBA; BART OR&P and Labor practices; State and Local regulations
- Performance management including performance improvement plans, employee mentoring, training, auditing, monitoring, conflict resolution, and discipline
- Development and administration of departmental training curriculum, schedules, policies, procedures, and performance metrics - 24/7 control or command center environment preferred
- Comprehensive understanding of all BART maintenance disciplines, their associated assets, and the means, methods, materials, and tools used for repair and restoration
- Expert application of Roadway Worker Protection rules, work area protections, guidelines controlling the movement of revenue and non-revenue on-rail vehicles
- BART non-revenue (Blanket) maintenance operations, work order issuance, system layout knowledge including stations, interlockings, maintenance-of-ways, and access locations
- Computer application selection, development, training, and deployment to support the safe, efficient, and effective operation of a maintenance command center
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.
Examples of Duties
Directly supervises MECC Coordinators, including daily assignments, time approval, employee development, mentoring, training, and performance evaluation.
Develops and maintains union bid schedule; monitors resources to ensure minimum required staffing is maintained 24/7; approves leave requests; adjusts assignments to fill vacancies.
Operates District vehicles to perform job site inspections and compliance checks.
Performs MECC and/or blanket area coordination duties, as necessary.
Maintains Roadway Worker Protection (RWP), Blanket Area Coordinator (BAC) and other MECC training certifications, as required.
Assists the Senior Manager of MECC in developing and improving MECC Standard Operating Procedures; publishes, trains, and tracks compliance to latest revisions of policies and procedures.
Produces data for, reports on, and monitors MECC business metrics and key performance indicators; provides data driven suggestions for service improvement to meet goals.
Participates as departmental representative in meetings and presentations.
Purchases and/or procures MECC equipment and supplies; maintains inventory levels.
Prepares and distributes departmental correspondence, operational updates, procedures, forms, and lessons learned; confirms receipt of, comprehension, and application of information amongst subordinate staff.
Maintains MECC SharePoint site and other related internal web pages; distributes information from internal webpages to internal and external stakeholders.
Directly supervises blanket operations, including blanket access additions, activity and progress monitoring, primary accident/incident decision-making, and resolving sensitive and uncommon issues; serves as liaison with Managers of Central Control and supporting departments to ensure timely/safe system startup.
Ensures compliance with the MECC documentation control plan; reviews, organizes, and archives all MECC logs, reports, procedures, and personnel files; maintains security of sensitive information; performs documentation audits.
Develops training curriculum; provides and/or coordinates staff training; monitors training compliance.
Performs safety compliance audits and MECC Coordinator skill checks.
Provides highly responsible and complex administrative support to the Senior Manager of MECC.
Minimum Qualifications
EITHER
Experience :
A minimum of two (2) years of full-time experience as a Maintenance and Engineering Command Center (MECC) Coordinator with the San Francisco Bay Area Rapid Transit District.
OR
Education :
Bachelor's degree in business administration, public administration, transportation management, engineering or a closely related field from an accredited college or university.
Experience :
The equivalent of four (4) years of full-time verifiable experience in the maintenance and repair of wayside equipment and infrastructure, or related experience, which must have included responsibility for ensuring the safety of wayside construction and/or maintenance worksites and at least one (1) year of administrative and/or supervisory experience.
Substitution :
Additional professional experience as outlined above may be substituted for the education on a year-for-year basis.
Other Requirements :
Must be willing to work off-hour shifts, weekends, and holidays, and be subject to overtime.
Must obtain and maintain all required levels of District training certifications.
Must possess a valid California driver’s license and have a satisfactory driving record.
Knowledge and Skills
Knowledge of :- Operations and services of right-of-way construction, maintenance, and emergency response program.
- Principles and practices of routine and corrective right-of-way equipment maintenance.
- Methods, materials, tools, and equipment used in the maintenance of right-of-way equipment.
- Procedures for the placement and removal of prohibits, safe clearances, and blanket work area protections.
- Operations and requirements of an asset management and maintenance reporting system.
- Operational characteristics of various radio and voice communication devices.
- Operations, rules, and procedures pertaining to roadway worker protection and safety.
- Rules and regulations for revenue and non-revenue vehicle routing and movement control procedures.
- Computer-based applications including timekeeping programs, spreadsheet applications, and word processing applications.
- Ventilation theory and control in subway areas.
- Principles of basic report preparation and documentation control.
- Occupational hazards and standard safety practices.
- Related Federal, State, and local codes, laws, and regulations.
- Overseeing and participating in the management of a comprehensive systems maintenance command center.
- Selecting, scheduling, supervising, training, motivating, and evaluating staff.
- Assessing various maintenance problems and emergencies, analyzing the scope of response required, and dispatching staff accordingly.
- Coordinating routine wayside maintenance and unscheduled wayside repair.
- Continuously monitoring wayside operations through voice communications and visual displays.
- Scheduling, coordinating, and prioritizing wayside construction and maintenance activities.
- Ensuring the adherence to established maintenance and emergency response rules and regulations.
- Implementing standard operating procedures which promote system safety and reflect industry best practices.
- Reading and interpreting track access schedules and determining points of access.
- Reading and interpreting electrical, mechanical, and structural drawings, diagrams, plans, and maps.
- Participating in the development and administration of division goals, objectives, and procedures.
- Maintaining various logs on maintenance operations and preparing clear and concise reports.
- Communicating clearly and concisely, both orally and in writing.
- Analyzing problems, identifying alternative solutions, projecting consequences of proposed actions and implementing recommendations in support of goals.
- Researching, analyzing, and evaluating new service delivery methods and techniques.
- Maintaining accurate records regarding work performed and producing documents and reports by utilizing computer-based applications including timekeeping programs, spreadsheet applications, and word processing applications.
- Interpreting and applying Federal, State, and local policies, laws, and regulations.
- 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)
- 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: 9/5/2025 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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