This compares with 11.7 million passengers, 2.6 million lorries and 2.2 million cars by sea through the Port of Dover. Plans to build a cross-Channel fixed link appeared as early as 1802, but British political and media pressure over the compromising of national security had disrupted attempts to build a tunnel.
Exploratory probing took place in the service tunnel, in the form of extensive forward probing, vertical downward probes and sideways probing. === Surveying === Marine soundings and samplings by Thomé de Gamond were carried out during 1833–67, establishing the seabed depth at a maximum of and the continuity of geological strata (layers).
Mathieu-Favier's design envisaged a bored two-level tunnel with the top tunnel used for transport and the bottom one for groundwater flows. In 1839, Aimé Thomé de Gamond, a Frenchman, performed the first geological and hydrographical surveys on the Channel, between Calais and Dover.
In 1958 the 1881 workings were cleared in preparation for a £100,000 geological survey by the Channel Tunnel Study Group.
The project was abandoned in May 1882, owing to British political and press campaigns asserting that a tunnel would compromise Britain's national defences.
The French did not take the idea seriously, and nothing came of Lloyd George's proposal. In the 1920s, Winston Churchill had advocated for the Channel Tunnel, using that exact name in an essay entitled "Should Strategists Veto The Tunnel?" The essay was published on 27 July 1924 in the Weekly Dispatch, and argued vehemently against the idea that the tunnel could be used by a Continental enemy in an invasion of Britain.
The French did not take the idea seriously, and nothing came of Lloyd George's proposal. In the 1920s, Winston Churchill had advocated for the Channel Tunnel, using that exact name in an essay entitled "Should Strategists Veto The Tunnel?" The essay was published on 27 July 1924 in the Weekly Dispatch, and argued vehemently against the idea that the tunnel could be used by a Continental enemy in an invasion of Britain.
Churchill expressed his enthusiasm for the project again in an article for the Daily Mail on 12 February 1936, "Why Not A Channel Tunnel?" There was another proposal in 1929, but nothing came of this discussion and the idea was shelved.
The estimate caused rumours that Germany had already begun digging. A British film from Gaumont Studios, The Tunnel (also called TransAtlantic Tunnel), was released in 1935 as a futuristic science fiction project concerning the creation of a transatlantic tunnel.
Churchill expressed his enthusiasm for the project again in an article for the Daily Mail on 12 February 1936, "Why Not A Channel Tunnel?" There was another proposal in 1929, but nothing came of this discussion and the idea was shelved.
McAllan, as having completed a British Channel tunnel successfully in 1940, five years into the future of the film's release. By 1955, defence arguments had become less relevant due to the dominance of air power, and both the British and French governments supported technical and geological surveys.
McAllan, as having completed a British Channel tunnel successfully in 1940, five years into the future of the film's release. By 1955, defence arguments had become less relevant due to the dominance of air power, and both the British and French governments supported technical and geological surveys.
In 1958 the 1881 workings were cleared in preparation for a £100,000 geological survey by the Channel Tunnel Study Group.
Surveys were undertaken in 1958–1959, 1964–1965, 1972–1974 and 1986–1988. The surveying in 1958–59 catered for immersed tube and bridge designs as well as a bored tunnel, and thus a wide area was investigated.
A detailed geological survey was carried out in 1964 and 1965. Although the two countries agreed to build a tunnel in 1964, the phase 1 initial studies and signing of a second agreement to cover phase 2 took until 1973.
Identified by the 1964–65 geophysical survey, the Fosse Dangaered is an infilled valley system extending below the seabed, south of the tunnel route in mid-channel.
Surveys were undertaken in 1958–1959, 1964–1965, 1972–1974 and 1986–1988. The surveying in 1958–59 catered for immersed tube and bridge designs as well as a bored tunnel, and thus a wide area was investigated.
The 1964–65 surveys concentrated on a northerly route that left the English coast at Dover harbour; using 70 boreholes, an area of deeply weathered rock with high permeability was located just south of Dover harbour. Given the previous survey results and access constraints, a more southerly route was investigated in the 1972–73 survey, and the route was confirmed to be feasible.
