Determining

medical fitness
to operate
Dr. Katherine Kohle
Practicing physician
motor vehicles
CMA Driver’s Guide
9th edition
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© Joule Inc. 2017
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Published by Joule Inc.

Library and Archives Canada Cataloguing in Publication
CMA driver's guide : determining medical fitness to operate motor vehicles. – 9th edition.

Includes bibliographical references.

Issued in print and electronic formats.
ISBN 978-1-897490-42-6 (softcover).– ISBN 978-1-897490-43-3 (PDF)

Automobile driving–Physiological aspects–Handbooks, manuals, etc. Automobile drivers–Medical

examinations–Handbooks, manuals, etc. Automotive medicine–Handbooks, manuals, etc.
I. Canadian Medical Association, issuing body

TL152.35.C63 2017 629.28'302461 C2017-902561-9 C2017-902562-7

Disclaimer: This guide is not a substitute for medical diagnosis, and physicians are encouraged to
use their best clinical judgment to determine a patient’s medical fitness to drive. The naming of any
organization, product or alternative therapy in this book does not imply endorsement by Joule Inc. or
the Canadian Medical Association, nor does the omission of any such name imply disapproval by Joule
Inc. or the Canadian Medical Association. Neither Joule Inc. nor the Canadian Medical Association
assumes any responsibility for liability arising from any error in or omission from the book, or from
the use of any information contained in it.

Également disponible en français.

 CMA Driver’s Guide  9th Edition

Contents
Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xiv
Scientific Editorial Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xiv
Contributing authors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xiv
Contributors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xv
CMA staff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xv
Joule staff and contractors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xv
Section 1: Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 A guide for physicians . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Functional assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Medical standards for fitness to drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.4 Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5 The physician’s role . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.6 Public health . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.7 Levels of medical fitness required by the motor vehicle licensing authorities . . . . . . . . . . . . . 4
1.8 Driver’s medical examination report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.9 Physician education on driver evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.10 Payment for medical and laboratory examinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.11 Classes of drivers’ licences and vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.12 Contact us . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Section 2: Functional assessment — emerging emphasis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2 Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.3 Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3.1 Office assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3.2 Functional assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Section 3: Reporting — when and why . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.2 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.3 Patient’s right of access to physician’s report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Section 4: Driving cessation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.2 Voluntary driving cessation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

iv CMA Driver’s Guide — 9th Edition

 4.3 Involuntary driving cessation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.4 Planning for retirement from driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.5 Strategies for discussing driving cessation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.6 Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Section 5: Alcohol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.2 Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.2.1 Clinical history . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.2.2 Screening tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Section 6: Drugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
6.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
6.2 Clinical history . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
6.3 Common drugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.3.1 Sedatives and hypnotics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.3.2 Non-prescription antihistamines, motion-sickness
medications and muscle relaxants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.3.3 Opioids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.3.4 Central nervous system stimulants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.3.5 Hallucinogens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.3.6 Inhalants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.3.7 Antidepressants and antipsychotics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.3.8 Anticonvulsants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.3.9 Conscious sedation in an outpatient setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.3.10 Anti-infective agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.3.11 Anticholinergics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.3.12 “Designer drugs” and herbal preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.3.13 Antiparkinsonian drugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.3.14 Medical marijuana and driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6.4 Addiction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Section 7: Aging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
7.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
7.2 Red flags — the 3Rs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
7.3 Hidden disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
7.4 Multiple comorbidities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Contents v
Section 8: Dementia and mild cognitive impairment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8.2 Canadian Dementia Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8.3 Reporting according to stage of dementia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
8.4 Red flags — the 3Rs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
8.5 Assessment of non-cognitive factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.6 Cognitive screening tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.6.1 Use tests in the context of more detailed approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
8.7 When fitness to drive remains unclear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
8.8 Counselling patients with dementia who can still drive safely . . . . . . . . . . . . . . . . . . . . . . . . . . 40
8.9 Disclosure of unfitness to drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
8.10 Follow-up after loss of licensure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
8.11 Countermeasures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Section 9: Sleep disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
9.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
9.2 Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
9.3 Obstructive sleep apnea (OSA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
9.3.1 Driving recommendations for patients with OSA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
9.4 Narcolepsy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
9.4.1 Driving recommendations for narcoleptic patients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
9.5 Other sleep disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Section 10: Psychiatric disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
10.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
10.2 Functional impairment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
10.3 Assessing fitness to drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
10.4 Specific disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
10.4.1 Schizophrenia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
10.4.2 Personality disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
10.4.3 Depression and bipolar disorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
10.4.4 Anxiety disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
10.4.5 Psychotic episodes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
10.4.6 Attention deficit/hyperactivity disorder (ADHD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
10.4.7 Aggressive driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
10.5 Psychoactive drugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

vi CMA Driver’s Guide — 9th Edition

Section 11: Nervous system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.2 Febrile or toxic seizures, benign childhood absence epilepsy
and other age-related epilepsy syndromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.3 Syncope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
11.4 Seizures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
11.4.1 Single, unprovoked seizure before a diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
11.4.2 After a diagnosis of epilepsy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
11.4.3 After surgery to prevent epileptic seizures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
11.4.4 Seizures only while asleep or on wakening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
11.4.5 Withdrawal of seizure medication or medication change . . . . . . . . . . . . . . . . . . . . . . . . 59
11.4.6 Auras (simple partial seizures) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
11.4.7 Seizures induced by alcohol withdrawal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
11.5 Disorders affecting coordination, muscle strength
and control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
11.6 Severe pain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
11.7 Head injury and seizures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
11.7.1 Post-traumatic seizure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
11.7.2 Post-traumatic epilepsy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
11.8 Intracranial tumours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
11.8.1 Benign tumours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
11.8.2 Malignant tumours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
11.9 Parkinson’s disease and parkinsonism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Section 12: Vision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
12.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
12.2 Recommended visual functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
12.2.1 Visual acuity (corrected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
12.2.2 Visual field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
12.2.3 Diplopia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
12.3 Other important visual functions for driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
12.3.1 Colour vision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
12.3.2 Contrast sensitivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
12.3.3 Depth perception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
12.3.4 Dark adaptation and glare recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
12.3.5 Useful field of view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Contents vii
 12.4 Exceptional cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Addendum 1: Testing procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
A1.1 Visual acuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Addendum 2: Medical conditions and vision aids for driving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Section 13: Auditory and vestibular disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
13.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
13.2 Hearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
13.2.1 Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
13.2.2 Hearing assistive devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
13.3 Vestibular disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
13.3.1 Acute unilateral vestibular dysfunction — single prolonged episode . . . . . . . . . . . . . . 71
13.3.2 Recurrent unilateral vestibular dysfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
13.3.3 Chronic bilateral vestibular hypofunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Section 14: Cardiovascular diseases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
14.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
14.1.1 Details regarding these and other recommendations can be found
in the full report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
14.2 Coronary artery disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
14.2.1 Acute coronary syndromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
14.2.2 Stable coronary artery disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
14.2.3 Cardiac surgery for coronary artery disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
14.3 Cardiac rhythm, arrhythmia devices and procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
14.3.1 Ventricular arrhythmias . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
14.3.2 Paroxysmal supraventricular tachycardia,
atrial fibrillation or atrial flutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
14.3.3 Persistent or permanent atrial fibrillation or atrial flutter . . . . . . . . . . . . . . . . . . . . . . . 75
14.3.4 Sinus node dysfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
14.3.5 Atrioventricular and intraventricular block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
14.3.6 Permanent pacemakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
14.3.7 Implantable cardioverter defibrillators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
14.3.8 Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
14.4 Syncope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
14.5 Valvular heart disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
14.5.1 Medically treated valvular heart disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
14.5.2 Surgically treated valvular heart disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

viii CMA Driver’s Guide — 9th Edition

 14.6 Congestive heart failure, left ventricular dysfunction,
­cardiomyopathy, transplantation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
14.7 Hypertrophic cardiomyopathy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
14.8 Cardiac rehabilitation programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
14.9 Implantation of Left Ventricular Assist Device (LVAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
14.10 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
14.11 Abnormal blood pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
14.11.1 Hypertension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
14.11.2 Hypotension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
14.12 Anticoagulants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Section 15: Cerebrovascular diseases (including stroke) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
15.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
15.2 Transient ischemic attacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
15.3 Cerebrovascular accident (stroke) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
15.3.1 Brain aneurysm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
15.3.2 Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
15.4 Counselling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
15.5 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Section 16: Traumatic brain injury . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
16.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
16.2 Initial assessment after concussion or mild TBI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
16.3 Follow-up assessment for moderate and severe TBI
(also relevant to concussion with persistent symptoms) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
16.3.1 Symptoms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
16.3.2 History and physical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
16.3.3 Investigations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
16.4 Functional impairment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
16.5 Counselling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
16.6 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Section 17: Vascular diseases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
17.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
17.2 Arterial aneurysm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
17.3 Peripheral arterial vascular diseases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
17.4 Diseases of the veins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Section 18: Respiratory diseases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

Contents ix
 18.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
18.2 Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
18.3 Chronic obstructive pulmonary disease (COPD)
and other chronic respiratory diseases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
18.4 Permanent tracheostomy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Section 19: Endocrine and metabolic disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
19.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
19.2 Diabetes mellitus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
19.3 Non-diabetic renal glycosuria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
19.4 Non-diabetic hypoglycemia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
19.5 Thyroid disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
19.6 Parathyroid disease and other calcium disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
19.7 Pituitary disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
19.7.1 Posterior deficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
19.7.2 Anterior deficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
19.7.3 Acromegaly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
19.7.4 Pituitary tumour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
19.8 Adrenal disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
19.8.1 Cushing’s syndrome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
19.8.2 Addison’s disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
19.8.3 Pheochromocytoma . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Section 20: Renal diseases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
20.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
20.2 Dialysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
20.2.1 Hemodialysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
20.2.2 Peritoneal dialysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
20.3 Renal transplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Section 21: Musculoskeletal disabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
21.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
21.2 Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
21.2.1 Injury to or immobilization of a limb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
21.2.2 Loss of limbs, deformities and prostheses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
21.2.3 Arthritis, other musculoskeletal pain and ankylosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
21.2.4 Injury to or immobilization of the spine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
21.2.5 Post-orthopedic surgery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

x CMA Driver’s Guide — 9th Edition

Section 22: Miscellaneous conditions that may affect fitness to drive . . . . . . . . . . . . . . . . . 111
22.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
22.2 Obesity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
22.3 Delirium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
22.4 General debility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
22.5 Common conditions may merit special consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Section 23: Anesthesia and surgery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
23.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
23.2 Outpatient surgery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
23.3 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
23.4 Major surgery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
23.5 Conscious sedation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Section 24: Seat belts and airbags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
24.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
24.2 Seat belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
24.3 Airbags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
24.4 Literature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Section 25: Motorcycles and off-road vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
25.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
25.2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
25.3 Specific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Section 26: Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
26.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
26.2 Aeronautics Act . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
26.3 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
26.4 Medical conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
26.5 General conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
26.5.1 Hypoxia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
26.5.2 Gas expansion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
26.5.3 Decompression illness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
26.5.4 Tolerance to increased acceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
26.5.5 Spatial disorientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
26.6 Vision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
26.7 Ear, nose and throat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
26.8 Cardiovascular conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

Contents xi
 26.8.1 Blood pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
26.8.2 Valvular heart disease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
26.8.3 Congenital heart disease (CHD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
26.8.4 Cardiac arrhythmia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
26.9 Cerebrovascular disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
26.10 Other vascular disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
26.11 Nervous system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
26.12 Respiratory diseases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
26.13 Endocrine and metabolic disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
26.14 Renal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
26.15 Musculoskeletal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
26.16 Psychiatric disorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
26.17 Tumours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
26.18 HIV infection and AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
26.19 Drugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
26.20 Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Section 27: Railway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
27.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
27.2 Railway Safety Act . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
27.3 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
27.4 Medical fitness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
27.5 General considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
27.6 Specific issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
27.7 Resources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
27.8 Contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Appendix A
Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Appendix B
Fitness to drive issues and risk management
Message from the Canadian Medical Protective Association (Revised 2012) . . . . . . . . . . . . . . . . . 151
Appendix C
The CAGE questionnaire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Appendix D
Alcohol use disorders identification test: Interview Version (AUDIT) . . . . . . . . . . . . . . . . . . . . . . . 155

xii CMA Driver’s Guide — 9th Edition

Appendix E
Provincial/territorial contact information for reporting potentially unfit drivers
Driver assessment centres and rehabilitation resources can also be located
in your area by contacting these offices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
Appendix F
Canadian Cardiovascular Society’s risk of harm formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Appendix G
Definition of Addiction
(American Society of Addiction Medicine, 2011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

Contents xiii
Acknowledgements
Scientific Editorial Board
Dr. Jamie Dow, Editor-in-Chief, Quebec
Dr. Christopher Simpson, Kingston, Ontario
Dr. Frank Molnar, Ottawa, Ontario
Dr. Ian Gillespie, Victoria, British Columbia

Contributing authors
Canadian Cardiovascular Society (Cardiovascular diseases)
Canadian Medical Protective Association (Reporting, Appendix B)
Canadian Ophthalmological Society (Vision)
Dr. Dan Bergeron (Vision)
Dr. Edward Brook (Aviation)
Dr. François Cabana (Musculoskeletal disabilities)
Dr. Bonnie Dobbs (Driving cessation)
Dr. Jamie Dow (Introduction, Functional assessment, Anesthesia and surgery, Seatbelts
and airbags, Motorcycles and off-road vehicles, Miscellaneous conditions)
Dr. Hillel Finestone (Cerebrovascular diseases [including stroke])
Dr. Serge Gauthier (Nervous system)
Dr. Charles George (Sleep disorders)
Dr. Ian Gillespie (Alcohol, Drugs, Psychiatric illness, Traumatic brain injury)
Dr. Roger Goldstein (Respiratory diseases)
Dr. Raju Hajela (Alcohol, Drugs)
Dr. George Lambros (Railway)
Dr. Thomas Lindsay (Vascular diseases)
Dr. Shawn Marshall (Traumatic brain injury)
Dr. Frank Molnar (Aging, Dementia and mild cognitive impairment)
Dr. Lorne Parnes (Auditory and vestibular disorders)
Dr. Mark Rapoport (Dementia and mild cognitive impairment)
Rebecca Taylor (Dementia and mild cognitive impairment)
Dr. David Salisbury (Aviation)
Dr. Sabin Shurraw (Renal diseases)

xiv CMA Driver’s Guide — 9th Edition

Dr. Christopher Simpson (Cardiovascular diseases)
Cindy Richardson (Endocrine and metabolic disorders)
Dr. Marcello Tonelli (Renal diseases)
Dr. Martin Veilleux (Nervous system)
Dr. Vincent Woo (Endocrine and metabolic disorders)

Contributors
Dr. Russell Barkley (Psychiatric illness)
Dr. Laurence Jerome (Psychiatric illness)

CMA staff
Jean Nelson, Senior Legal Counsel

Joule staff and contractors

Kerri-Ann Mainville, Managing Editor
Nan Bai, Managing Editor
John Lee, General Council
Carolyn Brown, Copy Editor
Paul Robert, Manager, Brand & Creative Services
Lindsay Taylor, Production Management
Mireille Theriault, Senior Advisor, Marketing
Jennifer Pershick, Graphic Designer
Lee-Ann Hall, Graphic Designer
Yvonne Craig-Isfan, Graphic Designer
Tony Silvaroli, Operations and Technology
Paul Monforton, Operations and Technology
Deborah Scott-Douglas, VP, Product Management
Renée de Gannes-Marshall, Director, Clinical Products & Services
Janice Cooney, Director, Physician Leadership & Development

Acknowledgements xv
Section 1:  

Introduction
1.1 A guide for physicians
Following the example set by the Canadian Medical Association (CMA) guide on the
evaluation of fitness to drive since publication of the first edition in 1974, this 9th edition
continues to provide current, practical information for health professionals involved in
the determination of medical fitness to drive.
This edition incorporates the Diagnostic and Statistical Manual of Mental Disorders, 5th
edition (DSM-5) in the sections on alcohol, drugs and psychiatric disorders. The section
on dementia and mild cognitive impairment has been completely revised, and most of
the other sections have had minor changes. The revisions reflect the aim to maintain the
guide’s currency as the physician’s principal source of up-to-date information on medical
fitness to drive.
The authors have continued to reinforce the scientific basis for the guide’s
recommendations by using CMA’s and their own resources to search the literature for the
most recent information on the effects of medical conditions on driving fitness. One result
of this effort is greater discussion of attention deficit/hyperactivity disorder (ADHD) in the
section on psychiatric disorders. A new element is the effect of ADHD on crash risk, which
has been the subject of several articles since the publication of the 8th edition.
Adopting levels of evidence for these practice guidelines is proving to be a bigger
challenge than we believed to be the case when we described our intention to do so
in the introduction to the 8th edition. Consequently, we are proceeding on a section-
by-section basis. In this edition the sections on psychiatric disorders and on dementia
and mild cognitive impairment were the subject of intensive literature reviews. Other
sections will follow in subsequent editions, although all of the section authors have
conducted literature searches and provided bibliographies in Appendix A.
Like the 8th edition, the 9th edition will continue to be primarily a digital document.
Consequently, if you are using a printed version of the guide more than a year after its
publication, you are advised to check the online version for updates.

