Transportation equity has been inextricably intertwined with the evolution of civil rights for more than 100 years. From Plessy v. Ferguson, the U.S. Supreme Court's 1896 opinion legitimizing 'separate but equal,' to the Freedom Rides and the Montgomery bus boycott, public transportation is a crucible in which significant developments in civil rights have been forged. As Martin Luther King, Jr. wrote: When you go beyond a relatively simple though serious problem such as police racism . . . you begin to get into all the complexities of the modern American economy. Urban transit systems in most American cities, for example, have become a genuine civil rights issue-and a valid one-because the layout of rapid-transit systems determines the accessibility of jobs to the black community. If transportation systems in American cities could be laid out so as to provide an opportunity for poor people to get meaningful employment, then they could begin to move in to the mainstream of American life. What was true when Rev. King wrote these words remains true today, as the story of mass transit in Los Angeles demonstrates. In 1992, the Labor/Community Strategy Center ('LCSC') — a self-described Leftist 'think tank/act tank' — formed a Transportation Policy Group to study the Los Angeles transportation system, which the LCSC perceived to be discriminating against poor people and people of color. In 1993, the LCSC formed the Bus Riders Union ('BRU'), and the BRU began its 'Billions for Buses' campaign. Under the campaign, the BRU demanded the replacement of 2,000 dilapidated diesel buses with 2,000 new clean-fuel buses, the expansion of the bus fleet by an additional 500 buses to reduce overcrowding, and the addition of yet another 500 buses for new service to medical, employment, and educational centers. In 1994, on the eve of a an impending bus fare increase, the LCSC and the BRU, along with several other individual and institutional plaintiffs, filed a federal class action lawsuit on behalf of 350,000 Los Angeles County transit riders against the Los Angeles Metropolitan Transit Authority ('MTA'). The plaintiffs' complaint alleged that the MTA had violated Title VI of the 1964 Civil Rights Act ('Title VI'). The LCSC based it's Title VI claims on allegations that the MTA had established a 'racially-discriminatory, separate and unequal, two-tiered' public transit system: 'An expensive, boondoggle rail system for only 6 percent of transit consumers who are more than 50 percent white, significantly affluent and suburban, and a dilapidated, deteriorated bus system for 94 percent of the riders, 81 percent of whom are people of color . . . .' In addition, the LCSC brought an intentional discrimination claim against the MTA for the perceived animosity of its Board of Directors towards bus riders of color. The plaintiffs won a temporary restraining order to halt the fare increase and, in their complaint, prayed for further injunctive relief, essentially asking for a court order to force the MTA to institute the BRU's 'Billions for Buses' demands. In 1996, the parties agreed to settle the litigation by entering into a Consent Decree, under which the MTA is required to maintain bus fares, improve existing bus service and implement new service programs. Instead of ending the litigation, however, the parties' differing interpretations of compliance under the Consent Decree have led to myriad legal disputes between the parties. Throughout, the LCSC has continued to place political pressure on the MTA - as well as on local, state and federal politicians - through the BRU. The LCSC's critics have charged that the LCSC is not a legitimate representative for L.A. bus riders, and that the organization has pursued a Leftist political agenda at the expense of the true needs of the bus riders. This paper will critique this critique, exploring the tension between the roles of the LCSC as a class representative and as a social movement organization with a broad Leftist agenda. This paper also discusses the role chance played in this civil rights drama-that is, whether there is a clear causal chain between the LCSC's actions and its 'success' as measured by the Consent Decree. Moreover, what lessons truly should be taken away from the LCSC's campaign and repeated in other campaigns? This paper benefits from a behind-the-scenes perspective on the LCSC, the BRU and the MTA. The authors have attended numerous LCSC/BRU and MTA meetings and events, they have talked with key players in the arena of L.A. transit policy, and they have interviewed legal counsel on both sides in order to gain a better understanding of the latest chapter in the continuing story of transportation equity. [ABSTRACT FROM AUTHOR]