Wayfinding is something most of us do every day without much thought—following signs, landmarks, and environmental cues to get where we need to go. Yet for many people, especially those with disabilities, navigating public spaces can be a complex challenge. In accessible city design, wayfinding is far more than signage: it is the thoughtful orchestration of information, space, and experience to ensure everyone can move confidently and independently. 

When cities embrace inclusive wayfinding practices, they create environments that are easier to navigate, more intuitive, and more equitable providing benefits to everyone. Sound wayfinding systems consider how people access and process information, experience and react to an environment.  Wayfinding systems can be applied at any scale, across a city, neighbourhood, playground or single building.  

Why Wayfinding Matters

Effective wayfinding does more than help people reach destinations—it shapes comfort, safety, and independence. Clear systems reduce confusion, build user confidence, and improve equitable access to places. At its core, wayfinding is about communication—ensuring that every person can understand how to move through a space safely, confidently, and independently. The Global Street Design Guide notes that intuitive pedestrian wayfinding increases walking rates, supports multi-modal travel, and improves confidence in navigating urban spaces. It can also reduce anxieties, avoid congestion and improve improve economic performance of an area as people are more likely to stay longer.

Key Concepts in Effective Wayfinding

Wayfinding encompasses the processes and tools people use to orient themselves and navigate from one location to another. It includes physical signage, maps, tactile surfaces, lighting, digital tools, and environmental cues.  Several core principles guide good wayfinding:

• Simplicity and clarity: Information must be digestible at a glance.
• Consistency: Standardized symbols, colours, and tactile patterns reinforce recognition.
• Redundancy: Providing cues in visual, tactile, and auditory forms ensures inclusivity.
• Human scale: Signage placement and legibility must consider users with mobility devices or low vision including considerations for sign height, contrast, and braille integration and audible interactivity in high‑traffic areas.
• Integration with environment: Built form, landscape features, and street layout all support orientation.

Putting Wayfinding into Practice

Cities are recognizing the role of wayfinding in accessibility and good design. This is evident through the Toronto Transit Commission’s Wayfinding Strategy, the Designing for Wayfinding Standard developed by Singapore’s Local Transport Authority and the State of Victoria’s Wayfound Victoria Wayfinding Guidelines.

International guidance such as ISO 21542:2021 outlines detailed requirements regarding signage, tactile information, lighting, circulation, and orientation. Principles including; visual contrast, intuitive mapping, tactile indicators, and auditory information, form the backbone of accessible wayfinding systems and influence national and municipal design standards. The Wayfinding Handbook (David Gibson) provides a foundational text introducing the environmental graphic design principles behind modern wayfinding systems, widely used by designers, planners, and architects.

In Canada, Accessibility Standards Canada  provides further guidance developing a national set of wayfinding and signage standards (CAN‑ASC‑2.4), highlighting multisensory design, tactile walking surface indicators, and perceptible information as core requirements.  The Canadian National Institute for the Blind created Access Labs to develop a variety of wayfinding tools to evident through a recent partnership with Service Canada where Bluetooth Smart Beacons installed in more than 50 centres nationwide, allowing people who are blind or partially sighted to receive audio-based navigation cues through their smartphones.

Wayfinding systems in real world examples:

• Singapore: Khatib Central / Chong Pang City Dementia-Friendly Wayfinding System
• Sydney: Sydney Metro City Line Wayfinding Signage
• Melbourne: Cool Routes

The City of Melbourne has earned a global reputation as one of the world’s most inclusive and accessible cities—not by accident, but through decades of intentional planning, community consultation, and a commitment to universal design. The city’s approach offers a valuable case study for municipalities striving to reduce barriers and create public spaces that work for everyone.
 
Located on the southern coast of Australia in the state of Victoria, the city of over five million people enjoys a temperate ocean climate.  Like many cities it has a dense core or Central Business District (CBD) along with multiple satellite neighbourhoods of varied densities.  It also stands as one of the few cities in the world to retain its robust network of trams alongside a network of local and regional trains, buses and bike share stations.
 