A detailed geological survey was carried out in 1964 and 1965. Although the two countries agreed to build a tunnel in 1964, the phase 1 initial studies and signing of a second agreement to cover phase 2 took until 1973.
Surveys were undertaken in 1958–1959, 1964–1965, 1972–1974 and 1986–1988. The surveying in 1958–59 catered for immersed tube and bridge designs as well as a bored tunnel, and thus a wide area was investigated.
The 1964–65 surveys concentrated on a northerly route that left the English coast at Dover harbour; using 70 boreholes, an area of deeply weathered rock with high permeability was located just south of Dover harbour. Given the previous survey results and access constraints, a more southerly route was investigated in the 1972–73 survey, and the route was confirmed to be feasible.
A detailed geological survey was carried out in 1964 and 1965. Although the two countries agreed to build a tunnel in 1964, the phase 1 initial studies and signing of a second agreement to cover phase 2 took until 1973.
Construction work of this government-funded project to create two tunnels designed to accommodate car shuttle wagons on either side of a service tunnel started on both sides of the Channel in 1974. On 20 January 1975, to the dismay of their French partners, the then-governing Labour Party in Britain cancelled the project due to uncertainty about EEC membership, doubling cost estimates and the general economic crisis at the time.
Construction work of this government-funded project to create two tunnels designed to accommodate car shuttle wagons on either side of a service tunnel started on both sides of the Channel in 1974. On 20 January 1975, to the dismay of their French partners, the then-governing Labour Party in Britain cancelled the project due to uncertainty about EEC membership, doubling cost estimates and the general economic crisis at the time.
Four submissions were shortlisted: Channel Tunnel, a rail proposal based on the 1975 scheme presented by Channel Tunnel Group/France–Manche (CTG/F–M). Eurobridge, a suspension bridge with a series of spans with a roadway in an enclosed tube. Euroroute, a tunnel between artificial islands approached by bridges. Channel Expressway, a large diameter road tunnels with mid-channel ventilation towers. The cross-Channel ferry industry protested under the name "Flexilink".
In 1975 there was no campaign protesting against a fixed link, with one of the largest ferry operators (Sealink) being state-owned.
Their submission to the British and French governments was drawn from the 1975 project, including 11 volumes and a substantial environmental impact statement. Anglo-French Treaty on the Channel Tunnel was signed by both governments in Canterbury Cathedral.
Information for the tunnelling project also came from work before the 1975 cancellation.
The actual tunnel alignment, method of excavation and support were essentially the same as the 1975 attempt.
It lay there for 14 years until 1988, when it was sold, dismantled, refurbished and shipped to Turkey where it was used to drive the Moda tunnel for the Istanbul Sewerage Scheme, designed and supervised by British Civil Engineers Binnie & Partners, and officially opened by Margaret Thatcher in 1989. === Initiation of project === In 1979, the "Mouse-hole Project" was suggested when the Conservatives came to power in Britain.
The tunnel has achieved a market share close to or above Eurotunnel's 1980s predictions but Eurotunnel's 1990 and 1994 predictions were overestimates. For through freight trains, the first year prediction was 7.2 million tonnes; the actual 1995 figure was 1.3M tonnes.
In 1981, Thatcher and the French president François Mitterrand agreed to establish a working group to evaluate a privately funded project.
In June 1982 the Franco-British study group favoured a twin tunnel to accommodate conventional trains and a vehicle shuttle service.
Valued at £5.5 billion in 1985, it was at the time the most expensive construction project ever proposed.
In April 1985 promoters were invited to submit scheme proposals.
On 2 July 1985, the groups formed Channel Tunnel Group/France–Manche (CTG/F–M).
Privately financed, the total investment costs at 1985 prices were £2.6 billion.
At the 1994 completion actual costs were, in 1985 prices, £4.65 billion: an 80% cost overrun.
In 1985 prices, the total construction cost was £4.65 billion (equivalent to £ billion in 2015), an 80% cost overrun.
