Eurostar/Eurotunnel train crew rosters

[92011]

I’ve done a thread like this before but does anyone know the “daily” roster of a Eurostar driver based out of London.
Im guessing they got London to Paris and back or Brussels but what about the Marseille services, do they swap drivers somewhere or drive the whole way (hard to believe it’s over 6 hours)

Also, whilst on this topic, does anyone know about eurotunnel driver rosters, must be pretty boring that one....

 

[JonathanP]

Eurotunnel drivers don't only drive, they also do other traincrew jobs.

 

[superjohn]

I understood Eurostar drivers are also Train Managers and alternate between the roles. This was originally so the TM could ride in the rear cab during the tunnel passage in case the train needed to be split and driven out the other way. I don’t know if this is still the case since the introduction of the class 374 has seen the splitting requirement relaxed.

From my own observation, the Amsterdam services have a complete crew change at Brussels.

 

[reuban]

I do believe the Marseille services have a crew change in Lille

 

[biko]

From my own observation, the Amsterdam services have a complete crew change at Brussels

I can confirm this from my observations, from Brussels it is a Dutch NS crew working the train all 4 times I used it.

 

[whoosh]

I don't work there, but know the following was the case a few years ago:


Eurostar:

'Prep' the train. Then Brussels, break, prep the train and back to St Pancras.
or
Prep the train, Paris, break, prep the train and back to St Pancras.

Prep the train, St Pancras to Marne-le-Vallee, break, empty to Gare du Nord, prep the train, back to St Pancras. Or the reverse for the afternoon job.

There were a couple of 'pass' to Paris/Brussels and work one back.

There were a couple of 'lodge' turns - prep the train, work to Paris/Brussels, stay overnight in a hotel, prep the train, work back to London, think one job had a take it to Stratford empty and taxi/tube trip back on the end.


The trains need a prep before each trip through the tunnel, rather than the once a day that all other trains in the country get.

Sometimes the break is longer and they come back with a different set to the one they went out with.

Sometimes the duty has a taxi or tube trip to/from Stratford Depot to fetch/take a set to/from St Pancras at the start or finish of the duty.

Sometimes the 'prep' might be done by another Driver at St Pancras meaning the booking on time is later. Strangely, the turns of duty are different on different days of the week with regard to who preps a train, how long the break is and what train is worked back, and who has fetched/taken it to/from the depot, presumably to average out the duty length over the week.

Quite a lot of long night shifts of 10-11 hours (most out and backs to the Continent are about 7 - 8 hours, although there are longer ones such as the trips to Marne-le-Vallee) and quite a few 'shed and ferry' day shifts as well. The night shifts take 2 or 3 trains to Stratford and bring back 2 or 3 the morning with a taxi shuttling back and forth to get back between each one.

Two links (railway term for rota) at St Pancras with SNCF link doing trips to Paris and Marne-le-Vallee, and the SNCB link doing trips to Paris and Brussels (knowledge of extra rulebook needed).

In the UK, Drivers are drivers, and Train Managers are train managers (I think there's two grades of these, with one occupying the rear part of the train and able to drive out of the tunnel in an emergency).
The Continental crews used to take turns being Driver or Train Manager - not sure if they still do.

 

[Scotrail314209]

This is quite interesting. But how does the rostering work with the catering staff? I’ve noticed on the 08omething Brussels last year we had a french crew.

 

[whoosh]

The Train Managers stick with the same trains as the Drivers, but as they don't have to be on the empty stocks to/ from Stratford they sometimes book on later or book off earlier. I think they must work a five day week whereas the Drivers work a four day week, with the shed and ferry day shifts and night shifts all being long ones to give the extra day off a week on average.

I *think* the Catering Crews stick with the same trains as the Train Managers - I.e. the whole crew stick together out and back.

Some of the UK employees weren't born here by the way, some of them are French etc. - which can sometimes throw you!

 

[Scotrail314209]

The Train Managers stick with the same trains as the Drivers, but as they don't have to be on the empty stocks to/ from Stratford they sometimes book on later or book off earlier. I think they must work a five day week whereas the Drivers work a four day week, with the shed and ferry day shifts and night shifts all being long ones to give the extra day off a week on average.

I *think* the Catering Crews stick with the same trains as the Train Managers - I.e. the whole crew stick together out and back.

Some of the UK employees weren't born here by the way, some of them are French etc. - which can sometimes throw you!

Ah right! That makes sense. I’m guessing the catering crew work in a similar way to cabin crew on a domestic flight. They work out, stay on the plane and work a return flight together.

 

[92011]

I don't work there, but know the following was the case a few years ago:


Eurostar:

'Prep' the train. Then Brussels, break, prep the train and back to St Pancras.
or
Prep the train, Paris, break, prep the train and back to St Pancras.

Prep the train, St Pancras to Marne-le-Vallee, break, empty to Gare du Nord, prep the train, back to St Pancras. Or the reverse for the afternoon job.

There were a couple of 'pass' to Paris/Brussels and work one back.

There were a couple of 'lodge' turns - prep the train, work to Paris/Brussels, stay overnight in a hotel, prep the train, work back to London, think one job had a take it to Stratford empty and taxi/tube trip back on the end.


The trains need a prep before each trip through the tunnel, rather than the once a day that all other trains in the country get.

Sometimes the break is longer and they come back with a different set to the one they went out with.

Sometimes the duty has a taxi or tube trip to/from Stratford Depot to fetch/take a set to/from St Pancras at the start or finish of the duty.

Sometimes the 'prep' might be done by another Driver at St Pancras meaning the booking on time is later. Strangely, the turns of duty are different on different days of the week with regard to who preps a train, how long the break is and what train is worked back, and who has fetched/taken it to/from the depot, presumably to average out the duty length over the week.

Quite a lot of long night shifts of 10-11 hours (most out and backs to the Continent are about 7 - 8 hours, although there are longer ones such as the trips to Marne-le-Vallee) and quite a few 'shed and ferry' day shifts as well. The night shifts take 2 or 3 trains to Stratford and bring back 2 or 3 the morning with a taxi shuttling back and forth to get back between each one.

Two links (railway term for rota) at St Pancras with SNCF link doing trips to Paris and Marne-le-Vallee, and the SNCB link doing trips to Paris and Brussels (knowledge of extra rulebook needed).

In the UK, Drivers are drivers, and Train Managers are train managers (I think there's two grades of these, with one occupying the rear part of the train and able to drive out of the tunnel in an emergency).
The Continental crews used to take turns being Driver or Train Manager - not sure if they still do.

Cheers

 

[S-Car-Go]

Also, Sundays are inside the roster, in order to cover Sun afternoon/evening where the peak demand is (in normal non-pandemic times!) for returning weekenders. When I worked for them in the station, I asked a driver what it was like compared to his previous TOC (Virgin WC). He said a bit boring as it was the same route/destination everyday, whereas Virgin had different destinations, diversionary routes, etc.
Newer drivers are in Paris link, which does Disney/Marne La Vallee too. Was told can be a long wait to get into Brussels link as the training courses & exams are not offered on a regular basis. If you joined as a driver, it could be 2 years or 10 years before you got an opportunity to learn Belgian rules etc. Having compulsory Sundays in the roster wasn't as good (at my current TOC, we have voluntary rest day working on Sundays paid at a higher rate).

With regard to longer distance trains:
Alps and South of France - drivers and train managers go as far as Lille. An SNCF crew take over from there.
Amsterdam - Eurostar crew go as far as Brussels. Dutch Nederlands Spoorwegen crew it onwards.