At the heart of Melbourne’s accessibility journey is its Disability Access and Inclusion Plan 2020–2024, a comprehensive blueprint aimed at reducing and eliminating barriers across physical, informational, and social environments. Developed through research and co‑design with the City of Melbourne’s Disability Advisory Committee, the plan reinforces that accessibility is an organization‑wide responsibility. It highlights initiatives embedded across municipal operations and introduces new actions to advance universal access in partnership with the community.
 
Building on this policy foundation, the city’s Design and Construction Standards guide how all public realm spaces are designed, delivered, and maintained. These standards ensure consistent implementation of accessible materials, signage, lighting, furniture, and utilities across Melbourne’s public infrastructure. Detailed engineering specifications—such as those for pedestrian access ramps, curb construction, and footpath treatments—help ensure that pathways are intuitive, step‑free, and predictable for all users.
 
Melbourne has implemented a variety of tools to assist people in wayfinding through city including with low vision or other mobility constraints to navigate the city.  One of Melbourne’s most impactful accessibility tools is its interactive Access Map, designed to help people with disabilities navigate the city with confidence. The map allows users to customize layers, identify accessible locations, and review street gradients using an elevation profile tool—information especially valuable for people with mobility or visual impairments.
 
Beyond navigation, Melbourne integrates accessibility into everyday urban life. Recreation, cultural venues, and entertainment spaces across the city are designed to be inclusive, ensuring residents and visitors of all abilities can participate fully in civic and cultural experiences. The city also participates in the Hidden Disabilities Sunflower Program, offering additional support for individuals with non-visible disabilities.
 
Melbourne’s ongoing infrastructure upgrades—including improvements to disability parking and kerbside management—demonstrate its commitment to continuous improvement. At transit stations signage uses clear, high contrast colours for signage including easy to read boards for upcoming departures along with audible messages on upcoming departures and stations.  As Melbourne grows, accessibility is increasingly viewed not just as a compliance requirement but as a core metric of success in civil infrastructure projects.
 
Community involvement remains central to this progress. The city’s standards and plans have been shaped by public consultation, including a formal community review period for the Design and Construction Standards. Feedback loops ensure accessibility strategies remain relevant and responsive to community needs.
 
Despite the impressive progress made so far, there’s still room to improve accessibility across public spaces, facilities, and transportation systems. One of the biggest challenges is consistency. Because different spaces are operated by the City of Melbourne, the State of Victoria, or private providers, accessibility features can vary widely—or be missing altogether.

For example, not all transit vehicles offer audible announcements, making navigation harder for people with vision impairments. As you move from one jurisdiction to another, the same feature might look, sound, or function differently. Achieving a seamless, predictable experience across all operators is essential to ensuring true accessibility for everyone.
 
Melbourne’s model shows that when accessibility is embedded from policy to pavement, cities become more navigable, equitable, and vibrant. For municipalities worldwide—especially those seeking to improve visual, mobility, and sensory accessibility—Melbourne stands as a practical, inspiring example of how to design cities where everyone belongs. 

Contrasting to some of my previous posts showcasing practices of more developed countries like Japan and Sweden it is important to reflect upon how accessibility is considered in places that are not so wealthy in financial means to build more accessible spaces.  This past November I had the fortune to travel around Cuba, visiting towns and cities of all sizes.  What caught my eye in particular is the vibrant sense of community and cooperation everywhere I visited.

Cuban people are passionate, and this reflects in their culture, with a society that remains connected and a sense of community support systems that feel alive. People socialize on the streets, support and play with their neighbours and genuinely look out for each other.  Streets feel safe by day and night.  This social capital is something many western countries have lost.  By contrast Cuba struggles with crumbling infrastructure due to lack of repair, replacement, or expansion.  This is due to a variety of factors with the ongoing embargoes restricting access to materials and hard currencies and a sense of limited government organizing capacity.  Still the desire by the people for a better, prosperous society and nation is clear!

This duality of high social capital yet low economic capital requires a different approach to considering accessibility.  Increasing accessibility is typically tied to high quality infrastructure including the retrofitting of older features or integration of best practices with new development informed by codes, standards, and regulations.  However, what does that look like when funds to upgrade or replace physical infrastructure are unavailable and even basic services struggle with under-investment or neglect?

