Qualified driver vacancies - TPE - Liverpool, Manchester, Preston & Sheffield (09/07/21)

8J

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31 Aug 2009
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Transpennine Express are currently recruiting for qualified train drivers at Liverpool Lime Street, Manchester Piccadilly, Preston and Sheffield.

Link to apply is on the First Group careers website - Click here

Some info:

Salary is £58,000 per annum

35 hour, 4 day week including Sundays

Full salary from day 1 for qualified drivers

There is no minimum length of time qualified to apply (to the best of my knowledge)

Route & traction details for each depots are avaliable on the relevant thread on this forum. There is due to be some redistribution of work between depots so the details on this forum may not be accurate at the time when successful candidates start.

Recruitment process includes qualified driver assessments. This currently includes the SCAAT test, a report writing exercise and an interview with some rules questions incorporated.

Any questions, please do fire them away. I'm sure members on this forum will be happy to help.

Good luck to all that apply!

PS. Please note the links to apply for Liverpool, Manchester and Sheffield are not filtered under the "Train Driver" filter on the careers page. You can find them by using the map or sorting the list alphabetically.
 
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Honkytonk

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Does anybody drive out of Preston?
If so a heads up on depot numbers, roster times and routes would be a great help. Cheers
 

craigybagel

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Route & traction details for each depots are avaliable on the relevant thread on this forum. There is due to be some redistribution of work between depots so the details on this forum may not be accurate at the time when successful candidates start.
Sounds interesting, any clues as to what kind of redistribution is likely? When I compiled the route knowledge thread it seemed to be that TPE were cutting back on route knowledge with much less variety than had previously been the case.
 

driver9000

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Does anybody drive out of Preston?
If so a heads up on depot numbers, roster times and routes would be a great help. Cheers

43 lines in the link. Earliest on 04:15 and latest off is 01:57.

Routes are Manchester Airport to Edinburgh Waverley and Glasgow Central via Bolton. Liverpool Lime Street to Preston via St Helens Central/Earlestown. Longsight depot.
 

8J

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Sounds interesting, any clues as to what kind of redistribution is likely? When I compiled the route knowledge thread it seemed to be that TPE were cutting back on route knowledge with much less variety than had previously been the case.
No clue on finer details of what work will be going where. It will have to be negotiated between stakeholders and the unions I imagine before being made avaliable to front line staff.

They have been running 802s on test a few months back which may be a clue as to what they have in mind but the honest answer to your initial question is that very few people know.
 

craigybagel

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No clue on finer details of what work will be going where. It will have to be negotiated between stakeholders and the unions I imagine before being made avaliable to front line staff.

They have been running 802s on test a few months back which may be a clue as to what they have in mind but the honest answer to your initial question is that very few people know.
Interesting, something to keep an eye on. Thanks for the reply.
 

Watershed

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Sounds interesting, any clues as to what kind of redistribution is likely? When I compiled the route knowledge thread it seemed to be that TPE were cutting back on route knowledge with much less variety than had previously been the case.
Well, there's a pretty big hint as to what will happen to the Cleethorpes services in the MRTF consultation.

When you consider that EMR have taken over management of the Barton services and will soon begin crewing them, it suddenly all falls into place.

As for the reduced variety in route knowledge, it's an unfortunate but largely inevitable side effect of the extensive engineering works required for TRU.

For example, it's not feasible to have Scarborough signing through to Liverpool via all the diversionary routes that will be used at various points.

So for the next couple of years, generally most depots are likely to sign to see a reduction in the 'distance' they sign, but with a focus on consistently signing all relevant diversions.

In the short to medium term, the big winners are likely to be the 'centrally' located depots (i.e. Sheffield, York and Manchester). Whereas the 'country' depots (i.e. Scarborough, Hull, Newcastle) are likely to, at best, keep today's pruned route knowledge.
 

8J

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Well, there's a pretty big hint as to what will happen to the Cleethorpes services in the MRTF consultation.

When you consider that EMR have taken over management of the Barton services and will soon begin crewing them, it suddenly all falls into place.

As for the reduced variety in route knowledge, it's an unfortunate but largely inevitable side effect of the extensive engineering works required for TRU.

For example, it's not feasible to have Scarborough signing through to Liverpool via all the diversionary routes that will be used at various points.

So for the next couple of years, generally most depots are likely to sign to see a reduction in the 'distance' they sign, but with a focus on consistently signing all relevant diversions.

