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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
Pay Band E06 (Non-Rep)
$128,685.00 (minimum) - $194,958.00 (maximum)
The negotiable initial salary offer will be between $128,685.00 - $1 49,055.16 commensurate with education and experience.
Reports To
Manager of Train Control Engineering or designee.
Current Assignment
This is a capital position and is subject to time and funding limitations.
This announcement will be used to build a pool of qualified applicants. The pool will be active for twelve (12) months.
We are seeking a highly skilled and results-driven Train Control Engineer to support the full lifecycle development and deployment of BART’s Communications-Based Train Control (CBTC) systems. This role is ideal for a technically advanced professional who thrives in complex control environments and is passionate about delivering safe, reliable, and high-performance transit systems.
The Train Control Engineer is responsible for the development, modification, testing, validation, and commissioning of CBTC systems for internal use. This position plays a critical role in ensuring system functionality, safety compliance, operational reliability, and seamless integration across multidisciplinary infrastructure environments.
The position supports regulatory inspections, third-party verification processes, technical reporting to management, and post-commissioning monitoring and optimization. Engineering work includes advanced control and communications systems related to wired and wireless train control networks, Automatic Train Supervision (ATS), Automatic Train Protection (ATP), and Automatic Train Operation (ATO).
The most qualified candidates for this position will have highly developed competencies in the following area, which will be reinforced with related work experience and will be clearly articulated during the selection process:- Demonstrated experience in the development, modification, testing, and commissioning of advanced train control systems.
- Proven ability to review project drawings and technical specifications; develop comprehensive testing and commissioning plans, procedures, and protocols; and effectively coordinate with multidisciplinary project teams.
- Strong technical competency in system integration, interface validation, and end-to-end functional testing.
- Hands-on experience leading and executing Factory Acceptance Tests (FAT), Site Acceptance Tests (SAT), and Site Integration Tests (SIT).
- Advanced expertise in diagnosing and troubleshooting networked and communications-based control systems.
- Proven capability to investigate equipment and system faults, analyze performance data, implement corrective actions, and support thorough root cause analysis efforts.
- Demonstrated ability to operate effectively and responsibly within safety-critical, highly regulated environments.
Work assignments may require night and weekend work and may involve working adjacent to active tracks with electrified rail and moving trains.
Application & Selection Process
All applicants must apply online, at www.bart.gov/jobs . Applicants needing assistance with the online application process may receive additional information by calling the Talent Acquisition Division at (510) 464-6112 or employment@bart.gov .
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. 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.
Applications will be screened to ensure 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 process.
The selection process for this position may include a skills/performance demonstration, a written examination, and a panel and/or individual 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. Pre-employment processing will also include a background check. (Does not apply to current full-time District employees unless specific job requires additional evaluations).
Examples of Duties
Performs a variety of train control engineering duties in the preparation and review of drawings, plans and specifications for the development, modification and maintenance of the District's train control system.
Prepares engineering drawings, sketches, calculations and analyses; develop design details; prepares engineering drawings, sketches, calculations and analyses; develops design details.
Prepares preliminary engineering calculations, drawings, equipment specifications and other supporting data for new or potential projects.
Conducts field inspections and investigations on wayside, station and control equipment; conducts tests on existing installations; troubleshoots for equipment malfunctions; diagnoses and recommends modifications or repair requirements.
Evaluates materials properties for use in train control equipment and systems; assesses and recommends maintenance intervals and procedures.
Provides hardware and software support for District train control systems; develops, analyzes and tests software; installs hardware and software; develops and conducts system hardware upgrades; maintains technical documentation.
Analyzes engineering changes; prepares test procedures to validate changes; directs and conducts testing of engineering modifications; prepares documentation and reports.
Assists in the establishment of schedules and methods for providing train control engineering support.
Coordinates train control engineering work with that of other divisions and outside agencies; provides engineering technical support to other divisions, District departments and outside agencies.
Maintains awareness of progress on assigned train control engineering projects to assure compliance with designated time and cost schedules.
Ensures adherence to safe work practices and procedures.
Attends and participates in professional group meetings; stays abreast of new trends and innovations in the field of train control engineering.
Minimum Qualifications
Education:
Possession of a bachelor’s degree in electrical engineering, electronics, computer science, or a closely related field.
Experience:
The equivalent of two (2) years of (full-time) verifiable professional experience in engineering, train control and signaling systems, or related experience.
Substitution:
Additional professional experience as outlined above may be substituted for the education on a year-for- year basis. A college degree is preferred.
Other Requirements:
Must possess sufficient mobility to perform field inspections and investigations.
Knowledge and Skills
Knowledge of:- Principles and practices of train control and signaling systems
- Operations, services and activities of a comprehensive train control engineering and computer equipment program
- Materials, tools, methods, and equipment used in the maintenance, modification and installation of train control equipment
- Computer software and programming languages used in train control engineering
- Electronic engineering circuitry equipment and practices
- Concepts of reliability and fault analysis
- Software development and configuration
- Safety procedures and practices
- Methods and techniques of troubleshooting and diagnosing train control equipment failures
- Operational characteristics of analog and digital electronics, electrical circuitry, electro- mechanical mechanisms and mini- and micro-computers
- Terminology, methods, practices, and techniques used in technical engineering report preparation
- Current office procedures, methods, and equipment including computers
- Specialized computer programs or systems utilized in train control engineering project design
- Related Federal, State and local laws, codes and regulations
- Principles and practices of train control engineering in assigned projects
- Preparing and interpreting engineering plans, drawings, and specifications
- Interpreting and explaining District policies and procedures
- Analyzing technical problems, evaluating alternatives, and recommending solutions
- Preparing clear, concise, and complete reports
- Conducting field tests and investigations
- Providing hardware and software support
- 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
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)
- 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 5 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: 3/10/2026 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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