Flexilink continued rousing opposition throughout 1986 and 1987.
Public opinion strongly favoured a drive-through tunnel, but concerns about ventilation, accident management and driver mesmerisation led to the only shortlisted rail submission, CTG/F-M, being awarded the project in January 1986.
A 1986 survey showed that a tributary crossed the path of the tunnel, and so the tunnel route was made as far north and deep as possible.
Surveys were undertaken in 1958–1959, 1964–1965, 1972–1974 and 1986–1988. The surveying in 1958–59 catered for immersed tube and bridge designs as well as a bored tunnel, and thus a wide area was investigated.
In the 1986–87 survey, previous findings were reinforced, and the characteristics of the gault clay and the tunnelling medium (chalk marl that made up 85% of the route) were investigated.
Flexilink continued rousing opposition throughout 1986 and 1987.
The French National Assembly approved it unanimously in April 1987, and after a public inquiry, the Senate approved it unanimously in June.
In February 1987, the third reading of the Channel Tunnel Bill took place in the House of Commons, and passed by 94 votes to 22.
The British and French governments gave Eurotunnel a 55-year operating concession (from 1987; extended by 10 years to 65 years in 1993) to repay loans and pay dividends.
Ten workers, eight of them British, were killed during construction between 1987 and 1993, most in the first few months of boring. === Completion === A 50 mm (2 in) diameter pilot hole allowed the service tunnel to break through without ceremony on 30 October 1990.
In September 2006 EWS, the UK's largest rail freight operator, announced that owing to cessation of UK-French government subsidies of £52 million per annum to cover the tunnel "Minimum User Charge" (a subsidy of around £13,000 per train, at a traffic level of 4,000 trains per annum), freight trains would stop running after 30 November. ==== Economic performance ==== Shares in Eurotunnel were issued at £3.50 per share on 9 December 1987.
The eventual successful project, organised by Eurotunnel, began construction in 1988 and opened in 1994.
It lay there for 14 years until 1988, when it was sold, dismantled, refurbished and shipped to Turkey where it was used to drive the Moda tunnel for the Istanbul Sewerage Scheme, designed and supervised by British Civil Engineers Binnie & Partners, and officially opened by Margaret Thatcher in 1989. === Initiation of project === In 1979, the "Mouse-hole Project" was suggested when the Conservatives came to power in Britain.
The vehicle shuttle terminals are at Cheriton (part of Folkestone) and Coquelles, and are connected to the English M20 and French A16 motorways respectively. Tunnelling commenced in 1988, and the tunnel began operating in 1994.
Geophysical techniques from the oil industry were employed. === Tunnelling === Tunnelling was a major engineering challenge, with the only precedent being the undersea Seikan Tunnel in Japan, which opened in 1988.
It lay there for 14 years until 1988, when it was sold, dismantled, refurbished and shipped to Turkey where it was used to drive the Moda tunnel for the Istanbul Sewerage Scheme, designed and supervised by British Civil Engineers Binnie & Partners, and officially opened by Margaret Thatcher in 1989. === Initiation of project === In 1979, the "Mouse-hole Project" was suggested when the Conservatives came to power in Britain.
Ten workers, eight of them British, were killed during construction between 1987 and 1993, most in the first few months of boring. === Completion === A 50 mm (2 in) diameter pilot hole allowed the service tunnel to break through without ceremony on 30 October 1990.
On 1 December 1990, Englishman Graham Fagg and Frenchman Phillippe Cozette broke through the service tunnel with the media watching.
Although the captured share of Channel crossings was forecast correctly, high competition (especially from budget airlines which expanded rapidly in the 1990s and 2000s) and reduced tariffs led to low revenue.
The tunnel has achieved a market share close to or above Eurotunnel's 1980s predictions but Eurotunnel's 1990 and 1994 predictions were overestimates. For through freight trains, the first year prediction was 7.2 million tonnes; the actual 1995 figure was 1.3M tonnes.
