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Tourism and servicescape are usually figuring in the literature as mobile and seeing as a template for all guests. However, mass-customized servicescapes tend to restrict moves and acts of some groups of customers. The purpose of this research is to understand why manmade servicescapes may create barriers and how restricted customers behave. The research gap is addressed through the specific case of how visually impaired persons (VIPs) act and move in hospitality servicescapes. The study emphasizes the importance of spatial approach in service research.

By utilizing a qualitative approach the research employed go-along observation, individual and focus group interviews to elaborate more on how this thesis relates to mainstream tourism. The empirical data were collected during three years in Sweden and Kazakhstan. Fifty-six visually impaired and blind travelers were interviewed and/or observed. Research results demonstrate that hospitality servicescapes restrict acts and moves of visually impaired guests. But VIPs resist constraints by developing different tactics to get expected services.

This study aims to identify the determinants of transport mode choice and the constraints on shifting freight in New Zealand (NZ) from road to rail and/or coastal shipping, and to quantify the trade-off between factors affecting shippers’ perceptions, to assist in increasing the share of freight moved by non-road transport modes.

A revealed preference survey of 183 freight shippers, including small and medium enterprises and freight agents in NZ, is used to investigate whether freight shippers’ characteristics affect their ranked preference for attributes related to mode choice and modal shift. Additionally, a rank-ordered logistic (ROL) model is estimated using the ranking data.

The results reveal several distinct types of transport mode choice behaviour within the sample and show how the preferences for timeliness, cost, accessibility, damage and loss, customer service, and suitability vary between industry groups and business types. Also, the ROL method allows us to identify heterogeneity in preferences for mode choice and mode shift factors for freight within NZ.

The results imply that NZ shippers ranked transport time as the most significant constraint upon distributing goods by rail, while accessibility and load size were the most significant constraints upon using coastal shipping. The study also identifies how NZ shippers’ modal shift constraints vary according to the firm’s individual or logistical characteristics.

This study informs freight transport policy makers about the needs of NZ shippers by providing quantitative measures of the intensity of preference for the various mode choice factors.

Those involved in freight transport have a better basis for formulating transport policy.

The sole purpose of this simple paper is to present the idea that theorists of consumption, orthodox or otherwise, might do well to focus their attention on the use of time. ‘Economics is at bottom the study of how humans spend their lifetimes’ (Georgescu-Roegen, 1983, p. lxxxv), after all, and it thus makes sense to place time-use at centre-stage and to make sure that it is considered explicitly within consumer theory. Such an emphasis, it will be urged, enables the economic theorist to connect more easily both with certain other social-scientific and philosophical concerns and with many everyday common-sense concerns. ‘What shall I do?’, for example, is both a more frequent and a deeper question than, ‘What shall I buy/consume?’ (‘What ought I to be?’ is no doubt a still deeper – but less frequent! – question but is too difficult to be considered here.)

What is the scope of brokerage network to be considered in thinking strategically? Given the value of bridging structural holes, is there value to being affiliated with people or organizations that bridge structural holes? The answer is “no” according to performance associations with manager networks, which raises a question about the consistency of network theory across micro to macro levels of analysis. The purpose here is to align manager evidence with corresponding macro evidence on the supplier and customer networks around four-digit manufacturing industries in the 1987 and 1992 benchmark input–output tables. In contrast to the manager evidence, about 24% of the industry-structure effect on industry performance can be attributed to structure beyond the industry's own buying and selling, to networks around the industry's suppliers and customers. However, the industry evidence is not qualitatively distinct from the manager evidence so much as it describes a more extreme business environment.