by Eurotunnel and, completed in less than a month, the tunnel was fully reopened on 15 May 1997. The damage to the train was concentrated in the rear half. The front locomotive, amenity coach and front rake (including a truck carrying dangerous goods) suffered minor damage from heat and smoke: all were re-usable after thorough cleaning and minor repairs. The rear rake suffered major thermal damage: eleven wagons and the rear locomotive were scrapped, as were most of the HGVs being carried. Investigations Three separate investigations were conducted. The first was a French judicial inquiry into the cause of the fire, the second was an internal inquiry by Eurotunnel and the third was an inquiry by the Channel Tunnel Safety Authority (CTSA), a bi-national body formed of personnel from British and French railway safety bodies, fire brigades and government departments. The usage of the HGV shuttles had been approved with the plan that, in the event of fire, the shuttle was to either continue to the terminal or to detach the locomotive and passenger coach. Neither of these happened, as the fire had damaged the train such that it was forced to stop, and the overhead line failed four seconds after the train had come to a stand. The concept of an 'unconfirmed alarm' meant that the incident was not treated seriously until five minutes after the train entered the tunnel on fire. The CTSA report recommended that all alarms be treated seriously. The French crossover doors and one of the piston relief duct doors failed to close properly, allowing smoke to enter the other running tunnel. Furthermore, control centre staff were overwhelmed, having not been sufficiently trained for an emergency, and were using procedures and systems that were complex. This led to, for example, the supplementary ventilation system being brought online late and running incorrectly for fifteen minutes. Legacy Additional staff were placed on duty in the control room. Eurotunnel's policy of attempting to drive trains through the tunnel in the event of an on-board fire with a backup plan of uncoupling the locomotive and amenity coach and driving out were abandoned and replaced by plans to bring trains to a controlled stop and evacuate the occupants into the service tunnel. Liaison between Eurotunnel and emergency services was improved with joint exercises and exchanges of personnel between the British and French fire brigades, so that each had experience with