Skip to main content
Back to Top

SSRC Library

The SSRC Library allows visitors to access materials related to self-sufficiency programs, practice and research. Visitors can view common search terms, conduct a keyword search or create a custom search using any combination of the filters at the left side of this page. To conduct a keyword search, type a term or combination of terms into the search box below, select whether you want to search the exact phrase or the words in any order, and click on the blue button to the right of the search box to view relevant results.

Writing a paper? Working on a literature review? Citing research in a funding proposal? Use the SSRC Citation Assistance Tool to compile citations.

  • Conduct a search and filter parameters as desired.
  • "Check" the box next to the resources for which you would like a citation.
  • Select "Download Selected Citation" at the top of the Library Search Page.
  • Select your export style:
    • Text File.
    • RIS Format.
    • APA format.
  • Select submit and download your citations.

The SSRC Library includes resources which may be available only via journal subscription. The SSRC may be able to provide users without subscription access to a particular journal with a single use copy of the full text.  Please email the SSRC with your request.

The SSRC Library collection is constantly growing and new research is added regularly. We welcome our users to submit a library item to help us grow our collection in response to your needs.


  • Individual Author: Gustitus, Sandra; Simmons, Melody; Waller, Margy
    Reference Type: Report
    Year: 2008

    Changes in the location of work and residence in the last century have dramatically altered the landscape of our nation and changed the transportation needs of communities and workers. As a result, most communities now depend on private vehicle access to ensure that workers can fill and retain jobs by effectively managing the distance and travel time between work and home and access to goods and services not well served by public transit. In recent decades, policymakers have created new barriers to economic strength and employment by adopting legislation that makes license holding, and therefore access to legal driving, more tenuous—particularly for low-wage employees. In this report, we highlight promising initiatives and provide recommendations for policymakers to reduce the impact of economic license suspensions that are unrelated to driving competency and public safety. (author abstract)

    Changes in the location of work and residence in the last century have dramatically altered the landscape of our nation and changed the transportation needs of communities and workers. As a result, most communities now depend on private vehicle access to ensure that workers can fill and retain jobs by effectively managing the distance and travel time between work and home and access to goods and services not well served by public transit. In recent decades, policymakers have created new barriers to economic strength and employment by adopting legislation that makes license holding, and therefore access to legal driving, more tenuous—particularly for low-wage employees. In this report, we highlight promising initiatives and provide recommendations for policymakers to reduce the impact of economic license suspensions that are unrelated to driving competency and public safety. (author abstract)

  • Individual Author: Rast, Joel
    Reference Type: Report
    Year: 2004

    This study examines how well public transit in Milwaukee, Ozaukee, Waukesha, and Washington counties provides low-income residents of the 4-county region with access to job opportunities. Researchers have long observed a “spatial mismatch” between job growth centers and low-income residential communities in metropolitan areas around the country. Studies show that for decades, the suburban share of metropolitan jobs has been steadily increasing, while lowincome
    populations typically remain concentrated in central city neighborhoods far removed from regional job growth centers. Because low-income persons frequently do not have access to an automobile, effective public transportation is often crucial in bridging the gap between the inner-city locations of low-income populations and the increasingly suburban locations of job opportunities.(author introduction)

    This study examines how well public transit in Milwaukee, Ozaukee, Waukesha, and Washington counties provides low-income residents of the 4-county region with access to job opportunities. Researchers have long observed a “spatial mismatch” between job growth centers and low-income residential communities in metropolitan areas around the country. Studies show that for decades, the suburban share of metropolitan jobs has been steadily increasing, while lowincome
    populations typically remain concentrated in central city neighborhoods far removed from regional job growth centers. Because low-income persons frequently do not have access to an automobile, effective public transportation is often crucial in bridging the gap between the inner-city locations of low-income populations and the increasingly suburban locations of job opportunities.(author introduction)

  • Individual Author: Sanchez, Thomas W. ; Shen, Qing; Peng, Zhong-Ren
    Reference Type: Journal Article
    Year: 2004

    While policy-makers assert that increased public transit mobility can positively affect employment status for low-income persons, there is little empirical evidence to support this theory. It is generally assumed that public transit can effectively link unemployed, car-less, persons with appropriate job locations—hence the call for more public transit services to assist moving welfare recipients to gainful employment. Thus far, the available evidence is anecdotal, while general patterns of transit access in relationship to labour participation remain relatively unexplored. This analysis examines whether increased transit access is associated with the case status (employment status) of Temporary Assistance for Needy Families (TANF) recipients in the Atlanta, Georgia; Baltimore, Maryland; Dallas, Texas; Denver, Colorado; Milwaukee, Wisconsin ; and Portland, Oregon metropolitan areas. Individual TANF recipient location data, transit route/stop data and employment location data were used in limited dependent variable regression analyses to predict the employment status of TANF...