People with low vision and blindness do navigate the streets and communities of Cuba.  They are actively out and about despite little to no application of accessibility features to the streetscape and buildings.  In fact, there are more obstacles for them to navigate with roadside ditches, limited traffic controlled crossings and almost every manner of transportation using the roadways.  Some features such as textured paths are evident but very inconsistent in their application.

Housing is provided and where possible within the constrained resources of society; creative, yet inconsistent accommodations are made to infrastructure.  People with special needs or requiring accommodations remain within their communities, not institutions.  Homelessness is also a rare sight in Cuba.  Despite economic constraints there seems to remain a social commitment that all Cubans have access to housing and food, if only at a basic level.   This cannot be said for many western societies even with social support programs.

The insight from Cuba is that accessibility is the combination of social systems and the built environment.  Individuals, communities, and government services play at least an equal role to increasing accessibility alongside changes to the way we design our communities. 

In my advocacy for the design of more visually accessible cities I am often asked who is the leader?  What are the best practices and who is getting it right?  While I have yet to find a city or country that has it all figured out Japan is the closest to putting together the pieces.  Last month I had the fortune to visit this bustling and culturally rich country, visiting several cities that offered a good sampling of how they approach accessible design and in particular visual accessibility.
 
For context Japan is a very populous country of roughly 126 million people confined on a series of connected islands.  Combined, that substantial population and limited land are two factors that typically set the foundation for more accessible cities.  The country is fundamentally built around public transportation having opted nationally to avoid mobility oriented around cars and planes in the early 1960s.  Add in two other key factors unique to Japan, an older demographic and a culture based on respect and the advanced practice I saw is further appreciated. 

In terms of demographics Japan’s largest population cohort is amongst seniors around 75 years in age meaning they have a large portion of the population needing assistance with mobility beyond those who may have a non-age related mobility restriction.  The next population bulge at 55 years will soon add to age related mobility limitations. 
 
Surrounding all of this is Japanese culture which emphasizes respect and honouring others.  This means accommodating others is part of the culture as is respect for the public realm.  The result: crime, vandalism and litter are rare.  Thus the public realm always appears clean, orderly and well maintained even before any specific accessible design features.  It is not perfect of course as changes to infrastructure and cultural mindsets about disabilities takes time.

The big push toward more accessibility started in 2006 when Japan passed the Barrier Free Act requiring public then private entities to improve access.  This effort with later propelled by the 2020 Tokyo Olympic games with the adoption of the Universal Design 2020 Action Plan in early 2017.

Now in terms of what specifically makes Japan a unique leader. 

Over the course of several days I observed a very comprehensive application of accessible design features around Tokyo.  First I thought it was just Tokyo that had it figured out.  Then I visited Kanazawa, Takayama, Hiroshima and Kyoto only to pleasantly find that they too applied the same practices on an equally comprehensive basis. 

From tactile walking surface indicators to frequent and easy to read signage, the form and application was continuous and thorough.  Attention and guidance walking surface indicators are evident both indoors and out using a consistent yellow or dark grey colour and are contiguous even when crossing streets.  In some instances the amount of yellow on the ground from walking surface indicators was a bit overwhelming so there are some aesthetic choices and challenges to be considered.  My sense however is that these also provide navigation guidance for the fully sighted as they make paths of travel clear and thus avoid congestion.
 
Signage consistently used large font, contrasting colours and was more often located at eye level.  This is also true for digital terminals such as ticketing machines, bank machines and electronic information boards.  Moving from one facility such as a public train station to a private shopping centre didn’t result in forms, colours and styles changing drastically.  This reflects Japan having set some common design standards for both public and private facilities.        

Information is also provided in tactile form through the use of Braille.  Note that this is Japanese braille so may not be familiar to visitors.  Hand rails are also standard wherever elevation changes allowing for increased stability for movement.
 
All surfaces including floors and walls are also put to work.  Arrows on the ground communicate everything from directions of travel for crowd management to directions toward popular destinations. Full painted lines are also common allowing a person to follow it all the way to their destination.

In a country that is densely populated and oriented around public transportation getting around quickly and easily is critical.   Detailed information has been integrated into apps like Google Maps and Waze easing movement through complex transportation systems guiding you to the right levels, platforms and even best train carriages based on connections and capacity. 
 