The British and French governments gave Eurotunnel a 55-year operating concession (from 1987; extended by 10 years to 65 years in 1993) to repay loans and pay dividends.
Ten workers, eight of them British, were killed during construction between 1987 and 1993, most in the first few months of boring. === Completion === A 50 mm (2 in) diameter pilot hole allowed the service tunnel to break through without ceremony on 30 October 1990.
The eventual successful project, organised by Eurotunnel, began construction in 1988 and opened in 1994.
At the 1994 completion actual costs were, in 1985 prices, £4.65 billion: an 80% cost overrun.
The vehicle shuttle terminals are at Cheriton (part of Folkestone) and Coquelles, and are connected to the English M20 and French A16 motorways respectively. Tunnelling commenced in 1988, and the tunnel began operating in 1994.
The first freight train, however, ran on 1 June 1994 and carried Rover and Mini cars being exported to Italy. The Channel Tunnel Rail Link (CTRL), now called High Speed 1, runs from St Pancras railway station in London to the tunnel portal at Folkestone in Kent.
High Speed 1 trains travel at up to , the journey from London to Paris taking 2 hours 15 minutes, to Brussels 1 hour 51 minutes. In 1994, the American Society of Civil Engineers elected the tunnel as one of the seven modern Wonders of the World.
In 1995, the American magazine Popular Mechanics published the results. ==Opening dates== Opening was phased for various services offered as the Channel Tunnel Safety Authority, the IGC, gave permission for various services to begin at several dates over the period 1994/1995 but start up dates were a few days later. == Engineering == Surveying undertaken in the 20 years before construction confirmed earlier speculations that a tunnel could be bored through a chalk marl stratum.
The tunnel has achieved a market share close to or above Eurotunnel's 1980s predictions but Eurotunnel's 1990 and 1994 predictions were overestimates. For through freight trains, the first year prediction was 7.2 million tonnes; the actual 1995 figure was 1.3M tonnes.
Delays and cost overruns led to the price dropping; during demonstration runs in October 1994 it reached an all-time low.
He was arrested close to the British side, after having walked about through the tunnel. == Mechanical incidents == === Fires === There have been three fires in the tunnel, all on the heavy goods vehicle (HGV) shuttles, that were significant enough to close the tunnel, as well as other more minor incidents. On 9 December 1994, during an "invitation only" testing phase, a fire broke out in a Ford Escort car whilst its owner was loading it onto the upper deck of a tourist shuttle.
In 1995, the American magazine Popular Mechanics published the results. ==Opening dates== Opening was phased for various services offered as the Channel Tunnel Safety Authority, the IGC, gave permission for various services to begin at several dates over the period 1994/1995 but start up dates were a few days later. == Engineering == Surveying undertaken in the 20 years before construction confirmed earlier speculations that a tunnel could be bored through a chalk marl stratum.
In 1995, the first full year, actual numbers were a little over 2.9 million, growing to 7.1 million in 2000, then dropping to 6.3 million in 2003.
The tunnel has achieved a market share close to or above Eurotunnel's 1980s predictions but Eurotunnel's 1990 and 1994 predictions were overestimates. For through freight trains, the first year prediction was 7.2 million tonnes; the actual 1995 figure was 1.3M tonnes.
Together with that carried on freight shuttles, freight growth has occurred since opening, with 6.4M tonnes carried in 1995, 18.4M tonnes recorded in 2003 and 19.6M tonnes in 2007.
Eurotunnel suspended payment on its debt in September 1995 to avoid bankruptcy.
A binational emergency plan coordinates UK and French emergency activities. In 1999 Eurostar posted its first net profit, having made a loss of £925m in 1995.
Parliamentary support for the project came partly from provincial members of Parliament on the basis of promises of regional Eurostar through train services that never materialised; the promises were repeated in 1996 when the contract for construction of the Channel Tunnel Rail Link was awarded. === Cost === The tunnel is a build-own-operate-transfer (BOOT) project with a concession.
