How do we improve the cost recovery of Citytrain (or Translink)?

[HappyTrainGuy]

Until Virginia gets the crossover bridge removed/modified don't expect to see guards removed anytime soon.

[#Metro]

Until Virginia gets the crossover bridge removed/modified don't expect to see guards removed anytime soon.

But guards don't have to be removed all at once. They can be removed incrementally - starting with lines that might not require them, say Gold Coast-Airport or Beenleigh-Ferny Grove.

[somebody]

Until Virginia gets the crossover bridge removed/modified don't expect to see guards removed anytime soon.

Surely this isn't the sole impediment.

[HappyTrainGuy]

Surely this isn't the sole impediment.

Haha, of course not. It was just an example. Boondall/Deagon/Nudgee are other stations that would block/impeed exits. Fairfield would be tight. Park Road has a pretty steep gap from the end of the platform.

[somebody]

Still unclear about what the problem is.  Curved end of the platform?  Park Rd is a location I'm familiar with so how about focussing on that.

[HappyTrainGuy]

Yeah, isn't the far end too steep for wheelchair boarding or have I just mixed it up with the out of use platform.

[somebody]

Yeah, isn't the far end too steep for wheelchair boarding or have I just mixed it up with the out of use platform.

Park Rd #3 certainly has a significant gap.  #4 would be slightly worse.

[mufreight]

Yeah, isn't the far end too steep for wheelchair boarding or have I just mixed it up with the out of use platform.

Park Rd #3 certainly has a significant gap.  #4 would be slightly worse.

You got that right, at the present time platform 3 is outside the WH&S guideline for a vertical step by about 170mm and the horozontal gap is also a disaster, it is inevitable that there will be more cases of people slipping through the gap while attempting to board a train, the combined gag is sufficently wide for a medium sized adult to fall through to the tracks, platform 4 is considerably worse.
Both of these station platforms were apparently designed by TMR and not the QR with the full knowledge of the then proposed disability access requirements that come into force in 2016.
Realignment of the curve fronting platform 4 would have been possible but for the design of the bus station which would require significant modification.  Moving platform 4 to the possible alignment would then in turn allow the easing of the curve and realignment of platform 3 which would enable the gap both vertical and horozantal to be considerably improved, a platform at carriage floor level and a horozontal gap of about 150mm.
It is understood that the bus station was another design effort of TMR in conjunction with Translink, need more be said.   

[mufreight]

Simply reduce the current extortionate level of fares and increase frequency to reduce the time between services to at a maximum of 15 minutes.
Services that are currently carrying more air than passengers will see a significent increase in loadings that will more than compensate for the lower individual fare take.