1.2 Functional assessment

The 7th edition recognized that a landmark legal ruling in British Columbia
(Superintendent of Motor Vehicles) v. British Columbia (Council of Human Rights) had
identified the right of Canadian drivers to have their licence eligibility determined on
the basis of an individual functional assessment, rather than exclusively on the basis of a
diagnosis, with a corresponding responsibility for licensing authorities to accommodate
drivers wherever possible, within safe limits. This accommodation can often be achieved
with appropriate licence conditions or restrictions or vehicle modifications, which may
be based on a physician’s recommendation. Physicians should be aware of the need

1 CMA Driver’s Guide — 9th Edition

to review patients’ medical fitness to drive according to an assessment of their overall
functional capacity, including their ability to accommodate medical and physical deficits.
Physicians should also consider the possibility of synergetic effects of multiple medical
conditions, as well as aging or other circumstances, on their patients’ overall functional
capacity and fitness to drive.
The principle is that the functional effects of the medical condition, rather than the
diagnosis alone, determine licence status in most cases. This principle is examined in
detail in section 2, Functional assessment — emerging emphasis.

1.3 Medical standards for fitness to drive

Many of the recommendations in this guide are the same as the standards found in
similar documents, such as the Canadian Council of Motor Transportation Administrators’
CCMTA Medical Standards for Drivers. The CCMTA standards were developed in meetings
of the medical consultants and administrators from each province and territory who are
responsible for advising the motor vehicle licensing authorities on medical matters and
safety in driving. The standards are revised annually by that organization’s Driver Fitness
Overview Group, and the majority are adopted by the provincial and territorial motor
vehicle departments. This process achieves a uniformity of standards across Canada, with
the result that a driver licensed in one province or territory can easily exchange his or her
driver’s licence in the event of a move to another province and territory.
To minimize impediments to commercial drivers who must cross the Canada–United
States border, an agreement has been reached whereby each country recognizes
the medical standards of the other country. The only exceptions concern insulin-
treated diabetes, epilepsy, hearing deficits and drivers with medical waivers. Canadian
commercial drivers with these conditions and those with a medical waiver cannot cross
the border to the United States with their commercial vehicles. Private drivers and
commercial drivers who are driving private vehicles are not affected by this measure.

1.4 Methods
A Scientific Editorial Board composed of 3 member physicians and a physician editor-in-
chief continued the work they had begun with the production of the 8th edition. Where
possible, an evidence-based approach was used, although medical standards for driving
will always contain some consensus-based recommendations, since some situations do
not lend themselves to an evidence-based approach. For example, the vision section
remains consensus-based, as no cutoff points for visual acuity or visual fields based on
crash risk have been established.
However, the evidence for medical factors in crash risk is improving. The Scientific
Editorial Board was aided in the preparation of this guide by a review of recent scientific
reports for each section. Interested readers are referred to a study undertaken by the
Monash University Accident Research Centre, entitled Influence of Chronic Illness on
Crash Involvement of Motor Vehicle Drivers, 2nd edition, November 2010, which is the
most complete and detailed review of the evidence supporting medical standards for

Introduction 2
 drivers at the time of publication of this guide. The 2009 National Highway Traffic Safety
Administration's publication Driver Fitness Medical Guidelines is another useful publication
that contains both extensive references and an analysis of the literature. In addition, a
“risk of harm” formula that was introduced in the 7th edition, to support the Canadian
Cardiovascular Society recommendations on fitness to drive (section 14), has been
retained in this edition. However, the recommendations remain mainly empirical and
reflect the fact that the guidelines presented here are based on the consensus opinion of
an expert panel supported by a careful review of the pertinent research and examination
of international and national standards, as well as the collected experience of a number
of specialists in the area. They are intended to impose no more than common sense
restrictions on drivers with medical disabilities. This guide is not a collection of hard-and-
fast rules, nor does it have the force of law.

1.5 The physician’s role

Physicians are regularly called upon to evaluate medical fitness to drive. Traditionally, this
occurs when a patient arrives with the driver fitness form from the licensing authority.
However, in many parts of Canada, driving is a daily activity, and the potential effects of a
medical condition on driving capability should be a consideration for everyone, regardless
of age or whether they have a driver fitness form to be completed. For instance, a person
with newly diagnosed diabetes should receive counselling on the Canadian Diabetes
Association’s recommendations for drivers, along with advice about diet and exercise.
This observation applies to all medical conditions and to all patients with a driver’s
licence, although very few physicians routinely inquire about licence status.
Every physician who examines a patient to determine fitness to drive must always
consider both the interests of the patient and the welfare of the community that will be
exposed to the patient’s driving. In the course of the examination, the physician should
not only look for physical disabilities but also endeavour to assess the patient’s mental
and emotional fitness to drive safely. A single major impairment or multiple minor
functional defects may make it unsafe for the person to drive. Adaptations to the vehicle
or changes in driving habits allow compensation for most physical limitations, but, in
most cases, cognitive limitations are not amenable to compensation.
Likewise, physicians should be aware of their responsibility or legislated requirement to
report patients with medical conditions that make it unsafe for them to drive, according
to the jurisdiction in which they practise. Physicians should also be aware
of the circumstances in which patients are likely to function. For example, the extreme
demands related to operating emergency vehicles suggest that drivers of these vehicles
should be cautioned that even relatively minor functional defects may make it unsafe for
them to drive.

1.6 Public health

Motor vehicle crashes kill about 2,000 people in Canada each year and injure another
160,000. By contrast, the number of deaths attributable to severe acute respiratory

3 CMA Driver’s Guide — 9th Edition

syndrome (SARS) in 2003 was 44, the number of deaths from West Nile Virus from 2002
to 2005 was 46, and 158 Canadian soldiers were killed in Afghanistan in 2002–2011.
Most motor vehicle crashes involve people between the ages of 15 and 55 years. Crashes
are a leading cause of death and disability in these age groups. Major contributing factors
to crashes involving younger people are alcohol, speeding and poor judgment, including
driving inappropriately for weather and road conditions and failure to use safety
equipment. Older drivers are involved in proportionally fewer crashes than younger
drivers, but they are more likely to die in a crash, principally because of increased frailty.
Anything that physicians can do to encourage safe driving by their patients has a positive
public health impact. Questions regarding drinking and driving and seat belt use should
be considered at least as important as questions regarding smoking behaviour. The
prevention of motor vehicle crashes has at least as great an impact on population health
as trauma programs that treat crash victims. The health of commercial drivers is also an
important consideration, given their long hours on the road and their vulnerability to
metabolic disease, fatigue and stimulant use. It is imperative that physicians understand
the increased risks associated with obstructive sleep apnea, cardiovascular diseases,
addictions and other conditions that may reduce driver fitness.

1.7 Levels of medical fitness required by the motor

vehicle licensing authorities
The motor vehicle licensing authorities have the power to issue and suspend licences.
Legislation in the provincial and territorial jurisdictions stipulates that these authorities
can require licensed drivers to be examined for their fitness to drive. “Fitness” is
considered to mean fitness in the medical sense. The provincial and territorial motor
vehicle licensing authorities have the final responsibility for determining licence
eligibility, and fitness to drive is a major determinant of eligibility. The recommendations
of the CMA outlined in this guide are meant to assist physicians in counselling their
patients about the effects that their medical conditions will have on their fitness to drive
and how to minimize these effects. The guide will also help physicians in determining
whether a person is medically fit and in identifying conditions that will likely disqualify
a person from holding a licence.
The classification of drivers’ licences does not take into account the context of driving
activities, nor do licensing authorities regulate driving activity for most drivers. However,
the amount driven and the environment in which driving takes place are important
predictors of risk. This guide refers to “private” and “commercial” drivers with various
recommended standards of fitness. Drivers of vehicles for which a Class 5 licence is
applicable may be considered “commercial” drivers on the basis of the amount driven.
Physicians should assess their patients for fitness to drive in the context in which they
will be driving and advise them accordingly. Obviously, for a patient with a known risk
of a medical event, the risk of the event occurring while the person is at the wheel will
be much greater if the person spends much of the day at the wheel than if the person
rarely drives.

Introduction 4
 The motor vehicle licensing authorities require a higher level of fitness for commercial
drivers who operate passenger-carrying vehicles, trucks and emergency vehicles. These
drivers spend many more hours at the wheel, often under far more adverse driving
conditions, than drivers of private vehicles. Commercial drivers are usually unable to select
their hours of work and cannot readily abandon their passengers or cargo should they
become unwell while on duty. Commercial drivers may also be called upon to undertake
heavy physical work, such as loading or unloading their vehicles, realigning shifted loads
and putting on and removing chains. In addition, should the professional driver suffer
a collision, the consequences are much more likely to be serious, particularly when the
driver is carrying passengers or dangerous cargo. People operating emergency vehicles
are frequently required to drive under considerable stress because of the nature of their
work. Inclement weather, when driving conditions are less than ideal, is often a factor.
This group should also be expected to meet higher medical standards than private drivers.
It should also be borne in mind that operators of heavy machinery, such as front-end
loaders, may hold a Class 5 (private vehicle) licence, rather than the higher classes of
licence normally required for commercial drivers. Alternatively, a patient with this class
of licence may be a commercial traveller who drives thousands of kilometres a week
in an automobile.

1.8 Driver’s medical examination report

If, after completing a driver’s medical examination, a physician is undecided about a
patient’s fitness to drive, the physician should consider arranging a consultation with an
appropriate specialist. A copy of the specialist’s report should accompany the medical
form when it is returned to the motor vehicle licensing authority. Alternatively, physicians
may consider referring a patient to a driver assessment centre if a functional assessment
is beyond the scope of the examining physician.
A medical examination is mandatory for some classes of licences. The licensing authority
may base a final decision regarding a driver’s licence eligibility on the examining
physician’s opinion. When the report differs significantly from previous reports submitted
by other physicians or conflicts with statements made by the driver, the motor vehicle
licensing authority will often ask its own medical consultants for a recommendation.
Ultimately, it is the licensing authority, not the physician, that makes the final
determination of eligibility. Some jurisdictions have ceased to ask the physician’s
opinion as to the driver’s fitness to drive, since it can be difficult to extrapolate
office observations to actual driving conditions. In these jurisdictions, the physician’s
responsibility is to provide accurate information that will permit the licensing authority
to make the appropriate decision. Obviously, awareness of the individual jurisdiction’s
approach and standards is essential for any physician who is assessing and evaluating
patients’ medical fitness to drive.

5 CMA Driver’s Guide — 9th Edition

1.9 Physician education on driver evaluation
Most medical school curricula spend little, if any, time on driver evaluation. As a result,
most physicians have only a passing knowledge of many of the aspects discussed in this
guide. Although the guide can be useful in aiding physicians to become familiar with
evaluating drivers’ fitness, availability of and participation in formal continuing medical
education programs are essential if physicians wish to improve their knowledge of the
subject. The benefits of interaction with a knowledgeable physician who can explain how
the licensing authority applies the principles described in this guide and in the CCMTA
Medical Standards for Drivers, as well as the particularities of the respective jurisdiction’s
rules and regulations, cannot be duplicated in a printed document.
Some Canadian jurisdictions already offer such continuing education programs, which
have proven popular with physicians. Physicians are encouraged to attend such programs
if available in their respective jurisdictions or to request them if not available.

1.10 Payment for medical and laboratory examinations

Since driving is considered a privilege, in most jurisdictions patients are responsible for
paying for all medical reports and laboratory examinations carried out for the purpose of
obtaining or retaining a driver’s licence, even though the examinations or tests may have
been requested by the motor vehicle licensing authority. In other provinces, examinations
for some drivers, such as seniors, are insured services, or it is the responsibility of drivers’
employers to cover such costs. Functional evaluations are often at the drivers’ cost.

1.11 Classes of drivers’ licences and vehicles

Drivers’ licences are divided into classes according to the types of motor vehicles that the
holder is permitted to drive. The classifications can vary across jurisdictions, and graduated
licensing systems have been instituted in some jurisdictions. In this guide, therefore,
licences and vehicles are classified generically, and readers should refer to the provincial
or territorial classification when necessary (see Appendix E for contact information).
• Class 1: Permits the operation of an articulated truck.
• Class 2: Permits the operation of a bus carrying 25 passengers or more.
• Class 3: Permits the operation of a non-articulated truck.
• Class 4: Permits the operation of a taxicab, a bus carrying no more than 24 passen-
gers and emergency response vehicles, such as ambulances, fire trucks and police cars.
• Class 5: Permits the operation of any 2-axle motor vehicle or a 2-axle vehicle and a
trailer, so long as the combined weight does not exceed 4,600 kg. In some jurisdic-
tions, a Class 5 licence permits the holder to drive an ambulance, a taxicab or a bus
with no passengers on board. Heavy equipment, such as graders and other road-build-
ing equipment with 2 axles, is also covered by the Class 5 licence.
• Class 6: Permits the operation of a motorcycle, motor scooter or mini-bike only. All
other classes of licence must be endorsed to include Class 6 vehicles before the holder
may operate a motorcycle, motor scooter or mini-bike.

Introduction 6
 1.12 Contact us
This guide is produced as a service to CMA members. However, the CMA and Joule does
not have the capacity to comment on or respond to questions related to clinical issues
arising from the work of the content experts.
Physicians who have comments and suggestions about the guide’s recommendations
are invited to contact the CMA and Joule at driversguide@cma.ca or toll free
at 888-855-2555.
 

7 CMA Driver’s Guide — 9th Edition

Section 2:  

Functional assessment — emerging emphasis

Alert

Medical standards for drivers often cannot be applied without considering the functional
impact of the medical condition on the individual.

All Canadian jurisdictions have policies in place that allow individuals the opportunity to
demonstrate that they are capable of driving safely despite the limitations implied by a
diagnosis. Criteria may vary among jurisdictions.

2.1 Overview
Historically, determining medical fitness to drive was based solely on a medical office
examination and a diagnosis. However, recent court decisions have recognized that a
driver’s ability to accommodate and function with a given medical condition varies with
the individual.
These court decisions have also established the right of individuals to be assessed
individually for their ability to drive safely. A functional assessment, which is a structured
assessment of the individual’s ability to perform the actions and exercise the judgment
necessary for safe driving, often including a road test, takes this individual variation into
account. Functional assessments are usually administered by occupational therapists,
although some jurisdictions may have driving rehabilitation specialists who can perform
on-road assessments. Some jurisdictions perform their own on-road assessments of
driving fitness but these tests are usually less comprehensive than those performed
by occupational therapists. In particular, only occupational therapists can assess the
requirements for modifications to vehicles that are needed to accommodate drivers with
a physical disability.
A driver with a medical condition that can compromise cognitive or motor skills may
require a functional assessment to determine fitness to drive. Any compromise of the
ability to perform daily activities or of the driver’s autonomy should trigger some sort of
functional driving assessment.
Functional assessments may be available only in urban centres and may be difficult to
arrange for patients in rural areas.

2.2 Standards
Canadian jurisdictions are working to develop and apply standards that permit individual
assessment of f­ unctional capabilities of drivers with medical conditions that may
affect driving.
_____________________________________________________________________________
* https://www.find-an-ot.ca/

Functional assessment — emerging emphasis 8

 Medical standards for drivers must address three types of conditions:
Functional or permanent limitations: Certain medical conditions, or combinations of
medical conditions, can lead to limitations of functional capabilities (e.g., amputation of a
foot will affect the person’s ability to drive a vehicle with manual transmission).
Associated risk or episodic limitations: The risk of a catastrophic event due to a medical
condition may be judged to be unacceptable. Certain heart conditions are examples of
medical conditions where the risk that an incapacitating event will occur while driving has
led to the definition of criteria designed to diminish the risk.
Use of substances judged incompatible with driving: Illicit drugs, alcohol and medications
may interfere with fitness to drive.

2.3 Assessment
2.3.1 Office assessment
Physicians in a medical office setting can assess their patients’ fitness to drive
when the patients are clearly either capable or incapable of driving. This guide
provides information to assist with those decisions. In less clear-cut situations,
it may be necessary for the physician to employ other means of testing to
perform a functional assessment. This usually involves on-road testing.
It should be emphasized that, with the exception of temporary restrictions
for short-term medical situations, the physician is not required to determine
whether a licence will be granted or suspended. The physician’s responsibility is
to describe the situation, and the licensing authority will make a decision based
on the physician’s observations, other available information (such as police
reports) and its interpretation of the regulations.