There is a freight marshalling yard west of Cheriton at Dollands Moor Freight Yard. == Regional impact == A 1996 report from the European Commission predicted that Kent and Nord-Pas de Calais had to face increased traffic volumes due to general growth of cross-Channel traffic and traffic attracted by the tunnel.
The fire started at about 10:00, with the shuttle train stationary in the Folkestone terminal and was put out about 40 minutes later with no passenger injuries. On 18 November 1996, a fire broke out on an HGV shuttle wagon in the tunnel, but nobody was seriously hurt.
Eurostar passenger numbers continued to increase. ==== Freight traffic volumes ==== Freight volumes have been erratic, with a major decrease during 1997 due to a closure caused by a fire in a freight shuttle.
In December 1997 the British and French governments extended Eurotunnel's operating concession by 34 years, to 2086.
By 1997, the problem had attracted international press attention, and by 1999, the French Red Cross opened the first migrant centre at Sangatte, using a warehouse once used for tunnel construction; by 2002, it housed up to 1,500 people at a time, most of them trying to get to the UK.
Through freight volumes peaked in 1998 at 3.1M tonnes.
Despite the restructuring, The Economist reported in 1998 that to break even Eurotunnel would have to increase fares, traffic and market share for sustainability.
In December 1999 road and rail tunnel proposals were presented to the British and French governments, but it was stressed that there was not enough demand for a second tunnel.
A binational emergency plan coordinates UK and French emergency activities. In 1999 Eurostar posted its first net profit, having made a loss of £925m in 1995.
By 1997, the problem had attracted international press attention, and by 1999, the French Red Cross opened the first migrant centre at Sangatte, using a warehouse once used for tunnel construction; by 2002, it housed up to 1,500 people at a time, most of them trying to get to the UK.
Although the captured share of Channel crossings was forecast correctly, high competition (especially from budget airlines which expanded rapidly in the 1990s and 2000s) and reduced tariffs led to low revenue.
In 1995, the first full year, actual numbers were a little over 2.9 million, growing to 7.1 million in 2000, then dropping to 6.3 million in 2003.
In 2001, most came from Afghanistan, Iraq, and Iran, but African countries were also represented. Eurotunnel, the company that operates the crossing, said that more than 37,000 migrants were intercepted between January and July 2015.
Eurotunnel said it was losing £5m per month because of the problem. In 2001 and 2002, several riots broke out at Sangatte, and groups of migrants (up to 550 in a December 2001 incident) stormed the fences and attempted to enter en masse. Other migrants use the Eurostar passenger train.
By 1997, the problem had attracted international press attention, and by 1999, the French Red Cross opened the first migrant centre at Sangatte, using a warehouse once used for tunnel construction; by 2002, it housed up to 1,500 people at a time, most of them trying to get to the UK.
Eurotunnel said it was losing £5m per month because of the problem. In 2001 and 2002, several riots broke out at Sangatte, and groups of migrants (up to 550 in a December 2001 incident) stormed the fences and attempted to enter en masse. Other migrants use the Eurostar passenger train.
The cause célèbre nature of the problem even included journalists detained as they followed migrants onto railway property. In 2002, after the European Commission told France that it was in breach of European Union rules on the free transfer of goods because of the delays and closures as a result of its poor security, a double fence was built at a cost of £5 million, reducing the numbers of migrants detected each week reaching Britain on goods trains from 250 to almost none.
At the end of 2002, the Sangatte centre was closed after the UK agreed to absorb some migrants. On 23 and 30 June 2015, striking workers associated with MyFerryLink damaged the sections of track by burning car tires, leading to all trains being cancelled and a backlog of vehicles.
In 2002, a dozen migrants died in crossing attempts.
On 16 September 2003 the prime minister, Tony Blair, opened the first section of High Speed 1, from Folkestone to north Kent.
In 1995, the first full year, actual numbers were a little over 2.9 million, growing to 7.1 million in 2000, then dropping to 6.3 million in 2003.
After the completion of High Speed 1 in two stages in 2003 and 2007, traffic increased.
Together with that carried on freight shuttles, freight growth has occurred since opening, with 6.4M tonnes carried in 1995, 18.4M tonnes recorded in 2003 and 19.6M tonnes in 2007.