In the short to medium term, the big winners are likely to be the 'centrally' located depots (i.e. Sheffield, York and Manchester). Whereas the 'country' depots (i.e. Scarborough, Hull, Newcastle) are likely to, at best, keep today's pruned route knowledge.
They are recruiting for Liverpool, Preston, Sheffield and Manchester which to quite a few, seems to be a bit of a surprise.

Liverpool depot for example currently have very limited work beyond Leeds. Similarly, Piccadilly has work shortages in a couple of the links.

There clearly is a plan that we are not privy to yet.
 

Watershed

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They are recruiting for Liverpool, Preston, Sheffield and Manchester which to quite a few, seems to be a bit of a surprise.
People move on or retire all the time. It shouldn't be any surprise that vacancies are filled to avoid overreliance on RDW.

Liverpool depot for example currently have very limited work beyond Leeds. Similarly, Piccadilly has work shortages in a couple of the links.
Yes but when you consider that Liverpool is currently only on a 1tph service, which is due to return to 2tph, that makes a bit more sense. Similarly with Piccadilly - they are staffed for service levels that aren't running right now, but are due to resume "soon".

There clearly is a plan that we are not privy to yet.
Rather a lot of it can be worked out from information in the public domain! For example the MRTF and ECML consultations...
 

8J

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People move on or retire all the time. It shouldn't be any surprise that vacancies are filled to avoid overreliance on RDW.


Yes but when you consider that Liverpool is currently only on a 1tph service, which is due to return to 2tph, that makes a bit more sense. Similarly with Piccadilly - they are staffed for service levels that aren't running right now, but are due to resume "soon".


Rather a lot of it can be worked out from information in the public domain! For example the MRTF and ECML consultations...
You are incorrect with most of your assumptions, including the conclusions that you have reached from reading the aforementioned public consultations.

Most depots are actually currently OVER establishment for drivers. The reason for the use of RDW currently is mostly down to the additional requirements for training.

Liverpool, for example, is a relatively young depot with not many drivers due to leave or retire any time soon. In fact Liverpool depot currently has pretty much the same number of running turns as it did before COVID and normay covers their running turns without much of a fuss.

Instructors have to be released from duty and allocated a training diagram under the current COVID agreements, stemming from the RICF.
 

Watershed

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You are incorrect with most of your assumptions, including the conclusions that you have reached from reading the aforementioned public consultations.
I have reached my conclusions from reliable sources; the public documents merely serve to confirm that.

Most depots are actually currently OVER establishment for drivers. The reason for the use of RDW currently is mostly down to the additional requirements for training.
You're quite right - where you would normally want an establishment to diagram ratio of something near 3:1 (given Sundays are inside the working week for drivers), I understand the ratio is significant higher at many depots at the moment. But I don't think there is any desire to run things on the bare minimum, hence why numbers are being maintained through recruitment such as this.

Liverpool, for example, is a relatively young depot with not many drivers due to leave or retire any time soon. In fact Liverpool depot currently has pretty much the same number of running turns as it did before COVID and normay covers their running turns without much of a fuss.
Liverpool are covering some bits they didn't cover pre-Covid and vice versa. The current long turnarounds and increased journey time on the 802 services means that the 1tph service is taking a disproportionate amount of resources to crew, so the 'doubling' to 2tph will not require anywhere near twice the resources.

But as I stated, it's TRU that is really driving the point where this discussion began - the reduction in route knowledge. There isn't some dastardly plan to shrink everyone's route card, indeed once the upgrade is finally finished we should see route knowledge expand back towards where it was pre-Covid. It was done that way for a reason; when you're not diverting via here, there and everywhere it's more efficient.
 

CAF397

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Liverpool are covering some bits they didn't cover pre-Covid and vice versa. The current long turnarounds and increased journey time on the 802 services means that the 1tph service is taking a disproportionate amount of resources to crew, so the 'doubling' to 2tph will not require anywhere near twice the resources.
Be aware though that Liverpool depot only sign 185s and 802s. They do not sign the 397s (that is Preston depot working to Liverpool), and the 'doubling' back to 2tph will be the reinstating of the Liverpool - Scarborough work, which will eventually all be 68/Mark 5 trains, which Liverpool are not going to sign.
 

Watershed

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the 'doubling' back to 2tph will be the reinstating of the Liverpool - Scarborough work, which will eventually all be 68/Mark 5 trains, which Liverpool are not going to sign.
I wouldn't be so sure on either count.
 

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