Los Angeles Metro’s recently inaugurated D Line Extension is experiencing modest ridership levels nearly a month after its debut, underscoring the challenges of shifting transit habits in a city long reliant on cars. The initial segment of the $10 billion subway project opened May 8, marking a significant milestone with new stations providing direct access to key cultural destinations such as the Los Angeles County Museum of Art, the Petersen Automotive Museum, and the Miracle Mile district.

The opening ceremony drew crowds and optimism, with riders praising the convenience of the new route and dismissing early concerns about safety. The extension is viewed as a critical step toward expanding transit coverage deeper into the Westside by 2027.

However, observations during the morning rush on June 11 revealed sparse crowds on platforms and trains, suggesting that the subway line is still struggling to attract large numbers of daily commuters. This comes despite noticeable improvements in station conditions from previous pandemic-related lows and ongoing efforts to manage homeless encampments in the area.

Experts note that such early ridership patterns are not unexpected in a region where public transit has not historically been ingrained in daily life. Juan Matute, deputy director of the UCLA Institute of Transportation Studies, described the situation as a transitional phase where many Angelenos are still adjusting to how the expanded Metro system fits into their routines.

Metro officials acknowledge that building awareness and encouraging use of the subway will require time and sustained outreach. A representative emphasized that as the public receives more information about the line’s cleanliness, safety, and usefulness, ridership should gradually increase.

Advocates see room for growth in transit adoption. Carter Rubin, director of state transportation advocacy at the Natural Resources Defense Council, highlighted that although more than one million trips are taken on LA Metro daily, a significant majority of residents do not use public transit regularly. Rubin framed the current landscape as an opportunity to convert “never riders” into occasional users.

For now, both Metro and city planners are adopting a patient approach. The D Line extension’s early performance illustrates the complexity of transforming Los Angeles into a “subway city,” revealing that laying track infrastructure is only the initial step in a longer process to change commuting behaviors and build ridership.