to modernise rail operations gradually: between 1958 and 1989 all major bridges (apart from the Kipfenbrücke, which, after its destruction by an avalanche in 1947 was reerected as a steel bridge) were replaced by reinforced concrete structures, which enabled an increase in axle loadings. Rolling stock was also renewed. The passenger cars, mainly still dating from the steam era, and equipped with open platform ends, were replaced between 1955 and 1963 by passenger cars of modern light steel construction with centre entrances. The locomotives from the time of electrification were supplemented between 1960 and 1965 by five passenger railcars. To increase safety, a remote controlled block signalling system was installed along the complete line from Brig between 1965 and 1966. The avalanche shelters along the whole line were similarly continuously extended. The devastation of Zermatt station on 4 January 1966 presented the opportunity for a complete rebuild of the whole station, and the installation of avalanche proof roofing. The same year, an avalanche gallery was erected on the northern part of the station. Construction of avalanche proof roofing began in 1982 and ended in 1989. The opening of the valley road as far as Täsch in 1971 resulted in a new focus of passenger volumes. Since then, many tourists have driven with their own cars to Täsch, where they have to change to the trains of the BVZ, as the road to Zermatt remains closed to car traffic to this day, and can only be used with special permission. To cope with the additional passenger numbers from Täsch, a commuter service was introduced in May 1972 between Täsch and Zermatt. This service has since transported around two thirds of all passengers arriving in Zermatt. With the commissioning of four baggage railcars Deh 4/4 in 1975 and 1976, and their matching driving cars, it was possible, for the first time, to introduce shuttle trains on this important connection. Since then, trains on the entire line from Brig to Zermatt have been operated in increasing numbers as shuttle trains. Further modernisation and merger with the FO The 1980s were marked by ever increasing numbers of passengers. In particular, there was the continuing success of the Glacier Express. Running from 1982 all year round, its passenger numbers increased from about 20,000 in 1982 to 269,830 in 2005, and contributed to the utilisation of the railway and the reputation of Zermatt. To cope with