The Class 374 entered service in 2016 and have been operating through the Channel Tunnel ever since alongside the current Class 373. Germany (DB) has since around 2005 tried to get permission to run train services to London.
In 2005 Eurotunnel was described as being in a serious situation.
In September 2006 EWS, the UK's largest rail freight operator, announced that owing to cessation of UK-French government subsidies of £52 million per annum to cover the tunnel "Minimum User Charge" (a subsidy of around £13,000 per train, at a traffic level of 4,000 trains per annum), freight trains would stop running after 30 November. ==== Economic performance ==== Shares in Eurotunnel were issued at £3.50 per share on 9 December 1987.
Full operation recommenced six months after the fire. On 21 August 2006, the tunnel was closed for several hours when a truck on an HGV shuttle train caught fire. On 11 September 2008, a fire occurred in the Channel Tunnel at 13:57 GMT.
On 6 November 2007 the Queen officially opened High Speed 1 and St Pancras International station, replacing the original slower link to Waterloo International railway station.
After the completion of High Speed 1 in two stages in 2003 and 2007, traffic increased.
This fell back to 1.21M tonnes in 2007, increasing slightly to 1.24M tonnes in 2008.
Together with that carried on freight shuttles, freight growth has occurred since opening, with 6.4M tonnes carried in 1995, 18.4M tonnes recorded in 2003 and 19.6M tonnes in 2007.
In 2008, Eurostar carried 9,113,371 passengers, a 10% increase over the previous year, despite traffic limitations due to the 2008 Channel Tunnel fire.
This fell back to 1.21M tonnes in 2007, increasing slightly to 1.24M tonnes in 2008.
Numbers fell back in the wake of the 2008 fire. Eurotunnel's freight subsidiary is Europorte 2.
Full operation recommenced six months after the fire. On 21 August 2006, the tunnel was closed for several hours when a truck on an HGV shuttle train caught fire. On 11 September 2008, a fire occurred in the Channel Tunnel at 13:57 GMT.
At the end of 2009, extensive fire-proofing requirements were dropped and DB received permission to run German Intercity-Express (ICE) test trains through the tunnel.
Full service resumed on 9 February 2009 after repairs costing €60 million. On 29 November 2012, the tunnel was closed for several hours after a truck on an HGV shuttle caught fire. On 17 January 2015, both tunnels were closed following a lorry fire which filled the midsection of Running Tunnel North with smoke.
An independent report by Christopher Garnett (former CEO of Great North Eastern Railway) and Claude Gressier (a French transport expert) on the 18/19 December 2009 incidents was issued in February 2010, making 21 recommendations. On 7 January 2010, a Brussels–London Eurostar broke down in the tunnel.
Around 2010, Eurostar ordered ten trains from Siemens based on its Velaro product.
Overall cross-Channel traffic was overestimated. With the EU's liberalisation of international rail services, the tunnel and High Speed 1 have been open to competition since 2010.
An independent report by Christopher Garnett (former CEO of Great North Eastern Railway) and Claude Gressier (a French transport expert) on the 18/19 December 2009 incidents was issued in February 2010, making 21 recommendations. On 7 January 2010, a Brussels–London Eurostar broke down in the tunnel.
In 2013, operating profits rose 4 percent from 2012, to £54 million. ==== Security ==== There is a need for full passport controls, since this is the border between the Schengen Area and the Common Travel Area.
Full service resumed on 9 February 2009 after repairs costing €60 million. On 29 November 2012, the tunnel was closed for several hours after a truck on an HGV shuttle caught fire. On 17 January 2015, both tunnels were closed following a lorry fire which filled the midsection of Running Tunnel North with smoke.
The crossing took under an hour, reaching speeds of –faster than most cross-channel ferries. == Mobile network coverage == Since 2012, French operators Bouygues Telecom, Orange and SFR have covered Running Tunnel South, the tunnel bore normally used for travel from France to Britain. In January 2014, UK operators EE and Vodafone signed ten-year contracts with Eurotunnel for Running Tunnel North.