2.3.2 Functional assessment

A functional assessment is appropriate when the medical condition in question
is present at all times. Functional assessment is not appropriate when the
driver has a medical condition that is episodic (e.g., seizures) and known to be
associated with increased risk.
Licensing authorities make their own decisions about the evidence and
opinions on which to base their decisions. There is a role for specialized road
testing and computerized screening, as well as some self-administered tests
(as long as the patient has insight). Physicians may choose to refer a patient
for additional assessment when such resources are available.
The decision to refer for assessment can be deferred to the licensing authority.
Assessments are usually available through private companies and are paid for
by the driver. Some public health care facilities offer driving assessments free
of charge, but access is limited and waiting lists tend to be long.
Some jurisdictions use off-road evaluations, such as driving simulators or
batteries of tests, to predict on-road behaviour. Computerized testing may

9 CMA Driver’s Guide — 9th Edition

provide useful objective information about functions believed to be important
for safe driving. However, there is insufficient evidence to support making
licensing decisions based solely on their results.
Most Canadian jurisdictions have some form of formal road testing in place,
often conducted by occupational therapists specialized in the functional
testing of drivers. In some jurisdictions, certified technicians do the testing.
Assessments are typically limited to drivers of private cars. Drivers of
commercial vehicles and motorcycles usually cannot be evaluated in private
centres, although some specialized centres have developed testing for drivers
of these vehicles.
Currently, there is insufficient evidence to recommend for or against any
specific testing method, although authoritative research in this field has
demonstrated clearly that the novice driver’s road test is ­inappropriate for
experienced drivers. Any road test for experienced drivers must include driving
in unfamiliar surroundings, to test how the driver reacts to situations that
differ from his or her daily routine. Although use of the driver’s own vehicle
may reduce the level of stress, difficulty driving an unfamiliar vehicle may
indicate cognitive inflexibility that could have a negative effect upon fitness
to drive. Geographic limitations (i.e., restricting drivers to their local area) are
not recommended for drivers with cognitive problems, especially those with
dementia. In fact, recent guidelines on dementia recommend that any driver
with dementia who requires the imposition of licence restrictions to ensure
driving safety should be suspended from driving completely.

Functional assessment — emerging emphasis 10

Section 3:  

Reporting — when and why*

Alert

Physicians have a statutory duty to report patients whom they believe to be unfit to
drive to the relevant provincial or territorial motor vehicle licensing authority. This duty
may be mandatory or discretionary, depending on the province or territory involved.
This duty to report is owed to the public and supersedes the physician’s private duty
with regard to confidentiality.

3.1 Overview
All provinces and territories impose a statutory duty on physicians relating to the
reporting of patients deemed unfit to drive. This duty may be mandatory or discretionary,
depending on the jurisdiction (Table 1).† The duty to report prevails over a physician’s
duty of confidentiality. Section 35 of the CMA Code of Ethics affirms the notion that
physician–patient confidentiality may be breached when required or permitted by law:
Disclose your patients’ personal health information to third parties only with their
consent, or as provided for by law, such as when the maintenance of confidentiality
would result in a significant risk of substantial harm to others or, in the case of
incompetent patients, to the patients themselves. In such cases take all reasonable
steps to inform the patients that the usual requirements for confidentiality will
be breached.

_____________________________________________________________________________

*This section is meant for educational purposes, as a guide to physicians on reporting of patients assessed to be unfit
to drive. It is not meant to replace legal counsel. Unless specified, this section refers to fitness to drive motor vehicles.

†Pilots, air traffic controllers and certain designated railway workers are governed by federal legislation that requires
the reporting of certain individuals in these transportation industries who have a medical condition rendering them
unfit to perform their duties. These reporting obligations are discussed in separate sections of this guide (sections 26,
Aviation and 27, Railway). The marine working environment is challenging, with safety-critical responsibilities and
the presence of many hazards including a strenuous workplace, unique living conditions, unpredictable weather and
potential emergency duties. Seafarers must be able to live and work in close contact with each other for long periods.
The difficulties of this environment can be magnified when medical care is not immediately accessible when needed.
For this and other reasons, since 2001, the Canada Shipping Act requires physicians and optometrists to report to
Transport Canada Marine Safety and Security without delay when they have reasonable grounds to believe that a
seafarer has a medical or optometric condition that is likely to constitute a hazard to maritime safety.

This same law requires certificated seafarers to inform their caregivers of their safety critical role. Further
information can be found online at www.tc.gc.ca/eng/marinesafety/mpsp-training-examination-certification-
medical-2058.htm or contact Marine Medicine at 866 577-7702 for assistance.

11 CMA Driver’s Guide — 9th Edition

This approach is further reinforced by Principle 9 of CMA’s “Principles for the Protection
of Patients’ Personal Health Information,” which states that:
Physicians may use or disclose personal health information without consent when
it is required by law. Patient consent is not required to permit physicians to fulfill
mandatory reporting requirements such as the duty to report child abuse, fitness
to drive, communicable diseases, etc. … Physicians must limit the personal health
information that is disclosed to only that information which is necessary to fulfill the
requirement. Physicians will want to consider if it is appropriate in the circumstances
to advise the patient when a disclosure has been made.
The CMA Code of Ethics is intended to serve as a guidance document for physicians.
Hence, physicians should exercise caution in invoking the code as a legal mandate to
breach patient confidentiality in situations where they are not legally required to do so.
Despite being legally authorized to breach confidentiality in some circumstances,
physicians often find it difficult to report patients who are deemed unfit to drive.
Physicians are often concerned about their own liability and, particularly when the
patient is a commercial driver, are concerned about the impact of a suspension or
restriction of licence on the patient. Physicians also may have difficulty determining the
circumstances in which a report should be made. Reference to this guide, to the specific
wording of the relevant legislation and to the Canadian Medical Protective Association
(CMPA) is helpful in these circumstances.
It is important to emphasize that only motor vehicle licensing authorities can suspend
or restrict a person’s licence. Although a physician’s report is an important element
in determining the motor vehicle licensing authority’s subsequent action, it is not the
physician’s responsibility to determine whether the patient’s driving privileges should
be altered.
Physicians should also be aware that, in all jurisdictions, the relevant legislation protects
the physician from any legal action brought against him or her for making a report
(Table 1). Some provinces and territories specify that the physician must have acted in
good faith in order to benefit from this protection.
Physicians should be aware that there have been cases in which people injured in a motor
vehicle crash have brought actions against physicians, alleging that the crash was caused
in part by the medical disability of their patient, who should not have been allowed to
continue driving. Physicians have been found liable for failing to report, notably in those
provinces and territories with mandatory requirements.
It is therefore important for physicians to fulfill their statutory duties and report patients
whom they believe to have a medical condition that might reasonably make it dangerous
for them to drive. Physicians are encouraged to be familiar with this guide when assessing
a patient’s fitness to drive and when deciding whether to report a particular patient.
See Appendix B for a message from the CMPA on issues related to patients’ fitness to
drive and associated risk management.

Reporting — when and why* 12

 3.2 Reporting
Physicians who have determined that a patient’s fitness to drive may be compromised
should inform the patient that (a) a report will be made to the motor vehicle licensing
authority and (b) the motor vehicle licensing authority has processes for appeal and
reinstatement. Such patients should be cautioned not to drive until the licensing
authority has made and communicated its final decision. Physicians should document any
discussions of this topic (specifying the date, any advice given and the names of those
present) in the patient’s medical chart. In those instances where a patient’s fitness to
drive is impaired for a brief period, such as a few days or immediately after the patient
has undergone a medical test, physicians might wonder whether a report to the motor
vehicle licensing authority is warranted, given the time lag of licence revocation. At a
minimum, the physician should caution the patient not to drive for the duration of the
temporary impairment and should document these discussions. If the physician in unsure
about the proper course of action in such situations, he or she should consult the CMPA.
In general, physicians should err on the side of reporting any potentially medically
unfit driver. This is especially important in jurisdictions where there is a mandatory
reporting obligation. Physicians should contact the provincial or territorial motor
vehicle licensing authority for details on the process for reporting in their respective
jurisdictions (Appendix E). Physicians are encouraged to contact the CMPA for assistance
in interpreting the jurisdictional standards.
Once the physician has made a report to the licensing authority, he or she has discharged
his or her legal responsibility. Subsequently, should the physician become aware that a
driver whose privileges are known to have been suspended is continuing to drive, the
physician has no legal obligation to report the situation to any authority, such as the
motor vehicle licensing authority or the police. However, there are ethical considerations,
in that an unsafe driver may pose a hazard to the health of other road users. This is a
complex issue, and neither legislation nor existing ethical codes provide specific guidance
to negate the legal or regulatory risks. In such a situation, the physician is advised to
contact the CMPA for advice and to document the reasons for deciding whether or not to
make a follow-up report.
Physicians should also contact the CMPA if a patient threatens legal action for making a
report to the licensing authority.

3.3 Patient’s right of access to physician’s report

The right of patients to access reports about fitness to drive made to the motor vehicle
licensing authority and any notes made in the medical chart about such a report is subject
to provincial/territorial legislation. Physicians should contact the CMPA for further
information specific to their jurisdiction.

13 CMA Driver’s Guide — 9th Edition

TABLE 1: Legislation governing reporting of medically unfit drivers and protection for
physicians (current as of January 2015)
Jurisdiction Reporting MD* Admissibility of reports as
protection for evidence in legal proceedings†
reporting
Alberta Not directly Protected The identity of the reporting
addressed, physician remains confidential if the
but report was made in good faith.
interpreted
as
discretionary
British Mandatory Protected Not addressed
Columbia for MD if the unless
unfit driver physician
has been acts falsely or
warned of maliciously
the danger
and still
continues to
drive‡
Manitoba Mandatory Protected Privileged
Not admissible as evidence for any
purpose
New Mandatory Protected Not addressed
Brunswick as long as
physician
acts in good
faith
Newfoundland Mandatory Protected Privileged
and Labrador Not admissible in evidence at trial
except to prove compliance with
reporting obligations
Northwest Mandatory Protected Privileged
Territories unless Not admissible in evidence or open
physician acts to public inspection except to
maliciously prove compliance with reporting
or without obligations and in a prosecution of a
reasonable contravention of section 330 (making
grounds false statements or submitting false
documents). The person who is the
subject of the report is entitled to a
copy of the report upon payment of a
prescribed fee. (cont'd)

Reporting — when and why* 14

 cont'd from previous page

Nova Scotia Discretionary Protected Not addressed

Nunavut Mandatory Protected Privileged
unless Not admissible in evidence or open
physician acts to public inspection except to
maliciously prove compliance with reporting
or without obligations and in a prosecution of a
reasonable contravention of section 330 (making
grounds false statements or submitting false
documents). The person who is the
subject of the report is entitled to a
copy of the report upon payment of a
prescribed fee.
Ontario Mandatory Protected Privileged
Not admissible in evidence except
to prove compliance with reporting
obligations
Prince Edward Mandatory Protected Privileged
Island Not admissible in evidence except
to prove compliance with reporting
obligations
Quebec Discretionary Protected Privileged
Not admissible in evidence except
in cases of judicial review of certain
decisions of the motor vehicle
licensing authority
Saskatchewan Mandatory Protected Privileged
as long as Not admissible in evidence except
physician acts to show that the report was made
in good faith in good faith in accordance with
reporting obligation
Yukon Mandatory Protected Not addressed

* Used with the permission of the Canadian Medical Protective Association (CMPA)

†Information in this column is subject to the access-to-information legislation of the respective province or territory.

‡Pending legislation in British Columbia will change the province from a mandatory reporting province to a hybrid
mandatory/discretionary reporting province.
Note: MD = physician. 

15 CMA Driver’s Guide — 9th Edition

Section 4:

Driving cessation

Alert

Despite research showing that life expectancy exceeds driving expectancy by

9.4 years for women and 6.2 years for men, most current drivers do not plan well for driving
cessation.

4.1 Overview
Driving plays a central role in the daily lives of many people, not only as a means of
meeting transportation needs, but also as a symbol of autonomy and competence.
The prerogative to drive often is synonymous with self-respect, social membership and
independence.
Driving cessation can result from a gradual change in driving behaviour (i.e., restrictions
leading to driving cessation), a progressive illness (e.g., dementia) or a sudden disabling
event (e.g., a stroke). Some drivers voluntarily stop driving; for others, driving cessation
is involuntary. Gradual, voluntary driving cessation is more common than sudden driving
cessation. However, the decision to stop driving is often complex and affected by a
number of factors.

4.2 Voluntary driving cessation

Voluntary driving cessation refers to self-induced changes in driving practices that are
made for reasons other than the revocation of a licence or other strong influence from
external sources. A number of general factors are associated with voluntary driving
cessation.
• Age — older drivers are more likely to stop driving of their own accord.
• Gender — women are more likely to give up driving voluntarily.
• Marital status — drivers who are single, widowed or divorced are more likely to stop
driving than those who are married.
• Socio-economic status — drivers with lower income are more likely to stop driving.
• Education — drivers with lower levels of education are more likely to stop driving.
• Place of residence — drivers living in urban settings are more likely to stop driving
than drivers living in rural areas.
• Functional impairment — drivers with impairments in sensory, motor, or functional
abilities are more likely to stop driving than drivers without impairments.

Driving cessation 16
 • Transportation support — drivers who have transportation support (i.e., from family,
friends, organizations) are more likely to stop driving than drivers without
such support.
These general factors can assist physicians in anticipating who may be more comfortable
giving up driving privileges when it becomes medically advisable to stop driving.

4.3 Involuntary driving cessation

Involuntary driving cessation occurs when a licence is revoked or outside sources (e.g.,
physician, family members) bring their influence to bear. Involuntary driving cessation
often is due to the presence of one or more medical conditions or the medications used
to treat those conditions.
The most difficult situation physicians face is when a patient is functionally incapable
of driving safely, but perceives him- or herself as competent to drive. Physician
interventions include frank but sensitive discussions with the patient (with or without the
patient’s family present), referral for a driving evaluation and reporting to the licensing
authority. Counselling on alternative means of mobility is needed. For those with
cognitive impairment, “through the door” service, as opposed to regular “door to door”
public transportation, will be needed. For progressive illnesses (e.g., dementia, macular
degeneration, multiple sclerosis), early discussions can help the person and his or her
family to plan for the inevitable need to stop driving.
Involuntary driving cessation is more likely to be required when awareness of ability
declines or is impaired (e.g., with dementia). To date, only a few factors are known to be
associated with involuntary driving cessation.
• Gender — men are more likely to require outside intervention to cease driving.
• Insight — those with impaired insight are more likely to continue to drive and require
intervention.
These factors can assist physicians in predicting who may be resistant to discussions
about the need for driving cessation or who will be resistant to and non-compliant
with advice or a directive to stop driving. In addition to patients, families also may lack
insight into the negative impact of an illness on driving. Family members may have their
own reasons for wanting the person to continue driving (e.g., loss of mobility for the
patient and often the spousal caregiver, time demands associated with a family member
becoming the transportation provider, increased caregiver burden). Education and
support for caregivers and other family members frequently are necessary.
Specialized driving cessation support groups have been shown to be effective in helping
patients with dementia and their caregivers in coping with the loss of driving privileges.
Such groups may be available to assist patients (and their caregivers) in the transition
from being a driver to being a non-driver.

17 CMA Driver’s Guide — 9th Edition

4.4 Planning for retirement from driving
Few drivers plan for “retirement from driving.” However, data indicate that, on average,
men outlive their driving careers by 6.2 years and women by 9.4 years. Incorporating
“driving retirement plans” with financial planning for retirement may be an effective
means of engaging both current and future cohorts of drivers in planning for the day
when they will no longer drive. Research indicates that many older drivers are open
to conversations about transitioning from the driver’s seat to the passenger seat, and
older drivers believe that physicians and family members can assist with the decision-
making process. Advance driving directives, similar to advance directives for end-of-life
care, may help to facilitate discussions about driving. Responsive forms of alternative
transportation, as well as transportation assistance from family and friends, are needed
to allow those who have retired from driving to remain engaged with their community.
However, most forms of public transportation (e.g., light rail transit, public buses) are
designed primarily for individuals who are relatively healthy and mobile. Ensuring the
availability of alternative transportation that is responsive and accommodating to
patients who wish not to or can no longer drive (e.g., volunteer driver programs, for-
profit services such as Driving Miss Daisy) is critical to meeting the needs of this growing
segment of the population. Physicians can and do play an important role in helping
patients and their families to become familiar with the transportation resources available
in their communities.