    While policy-makers assert that increased public transit mobility can positively affect employment status for low-income persons, there is little empirical evidence to support this theory. It is generally assumed that public transit can effectively link unemployed, car-less, persons with appropriate job locations—hence the call for more public transit services to assist moving welfare recipients to gainful employment. Thus far, the available evidence is anecdotal, while general patterns of transit access in relationship to labour participation remain relatively unexplored. This analysis examines whether increased transit access is associated with the case status (employment status) of Temporary Assistance for Needy Families (TANF) recipients in the Atlanta, Georgia; Baltimore, Maryland; Dallas, Texas; Denver, Colorado; Milwaukee, Wisconsin ; and Portland, Oregon metropolitan areas. Individual TANF recipient location data, transit route/stop data and employment location data were used in limited dependent variable regression analyses to predict the employment status of TANF recipients. The results of this analysis indicate that access to fixed-route transit and employment concentrations had virtually no association with the employment outcomes of TANF recipients in the six selected metropolitan areas. (author abstract)

  • Individual Author: Elliot, Mark; Palubinsky, Beth; Tierny, Joseph
    Reference Type: Report
    Year: 1999

    Five programs in the Bridges to Work demonstration have functioned as a labor market exchange--with the main services being job matching and transportation coordination--for job-ready inner-city workers and suburban employment. The logistics of transportation have been simple; the basics of employment have been an ongoing challenge. Sites have struggled with recruitment because of strong economic growth, insufficient credibility, and local employment organizations reluctant to work with Bridges. Revised recruitment includes expansion of original neighborhoods and more creative and flexible approaches to outreach. Since most participants were not job-ready, sites have added job readiness training and support for recent placements to boost retention. Four principles to guide planning and implementation of transportation services are the following: flexible, extensive routes and schedules; punctual, reliable service; quick response to unplanned events and emergencies; and no transportation for other purposes. The Bridges program should include the transportation provider early in...

    Five programs in the Bridges to Work demonstration have functioned as a labor market exchange--with the main services being job matching and transportation coordination--for job-ready inner-city workers and suburban employment. The logistics of transportation have been simple; the basics of employment have been an ongoing challenge. Sites have struggled with recruitment because of strong economic growth, insufficient credibility, and local employment organizations reluctant to work with Bridges. Revised recruitment includes expansion of original neighborhoods and more creative and flexible approaches to outreach. Since most participants were not job-ready, sites have added job readiness training and support for recent placements to boost retention. Four principles to guide planning and implementation of transportation services are the following: flexible, extensive routes and schedules; punctual, reliable service; quick response to unplanned events and emergencies; and no transportation for other purposes. The Bridges program should include the transportation provider early in the program planning process, select one with the capacity and vehicles that best fit the program, select firms whose main business is transportation, and avoid changing providers. Bridges' experience shows transportation alone will not connect applicants and jobs. Intensive recruitment, job preparation, and retention services make more effective programs. (author abstract)

  • Individual Author: Pugh, Margaret
    Reference Type: Report
    Year: 1998

    The time limits and work requirements of the 1996 welfare reform law present a great challenge to large U.S. metropolitan areas, where hundreds of thousands of low-income people must find entry-level jobs. The welfare-to-work effort underway in American cities uncovers a phenomenon that many scholars already knew: there is a “spatial mismatch” between where workers live and where jobs are located, and low-income workers often have no easy way to travel between home and work.

    Officials at the federal, state, and local levels already are scrambling to solve spatial mismatch through transportation solutions, yet they lack solid information about what spatial mismatch is, why it occurs, and how best to remedy it through transportation. A review of empirical literature and practical work shows that not all metropolitan areas experience the same degree of spatial mismatch, and that policy solutions may vary from city to city.

    This discussion paper does three things. First, it proposes an index by which we could assess the degree of spatial mismatch and categorize...

    The time limits and work requirements of the 1996 welfare reform law present a great challenge to large U.S. metropolitan areas, where hundreds of thousands of low-income people must find entry-level jobs. The welfare-to-work effort underway in American cities uncovers a phenomenon that many scholars already knew: there is a “spatial mismatch” between where workers live and where jobs are located, and low-income workers often have no easy way to travel between home and work.

    Officials at the federal, state, and local levels already are scrambling to solve spatial mismatch through transportation solutions, yet they lack solid information about what spatial mismatch is, why it occurs, and how best to remedy it through transportation. A review of empirical literature and practical work shows that not all metropolitan areas experience the same degree of spatial mismatch, and that policy solutions may vary from city to city.

    This discussion paper does three things. First, it proposes an index by which we could assess the degree of spatial mismatch and categorize metropolitan areas according to the severity of mismatch. Second, it performs a preliminary categorization of five cities to illustrate the varying degrees of mismatch found among metropolitan areas with large welfare populations. Third, it makes both short and long term recommendations for federal and state policies. (author introduction)

Sort by

Topical Area(s)

Popular Searches

Year

Year ranges from 1998 to 2008

Reference Type

Research Methodology

Geographic Focus