At the same time real-time information on departures and arrivals at train stations and bus terminals is in large font and high contrasting colours.  Audible announcements on destinations and stops can also be heard at nearly every station or on-board vehicles.  Announcements are provided in Japanese and English.  
Combine these elements with frequent, larger and well-designed wayfinding maps and the complexity of Japan’s large cities becomes significantly more manageable.

I would like to say this is a hopeful and optimistic post about how bold investments are being made in new or renewed options to move people between communities of all sizes however it is more a call out to the prolonged under-investment and deterioration of those options.  It seems Canada is finally hitting rock bottom on the state of inter-city transportation options beyond the private automobile.  This really jumped out at me again when reading this CBC article about a BBC reality show attempting a race across British Columbia on public transit.  They struggled, and in one of the more well-connected provinces. 

As someone who cannot drive I have lived the experience of navigating a country mostly preoccupied with investments in personal automobile travel. Intercity connections by transit have deteriorated, encouraged by the automobile industry and paralysis of government studies; accelerated by the impacts of the COVID pandemic. Options are often infrequent or expensive while their users are less likely to afford high transportation costs.

Prior to the pandemic many inter-city transportation options were at the tipping point.  Evidenced with the rapid exit of Greyhound bus services within two months of the pandemic’s onset.  Today some new companies are popping up to fill portions of the vacated routes however those leave out many communities.  Further, they often no longer use bus terminals, instead stopping on the sides of roads or back end of buildings making for a less welcoming, safe and accessible experience.  By contrast many new airlines have hit the skies who are on one hand driving down prices while driving up greenhouse gas emissions illustrating the distorted economics that influences both accessibility and climate change.

Rail travel has also struggled due aging rail infrastructure, prolonged studies and diminishing services.  Services of VIA rail Canada on Vancouver Island halted over ten years ago while studies continue while services in northern Manitoba nearly ended after an eighteen month pause due to storm damage to tracks.  Meanwhile growing communities are calling for improved services to provide alternatives, aligned with Canada’s climate change commitments.  A case no more evident than that from the City of Belleville and other communities requesting restoration of commuter rail services, denied due to a lack of trains.  Now I appreciate that much of those train cars left over from Pacific National and Canadian National services have passed their service life; however, Canada builds trains!

Other countries are reinventing their inter-city transportation systems to support accessibility, climate goals and more transportation alternatives.  Spain and Portugal have radically reinvented their once obsolete passenger rail system while France has even banned domestic commercial flights of under two hours in favour of rail travel.   Think of how many flights that could take out of the air between Toronto, Montreal and Ottawa alone alongside Calgary and Edmonton.  Completed by well organized bus and train services with modern stations would further increase accessibility and hopefully reduce passenger frustration at airports.

We cannot just electrify private automobiles to meet climate and sustainability goals. We must give active, priority investment to the alternatives. Mobility is one area where the equity dimension of climate change and accessibility truly intersect.  Otherwise, our cities will continue to be chocked by traffic and our smaller communities continue to become more inaccessible to people without the means, ability or interest to drive. Let's consider an equitable investment in sustainable transportation infrastructure.

This growing variety of uses, undefined or unacknowledged rules of where they can travel can create particular challenges to accessibility.  First, for the pedestrian on the street who may feel unaware of these other mobility devices.  They may feel threatened by sharing spaces with high-speed vehicles moving in unpredictable ways within pedestrian space.   Will the person on the electric mobility vehicle have enough time or mindfulness to avoid the person with a white cane, walker or stroller?  Even when unattended obstacles may be created by these vehicles being left in inappropriate places. 
 
Second the ability of people with accessibility needs to access these forms of mobility for their own use.  Some of these vehicles are available on the market and thus available to anyone for purchase.  Others are part of sharing systems supported by municipalities such as they City of Calgary, local non-profits or private business.  Sharing systems are typically accessed through application based systems on person mobile devices so those apps need to be up to current accessibility standards with features live dictation, voice control and high contrast options.  Use of these devices in low traffic areas would further accommodate people who want to participate but may be uncomfortable on busy streets.  This later point of course is a tricky balance between creating safe spaces for the electric vehicle user, pedestrians and other uses. 
 