4.5 Strategies for discussing driving cessation

It is important to recognize the consequences of driving cessation for both patients
and families.
The following suggestions will help physicians to develop a strategy before meeting with
the patient to discuss driving cessation.
• Before the appointment, consider the patient’s impairments. It may be important to
ask if the spouse or another caregiver can be present. This can provide emotional
support and help to ensure that the family understands that the person needs to stop
driving. It also may be helpful to meet with the family (with the patient’s consent)
before holding a meeting with the patient and family.
• Whenever possible, the appointment should be in a private setting where everyone
can be seated. Always address the patient preferentially, both in the initial greeting
and in the discussion.
• For patients with progressive illnesses, such as dementia, discuss driving early in
the course of the condition, before it becomes a problem. Early discussions also
allow patients and family members to prepare for the day when driving is no longer
an option.
• Be aware that patient and caregiver reports of driving competence often do not
reflect actual competence. Evidence of impaired driving performance from an
external source (e.g., driving assessment, record of motor vehicle crashes or near

Driving cessation 18
 misses) can be helpful. Discuss the risks of continuing to drive with the patient and
family members.
• Emphasize the need to stop driving, using the driving assessment, if available, as the
appropriate focus.
• Often the patient will talk about his or her past good driving record. Acknowledge
that accomplishment in a genuine manner, but return to the need to stop driving.
Sometimes saying “medical conditions can make even the best drivers unsafe” can
help to refocus the discussion.
• It is common for drivers, especially those who are older, to talk about a wide range of
accomplishments that are intended, somehow, to show that there could not be a
problem now. Again, acknowledge those accomplishments, but follow with “Things
change. Let’s not talk about the past. We need to focus on the present” to end that
line of conversation and refocus the discussion.
• Ask how the person is feeling and acknowledge his or her emotions. Avoid lengthy
attempts to convince the person through rational explanations. Rational arguments
are likely to evoke rebuttals.
• It is likely that emotions and feelings of diminished self-worth represent a real issue
behind resistance to accept advice or direction to stop driving. Explore these feelings
with empathy. A focus on the feelings can deflect arguments about the evaluation
and the stop-driving directive.
• Ask the patient what he or she understands from the discussion. It may be important
to schedule a second appointment to further discuss the patient’s response and
explore next steps.
• Document all discussions about driving in the patient’s chart.
• To assist patients in staying mobile, have them create a “mobility account,” using the
money that they would have used to own and operate their own vehicle. For example,
the 2012 edition of the Canadian Automobile Association (CAA) Driving Costs bro-
chure indicates that it costs $13,654 to own and operate a mid-sized car, based on
32,000 km driven per year. The purpose of the mobility account is to have funds set
aside to cover the costs of alternative transportation. Patients and their families
can access the form for calculating driving costs by visiting the CAA Website
(www.caa.ca).

4.6 Compliance
An important consideration with involuntary driving cessation is compliance. Research
indicates that as many as 28% of people with dementia continue to drive, despite failing
an on-road assessment. Family members play a pivotal role in monitoring and managing
compliance with a stop-driving directive. Families have tried numerous methods to
ensure that a family member stops driving. Numerous suggestions have been made
to assist family members in getting a patient to stop driving, including hiding the keys,
disabling the car, cancelling the insurance or selling the car. However, evidence of the
success of these interventions is largely anecdotal.

19 CMA Driver’s Guide — 9th Edition

Section 5:

Alcohol

Alert

• Acute impairment is an immediate contraindication to driving.

• Patients suspected of having an alcohol use disorder should be assessed to
determine the nature of the problem and should be advised not to drive until the
condition has been effectively treated and remission has been achieved.
Abstinence-based recovery is the treatment of choice for alcohol dependence
to prevent recurrent impaired driving.

5.1 Overview
Alcohol is a depressant drug that has both sedative and disinhibitory effects. It also
impairs a driver’s judgment, reflex control and behaviour toward others. Impairment
from alcohol use is the single most common risk factor for motor-vehicle-related crashes
and injury.
People charged by police for impaired driving will have their driving privileges restricted
according to provincial legislation. The guidelines provided here are not meant to conflict
with such legislation.
In some people who are regular users of alcohol, withdrawal from alcohol may trigger
seizures. For seizures induced by alcohol withdrawal, see section 11.4.7.

5.2 Assessment
5.2.1 Clinical history
Researchers have identified a group of drivers (often referred to as “hard-core
drinking drivers”) who drive with blood alcohol levels averaging twice the
legal limit, have previous driving convictions and licence suspensions, may
drive without a valid driving licence and likely need treatment for an alcohol
use disorder.
A number of clinical “red flags” have been identified, which may indicate
ongoing alcohol use that will impair ability to drive safely. These indicators
include
• driver with at least 1 previous driving offence, especially an alcohol- or
drug-related offence
• driver arrested with blood alcohol concentration of 32.6 mmol/L (equivalent
to 0.15% or 150 mg/100 mL) or more (the low risk of detection implies that
they have probably driven in this condition previously)

Alcohol 20
 • clinical diagnosis of alcohol dependence or abuse
• resistance to changing drinking-and-driving behaviour, often associated with
antisocial tendencies such as aggression and hostility
• concomitant use of illicit drugs (e.g., alcohol and marijuana or alcohol
and cocaine in combination; when ingested concomitantly, the latter
combination leads to the formation of cocaethylene, a dangerous, longer-
lasting toxic metabolite)
• male gender
• age 25–45 years
• education level: high school or less
• history of prior traffic or other criminal offences
• risk-taking behaviour in situations other than driving
• evidence of poor judgment in situations other than driving
• evidence of aggression in situations other than driving
• lifestyle associated with fatigue and lack of sleep
• intoxication at the time of a routine office visit.
People demonstrating drinking-and-driving behaviour, those showing evidence of
driving while impaired and those assessed as having a high probability of driving
while impaired should not drive any motor vehicle until further assessed.
Physicians are encouraged to use screening tools, such as the Alcohol
Screening, Brief Intervention and Referral tool (previously known as the Alcohol
Risk Assessment and Intervention tool; www.sbir-diba.ca) made available by
the College of Family Physicians of Canada (CFPC) for identifying problems
and helping their patients to reduce the risks of alcohol-related harm. More
comprehensive assessment and the facilitation of behavioural changes require
asking open-ended questions and engaging individuals in reflective dialogue
to enhance their awareness of ongoing problems. Willingness to participate in
self-reflection and to honestly face personal issues and dysfunctional emotional
responses and a commitment to change are critical to the sustained action
required to maintain recovery.
Physicians need to be familiar with the signs and symptoms that would raise
concerns about drinking and driving. Screening and assessment for appropriate
referrals need to be considered, in addition to reporting patients to the
provincial ministry of transport, in accordance with applicable provincial
legislation. Physicians should be aware that reporting drinking-and-driving
behaviour to licensing authorities in some jurisdictions might lead to immediate
suspension of the person’s licence pending further assessment.
Any level of alcohol use disorder warrants diagnostic evaluation and
treatment planning to reduce driving risk. Treatment may include referral to a
rehabilitation program, attendance at mutual-support groups (e.g., Alcoholics
Anonymous) or both. Continuing care and biological monitoring to ensure
remission must be considered to ensure fitness to drive.

21 CMA Driver’s Guide — 9th Edition

 It is important for primary care physicians to monitor patient compliance with
treatment recommendations and recovery, as the risk of relapse remains for
the duration of the person’s life. Clinical judgment is required in assessing the
risk of drinking and driving. Consultation with an addiction medicine physician
should be considered in cases where the primary care physician has any degree
of uncertainty about the individual’s adherence to abstinence-based recovery.
Evidence supports a role for ignition interlock devices for those with repeat
drinking-and-driving offences, especially those with high recidivism scores
on the Research Institute on Addictions Self-Inventory (RIASI), a screening
test used by addiction specialists. Not only does ignition interlock technology
contribute to improved safety on the road, but it also uses a system of
monitoring to detect early relapse and to provide prompt direction back to
treatment resources.
In high-risk drivers with alcohol dependence who have recurrent relapses and
problems maintaining recovery, ethylglucoronide in hair can be analyzed to
ensure that abstinence is being maintained, as presence of this metabolite
indicates ongoing alcohol use that may not be acknowledged or evident in
clinical interviewing.
In some cases, the addition of medications to promote recovery may be
beneficial. There is evidence supporting the use of
• naltrexone (25 to > 50 mg per day; because this drug is an opioid
antagonist, any opioid medications must be stopped 3–5 days before
administration is started
• disulfiram (125–250 mg per day; not to be used with proton-pump
inhibitors, as toxicity has been reported when combined with omeprazole)
• acamprosate (a gamma-aminobutyric acid [GABA] analogue; 333 mg
capsules 3 times daily cost $187 per month; it may be more effective
when used in combination with naltrexone or disulfiram).
• Other drugs purported to be useful may cause cognitive impairment or
have potential for abuse. Consultation with an addiction specialist may
be warranted.
5.2.2 Screening tools
Tools to screen for an alcohol use disorder include the CAGE questionnaire
(Appendix C) and AUDIT, a 10-question alcohol use disorder identification
test (Appendix D). A variety of other screening tools are available on the
website of the SAMHSA (Substance Abuse and Mental Health Services
Administration)-HRSA (Health Resources and Services Administration)
Center for Integrated Health Solutions (www.integration.samhsa.gov/clinical-
practice/screening-tools).

Alcohol 22
 The National Institute on Alcohol Abuse and Alcoholism has a fact sheet
comparing the changes in the diagnostic criteria for alcohol use disorder
in the Diagnostic and Statistical Manual of Mental Disorders, 5th edition
(DSM-5, published in 2013) with those in the previous edition, DSM-IV (2000)
(pubs.niaaa.nih.gov/publications/dsmfactsheet/dsmfact.pdf). Although the
Medical Council of Canada has adopted DSM-5 for examination purposes
(mcc.ca/2014/01/transition-to-dsm-5/), many physicians, especially addiction
medicine and occupational medicine specialists, remain critical of the loss of
clear differentiation between the definitions of abuse and of dependence.
This differentiation has been important in the workplace; dependence is
considered a workplace disability that requires a duty to accommodate,
whereas abuse does not require the same duty. As well, the presence of an
alcohol dependence has additional implications for treatment.
Alcohol-related problems must also be considered in the context of the latest
definition of addiction, as established by the American Society of Addiction
Medicine (ASAM) in 2011 and adopted by the Canadian Society of Addiction
Medicine (Appendix G). Addiction includes substance dependence, whereas
substance abuse is a term that is better avoided. Hazardous use (episodic) and
harmful use (regular) that are below threshold for a diagnosis of addiction are
the preferred terms, as defined by ASAM. The ASAM Standards of Care for the
Addiction Specialist Physician (adopted January 29, 2014; www.asam.org/docs/
default-source/publications/standards-of-care-final-design-document.pdf)
are also a useful resource, as is ASAM’s work on the ASAM Criteria: Treatment
Criteria for Addictive, Substance-Related, and Co-occurring Conditions, 3rd
edition, and CONTINUUM,TM The ASAM Criteria Decision Engine (www.asam.
org/quality-practice/guidelines-and-consensus-documents/the-asam-criteria).

23 CMA Driver’s Guide — 9th Edition

Section 6:

Drugs

Alert

Immediate contraindications to driving — a patient seen or reported to have any of these

problems should be advised not to drive until the condition is evaluated and has been
treated or has resolved:
• conscious sedation
• stimulation
• visual blurring
• delayed recovery from glare
• impaired coordination or movement
• impaired performance on skills testing
• changes in behaviour, especially risk taking
• changes in processing of information
• changes in thought processing.

6.1 Overview
Patients taking illicit, non-prescription or prescription drugs known to have
pharmacologic effects or side effects that can impair the ability to drive should be
advised not to drive until their individual response is known or the side effects no longer
result in impairment (e.g., patients stabilized on chronic opioid therapy for chronic pain
or opioid dependence). Keep in mind that drugs can have unexpected adverse effects as
well, which may affect ability to drive.
There is growing concern that there is significant impairment among commercial drivers
due to alcohol, cannabis (marijuana or hashish) and its derivatives, and stimulants. Alcohol
and cannabis are well known to deteriorate driving performance. Although stimulants
are sometimes used for fatigue management by truck drivers on long hauls, studies have
shown that stimulant users were found to engage in more risky driving behaviours, to
show poorer compliance with traffic and driving regulation, and to be at greater risk
of falling asleep and of crashes. Studies of motor vehicle accidents and impairment
after taking medications have demonstrated increased risk with antidepressants,
benzodiazepines and Z-drugs, which are commonly prescribed as sleep aids. Although
Z-drugs, such as zopiclone, are marketed as non-benzodiazepines, they act on the
benzodiazepine receptor complex and are clearly sedative-hypnotics. The effects of
zopiclone 7.5 mg have been found to be equivalent to blood alcohol concentrations of

Drugs 24
 0.5–0.8 mg/mL. Residual effects that led to lane weaving and speed variability while
driving have been found to persist at least 11 hours after the nighttime dose.
Concomitant use of several drugs (e.g., alcohol combined with antihistamines,
benzodiazepines or Z-drugs) may intensify side effects. In the elderly, increasing the
number of prescribed medications, regardless of type, may be associated with increased
risk of driving impairment due to cognitive side effects and drug interactions, especially
when 5 or more medications were dispensed.
Appropriate patient assessment is essential, including consideration of substance
dependence, to ensure that the risk of impairment while driving is not compounded.
Since the last edition of this guide, the Diagnostic and Statistical Manual of Mental
Disorders, 4th edition (DSM-IV; APA, 2000) has been replaced by the 5th edition (DSM-5;
APA, 2013). As discussed in section 5, Alcohol, although the Medical Council of Canada
has adopted DSM-5 for examination purposes (mcc.ca/2014/01/transition-to-dsm-5/),
many physicians, especially addiction medicine and occupational medicine specialists,
remain critical of the loss of clear differentiation between the definitions of abuse and
of dependence. This differentiation has been important in the workplace; dependence
is a workplace disability that requires a duty to accommodate, whereas abuse does
not require the same duty. As well, the presence of a drug dependence has additional
implications for treatment.
Patients with a diagnosis of substance use disorder with dependence need specialized
treatment. They must not drive until sufficient stability is achieved in recovery (see
section 6.4, Addiction).
Continuing effects of prescribed medications (e.g., chronic opioid therapy for chronic
pain or opioid dependence) do not result in impairment affecting driving. Keep in mind
that medications taken as directed or prescribed can have unexpected adverse effects
as well.
Care and biological monitoring to ensure remission must be considered to ensure fitness
to drive. It is important for primary care physicians to monitor patient compliance with
treatment recommendations and recovery, as the risk of relapse remains for the duration
of the person’s life. Clinical judgment is required in assessing the risk of using drugs and
driving. Consultation with an addiction medicine physician should be considered if the
primary care physician has any degree of uncertainty about the individual’s recovery.
Patients experiencing a reaction to withdrawal from psychoactive or psychotropic
medications may be temporarily impaired in their driving ability and should be advised
to refrain from driving until the acute symptoms have abated.

6.2 Clinical history

In assessing a patient’s fitness to drive, the patient’s use of all drugs — alone or in
combination — should be considered, including alcohol (see “red flags” in section 5.2.1)
and illicit, over-the-counter (OTC) or prescription drugs.

25 CMA Driver’s Guide — 9th Edition

Risk factors that may enhance the risk of driving when impaired by a drug are
• the “red flags” listed in section 5.2.1
• youth or relative inexperience, especially among male drivers
• older age in combination with prescribed benzodiazepines or Z-drugs, especially if
there is concomitant use of alcohol
• low psychologic constraint
• demonstrated antisocial behaviour
• other demonstrated risk-taking behaviour while driving (e.g., speeding, non-use
of seat belts).

6.3 Common drugs

It is important to consider drugs that, either alone or in combination with other
medications, have a psychoactive effect on the central or peripheral nervous system or
side effects on other bodily systems.

6.3.1 Sedatives and hypnotics

Patients taking mild sedatives or short-acting hypnotics (sleeping pills) who
experience no drowsiness (other than predictable sleep enhancement) may
still have residual impairment the next day. Use of benzodiazepines is a
significant risk factor for unsafe driving, especially among young people and
the elderly. Patients who are more heavily sedated for therapeutic reasons
should not drive. Concomitant use of alcohol in these situations raises the risk
of impairment.

6.3.2 Non-prescription antihistamines, motion-sickness medications and

muscle relaxants
Drowsiness and dizziness are frequent — and unpredictable — side effects of
older antihistamines, motion-sickness medications and muscle relaxants, such
as carisoprodol or cyclobenzaprine. The newer “non-drowsy” antihistamines are
considered safer, but they may have a depressant effect on the central nervous
system. Patients using these drugs for the first time must be warned not to
drive until it is determined whether they are prone to these side effects.
A patient’s use of OTC preparations that may cause dizziness and drowsiness,
such as dimenhydrinate, older-generation antihistamines and muscle relaxants
(including products containing any of these agents) needs to be evaluated
carefully. Dextromethorphan, a common cough suppressant, has been
shown to cause impairment (lane weaving, failure to obey traffic signals and
involvement in collisions), especially when combined with an antihistamine
such as chlorpheniramine.

