British second response was requested and Kent Fire Brigade informed of the fire. While the fire fighting was being planned the French second response team arrived and took control. The fire was located between two cross-passages and teams of firefighters from both countries fought the fire for the next five hours. Each shift of firefighters only worked in the running tunnel for short periods before returning to the service tunnel. The water supply was restricted, mainly due to leaking pipework in the south running tunnel, and the number of jets was reduced until a Eurotunnel engineer reconfigured the valves. The fire was mostly out by 05:00 the following morning and declared extinguished at 11:15. There were no fatalities, although the people on the train suffered smoke inhalation, and there were no reported injuries to the firefighters. Aftermath Along a 50-metre length of tunnel, the normally 40-centimetre thick tunnel lining was reduced to a mean depth of 17 centimetres, with the thinnest area being 2 centimetres. The chalk marl showed no signs of failing or collapsing but colliery arches were installed as a precaution. Over a 240-metre long section (70 metres towards Britain, 170 metres towards France), damage to the concrete extended as far back as the first set of reinforcement bars. Superficial damage to the surface of the concrete segments was evident along a further 190 metres of tunnel length. In the vicinity of the fire, services were destroyed, including high-voltage cables, low-voltage cables, communications, lighting systems, traction and junction boxes over a length of 800 metres. Five hundred metres of track had to be replaced, as did 800 metres of overhead line, 800 metres of refrigeration pipe and signalling equipment over a length of 1,500 metres. Four escape cross-passages and five pressure relief ducts had to be refitted with new doors and dampers. The damage was in interval 3. Service through the tunnel restarted using single track working over the parallel interval 4. In a phased re-opening, freight train service was restored on 29 November 1996, followed by Eurostar services on 4 December, and tourist shuttles on 10 December for cars and 6 January 1997 for coaches. Agreement had been reached on the repairs by 24 January 1997. The civil engineering work, repairing the tunnel wall, was completed by the French contractor Freyssinet in 60 days. This was followed by the replacement of the track, overhead line and signalling