There are a variety of options to help improve the experience and safety of all users that city planners, regulators and community activists can promote:

• Consider docking staycations or geo-fenced areas for parking of vehicles.  This will prevent them from becoming obstacles in unwanted areas. 
• Implement speed limiters on the vehicles when traveling in restricted areas to deter their use in high pedestrian traffic areas or minimize conflicts. 
• Get ahead of regulation with education.  Engage schools, workplaces and businesses that sell e-mobility devices. Consider public pop ups to provide information and training on proper use of different vehicles, even if they are not yet approved. 
• Encourage all e-mobility devices to use cycling infrastructure.  Providing them with more efficient options to travel will help keep them off sidewalks and competing with vulnerable users.   Ensure maintenance of this infrastructure is up to standards for these mobility devices with smaller wheel-bases.
• Combine education campaigns and enforcement to establish a culture of priority users.  Recognize pedestrians as the priority and most vulnerable user of a space. 

Recently I had the fortune to visit the forward-thinking city of Malmo, Sweden.  I had heard many stories about Malmo through colleagues, planning journals and one of their former mayors who spoke at a conference here in Canada many years ago.  Malmo is known for being one of the most cycle, transit and active mobility friendly cities in the world.   It also happens be just across the strait, or only fifteen minutes by frequent train from Copenhagen, Denmark who holds a similarly well-deserved reputation. 
 
Malmo is the second largest city in Sweden with a core population of 344,000 people that is growing quickly.  Founded in 1275, this is a city that has seen and continues to live through many transformations.  From its old world city centre, two distinct eras of industrial waterfront development, new and modern styled shore development and a fairly young population the city blends a diverse variety of neighbourhoods and eras of infrastructure.   Thus, consistency in accessibility features is one of their main challenges in accommodating visitors and locals alike. 
 
In all my travels I have yet to uncover a place that has mastered accessibility, designing all their public spaces in ways that are consistent in their wayfinding, design features and accommodations to meet the needs of diverse users.  So with that context in mind I enjoyed discovering Malmo, observing and learning what was working well and where progress could be made.  The accessibility of space and desire to create inclusive environments is evident however with room for improvements. 
 
Overall Malmo has made deliberate efforts to balance investments in infrastructure and services to help people move by transit, bike, scooter and foot.  E-scooters have become commonplace in the city over the past five years and like in my other cities around the world are the latest user and competitor for space on the street.  That said there does seem to be an odd hierarchy given to users.  Cyclists and scooters tend to be given priority in all spaces above vehicles and pedestrians.  This leaves pedestrians, and those with mobility limitations in a much more vulnerable space.   There is a strange norm that a senior with a walker, mother with a stroller or person with a cane gives way to a cyclist.  Staff from the city advised there is a dedicated role supporting coordination of cycling infrastructure and even another for skateboarders however nobody dedicated to pedestrians, the most vulnerable user. 
 
After having some time to observe all these users dance through the streets, I was struck by the more mellow pace everyone moved at compared to North America.  There is a collective consciousness among all the users; drivers, walkers, cyclists, scooterists that others are moving around them and to be patient.  This is a key cultural factor for why everyone seems to stay safe and overall be less stressed.  While having separated infrastructure for cyclists and pedestrians helps with the safety aspect creating a cultural norm of shared, respected space is a far greater success factor in establishing accessibility. 

A few specifics of good practice worked and where gaps existed for improvement:

Travel and tourism is a powerful way to break down barriers, learn about different cultures, make new friends and challenge conceptions.  Humans have an innate curiosity about our surroundings near and far.  A tourist may be exploring a far away country home to a very different culture or another city only an hour away from home.  Sometimes we can even be a tourist in our own city when trying something new or welcoming visitors.  

Imagine you are a visitor to a new country, city or place away from home.  What challenges are you likely to face?  Language, culture, currency, different laws or norms, people who may look or act differently than you.  These are all daunting things to absorb.  If you travel often to new places this adjustment can become more commonplace however even veteran travellers face culture shock, stress and various other challenges.  

Now imagine that you also face some form of physical, mental or psychological barrier.  This may add an overwhelming or even impossible layer to you visiting a new place, aside from your adjustments upon arrival.  Preparing for your trip may require much more planning and attention to detail.  Thinking about how you will get around, your path of travel, what infrastructure and human support services may be in place or available on request.  

