Effectiveness
The Globe and Mail newspaper published an article with criticisms that the switch to a dedicated right-of-way streetcar had been less beneficial than promised. Based on TTC documents, the author argues that service is about one minute slower (from Queen's Quay to Bloor) during afternoon rush hour than in 1990. The author also cites TTC documents which show that the cost-to-revenue ratio of the route has fallen with the switch from buses to streetcars. Mitch Stambler, the TTC’s manager of service planning, responds by pointing out that streetcars offer a smoother and quieter ride, zero emissions, and economic development.
Transit experts point to two major problems in the line's operation: lack of traffic signal priority, and an inefficient passenger boarding system. While the line was designed to allow streetcars to have priority at all signalized intersections (which would essentially eliminate the requirement to wait for any red lights), the City of Toronto's Traffic Services department refuses to turn the system on, fearing that it will cause too much inconvenience for motorists.
With the current non-priority system, streetcars are usually forced to wait for left-turning and through traffic, only to proceed and stop at the other side of the intersection, where most of the passenger platforms are located; the experts claim that this feature alone significantly increases travel times on the line. Critics also claim that the TTC's policy of boarding passengers only by the front doors forces streetcars to wait at least twice as long at each stop, particularly during rush hour.
Instead of the current pay-as-you-enter system, many independent transit experts have called for a "proof of payment" system such as exists on the 501 Queen streetcar, where passengers with transit passes or transfers can board at the rear doors without presenting their pass to an operator. During the trip, passengers are subject to random fare inspections, where proof of payment (hence the name) must be presented, with fines levied on those who do not comply. Independent transit planners point to the success of such systems in most of Europe, but see much resistance from TTC planners, who are worried about the financial implications of fare evasion and because the method is incompatible with the TTC's system of transfers within fare-paid areas on subway stations (which the 501 Queen does not use). The TTC has taken steps to improve boarding, such as placing inspectors at the busiest stops to allow those with passes to board at the rear doors.
Since turning back into a streetcar route, ridership has increased significantly. Ridership has increased from 26,000 per day to 35,000 per day to over 45,000 per day in 2005-2006 Streetcars on the Spadina portion run every 2–3 minutes every day.
Since December 15, 2008, the 510 Spadina streetcar route has the next vehicle arrival notification system installed in the Spadina and Union subway stations. The next vehicle arrival notification system includes a display screen that shows the location of the streetcars in "real" time with a delay of one minute. The goal is to advise the commuters of any delays on the route.
The TTC is replacing its rolling stock with new vehicles based on Bombardier Transportation′s Flexity Outlook design. The first of these vehicles are scheduled to enter service in 2014, on the Spadina line. The new vehicles are expected to be quicker to load and unload, as they will have four pairs of doors, and are designed to load and unload passengers from all doors. The new vehicles are low-floor, which is expected to also speed loading and unloading.
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