6.3.3 Opioids
Euphoria, depression or inability to concentrate can follow the use of opiates

Drugs 26
 such as codeine (prescription or OTC), heroin, morphine and synthetic opioids
such as meperidine and fentanyl. Patients should be assessed for side effects,
as well as frequency of use, tolerance and dependence. Patients on long-term
prescribed opioid analgesic therapy should be monitored for side effects,
especially drowsiness.
Patients on a formal opioid agonist maintenance program of methadone
or buprenorphine prescribed by a physician are usually eligible for Class 5
and 6 drivers’ licences. A waiting period following initiation of an agonist
maintenance program is recommended before resumption of driving, and
clinical monitoring for concomitant use of other drugs is recommended (e.g.,
by urine drug screening). Patients in opioid agonist treatment programs may
also be eligible for certain commercial licences. Assessment and follow-up
monitoring need to be tailored to the individual.

6.3.4 Central nervous system stimulants

The side effects of central nervous system stimulants, such as amphetamines
and cocaine, are unpredictable and often impair ability to drive safely. Abuse of
these drugs is a contraindication to driving.
Prescription use of amphetamines, such as those used for attention deficit
and sleep disorders, may not impair ability to drive if used regularly at a
stable dose. However, these patients should be followed regularly by the
prescribing physician.

6.3.5 Hallucinogens
Drugs such as cannabis (marijuana or hashish) and its derivatives, lysergic
acid diethylamide (LSD) and methylenedioxymethamphetamine (MDMA)
alter perception. Driving is contraindicated if any of these drugs is causing
impairment. Patients using medicinal marijuana must be assessed on an
individual basis to determine safety related to driving. It is illegal to drive a
motor vehicle while under the influence of any drug that causes impairment of
the driver’s ability to safely operate a motor vehicle, regardless of whether the
drug has been prescribed by a physician.

6.3.6 Inhalants
Inhalants, such as solvents, glue and gasoline, are toxic to the central nervous
system. Use of these inhalants may also result in substance dependence and
impairment of the ability to operate a motor vehicle during acute intoxication
or because of chronic damage to the brain.

6.3.7 Antidepressants and antipsychotics

Patients taking antidepressants or antipsychotics should be observed during
the initial phase of dose adjustment and advised not to drive if they show any
evidence of drowsiness or hypotension. Tricyclic antidepressants have been
found to impair driving ability, especially in the elderly. Patients who are stable

27 CMA Driver’s Guide — 9th Edition

 and symptom free on maintenance doses can usually drive any class
of motor vehicle.

6.3.8 Anticonvulsants
Some of the drugs used to control epileptic seizures can cause drowsiness
in certain patients, particularly when first prescribed or when the dose is
increased. Patients should be closely observed and warned not to drive while
this side effect persists. Patients taking these drugs may also be restricted
from driving because of the underlying seizure disorder. Patients should be
advised of the risk of seizure activity and the potential for driving restriction
that may occur with dose adjustments. Please see section 11, Nervous system
in this guide, specifically the Alert Box at the beginning of the section, and
subsection 11.4, Seizures.

6.3.9 Conscious sedation in an outpatient setting

Patients should be advised not to drive for 24 hours following conscious
sedation (see section 23, Anesthesia and surgery).

6.3.10 Anti-infective agents

Heavy doses of some anti-infective agents or therapeutic doses in some
instances may cause drowsiness or imbalance. Patients should be warned not
to drive if these side effects occur.
Antimicrobial and antiprotozoal agents reported to affect consciousness
are amoxicillin, cloxacillin, ticarcillin, cephalothin, cefazolin, ceftazidime,
cefuroxime, tobramycin, lomefloxacin, pefloxacin, amphotericin B, acyclovir,
chloroquine, clioquinol and metronidazole.

6.3.11 Anticholinergics
Anticholinergics frequently cause sedation and delirium (acute onset of
cognitive deficits often associated with hallucinations and fluctuating levels of
consciousness), especially in older people. Patients (and their families) should
be warned that people who experience these side effects should not drive.
Examples of drugs with possible anticholinergic effects include
antidepressants, antipsychotics, antihistamines and antipruritics,
antiparkinsonian agents, antispasmodics, and anti-emetics.

6.3.12 “Designer drugs” and herbal preparations

Impairment may result from episodic or regular use of so-called designer drugs
and herbal substances; hence, patients should be cautioned about driving
when using any of these products for psychoactive effect or for sleep.

6.3.13 Antiparkinsonian drugs

All medications for Parkinson’s disease can trigger excessive daytime
somnolence, which can be quantified by the Epworth Sleepiness Scale (http://
epworthsleepinessscale.com/about-the-ess/). This problem is particularly

Drugs 28
 evident with the newer dopamine agonists (ropinirole and pramipexole).
Patients requiring these medications must be cautioned about this risk and
advised not to drive if they experience daytime drowsiness or any episodes
of falling asleep without warning or in unusual settings (e.g., during a
conversation or a meal). Medication adjustment or treatment of an associated
sleep disorder may allow safe return to driving after a period of observation.

6.3.14 Medical marijuana

Marijuana is a psychoactive substance that contains the specific addictive
ingredient delta-9-tetrahydrocannabinol (THC) that affects the reward circuitry
in the brain and results in cognitive and affective impairment that can affect
driving ability, specifically by causing disturbances in perception and in reaction
to the environment. Pharmaceutical products such as dronabinol, nabilone
and nabiximols (a combination of THC and a non-psychoactive substance in the
marijuana plant, cannabidiol [CBD]) are available. Although marijuana remains
an illegal substance in Canada and is considered harmful, Health Canada was
required to render marijuana available for individuals who wished to use it
for medical purposes following a court decision. Medical marijuana is not an
approved drug and its efficacy remains questionable to scientists and clinicians.
As the CFPC position paper on this subject states:
Smoke is a hazardous delivery system, because (a) psychoactive ingredients
reach the CNS much faster than other routes, causing intoxication; and (b)
smoke contains hundreds of chemicals that are potentially carcinogenic or
harmful to the heart or other organs. Similarly, there is no evidence for the
safety or efficacy of oral ingestion of herbal cannabis. (CFPC, 2013)
There is a direct dose relationship between blood THC concentration and
impaired driving ability due to impairment in judgment, motor coordination
and reaction time (Ramaekers et al., 2004). No “low-risk” level of use has been
established, and the dose is difficult to determine when marijuana is smoked.
Although the acute or chronic level of THC intoxication is difficult to gauge,
it is notable that marijuana is the illicit drug most frequently found in drivers
involved in fatal crashes. A meta-analysis of multiple studies has estimated
the risk of being involved in an accident to be doubled after marijuana use
(Hartman and Huestis, 2014). Another study has noted that higher levels of
THC in the blood of accident-involved drivers is associated with a likelihood of
being responsible for the accident 3 to 7 times greater than for drivers who
had not used drugs or alcohol (Brady and Li, 2014). The risk associated with
marijuana in combination with alcohol has also been found to be greater than
for either drug alone (Lenné et al., 2010). ASAM has noted in a white paper
(ASAM, 2012) that increased crashes, injuries and fatalities are to be expected
as rates of driving under the influence of marijuana increase as a result of
increased availability and use by drivers following legislative changes in
various jurisdictions.

29 CMA Driver’s Guide — 9th Edition

 Statistics published by Health Canada derived from the medical marijuana
program before the recent changes in the legislation show that the average
user was consuming 2.5 g of dried marijuana per day. This equates to
approximately five joints (marijuana cigarettes) per day, since the typical
joint contains between 500 and 750 mg of dried marijuana. The CFPC paper
cited previously recommends that patients refrain from driving for 5 hours
after smoking a joint (CFPC, 2013). Consequently, the average user under
the Health Canada program should not drive on any day when he or she has
consumed the average amount of marijuana or for at least 5 hours after a
single joint. Licensing agencies in Canada have encountered drivers consuming,
according to their physicians’ reports, up to 30 g per day (45 to 60 joints) while
supposedly remaining fit to drive. This is a dangerous situation, as physicians
may be held liable for any mishaps that happen in context of a dosage
endorsed by the physician.
Physicians need to evaluate patients and discuss very carefully their
use of medical marijuana regarding the risk related to impaired driving.
Recommendations to refrain from driving for a period after using marijuana
must be included in this discussion. It should also be emphasized that driving
under the influence of marijuana, no matter what the justification for its use,
is illegal under the Criminal Code and subject to sanctions. Some jurisdictions,
such as Quebec, have a requirement that patients wishing to be prescribed
marijuana must sign an acknowledgement that they have been counselled on
the risks associated with its use, including those involved in driving.
Consideration should be given to informing the provincial ministry of
transportation if the medical condition for which the marijuana is being
taken or the use of medical marijuana could interfere with a patient’s ability
to drive safely.

6.4 Addiction
Drug-related problems must be considered in the context of the latest definition of
addiction, as established by the ASAM in 2011 and adopted by the Canadian Society of
Addiction Medicine (Appendix G). Addiction includes substance dependence, whereas
substance abuse is a term that is better avoided. Hazardous use (episodic) and harmful use
(regular) that are below threshold for a diagnosis of addiction are the preferred terms,
as defined by ASAM. The ASAM Standards of Care for the Addiction Specialist Physician
(adopted January 29, 2014; www.asam.org/docs/default-source/publications/standards-
of-care-final-design-document.pdf) are also a useful resource, as is ASAM’s work on the
ASAM Criteria: Treatment Criteria for Addictive, Substance-Related, and Co-occurring
Conditions, 3rd edition, and CONTINUUM,TM The ASAM Criteria Decision Engine (www.
asam.org/quality-practice/guidelines-and-consensus-documents/the-asam-criteria).

Drugs 30
Section 7:  

Aging

Alert

• Driving restrictions based solely on age are inappropriate

• Resources are identified to assist physicians in assessing the impact of hidden
disease or of multiple comorbidities on older drivers

7.1 Overview
Most of the health-related conditions listed in this guide that affect driving are more
prevalent in older age groups. Older drivers may be involved in crashes because of the
accumulation of medical illnesses and/or medications that affect function.
Unfortunately, the standard physical examination does not directly assess functional
skills such as the ability to drive. At best, it can be used to detect the presence of
medical conditions and to evaluate their severity and related complications, which may
allow the physician to make judgments regarding possible effects on functions, such as
fitness to drive.
Despite the above limitations of the standard physical examination, most Canadian
provinces and territories require that physicians report patients who have medical
conditions that may make it unsafe for them to drive (see section 3: Reporting – when
and why). Even where such reporting is not mandatory, physicians may still be found
liable if they fail to report a patient who is later determined to have caused harm to
others as a result of medical impairment affecting fitness to drive.
When involved in motor vehicle crashes, older drivers suffer higher rates of morbidity and
mortality than younger drivers. Accurate assessments of fitness to drive allow physicians
to help their patients avoid disabling injury or death. Such assessments also help patients
and their families avoid the grief and legal repercussions associated with contributing to
the injuries or deaths of other road users or bystanders. Thus, assessing fitness to drive
represents a form of preventive health care that benefits not only one’s patients but also
the public. The reality is that, although physicians cannot completely assess all aspects
of fitness to drive, they can make significant contributions to this assessment that will
prevent unnecessary trauma to their patients and to the general public. While physicians
therefore represent a major part of the solution, it is unrealistic to expect them to be
able to detect all issues affecting fitness to drive in all situations. It should also be noted
that physicians do not determine licence status. Rather, physicians provide accurate,
timely and relevant data to allow licensing authorities to make the most appropriate
licensure decisions.

31 CMA Driver’s Guide — 9th Edition

The objective of this section is to optimize physicians’ ability to fulfill this important
societal role by addressing complex situations specifically related to aging that are not
covered by other sections in this guide.

7.2 Red flags — the 3Rs

The following red flags should trigger screening and evaluation of fitness to drive:
Record (family/caregiver history) — family members and caregivers' reports of concerns
regarding driving safety (ask them to be specific), unexplained damage to the patient’s
vehicle, moving violations (e.g., speeding tickets), near crashes or crashes. Discuss this
information with the family/caregiver(s) in a location separate from the patient so that
they will be comfortable providing full disclosure.
Recent crashes reported by patient (Joseph et al., 2014).
Restriction of driving to less complex situations (Classen et al., 2013).

7.3 Hidden disease

A variety of age-related changes in sensory input (e.g., vision), cognition (e.g., speed of
cognitive processing, attention, scanning) and motor output (e.g., reaction time, power,
coordination) can affect driving safety. Fortunately, because of compensatory driving
strategies at both the strategic level (e.g., planning when and where to drive, such as
restricting driving to optimal traffic and weather conditions) and the tactical level (e.g.,
defensive driving strategies such as increasing following distance), as well as years of
driving experience, healthy seniors remain the safest drivers on the road.
Nonetheless, when older drivers experience medical conditions, either the conditions
themselves or the medications used to treat them may affect fitness to drive. This guide
provides a wealth of information regarding how to address such situations.
There may, however, be situations in which physicians or family members or both feel
that a problem with driving is developing, but they cannot identify the precise cause. As
a result, the physician may have difficulty employing the recommendations provided in
other sections of this guide. An example of such a concern would be a sudden change in
driving habits (e.g., marked decrease in distances driven or new avoidance of challenging
driving situations), which the American Academy of Neurology suggests is a marker
of possible driving concerns. Often, these concerns arise from changes related not to
aging but rather to hidden, as-yet-undiagnosed medical conditions. In such situations,
tools such as the CANDRIVE fitness to drive assessment mnemonic (Figure 1) can help
physicians to structure their review of potential causes contributing to the concerns
about fitness to drive. Identification of likely causes will in turn allow them to use
the most relevant sections of this guide. The CANDRIVE mnemonic is similar to but
incorporates more detail (e.g., in-car experiences) than the SAFEDRIVE mnemonic that
appeared in the 7th edition of this guide. In particular, the CANDRIVE mnemonic captures
reaction time as both speed of mentation and speed of movement.

Aging 32
 For cases in which physicians and family members are concerned but the CANDRIVE
fitness to drive assessment mnemonic does not yield any identifiable medical domains
where physicians can focus their diagnostic skills and for cases in which the functional
effects are too subtle to determine whether they represent a significant risk to fitness
to drive, physicians should consider referral to specialized driving assessment programs,
many of which provide on-road evaluation (Appendix E).

FIGURE 1: CANDRIVE fitness to drive assessment mnemonic*

C Cognition Dementia, delirium, depression, executive function, memory,

judgment, psychomotor speed, attention, reaction time, and
visuospatial function

A Acute or Delirium, seizures, Parkinson disease, and syncope or

fluctuating illness presyncope (cardiac ischemia, arrhythmia, postural
hypotension)

N Neuromusculo- Speed of movement, speed of mentation, level of

skeletal disease consciousness, stroke, Parkinson disease, syncope,
or neurological hypoglycemia, hyperglycemia, arthritis, cervical arthritis,
effects and spinal stenosis

D Drugs Drugs that effect cognition or speed of mentation, such

as benzodiazepines, narcotics, anticholinergic medications
(e.g., tricyclic antidepressants, antipsychotics, oxybutynin,
dimenhydrinate), and antihistamines

R Record Patient or family report of accidents or moving violations

I In-car experiences Patient or family descriptions of near accidents, unexplained

damage to car, change in driving skills, loss of confidence or
self-restriction, becoming lost while driving, others refusing
to be driven by patient, need for assistance of a copilot
(particularly concerning would be the need for cues to avoid
dangerous situations that could result in a crash), and other
drivers having to drive defensively to accommodate changes
in the patient’s driving skills

V Vision acuity Visual field defects, glare, contrast sensitivity, comfort

driving at night

E Ethanol use Physician’s opinion regarding whether ethanol use is

excessive and whether alcohol is imbibed before driving

* Reprinted, with permission, from Molnar FJ, Simpson CS. Approach to assessing fitness to drive in patients
with cardiac and cognitive issues. Can Fam Physician 2010;56(11):1123–1129 (http://www.cfp.ca/content/
cfp/56/11/1123.full.pdf).

33 CMA Driver’s Guide — 9th Edition

7.4 Multiple comorbidities
Often the issue is not that the medical conditions are hidden but, rather, that there are
too many conditions to assess vis-à-vis fitness to drive. Again, it may be unreasonable to
expect that a physician who has never been trained to assess function directly will be able
to determine medical fitness to drive in the face of multiple comorbidities that may be
interacting (at times in a synergistic fashion).
For complex cases of this nature, the physician may start with general lists, such as the
CANDRIVE fitness-to-drive assessment mnemonic (Figure 1). In the setting of multiple
comorbidities, the main limitation of such lists is that they do not provide guidance on
sequencing complex assessments.
In the November 2010 edition of Canadian Family Physician (www.cfp.ca/
content/56/11/1123.full.pdf+html), Molnar and Simpson described a complementary
approach to assessing patients with multiple comorbidities, based on classifying the
problems identified into acute intermittent and chronic persistent disorders. Acute
intermittent disorders (called “episodic limitations” in section 2 of this guide and “acute
or fluctuating illnesses” in the CANDRIVE mnemonic) are medical problems that can
suddenly incapacitate an otherwise low-risk driver. These problems (e.g., syncope,
seizures) can cause sudden changes in cognition or level of consciousness or both, but
are less likely to be detected by physical examination, because they are not present most
of the time. Decisions regarding when patients can resume driving after the occurrence
of one of these episodes are based on the probability of recurrence (see “risk of harm”
formula, Appendix F). Chronic persistent disorders, called “permanent limitations” in
section 2 of this guide, are medical problems that are present at all times and can be
detected by examining and testing the patient. Specific acute intermittent and chronic
persistent disorders are reviewed in greater detail in other sections of this guide.
An effective way to employ this categorical breakdown is to first decide when the
patient might resume driving according to his or her acute intermittent disorders (e.g.,
myocardial infarction, arrhythmia treated with implantable cardioverter defibrillator,
seizure). This will provide time for recovery from any apparently persistent features that
may in fact have a degree of reversibility (e.g., delirium, postural hypotension, stroke,
traumatic brain injury, sleep apnea). At that point, the physician can more accurately
assess irreversible chronic persistent conditions (e.g., dementia). For an example of how
to employ this approach, readers are directed to the article by Molnar and Simpson.
As useful as the above approaches are, what is truly needed are provincially and
territorially funded continuing professional development (CPD) programs focused on the
assessment of fitness to drive, as suggested by Dow and Jacques (2012). For such CPD
programs to attract large numbers of physicians, linking attendance to CPD credits issued
by the College of Family Physicians and the Royal College of Physicians and Surgeons of
Canada should be considered.
To learn more regarding the assessment of fitness to drive in older patients, see the
Canadian Geriatrics Society Journal of CME (http://canadiangeriatrics.ca/category/
dementia/driving/).

