In 1994 the BRU sued the MTA for "violating the rights of transit dependent bus riders." The MTA signed the civil rights Consent Decree in 1996. Since then the BRU has taken the responsibility to represent the civil rights of 400,000 daily bus riders in Los Angeles of whom 88% are people of color, and more than 50% of them have a family income under $12,000. 

Some of the victories that the BRU has had since 1994 include: 
1. More than $2.5 billion redistributed to bus riders as a result of the Civil Rights Consent Decree
2. 20 mile Wilshire Blvd bus only lane from downtown LA to the ocean
3. No fare increase for 9 years, and saved the monthly bus pass from elimination 
4. New Rapid bus lines 
5. 1 million+ annual bus service added
6. 12% increase in bus ridership
7. 800+ jobs created in the public sector, amd green union jobs 

The MTA prior to the 1996 Civil Rights Consent Decree practiced a form of segregation. The bus system transported 94% of all riders, but it only received 30% of MTA subsidies. MTA rail projects served only 6% of all riders and received 70% of public transit dollars¹. Consequently, the MTA favored rail expansion that would benefit suburban areas in Los Angeles. Those who benefited from the rail projects were mostly White riders¹. 

Although the BRU has fought for the the MTA to change it's racist policies the effects can be felt through out communities of color. The rail Blue line that starts on Figueroa and 7th Street and ends in downtown Long Beach goes directly through communities such as Watts, Compton, and Carson. The rail Gold Line begins on Atlantic Boulevard in East LA and ends on Lake Avenue in Pasadena is another example of a rail that cuts through communities of color. The stretch between Southwest Museum station in Los Angeles and Highland Park station is where the rail cuts directly through the community. As the train approaches Highland Park station one can see that the train tracks and the houses are separated by a few feet of concrete. There are no fences that can prevent people from crossing the train tracks. This could be a real danger for the people that live next to the tracks. Not to mention the noise that is generated by the train. As the train approaches South Pasadena station there is a greater distance that separates the tracks from homes, and walls that both reduce noise and prevent the passengers on the train from seen the houses. 

When one rides the Gold and Blue line and observes which communities are affected by trains literally cutting through them; one can only wonder if the MTA's discriminatory practices no longer exist. 

Although, the BRU has fought to prevent fair increases the Metro Board of Directors voted on May of 2014 to increase fares. These fare increases could be effective as early a September 1, 2014. More proposed fair increases are in the works for the years 2017 and 2020. The fair increases that will take place in 2014 will raise the basic fare to from $1.50 to $1.75. Perhaps, the most significant fare increases are the 30-day pass which will go from $75 to $100 and the EZ Pass $84 to $110. According to Metro the fair increases are meant to offset a $36.8 million operating deficit projected for 2017. However, one must be critical of these fair increases these increases will affect the pockets of those who live below poverty line. 

1. Pulido, Laura, Laura R. Barraclough, and Wendy Cheng. A People's Guide to Los Angeles. Berkeley: U of California, 2012. Print.