Increasingly tourism agencies are more aware of accessibility needs and able to provide in formation.  Public and private buildings are making information on accessibility for their spaces available online or by phone.  Wayfinding apps can also be useful in navigating public streets and public transportation.  

Conversely, being willing to travel will also need to come with a high level of comfort to adapt and figure things out on the go knowing that accessibility details may not be available beforehand.  This will often need to include a willingness to ask for assistance, a task that is often not easy to do as it involves communicating personal challenges and vulnerabilities.  Cultural sensitivity toward “disability” is also highly varied around the world.   

As a tourist you are already in an unfamiliar place.  Your surroundings will constantly be changing and new to you.  From crossing borders, to navigating airports or checking-in to new accommodations.  Even if you have visited a place previously, memory fades and recognition of landmarks, streets and destinations will remain challenging.  You may be traveling with someone and thus have support available, even if on a limited basis as you need.  Alternatively you may be solo, planning or navigating on your own.  Both are rewarding experiences.  

However you travel and wherever you choose to go know that it will be different from home and you are welcome to be there.  People with physical, mental or emotional limitations have equal rights to travel as those who are barrier free.  Right and reality however do not always align.  Many cities around the world are working hard to make improvements to the infrastructure, wayfinding systems and social services to improve accessibility for all.   These efforts are not entirely uniform and I have yet to find a city that has really nailed visual and physical accessibility in a persistent and systematic way.

​If you have a passion for travel, big or small, or know someone or faces obstacles to exploring their dreams here are some techniques you can consider:

• Research in advance - Get information about the accommodations and sites you intend to visit learning about their accessibility supports.  Access any apps or services that may be offered to support visitors.  
• Pack support devices - Bring your tablet, smart phone, magnifiers, binoculars and other tools you may use regularly access information or accommodate you visual or other access needs.  
• Ask for support - Be willing to ask those you meet for assistance as needed.  Where at accommodation, tourism sisters, taxis, buses, planes people are usually friendly and willing to assist.
• Accept the unknowable - While prior research is a must some level of detail can only be discovered on arrival.  Pack a flexible and patient attitude.
• ​Consider your security - Cities around the world are quite varied in the safety for visors.  Consider local crime rates, security risks and local attitudes toward both foreigners and people with disabilities when selecting your destinations. 

If you are a city planner, municipal leader, community advocate or other person looking to improve accessibility for visitors to your community here are some techniques you can consider:
​

• Identify accessible zones or features in tourism marketing materials 
• Provide a contact in your local tourism offices for people needing information on accessibility..  See one example with Destination Vancouver.
• Actively remove barriers to accessibility in your community 
• Engage and listen to both visitors requiring accessibility supports and local organizations supporting people in the community ​

Writing this in July of 2021 it has been just over the past sixteen months since our ways of living, working and socializing were transformed in March 2020.  Following three progressively intense ways of the COVID-19 pandemic in Canada the future is now starting to look brighter.  Vaccines are rolling out rapidly here in Canada, people are eagerly lining up for their shots and health restrictions are easing in informed ways in most places.  People are starting to make life plans again, businesses reopening and the long-lost hug has returned!  We are fortunate here yet the rest of the world still has a ways to go even as we in Canada move to what health officials are calling the endemic phase.  
 
While governments and health authorities have planned out the gradual reopening of all aspects of our society the hardest phase is only beginning, the personal re-opening.  Everyone will re-engage with society at their own pace.  Comfort levels when it comes to social interaction, and in person services will be highly varied.  We have all been through a form of trauma in the last months, in different ways and degrees.  Virtual services will continue to be needed and those of us eager to open up again will need to adopt a healthy dose of mindfulness and respect. 
 
People with a variety of physical and cognitive disabilities have been impacted in unique ways by pandemic restrictions.  A recent survey by the Canadian National Institute for the Blind captured the experiences of some people living with vision loss.  In person services have been disrupted, home visits beyond those most essential stopped, social groups transformed and even the freedom to explore your own local community all become virtual, shut down or a mental risk analysis.  Benches and seats disappeared and congregating spaces like malls and community centres closed or became restricted to essential business.  The result; alongside keeping people safe from the virus, has been complemented by considerable isolation that itself comes with a unique set of health hazards both mental and physical. 
 