Aging 34
Section 8:  

Dementia and mild cognitive impairment

Alert

• Cognitive screening alone cannot be used to determine fitness to drive.

• If a patient’s fitness to drive is unclear, the physician should recommend an
on-road assessment.

8.1 Overview
Current demographic trends predict major increases in the number of older drivers
over the next 20 years. Given that the prevalence of dementia increases with age, this
indicates that the number of older drivers with dementia will increase significantly.
Cognitive problems often have a direct effect on ability to drive safely. Physicians
must therefore not neglect any indications of possible cognitive compromises of fitness
to drive.
The term “dementia” encompasses a group of diseases (i.e., different types of dementia)
that may have different effects on the functional skills required for safe driving. It is
known that patients with Alzheimer’s dementia show a predictable decline in cognition,
with the decline in driving abilities over time being steep but less predictable (Duchek
et al., 2003). However, to date, no longitudinal studies of declines in driving ability
have been conducted for other forms of dementia. Nonetheless, certain characteristics
of these dementias may have implications for fitness to drive. For example, vascular
dementia can present with abrupt periods of worsening associated with the
accumulation of vascular lesions. Parkinson’s dementia and Lewy Body dementia are
often associated with motor, executive and visuospatial dysfunction, any of which can
be hazardous on the road. Furthermore, some frontotemporal dementias are associated
with early executive dysfunction and behavioural changes (e.g., anger control issues)
that may render driving hazardous. Finally, all people with dementia are more prone to
delirium, with unpredictable and sudden cognitive decline. Ultimately, then, progression
to unsafe driving status is unpredictable for patients with dementia.

8.2 Canadian Dementia Guidelines

The Third Canadian Consensus Conference on Dementia (CCCD3; Hogan et al., 2008)
recommendations on fitness to drive for patients with dementia and mild cognitive
impairment are as follows:
• Diagnosis of dementia is not sufficient to withdraw driving privileges.
• Moderate to severe dementia is a contraindication to driving.
• Driving is contraindicated in people who, for cognitive reasons, have an inability to

35 CMA Driver’s Guide — 9th Edition

 independently perform multiple instrumental activities of daily living or any of the
basic activities of daily living. This degree of functional impairment describes a moder-
ate or worse stage of dementia.
• People with mild dementia should receive comprehensive off- and on-road testing at
specialized driving centres.
• No test, including the MMSE (Mini–Mental State Examination), has sufficient sensitivi-
ty or specificity to be used as a single determinant of driving ability. However, abnor-
malities on tests, including the MMSE, clock drawing, and Trails B, should trigger
further in-depth testing of driving ability.
• Patients with mild dementia who are deemed fit to continue driving should be re-eval-
uated every 6 to 12 months or sooner if indicated.
• (Note recommendations are rated by CCCD3 at Grade B, Level 3: Fair evidence to
support this manoeuvre. Opinions of respected authorities based on clinical experi-
ence, descriptive studies, or reports of expert committees.)

8.3 Reporting according to stage of dementia

To date, there are no published guidelines as to when patients with mild dementia or
mild cognitive impairment should be reported in jurisdictions with mandatory physician
reporting (table in section 3). However, it is clear, given the guidelines listed in section
8.2, above, that those with moderate to severe dementia should be reported.
The determination of whether a patient has crossed the threshold from mild to moderate
dementia is challenging. As a basic guideline, the CCCD3 defined moderate dementia
as the loss of one or more basic activity of daily living (ADLs) or the loss of 2 or more
instrumental activities of daily living (IADLs including medication management, banking,
shopping, use of the telephone or cooking) due to cognitive problems.
Another means of defining stages of dementia is the Clinical Dementia Rating scale
(www.rgp.toronto.on.ca/dmcourse/toolkit/app5.htm). A score of 2 (moderate dementia)
or 3 (severe dementia) on this scale would preclude driving. Unfortunately, the Clinical
Dementia Rating scale is of limited clinical utility because it requires training and is rarely
used in general clinical practice.
A general rule of thumb is that any physician who suspects that a patient’s cognitive
problems may affect safe driving should refer the patient for a functional driving
assessment, either through an occupational therapy evaluation or directly to the
licensing authority.

8.4 Red flags — the 3Rs

The following red flags should trigger screening and evaluation of fitness to drive:
Record (family/caregiver history) — family members and caregivers report concerns
regarding driving safety (ask them to be specific), unexplained damage to the patient’s
vehicle, moving violations (e.g., speeding tickets), near crashes or crashes. Discuss this

Dementia and Mild Cognitive Impairment 36

 information with the family/caregiver(s) in a location separate from the patient so that
they will be comfortable providing full disclosure.
Recent crashes reported by patient (Joseph et al., 2014).
Restriction of driving to less complex situations (Classen et al., 2013).
For patients with dementia, it has been shown that caregivers are able to predict driving
safety more accurately than can the patients themselves, but in some circumstances, the
caregivers may have a vested interest in preserving the patient’s autonomy beyond a safe
window. This possibility must also be taken into consideration.

8.5 Assessment of non-cognitive factors

Dementia does not occur in isolation. It is most common among older adults in whom
medical comorbidities, physical frailty and the use of multiple medications are also
factors that must be taken into consideration when assessing fitness to drive or
considering reporting (see section 7, Aging).
No studies have supported the notion that cholinesterase inhibitors extend the window
for safe driving, but some drugs, such as anticholinergic medications or benzodiazepines
have a clear propensity to worsen a person’s driving ability. These medication classes, as
well as antipsychotics should raise concerns. For more details on medications see section
6, Drugs.
Behavioural disturbances, including agitation, personality change and psychosis, are
common over the course of dementia and can increase the risk of collision (Rapoport et
al., 2008).

8.6 Cognitive screening tools

Many in-office cognitive screening tools have been proposed to predict which patients
are most likely to have problems with driving. For the most part, these tools have been
developed to assess cognition or to screen for dementia, rather than to identify unsafe
drivers. Furthermore, most studies of these tools have involved populations that included
both patients with dementia and healthy controls, and none has yet consistently shown
consistently reliable cut-offs beyond which patients’ driving becomes unsafe.
The most studied of office-based screening tool is the Trails B, which has a recommended
3-minute or 3-error cut-off (3 or 3 rule) (cgjonline.ca/index.php/cgj/article/view/76).
Some screening tests are claimed to have been designed to determine fitness to drive,
but these tests have not been demonstrated to have a predictive value that permits
licensing decisions based solely on their results. No single test currently available has
sufficient sensitivity or specificity to accurately predict, in the office setting, a person’s
driving safety in all situations but may be helpful in some situations. If cognition is
impaired enough (i.e., where test results are so poor that sensitivity is not a concern), the
results may be specific enough (i.e., unlikely to represent false results) to justify reporting
the findings as being of concern and meriting licensing review. With the exception of

37 CMA Driver’s Guide — 9th Edition

such clear situations, the consequences of misclassifying a safe driver as unsafe or an
unsafe driver as safe solely on the basis of current cognitive screens can be substantial,
both for the safe driver who is inappropriately deprived of independent mobility and for
the unsafe driver who continues driving and is involved in a crash.
It is recommended that physicians administer more than 1 cognitive screening tool. If the
results of cognitive tests such as the MMSE, the Montreal Cognitive Assessment (MoCA©;
www.mocatest.org ), the clock-drawing test, the trail-making test, or other in-office tests
are markedly abnormal (i.e., where the results are specific and believable), consideration
should be given to whether the patient has moderate or severe dementia, taking into
account the history and recalling that moderate or severe dementia is a contraindication
to driving.
It is important that screening tools not be misused. To optimize the use of current screening
tools, despite the limitations of the evidence described above, an article (Molnar et al., 2012;
http://74.220.219.145/~canadjf9/wp-content/uploads/2016/12/Dementia-and-Driving-
Maximizing-the-Utility-of-In-Office-Screening-and-Assessment-Tools.pdf) suggests applying
the following considerations when using in-office screening tests:
• Determine if the test result is consistent with other evidence — Are the results of
the test consistent with the history provided by the patient, caregiver and family and
with the results of other tests? Conversely, is the result of this single test an outlier
and possibly not reflective of the patient’s true functional ability?
• Make certain you know what you are really measuring — Ensure that low scores
are not due to confounding variables, such as a language barrier, low education,
dyslexia, performance anxiety, depression or sensory deficits.
• Consider the trajectory of the patient’s condition — Consider whether the pa-
tient’s function is expected to improve (e.g., delirium, recent head injury, recent
stroke), remain stable (e.g., stable head injury, stable stroke) or decline (e.g., progres-
sive degenerative disorders such as dementia, Parkinson’s disease).
• Understand your role — Even in jurisdictions where reporting is mandatory, the role
of physicians is not to directly determine fitness to drive, but rather to report clinical
findings that raise concerns regarding fitness to drive. The licensing authorities then
decide if the patient is fit to drive or needs more testing based, in part, on accurate,
fair and timely information from physicians.
• Use common sense and consider the severity of the findings — Examine the
entire picture, including any physical and behavioural limitations. Sometimes it is
obvious that a patient is not safe to drive, given low valid test scores, dangerous
behaviours, significant physical limitations or significant functional impairment.
Do not be afraid to make a judgment based on any obvious impairments that
may be uncovered.
• Examine qualitative and dynamic aspects of the testing — When interpreting
performance on a test, do not focus solely on the score but also consider qualitative
dynamic information regarding how the patient performed the test, such as slowness,

Dementia and Mild Cognitive Impairment 38

 hesitation, anxiety or panic attacks, impulsive or perseverative behaviour, lack of
focus, multiple corrections, forgetting instructions or inability to understand the test.
These may indicate other sources of impairment that may negatively influence
driving safety.
• Understand cut-off scores and apply trichotomization — For many health care
measures, there is substantial overlap between the scores of people who are “normal”
and the scores of those who are “impaired.” This makes reliance on a single cut-off
score challenging, if not impossible.
To help make a decision, the physician can answer the following 4 questions:
Given the results of my clinical assessment,
• would I get into a car with the patient driving?
• would I let a loved one get into a car with the patient driving?
• would I want to be crossing the street in front of a car with the patient driving?
• would I want to have a loved one cross the street in front of a car with
the patient driving?
For each question, 3 answers are possible: “yes” (meaning there are no concerns that
would trigger further testing), “uncertain” (meaning that more tests are needed),
and “absolutely not” (meaning that the risk is clear and too high).

8.6.1 Use tests in the context of more detailed approaches

Test results do not stand alone but should be part of a more detailed
assessment. Consider the following resources:
1. An article in the November 2010 issue of Canadian Family Physician (www.
cfp.ca/content/56/11/1123.full.pdf+html), which described an approach
to sorting through such complex situations in the context of underlying
dementia.
2. The Driving and Dementia Toolkit for Health Professionals (www.rgpeo.
com/en/health-care-practitioners/resources/driving.aspx)
3. BrainXchange (http://brainxchange.ca/Public/Resource-Centre-Topics-A-
to-Z/Driving-and-dementia.aspx ) driving and dementia resources

8.7 When fitness to drive remains unclear

Although physicians may volunteer their opinion of patients’ fitness to drive and whether
they feel that road testing is merited, and although physicians may counsel patients
not to drive when such advice is appropriate, it is not their responsibility to directly
determine fitness to drive. Rather, it is the responsibility of physicians to provide accurate
information to their respective licensing authorities, which have the responsibility
to make the determination of fitness to drive or to decide if further evaluation (e.g.,
specialist evaluation, on-road testing) is needed.
Some provinces, including Quebec, offer ministry-funded on-road testing for patients
with dementia. Others, including Ontario, do not provide ministry funding for on-road

39 CMA Driver’s Guide — 9th Edition

testing of persons with dementia. In the latter provinces, the patient is required to pay
for the comprehensive on-road test, which is performed by a ministry-approved private
company (sometimes costing as much as $800). Physicians should inform themselves
regarding the particular arrangement in their respective jurisdictions.

8.8 Counselling patients with dementia who can still drive safely
If a patient with dementia is found to be still safe to drive, the patient and the family
should be made aware that this is a temporary situation and that, in time, the patient
will need to cease driving. This conversation regarding eventual retirement from driving
should be held as early as possible. Patients and families should also be advised that if
there is any significant worsening of cognition (including symptoms of delirium such as
slow mentation, decreased attention and focus, fluctuation or hallucinations) the patient
should stop driving immediately and should see his or her physician. When assisting
a patient with dementia to plan for future driving cessation, physicians can consider
providing the patient and family with a copy of the Driving and Dementia Toolkit: For
Patients and Caregivers (www.rgpeo.com/en/health-care-practitioners/resources/driving.
aspx). The patient’s fitness to drive should be reassessed every 6 to 12 months, or more
frequently if the cognitive impairment progresses. For further information on driving
cessation, see section 4.

8.9 Disclosure of unfitness to drive

When a patient is found to be unsafe to continue driving, the discussion between
physicians and patients is a delicate one, fraught with opportunities to upset
and traumatize patients, or, alternatively, to help them move through a difficult
stage in life in a compassionate and supportive manner. Guidance regarding how
best to approach this challenging dialogue can be found in a case-based article
(http://74.220.219.145/~canadjf9/wp-content/uploads/2016/11/Disclosing-a-Diagnosis-
of-Dementia.pdf).

8.10 Follow-up after loss of licensure

Loss of a driver’s licence has been associated with social isolation and depression.
Therefore, after a person with dementia has had his or her license revoked, the physician
should monitor for these problems in scheduled follow-up.
It is also important to enlist family members and obtain their help in creating a
transportation plan for the patient.

8.11 Countermeasures
There is little data to support the safety of restricted licensing, co-piloting, or other
countermeasures for persons with dementia (Iverson, 2010)*.
_____________________________________________________________________________
* Iverson DJ, Grosneth GS, Reger MA, et al: Practice parameter update: Evaluation and management of driving risk
in dementia: Report of the Quality Standards Subcomittee of the American Academy of Neurology. Neurology 2010;
74:1316-132

Dementia and Mild Cognitive Impairment 40

Section 9:  

Sleep disorders

Alert

If a physician believes that a patient is likely to be at risk while driving because of a

symptomatic sleep disorder and the patient refuses investigation by a sleep study or
refuses appropriate treatment, that patient should not drive any class of motor vehicle.

9.1 Overview
Somnolence (sleepiness), with its associated reduction in vigilance, is an important
contributor to driver error and motor vehicle crashes. Somnolence can be due to lifestyle
issues, a sleep disorder or both.
The 2nd edition of the International Classification of Sleep Disorders outlines 8 categories
of sleep disorders: insomnias, sleep-related breathing disorders, hypersomnias of central
origin, circadian rhythm sleep disorders, parasomnias, sleep-related movement disorders,
unclassified disorders and other sleep disorders.
The recommendations that follow relate primarily to obstructive sleep apnea (OSA)
and narcolepsy, the 2 sleep disorders for which there is a reasonably clear association
between the disorder and the risk of a motor vehicle crash.

