There never was a Gold Glider, it was a mass hallucination similar to the Mandela Effect. /s
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Seriously though where the hell is the gold glider
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The 300 could use a frequency upgrade if the gold cityglider gets scrapped in the foreseeable future. Its bizarre that a bus route running 20 minute frequencies off-peak gets regular full standing loads by the time it even reaches Kingsford Smith Dr (inbound). Thus, we could use the gold citygliderâs funding to extend the 300 to Chermside, and make it a BUZ.
Another idea would be to create a new cross-town route that links Pinkenba/Northshore Hamilton to Kedron Brook busway station, via Ascot and Eagle Junction. That could be a good use of the gold citygliderâs funds. Itâd absorb the 303 Doomben to Pinkenba/Myrtletown route too, which is a bit half-arsed when it comes to providing meaningful transport to Eagle Farmâs industrial estates.
The gold cityglider goes against the dogma of the BNBNâs âhub and spoke bus networkâ model by being a very radial route. Sure, itâll upgrade some corridors like Kingsford Smith Dr (300/305) and St Pauls Terrace (301/320), and Bowen Hills train station will get the novelty of having a CityGlider. But to me, the gold glider has very few wow factors.
By going via the Captain Cook Bridge, City, the Valley, and Newstead, its just asking to get caught in unfathomable traffic. The gold glider also duplicates - on a superficial level - the existing CityCat service to Northshore Hamilton, which happens to have a passenger capacity of 170, as opposed to this CityGliderâs 60. The CityCat has more name recognition, doesnât get stuck in traffic, and express services are being planned for the future.
Instead of duplicating an existing ferry service, I think itâd be a superior investment if we could create new bus connections for Northshore Hamilton to its north (Eagle Junction, Nundah/DFO, Chermside, Eagle Farm/Pinkenba) and to its east (Cannon Hill, Tingalpa, Wynnum/Manly). Although for the eastern catchment, I think upgrading the 230/235 Balmoral-City and 220 Wynnum-City via Tingalpa to a BUZ would probably be the most prudent move.
Although, maybe a one-seat journey from Northshore Hamilton and Wynnum would make sense, as a lot of transfers are required for that specific trip: Northshore Hamilton ferry terminal > F1 > Apollo Rd ferry terminal > 230/235 > Morningside station > Cleveland line or 220/227 > Wynnum.
With that said, unless if TMR magically sets aside an entire lane on the Captain Cook Bridge as a bus-lane (which would be political suicide), I remain unconvinced about the Gold Cityglider.
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Probably trapped in the same Phantom Zone where the Northern Brisbane bus network, and the Brisbane Metro extension reviews reside.
BTQ supports a bas-lane on the Captain Cook bridge.
The southside bus review makes this a no-brainer.
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Supporting it is one thing, actually being able to put one in that physically works with all Expresswayâs various exits is a very different oneâŚ
You wouldnât be able to have a completely separated lane inbound (cars would have to be able to cross it to access exits), and you couldnât continue it right up to Elizabeth Street, as that exit is only a single lane.
Outbound is more achieveable with a lane in the outside lane, except for the rather big issue that buses need to be in the right lane of the Woolloongabba exit to enter the busway, meaning buses and general traffic would need to cross paths.
If the Gold Glider doesnât go ahead, could the Hamilton section be replaced by an extension of the Blue Glider? If the southbound Skyring Tce near Cunningham St stop were moved west of Cunningham St, then the Blue Glider could travel to Hamilton via Cunningham, Byers, Evelyn, Breakfast Creek and KSD.
This would pull the Blue Glider away from the Teneriffe Ferry stop, so to restore the connection to Gasworks, perhaps the 199 can be extended there from the ferry. In fact Iâd go further than that, by extending the 199 up to Bowen Hills station and RBWH. This effectively subsumes a section of the 309, which is far too infrequent at present for reliable connections.
Although, it might be cleaner for an extended 199 to run via Gregory Tce (outside of the Olympic period), rather than following the 309 route along OâConnell Tce, which requires doubling back at a roundabout to get to RBWH station. This would also provide frequent buses to King St, which at present seems a little underserviced by buses for such a major restaurant and bar precinct.
Last I checked, the two Teneriffe stops on the Blue Glider raised more patronage than the entire 300 outbound of there.
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Two? I only see one, at the ferry terminal. The Skyring Tce near Cunningham St stops are in Newstead, and Iâm suggesting to serve them with both the Blue Glider and the 199. The 199 will also service the ferry stop in my suggestion.
Yeah, sorry, Skyring Tce is Newstead not Teneriffe. I meant it plus the ferry.
Actually looking at March 2026 data I get:
- 44k for the entire 300 inbound
- 51k for the entire 300 outbound
- 41k for Skyring Tce on the 60 (towards the CBD, which is âoutboundâ in the data)
- 21k for Teneriffe Ferry on the 60 (towards CBD)
Skyring Tce is actually about 19% of all patronage on the Blue Glider in both directions. So I think we should be somewhat reluctant to mess with it.
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Thanks for the stats. Again, Iâm not suggesting to mess with it, only to move the southbound stop a short distance, but to keep serving them with the Blue Glider and add the 199 too.