In June 2013 DB was granted access to the tunnel.
In 2013, operating profits rose 4 percent from 2012, to £54 million. ==== Security ==== There is a need for full passport controls, since this is the border between the Schengen Area and the Common Travel Area.
To celebrate the 2014 Tour de France's transfer from its opening stages in Britain to France in July of that year, Chris Froome of Team Sky rode a bicycle through the service tunnel, becoming the first solo rider to do so.
The crossing took under an hour, reaching speeds of –faster than most cross-channel ferries. == Mobile network coverage == Since 2012, French operators Bouygues Telecom, Orange and SFR have covered Running Tunnel South, the tunnel bore normally used for travel from France to Britain. In January 2014, UK operators EE and Vodafone signed ten-year contracts with Eurotunnel for Running Tunnel North.
Both EE and Vodafone planned to offer LTE services on the route; EE said it expected to cover the route with LTE connectivity by summer 2014.
Eurotunnel said it also held talks with Three UK but has yet to reach an agreement with the operator. In May 2014, Eurotunnel announced that they had installed equipment from Alcatel-Lucent to cover Running Tunnel North and simultaneously to provide mobile service (GSM 900/1800 MHz and UMTS 2100 MHz) by EE, O2 and Vodafone.
O2 service was expected to be available soon afterwards. In November 2014, EE announced that it had previously switched on LTE earlier in September 2014.
In 1985 prices, the total construction cost was £4.65 billion (equivalent to £ billion in 2015), an 80% cost overrun.
The network—Europe's largest cooling system—was supplied by eight York Titan chillers running on R22, a Hydrochlorofluorocarbon (HCFC) refrigerant gas. Due to R22's ozone depletion potential (ODP) and high global warming potential (GWP), its use is being phased out in developed countries, and since 1 January 2015 it has been illegal in Europe to use HCFCs to service air-conditioning equipment—broken equipment that used HCFCs must instead be replaced with equipment that does not use it.
In 2001, most came from Afghanistan, Iraq, and Iran, but African countries were also represented. Eurotunnel, the company that operates the crossing, said that more than 37,000 migrants were intercepted between January and July 2015.
Approximately 3,000 migrants, mainly from Ethiopia, Eritrea, Sudan and Afghanistan, were living in the temporary camps erected in Calais at the time of an official count in July 2015.
At the end of 2002, the Sangatte centre was closed after the UK agreed to absorb some migrants. On 23 and 30 June 2015, striking workers associated with MyFerryLink damaged the sections of track by burning car tires, leading to all trains being cancelled and a backlog of vehicles.
In the two months from June to July 2015, ten migrants died near the French tunnel terminal, during a period when 1,500 attempts to evade security precautions were being made each day. On 6 July 2015, a migrant died while attempting to climb onto a freight train while trying to reach Britain from the French side of the Channel.
The previous month an Eritrean man was killed under similar circumstances. During the night of 28 July 2015, one person, aged 25–30, was found dead after a night in which 1,500–2,000 migrants had attempted to enter the Eurotunnel terminal. On 4 August 2015, a Sudanese migrant walked nearly the entire length of one of the tunnels.
Full service resumed on 9 February 2009 after repairs costing €60 million. On 29 November 2012, the tunnel was closed for several hours after a truck on an HGV shuttle caught fire. On 17 January 2015, both tunnels were closed following a lorry fire which filled the midsection of Running Tunnel North with smoke.
In 2016, Trane was selected to provide replacement chillers for the tunnel's cooling network.
The Class 374 entered service in 2016 and have been operating through the Channel Tunnel ever since alongside the current Class 373. Germany (DB) has since around 2005 tried to get permission to run train services to London.
In 2017, through rail services carried 10.3 million passengers and 1.22 million tonnes of freight, and the Shuttle carried 10.4 million passengers, 2.6 million cars, 51,000 coaches, and 1.6 million lorries (equivalent to 21.3 million tonnes of freight).
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