9.2 Assessment
Patients reporting excessive somnolence should be questioned in detail about the
adequacy and regularity of their sleep–wake cycle, as attention to this may improve
symptoms and reduce driving risk.
The following are some risk factors for sleep-related crashes:
• holding multiple jobs
• working a night shift
• nighttime driving (between midnight and 6 am)
• less than 6 hours of nighttime sleep
• long-duration driving or driving after being awake for more than 15 hours
• past history of drowsy driving
• daytime sleepiness
• recent (within a year) at-fault motor vehicle crash.
Patients with various sleep disorders may also have 1 or more of these risk factors and, as
a result, have varying levels of sleepiness. This may partly explain observed differences in

41 CMA Driver’s Guide — 9th Edition

the risk associated with operating a motor vehicle. The appropriateness of and need for
medical intervention in the management of these disorders also varies.
Patients with excessive daytime somnolence should be questioned about and examined
for the following risk factors for OSA:
• chronic heavy snoring
• nocturnal snorting and gasping
• witnessed apnea
• uncontrolled hypertension
• significant cardiovascular disease
• morning headaches
• craniofacial abnormalities (e.g., macroglossia, retrognathia)
• large neck size (≥ 43 cm [17 in])
• obesity.
Men and patients over age 40 are also at increased risk of OSA.
Patients with excessive somnolence and 1 or more risk factors for OSA, as well as those
with persistent sleepiness and a history consistent with another sleep disorder (e.g.,
narcolepsy), should be considered for assessment in a sleep laboratory. When sleep
laboratory resources are not available, portable monitoring devices can be used to
confirm a diagnosis of OSA if monitoring is performed and interpreted according to
published guidelines.

9.3 Obstructive sleep apnea

OSA is characterized by repetitive upper airway obstruction during sleep, leading to
recurrent episodes of hypoxemia and arousal from sleep and resulting in disturbed sleep
patterns. The relative risk of motor vehicle crashes among patients with symptomatic
OSA is about 2 to 3 times that of control groups. In severe cases of OSA, the risk of
a motor vehicle crash may be increased as much as 10-fold. However, determining
individual risk remains difficult because of individual variations in susceptibility to
sleepiness, use of countermeasures or driving avoidance.
Treatment of OSA with continuous positive airway pressure (CPAP) has been successful
in reducing crash risk to control levels. Reassessment of patients using CPAP, with a
compliance-metering device on the CPAP unit, should be done 1 to 2 months after
diagnosis. The effectiveness of upper airway surgery is less clear, and patients treated by
this method may require re-evaluation by sleep study.
Some patients with mild cases of OSA may be treated through behavioural modification
(e.g., weight reduction, modification of sleeping position, elimination of alcohol and
sedatives before sleep) or through the use of oral appliances. These interventions may be
sufficient, but patients require reassessment for efficacy of treatment before resumption
of driving.

Sleep disorders 42
 9.3.1 Driving recommendations for patients with OSA
The following recommendations should be made only when OSA has been
diagnosed by physicians familiar with the interpretation of sleep studies and/or
portable monitoring.
• Regardless of apnea severity, all patients with OSA are subject to sleep
schedule irregularities and subsequent sleepiness. Because impairment
from OSA, sleep restriction and irregular sleep schedules may be interactive,
all patients should be advised about the dangers of driving when drowsy.
• Patients with mild OSA without daytime somnolence who report no
difficulty with driving are at low risk for motor vehicle crashes and should be
safe to drive any type of motor vehicle.
• Patients with OSA, documented by a sleep study, who are compliant with
CPAP (defined as at least 4 hours per day of use on 70% of days over at least
a 30-day period within the previous 90 days; Ayas et al., 2014) or who have
had successful upper airway surgery should be safe to drive any type of
motor vehicle.
• Patients with moderate to severe OSA, documented by a sleep study, who
are not compliant with treatment and are considered at increased risk for
motor vehicle crashes by the treating physician should not drive any type
of motor vehicle.
• Patients with a high apnea–hypopnea index, especially if associated with
right heart failure or excessive daytime somnolence, should be considered
at high risk for motor vehicle crashes.
• Patients with OSA who are believed to be compliant with treatment but
who are subsequently involved in a motor vehicle crash in which they were
at fault should not drive for at least 1 month. During this period, their
compliance with therapy must be reassessed. After the 1-month period,
they may or may not drive depending on the results of the reassessment.

9.4 Narcolepsy
Narcolepsy is characterized by recurrent lapses into sleep that are often sudden and
irresistible and that typically last 10–15 minutes. Narcolepsy may be accompanied by
cataplexy (sudden bilateral loss of muscle tone) during wakefulness, sleep paralysis
(generalized inability to move or to speak during the sleep–wake transition) and vivid
hallucinations at sleep onset.
Although there is a clear association between crash risk and narcolepsy, this association is
not as well studied as that between crash risk and OSA.
Up to 40% of people with narcolepsy may report sleep-related motor vehicle crashes.
Their risk for crashes is about 4 times that of control groups. Patients with cataplexy
and sleep paralysis are believed to be at greatest risk for crashes, based on the relative
unpredictability of these symptoms. In a study of narcoleptic patients with cataplexy, 42%
reported having experienced cataplexy while driving and 18% reported sleep paralysis
while driving. There is little information on the effect of treatment on risk for crashes.

43 CMA Driver’s Guide — 9th Edition

9.4.1 Driving recommendations for narcoleptic patients
• Patients with a diagnosis of narcolepsy supported by a sleep study and a
Multiple Sleep Latency Test and with uncontrolled episodes of cataplexy
during the past 12 months (with or without treatment) should not drive any
type of motor vehicle.
• Patients with a diagnosis of narcolepsy supported by a sleep study and a
Multiple Sleep Latency Test and with uncontrolled daytime sleep attacks or
sleep paralysis in the past 12 months (with or without treatment) should not
drive any type of motor vehicle.
• Generally, patients with narcolepsy should not drive commercial vehicles, as
long-distance driving can be difficult for these patients to manage without
significant hypersomnolence. However, people with narcolepsy who are
able to maintain a regular sleep–wake cycle may be able to drive commercial
vehicles during the day, over short routes.

9.5 Other sleep disorders

Although short- and long-term insomnia may be the most common category of sleep
disorder, there are no data linking increased motor vehicle crashes with insomnia.
Circadian rhythm sleep disorders, which are related to sleep loss from disruption of the
daily sleep cycle, as seen with shift work or the jet lag experienced with transmeridian
flights, are common and might easily be associated with a large number of crashes.
However, there are again no clear data linking them with crashes.
Accordingly, physicians can make only general recommendations about the hazards of
drowsy driving due to these other sleep disorders.

Sleep disorders 44
Section 10:  

Psychiatric disorders

Alert

Immediate contraindications to driving — a patient seen or reported to have any of

the following problems should be advised not to drive until the condition has been
evaluated and treated:
• acute psychosis
• condition relapses sufficient to impair perceptions, mood or thinking
• medication with potentially sedating effects initiated or dose increased
• lack of insight or lack of cooperation with treatment
• lack of compliance with any conditional licensing limitations imposed by motor
vehicle licensing authority
• suicidal plan involving crashing a vehicle
• an intent to use a vehicle to harm others
Routine screening is recommended for all patients with an anxiety disorder, mood
disorder or substance use disorder, using the Adult Attention Deficit/Hyperactivity
Disorder (ADHD) Self-Report Scale (ASRS-v1.1), with appropriate follow-up if the case-
finding is positive.

10.1 Overview
The term “psychiatric disorders” encompasses numerous cognitive, emotional and
behavioural conditions. Determining fitness to drive in a patient with a psychiatric
disorder is often complex. There is a great deal of individual variation among patients
with psychiatric disorders, particularly in the critical area of insight, and multiple
conditions often coexist. Many psychiatric disorders are chronic and subject to relapse; as
a consequence, ongoing monitoring is required.
The adverse effects of treatment or medication may pose a hazard to driving ability (see
section 6, Drugs). However, individuals with psychiatric disorder(s) may well be safer
drivers with psychotropic drugs than without them.
Although driving-risk researchers have focused on the major clinical psychiatric disorders,
physicians need also to consider substance use disorders (see section 5, Alcohol, and
section 6, Drugs) and personality disorders, the effects of psychosocial stressors, and the
patient’s functional capacity when assessing fitness to drive in a patient with a psychiatric
disorder. Factors such as sleep deprivation, fatigue, stress or high trait anxiety may
aggravate existing problems.

45 CMA Driver’s Guide — 9th Edition

Any significant reduction in functional capacity, especially of a cognitive nature, should
alert the physician that further assessment is needed.
In some cases, suicide has been attributed to the removal of driving privileges, usually in
older men. This risk emphasizes the usefulness of social and educational programs that
help those facing an unexpected transition arising from the loss of a driver’s licence for
medical reasons.
The American Psychiatric Association (APA) published the latest edition of its Diagnostic
and Statistical Manual of Mental Disorders (DSM-5; dsm5.org) in May 2013. DSM-5 has
substantial changes in content from the previous edition (DSM-IV) and is becoming
the standard for insurance reports, independent medical examinations and medical
expert testimony in court, in addition to its use in motor vehicle licensing decisions. The
Canadian Council of Motor Transport Administrators (CCMTA), the body that formulates
the national medical standards for drivers used by most Canadian jurisdictions, adopted
DSM-5 in 2014.
DSM-5 measures the severity of a disorder, aligns diagnoses with the International
Classification of Diseases, 10th revision (ICD-10) and incorporates some recent advances
in neurosciences.
DSM-5 has been subject to considerable criticism but remains the best we have in
progress toward a diagnostic system based on signs that represent neural circuit
dysfunction rather than being based mainly on symptoms.
Each DSM edition is considerably longer than the previous one. A busy clinician looking
for a brief, well-written practical reference to DSM-5 may wish to consider The Pocket
Guide to the DSM-5® Diagnostic Exam (Nussbaum, 2013).

10.2 Functional impairment

Good cognitive ability is the foundation of competent driving. Cognitive ability
refers to how a person selects, interprets, remembers and uses information to make
judgments and decisions. Psychiatric illnesses may affect thinking, mood or perception
(or any combination of these), resulting in a wide range of types and degrees of
cognitive impairment.
Neuropsychological testing is the “gold standard” for assessing cognitive ability, but it is
time-consuming, and the required resources are generally located only in urban areas.
Furthermore, this type of testing is only predictive of driving ability when significant
cognitive impairment is present (unsafe to drive) or no cognitive impairment is present
(likely safe to drive).
In situations where minimal or mild impairment is found, further evaluation may be
required. For simple cases, in-office cognitive screening is useful. Complex cases, or those
that involve commercial drivers, may require the additional expertise of a Certified Driver
Rehabilitation Specialist (usually an occupational therapist with specialized training),
where such a specialist is available.

Psychiatric disorders 46
 Insight is critical to enable drivers to drive within their limitations and to know how
and when these limitations change. Poor insight in patients with psychiatric disorder(s)
may be evidenced by non-adherence to treatment, trivialization of the driver’s role in a
crash, or repeated involuntary admissions to hospital (often as a result of discontinuing
prescribed medication).
A driver’s ability to be aware of any cognitive limitations should be assessed, along with
his or her willingness to adapt his or her driving to these limitations.

10.3 Assessing fitness to drive

In general, drivers with a psychiatric illness are fit to drive if:
• the psychiatric condition is stable (not in the acute phase)
• cognitive impairment is assessed as minimal (adequate alertness, memory, attention
and executive function abilities)
• the patient is adherent to treatment recommendations and consistently takes pre-
scribed psychotropic medication
• the maintenance dose of medication does not cause noticeable sedation
• the patient has the insight to self-limit driving at times of symptom relapse and to
seek assessment promptly
• the patient’s family is supportive of his or her driving.
Consider further assessment if:
• a family member reports a concern
• an at-fault crash occurs
• there is uncertainty about the degree of cognitive impairment.
Freeman et al. (2011) advise that consideration be given to the frequent comorbidity of
substance use disorders with psychiatric conditions, so that both are targeted
in treatment.

10.4 Specific disorders

10.4.1 Schizophrenia
Some patients with a diagnosis of schizophrenia have slowed cognitive
processing. They may also have a variable degree of distraction that will
typically depend on the perceptual distortions present at the time. Edlund
et al. (1989) concluded that individuals with schizophrenia who drove have
double the risk of motor vehicle crashes per distance driven compared with
age-matched controls. Many of the cognitive impairments associated with this
condition have been shown to improve with treatment, somewhat more so
with atypical than typical antipsychotic medications.
Cuesta et al. (2011) reported on the usefulness of 2 brief cognitive screening
tools for determining the presence of cognitive impairment in patients with

47 CMA Driver’s Guide — 9th Edition

 schizophrenia or bipolar disorder: the Brief Cognitive Assessment Tool for
Schizophrenia (B-CATS; http://schizophreniabulletin.oxfordjournals.org/
content/37/3/538.full) and the Screen for Cognitive Impairment in Psychiatry
(SCIP; http://bmcpsychiatry.biomedcentral.com/articles/10.1186/1471-
244X-13-127). Both brief testing instruments showed good to excellent
concurrent validity, relative to a Global Cognitive Composite Score (GCCS)
derived from a more comprehensive testing methodology, and seem to be
reliable and promising tools, although not directly predictive of on- road
driving performance.
As long as the patient is taking prescribed medication; is not actively
hallucinating; and has no active delusions, thought disorder, cognitive or motor
adverse effects from antipsychotic medication, he or she is generally fit to
drive. If there is clinical reason to doubt fitness to drive, an on-road evaluation
is recommended.

10.4.2 Personality disorders

Personality disorders (previously categorized as Axis II disorders under DSM-IV)
constitute a more controversial area. The locus of distress is often with others,
not with the individual who has been given the diagnosis. By definition, the
behavioural pattern is considered persistent, and the diagnosis often
has a pejorative or dismissive tone. This attitude is unfortunate, because
there have been many advances in recent years that provide good evidence
for the treatability, and sometimes cure, of conditions such as borderline
personality disorder.
Some personality disorders, including antisocial, borderline, and narcissistic
personality disorders, may be associated with behaviour such as aggression,
egocentricity, impulsiveness, resentment of authority, intolerance
and irresponsibility. Police reports, if available, or other reliable third-
party observations, may assist the physician in making fitness-to-drive
recommendations for patients with these conditions.

10.4.3 Depression and bipolar disorder

Some individuals with mood disorders, even when treated and achieving full
remission, continue to have some residual cognitive dysfunction, affecting
short-term memory, concentration or mental processing speed. The SCIP
(described in section 10.4.1) is an appropriate screening tool to assess for
the presence of cognitive impairment in patients with depression as well
as in schizophrenia.
A manic episode is a contraindication to driving. Fitness to return to driving
will depend on response to treatment and the patient’s level of insight and
of inter-episode functioning. If a patient with bipolar disorder is advised not
to drive, consent should be sought to notify a family member, and any such
communications should be documented. Non-compliance with medical advice
not to drive should be reported to licensing authorities.

Psychiatric disorders 48
 Most treatment of depression is with newer-generation drugs rather than the
older tricyclic agents. Tricyclic antidepressants have been associated with an
increased risk of motor vehicle crashes, especially at higher doses or if multiple
agents are used. While, theoretically, selective serotonin reuptake inhibitors
and other newer-generation antidepressants have a pharmacological profile
associated with lower risk of cognitive impairment, the literature is less clear.
Some epidemiological studies have suggested an increased risk of collision also
associated with these newer medications, but interpretation of this research
is limited by indication and channelling bias. The general principles outlined in
this chapter and especially the alert box should be of foremost consideration.
Electroconvulsive therapy (ECT) may induce sustained confusion in 1 of every
200 patients. Those receiving outpatient ECT need to comply with standard
guidelines for not driving after anesthesia and should take extra time to
recover before returning to driving if they are experiencing any memory
problems after ECT.
Rapid-rate transcranial magnetic stimulation (rTMS) is reported to produce
no evidence of cognitive impairment when used for treatment of depression.
In fact, Turriziani et al. (2012) reported greater memory improvement among
patients with mild cognitive impairment relative to healthy controls after
administration of rTMS to the dorsolateral prefrontal cortex.
Aduen et al. (2015) contrasted the driving risks associated with adult attention
deficit/hyperactivity disorder (ADHD) and those associated with depression
relative to those of a typical peer control group. Depression, but not ADHD,
predicted increased risk for self-reported injury following collisions (OR = 2.4)
(see also section 10.4.6, Attention deficit/hyperactivity disorder).
Because of very frequent comorbidity, patients diagnosed with mood or
anxiety disorders should also be screened for ADHD.

10.4.4 Anxiety disorders

Anxiety disorders may cause motor vehicle crashes when the driver’s
level of anxiety interferes with concentration or causes “freezing” or
perseverative errors.
Severe motor vehicle crashes commonly lead to the development of psychiatric
disorders. When symptoms of post-traumatic stress disorder or phobic
avoidance complicate the picture, crash survivors can get significant help in
the healing process through counselling and from relevant books. Ehlers et al.
(2007) described the Driving Cognitions Questionnaire (www.sciencedirect.
com/science/article/pii/S0887618506001186), a screening tool for identifying
drivers with significant phobia, which is common among the general population
and more common after a motor vehicle crash. This 20-item scale measures 3
areas of driving-related concerns: panic-related, crash-related and social.

49 CMA Driver’s Guide — 9th Edition

 Benzodiazepines may increase the risk of motor vehicle crashes, although low-
dose clonazepam, sometimes a useful adjunct in the maintenance treatment of
panic disorder, is unlikely to do so.