On the flip side some services have become more accessible.  At least to those comfortable with technology.  Social groups have moved online from virtual travel meet-ups to guitar lessons and knitting circles.  Working remote become the norm for most previous office work with the aid of Zoom, Teams and other technologies that helped push business and society into functional online collaboration.  This can create more opportunities for people with limited mobility to engage socially and in the working world. 
 
Now, anyone who has been working from home in front of a screen since March 2020 can probably relat to eye strain, Zoom fatigue and for some a loss of social ties that come with going into an office.  Consider now anyone with a visual limitation or blindness; that duration and intensity becomes a burden. 
 
Federal support programs to people with disabilities; alongside seniors, have also been very limited over the pandemic.  This has left many in more financially precarious positions than they were before the pandemic.  Thus their means to engage with re-openings may be more limited than those who may have been had access income support or even been able to save more with reduced travel, work or activity costs.  This is certainly not to say anyone has it most difficult; they have lived this experience in different ways and find themselves at the re-opening on different footings.  Small business owners for example have navigated considerable uncertainty and may now hold alarming levels of debt, face different but no less challenging realities.   
 
As society continues to re-open let’s all be mindful of the need to be patient, bringing everyone along who may not have the same, means, abilities or experience while respecting their personal pace.  The pandemic has introduced some ways of collaborating that enable people with disabilities, such as more work remote options, collaboration technology and e-services.  At the same time the human touch is critical to people who may normally live with more isolation, who may have less ability to use technology or just need to find that balance between our real and virtual world. 
 
If you would like further reading on accessibility during COVID-19 and ways to make communities more accessible with recovery programs check out these resources:

• Canadian National Institute for the Blind - COVID-19 Accessibility Recommendations
• Canadian Council for the Blind - Blog Post Series.
  
• People with Disabilities Left Out of Ontario's Pandemic Response (CBC News, 2022) 
  
• Quebecers with Disabilities Struggle with Rapid Tests (CBC News, 2022)
  

For anyone working from time over the past few months you have probably felt growing pressures on your eyes.   Whether using a monitor, tablet or smart phone most of us have seen a doubling or tripling in our respective screen time in our work hours alone.  Screen time outside of work hours only adds to this demand.  Combined this places more demand on our eyes and mental concentration with strain accumulating over time. 

Below are some suggestions on how people can reduce and manage eyestrain. 

• Consider conducting one on one meetings as a walk and talk by calling each other directly and having a conversation rather than a Teams meeting by video.  This allows people to be away from their computers.
  
• When having a Teams or Zoom meeting consider turning off video.  Focus on listening rather than seeing.  Start your meeting with a video for introductions and then switch off.
• Consider an old fashioned conference call for some meetings internally or externally.  This allows people to be away from their computers.
  
• Use larger fonts for documents and applications.  Most Windows and Mac applications have built in setting to increase all fonts.  Consider changes to contrasts and colours for your desktop settings as another way to reduce strain.
• Reduce the multi-tasking you expect from your eyes.  Fewer monitors may be better to let eyes concentrate on one task at a time.  For many of us we already trying to monitor children or other things in the background.
• If you spend a lot of time reviewing documents a screen reader or text dictation software may be of assistance.  This will allow you to listen to the content rather than read.
• Take regular breaks.  For every hour in front of your monitor take ten minutes away.   Grab a coffee, go for a walk, close your eyes. 
• If your eyes are feeling strained try laying down and placing a hot, moist cloth over your eyes.  This can give your eyes a break and draw out the tension.
• When on a video call look up and into the distance at regular intervals to adjust your focus.
• Be mindful of lighting in your workspace.  Too little or too much light can cause added strain.  Seek natural light where possible and avoid fluorescent lights.  
• Reduce background noise.  Auditory strain can increase eyestrain. 
• Consult with your optometrist.  If you already use glasses or contacts a different prescription may be more suitable for screen reading.
• Speak with your manager if the strain is becoming persistent.  When dealing with eyestrain the best action is foremost to reduce the activity causing the strain.  Underlying eye conditions will generally be made worse by increased use of screens.  This could mean adjustments to your work patterns and habits.