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There is neither doubt nor debate that career decision-making is essential and has long-term effects on the lives of individuals, families and communities. Despite the utmost significance of career decision-making, it is well acknowledged in the literature that it remains difficult for young people in many countries worldwide to make informed and meaningful career decisions. Concerning this difficulty, this chapter presents findings from a small-scale doctoral research project investigating what influences students’ career decision-making at one public technical and vocational education and training (TVET) college in the Eastern Cape Province of South Africa. The doctoral study on which this paper reports was framed within an interpretive framework and used focus groups and individual interviews to generate data. Following the original research project, we frame this chapter within the sociological perspective, thereby focusing on the notions of careership (Hodkinson & Sparkes, 1997) and navigational capacity (Appadurai, 2004). Also, the sociological perspective reveals the tension and relation between structure and agency. Several factors influence young people’s career decision-making, for example, socio-economic status and capacity to aspire, life turning points, and horizons of action and possibility. The findings show that the participants operate from a position of disadvantage and lack; hence, career decision-making is more of a mission than a natural step in education and training. The chapter concludes that educational institutions should expand the horizon for action and improve the navigational maps of young people as they move through education and career paths.

A central focus of Sustainable Development Goal 16 is to ‘Significantly reduce all forms of violence and related death rates everywhere’. This chapter explores the magnitude of this task, focussing on the persistence – and in some cases intensification – of stark differences both within and between societies around the world in the level of suffering and death imposed by ‘ordinary’ violence in the streets and homes. These differences dramatically shape the lived experience of people on different sides of what I call the ‘violence divide’. At the extreme, they produce rates of violent death that are over 200 times higher in the most dangerous countries than in the least. These disparities are both a consequence and a cause of failures of sustainable and equitable development. They are sharpest and most consequential between parts of the global South and most of the advanced industrial societies, but they also appear in stark relief within some advanced societies, most notably the United States, reflecting broader, enduring inequities that are only weakly challenged, if at all, in the current political climate. Reducing these fundamental disparities in life and death will require moving well beyond the relatively minor criminal justice reforms and limited prevention efforts that often dominate national and international dialogue, to grapple seriously with the structural forces that breed them.

Sub-Saharan African cities suffer from poor quality transport options, excessive congestion and pollution. The informal transport sector contributes to these problems, but also represents part of the solution. This chapter reflects upon research undertaken to better understand the nature of these services, in the hope of providing insights into possible remediation.

Three case cities were studied: Cape Town; Dar es Salaam; and Nairobi. Each was examined by resident universities with respect to the quantity and quality of paratransit services provided, user satisfaction, business models and industry governance.

Each city has differences, but there are recurring themes. All are experiencing population growth and increased motorization, which steadily deteriorates operating environments. Law enforcement capability is limited and sometimes impeded by corruption. Operating enterprises tend to be fragmented. Financial resources are typically limited such that vehicle maintenance and replacement suffers. The safety and quality of service for passengers are therefore often poor. The prevalence of paratransit services is, however, such that any strategy to reform public transport systems needs to consider a role for them within a scheduled-paratransit hybrid network. Numerous challenges will need to be overcome for successful integration, but significant improvements to service quality can be made in the near- to medium-term through supporting interventions in business development, operating environment, vehicle fleets and operations.

Extension of the research programme could yield some significant improvements to operations and financial sustainability, through the piloting of innovative, lower cost technologies based on smartphone and other ICT technologies.

The chapter reveals that significant improvements to service quality can be made in the near- to medium-term through supporting interventions in business development, operating environment, vehicle fleets and operations.