10.4.5 Psychotic episodes

Psychotic episodes due to any psychiatric or general medical condition may be
the most urgent psychiatric situation with regard to fitness to drive. An acute
psychotic episode is incompatible with safe driving. Physicians should note that
an acutely psychotic patient may be able to mask symptoms initially.
Any driver who has experienced an episode, including commercial drivers with
Class 4 licences (e.g., taxi drivers), may be safe to return to driving once the
acute episode has settled, if there are no impairing effects from maintenance
medication and if there is sufficient insight to adhere to treatment and identify
early indicators of relapse.

10.4.6 Attention deficit/hyperactivity disorder (ADHD)

The motor vehicle licensing authority, as well as the parents of an adolescent
with a diagnosis of ADHD who qualifies for a driver’s licence, should pay close
attention to speeding, red light infractions and risk-taking behaviour. Online
resources may help with practical advice about risk-reduction, including some
novel technological monitoring approaches.
Although ADHD is now seen as a lifelong disorder, the prevalence decreases
somewhat with age. It is unclear why this is the case and whether it may reflect
learned adaptive strategies. In a contrasting view, Moffitt et al. (2015), from
the results of a 4-decade longitudinal cohort study, raise the possibility that
adults presenting with ADHD symptoms may not have a childhood-onset
neurodevelopmental disorder.
For both children and adults, psychostimulant medication may have a useful
role in controlling symptoms and improving performance on a number of
tasks. Stimulants have the most evidence supporting their efficacy in reducing
the risk of moving violations and crashes for drivers with ADHD, particularly in
the first 5 years of driving. The long-acting preparations of psychostimulants
provide medication coverage throughout both the day and early evening and
are formulated in ways that make them less likely to be diverted for illicit use.
As summarized by Barkley (2015):
ADHD in teens and adults is consistently associated with less safe driving
habits, deficient driving performance, and greater inattention and
impulsivity while driving. The disorder is also linked to more adverse driving
outcomes, such as a greater risk for traffic citations (especially for speeding)
and more of such citations; license suspensions/revocations; and a greater
risk for crashes, more crashes, more severe crashes; and being considered
to be at fault in such crashes.

Psychiatric disorders 50
 Some of these adverse outcomes are also linked to and exacerbated by
comorbidity with oppositional defiant disorder, conduct disorder or antisocial
personality disorder.
Recently, a multi-site study using large general population samples (Aduen
et al., 2015) contrasted the driving risks associated with adult ADHD and with
depression relative to those of a peer control group. Diagnoses of ADHD and
depression were based on norm-referenced questionnaires, resulting in 275
adults identified with ADHD, 251 with depression, and a healthy control group
of 1,828 adults. Primary outcomes included self-reported traffic collisions,
moving violations, collision-related injuries and collision fault (in previous 3
years). Accounting for demographic differences, ADHD but not depression was
associated with about twice the risk for multiple violations (OR = 2.3), multiple
collisions (OR = 2.2), and collision fault (OR = 2.1). The authors concluded that
adult ADHD is uniquely linked to increased adverse driving outcomes that are
not evident in depression and are clearly greater than risks seen in general
population healthy adults. Identification of the specific mechanisms underlying
this risk will be critical to designing effective interventions to improve long-
term functioning for drivers with psychiatric disorder(s) associated with a
higher risk of collision.
Texting on cell phones while driving markedly worsens the driving performance
of teens both with ADHD and without the disorder (Narad et al., 2013; Kingery
et al., 2015; Llerena et al., 2015).
A case–control study (n = 205 + 200) conducted by Safiri et al. (2013) in Iran
found an association between adult ADHD and motorcycle traffic injuries.
ADHD scores in all 4 subscales of the DSM-IV diagnostic criteria were
significantly higher in the case (motorcycle injury) than in the control study
group (noting that many motorcycle crashes may result in death or brain injury
and the role of ADHD will remain unknown). The authors recommend a role for
psychological screening and, if required, consultation with respect to ADHD
during the motorcycle licensing process.
Chang et al. (2014) studied the association between ADHD and the risk of
serious motor vehicle collision (MVC) (identified as an emergency hospital visit
or death due to MVC) and explored whether ADHD medication influences this
risk among patients with ADHD. Through the Karolinska Institute, a total of
17,408 patients with a diagnosis of ADHD were observed from January 1, 2006,
through December 31, 2009, for serious motor vehicle collisions documented in
Swedish national registers. To study the effect of ADHD medication, the authors
compared the risk of MVC during a period when medication was used with the
risk during a period without medication among the same patients. Compared
with individuals without ADHD, male and female patients with ADHD had an
increased risk of MVC. In male patients with ADHD, medication was associated
with a 58% risk reduction (hazard ratio, 0.42; 95% CI, 0.23 to 0.75), but there

51 CMA Driver’s Guide — 9th Edition

 was no statistically significant association in female patients. Estimates of the
population-attributable fractions suggested that 41% to 49% of the MVCs in
male patients with ADHD could have been avoided if they had been receiving
treatment during the entire follow-up. The authors advised that clinicians should
consider informing patients about the increased risk of motor vehicle collision
associated with ADHD, as well as possible benefits of ADHD medication.
Screening for ADHD can be accomplished by use of ADHD Rating Scales
(www.adhdratingscales.com). The Adult ADHD Self-Report Scale (ASRS v1.1)
developed through collaboration between Harvard University and the World
Health Organization has good sensitivity and selectivity but may give more
false-positive scores for ADHD among patients with bipolar disorder (Perroud,
2014). The ASRS scale has been translated into more than 20 languages (www.
hcp.med.harvard.edu/ncs/asrs.php).
Those with a positive screening test result may benefit from assessment
with the Barkley Deficits in Executive Functioning Scale (www.guilford.
com/books/Barkley-Deficits-Executive-Functioning-Scale-BDEFS-Adults/
Russell-Barkley/9781606239346; versions for adolescents and for adults).
The objective measurements will help to target areas of deficits in executive
functioning in order to customize treatment. In addition to the increasing
range of psychostimulant and other medications for the treatment of ADHD,
there have been excellent advances in evidence-based cognitive behavioural
therapy (CBT) approaches such as Safren et al. (2005) Mastering Your Adult
ADHD (global.oup.com/academic/product/mastering-your-adult-adhd-
9780195188189?cc=ca&lang=en&).
While there is, as yet, no evidence that CBT for ADHD has any impact on
driving competence, it may help to diminish functional impairment in a
number of domains.
Dr. Laurence Jerome of London, Ontario, has a useful website devoted
to ADHD and driving (www.adhddriving.com) which includes a screening
questionnaire (the Jerome Driving Questionnaire [JDQ]; www.caddra.ca/
pdfs/caddraGuidelines2011JDQ.pdf) that is in the public domain as well as
educational videos for use with patients and their families.

10.4.7 Aggressive driving

Law enforcement agencies are paying more attention to ticketing aggressive
drivers as the hazards associated with “road rage” become more evident.
Individuals with ADHD are more likely to manifest anger, hostility and
aggression while driving, and such emotional dysregulation is also a factor in
their crash risk (Barkley, 2015; Richards et al., 2002 and 2006). Such behaviour
is not exclusive to those with a diagnosis of ADHD and may be associated with
a range of diagnoses, including mood and personality disorders, alone or in
combination with each other or with ADHD.

Psychiatric disorders 52
 Redelmeier et al. (2010) conducted a population-based case–control study in
Ontario to examine the amount of road trauma involving teenage male youth
that might be explained by prior “disruptive behaviour disorders” (specifically,
ADHD, conduct disorder and oppositional defiant disorder). A history of
disruptive behaviour disorders was significantly more frequent among trauma
patients than controls, equal to a one-third increase in the relative risk of road
trauma. The risk explained about 1 in 20 crashes, was apparent years before
the event, extended to those who died, and persisted among those injured
as pedestrians.
With the present state of knowledge, it seems reasonable to refer aggressive
drivers with insight for specialized CBT groups, where available. Those
without insight will likely only be dealt with by court-ordered treatment and
administrative prohibitions from driving, although motivational interviewing
strategies may be of some benefit.

10.5 Psychoactive drugs

Psychoactive medications may impair ability to drive. See section 6.3.7, Antidepressants
and antipsychotics.

53 CMA Driver’s Guide — 9th Edition

Section 11:

Nervous system

Alert

• Any seizure is grounds for immediate cessation of all driving activities.

• Resumption of driving will depend on neurologic assessment of the patient and the
nature of the driving activity that is involved.
• Driving after a seizure caused by use of a substance depends on complete abstinence
from use of that substance.
• Lack of compliance, including forgotten doses of medications, is grounds for immediate
cessation of all driving activities.

11.1 Overview
Safe driving requires concentration, a reasonable level of intelligence and maturity,
complete control over all muscle movements and freedom from the distracting influence
of severe pain. In addition, a safe driver must always be alert, fully conscious and capable
of quickly appreciating and responding to changing traffic and road conditions.
A driver with a history of any type of seizures, due to epilepsy or any other cause, is
generally fit to drive a private vehicle if there have been no seizures during the previous
6 months. For certain types of seizures that do not affect the level of consciousness and
with symptoms that do not affect driving, the seizure-free period may be waived if the
seizure pattern has remained constant for at least 12 months.
This section lists and discusses the most common neurologic conditions that can
adversely affect driving ability.

11.2 Febrile or toxic seizures, benign childhood absence epilepsy

and other age-related epilepsy syndromes
Where seizures are directly related to a toxic illness, either in childhood or in adult life,
and the patient has fully recovered from the illness, the seizures are of no concern in
evaluating a patient’s later medical fitness to drive. Some benign childhood epilepsy
syndromes remit. These would be of less concern than a current epileptic disorder. A
neurologic evaluation should be obtained in all such cases.

11.3 Syncope
A single occurrence of syncope that is fully explained and, given the etiology, is unlikely
to recur may require no more than close observation. However, patients with a history of

Nervous system 54
 several fainting spells or repeated unexplained falls should not drive until the cause has
been determined and successful corrective measures taken. See section 14.4, Syncope.

11.4 Seizures
As for all conditions, in all instances where a temporal recommendation is made, the time
period should be considered a general guideline. Individual circumstances may warrant
prolonging or reducing the time period suggested.
The recommendations for seizures are presented in both tabular (Table 2) and
text format.

11.4.1 Single, unprovoked seizure before a diagnosis

Private drivers: These patients should not drive for at least 3 months and not
before a complete neurologic evaluation — including electroencephalography
(EEG) with waking and sleep recording and appropriate neurologic imaging,
preferably magnetic resonance imaging (MRI) — has been carried out to
determine the cause.
Commercial drivers: Commercial drivers should be told to stop driving all
classes of vehicles at once. For these drivers, there is a need for even greater
certainty that another seizure will not occur while they are driving. At a
minimum, commercial drivers should follow the private driver guideline and
not drive private vehicles for at least 3 months after a single unprovoked
seizure. If a complete neurologic evaluation, including waking and sleep
EEG and appropriate neurologic imaging, preferably MRI, does not suggest
a diagnosis of epilepsy or some other condition that precludes driving, it is
safe to recommend a return to commercial driving after the patient has been
seizure free for 12 months.

TABLE 2: Recommendations for drivers who have experienced seizure

Single, • No driving for at least 3 months • No driving private vehicles for
unprovoked and at least 3 months
seizure before • Neurologic assessment, • Neurologic assessment,
a diagnosis preferably including EEG including EEG (awake and
(awake and asleep) and appro- asleep) and appropriate
priate imaging imaging
• If no epilepsy diagnosis,
resume professional driving if
seizure free for 12 months
cont'd

55 CMA Driver’s Guide — 9th Edition

cont'd from previous page

After diagnosis Drive if • Resume driving if 5 years

of epilepsy seizure free (Recommenda-
• 6 months seizure free* on
tions for individual patients
medication
may differ on an exceptional
• Physician has insight into basis.)
patient compliance
• Physician cautions against
fatigue, alcohol
After surgery • Resume driving if 12 months • Resume driving if 5 years
to prevent seizure free after surgery with seizure free (Recommenda-
epileptic therapeutic drug levels (Rec- tions for individual patients
seizures ommendations for individual may differ on an exceptional
patients may differ on an basis.)
exceptional basis.)

Seizures only • Drive after 1 year from initial • No driving commercial vehicles
in sleep or seizure if drug levels are for at least 5 years
immediately on therapeutic
wakening
Medication withdrawal or change:
Initial • No driving for 3 months from • No driving for 6 months from
withdrawal or the time medication is discon- the time medication is discon-
change tinued or changed tinued or changed
If seizures • Resume driving if seizure free • Resume driving if seizure free
recur after for 3 months for 6 months (Recommenda-
withdrawal or tions for individual patients
change may differ on an exceptional
basis.)
Long-term • Drive any vehicle if seizure free off medication for 5 years with no
withdrawal and epileptiform activity within previous 6 months on waking and sleep
discontinuation EEG
of medication
Auras (simple Drive if: Drive if:
partial seizures)
• Seizures are unchanged for at • Seizures remain benign for at
least 12 months least 3 years
• No generalized seizures • No generalized seizures
• Neurologist approves • Neurologist approves
• No impairment in level of • No impairment in level of
consciousness or cognition consciousness or cognition
• No head or eye deviation with • No head or eye deviation with
seizures seizures cont'd

Nervous system 56
 cont'd from previous page

Alcohol- Drive if:

withdrawal-
• Remain alcohol free and seizure free for 6 months
induced
seizures • Complete a recognized rehabilitation program for substance
dependence
• Compliant with treatment
Post-traumatic • Same as for single, unprovoked seizure
seizures (single,
not epilepsy)
Juvenile • No driving of any class of vehicle unless taking appropriate
myoclonic anti-seizure medication
epilepsy (Janz
syndrome)
*Or 12 months seizure free if seizures associated with altered awareness have occurred in previous 2 years
(see text).

Note: EEG = electroencephalography; MRI = magnetic resonance imaging

11.4.2 After a diagnosis of epilepsy

Patients may drive any class of vehicle if they have been seizure free for 5
years, with or without anticonvulsive medication. However, patients with
juvenile myoclonic epilepsy (Janz syndrome) may not drive any class of vehicle
unless they are taking appropriate antiseizure medication.
Private drivers: Patients with epilepsy who are taking antiseizure medication
should not be recommended for Class 5 or 6 licensing until the following
conditions are met:
• Seizure-free period: The patient should be seizure free on medication for
not less than 6 months. With certain types of epilepsy, this period may be
reduced to not less than 3 months on the recommendation of a neurologist,
provided the neurologist has stated the reasons for this recommendation.
The seizure-free period is necessary to establish a drug level that prevents
further seizures without side effects that could affect the patient’s ability
to drive safely. The antiseizure medication should have no evident effect on
alertness or muscular coordination.
• Patient compliance with medication and instructions: The attending
physician should feel confident that the patient is conscientious and reliable
and will continue to take the prescribed antiseizure medication as directed,
carefully follow the physician’s instructions and promptly report any further
seizures. Medication compliance and dose appropriateness should be
supported by measurement of drug levels whenever reasonably possible.
• Cautions: Physicians should advise patients with epilepsy that they should
not drive for long hours without rest, nor should they drive when fatigued.

57 CMA Driver’s Guide — 9th Edition

 Patients who require antiseizure medication and who are known to drink
alcohol to excess should not drive until they have been alcohol free and
seizure free for at least 6 months. These patients often neglect to take
their medication while drinking. As well, alcohol withdrawal is known to
precipitate seizures, and the use of even moderate amounts of alcohol
may lead to greater impairment in the presence of antiseizure medication.
Patients taking these drugs should be advised not to consume more than 1
unit of alcohol per 24 hours.
A patient who stops taking antiseizure medication against medical advice
should not be recommended for driving. This prohibition on driving may
change if the physician feels confident that the formerly non-adherent
patient, who is again taking antiseizure medication as prescribed, will
conscientiously do so in the future and if compliance is corroborated by
therapeutic drug levels, when available.
Commercial drivers: It can be unsafe for commercial drivers who must take
antiseizure medication to operate passenger-carrying or commercial transport
vehicles (Classes 1–4). For these drivers, there is a need for even greater
certainty that another seizure will not occur while they are driving. Commercial
drivers are often unable to avoid driving for long periods of time, frequently
under extremely adverse conditions or in highly stressful and fatiguing
situations that could precipitate another seizure. Unfortunately, seizures do
sometimes recur even after many years of successful treatment.

11.4.3 After surgery to prevent epileptic seizures

Private drivers: These patients should be seizure free for 12 months after
the surgery and taking antiseizure medication before being recommended for
driving any type of motor vehicle. This period may be reduced to 6 months on
the recommendation of a neurologist.
Commercial drivers: Before resuming driving, commercial drivers should be
seizure free for 5 years, with or without medication. However, in certain types
of epilepsy, this period may be reduced to 3 years on the recommendation of a
neurologist.

11.4.4 Seizures only while asleep or on wakening

Private drivers: Patients with epilepsy with seizures that only occur while they
are asleep or immediately after wakening can be recommended for a private
vehicle licence (Class 5 or 6) if the seizure pattern is consistent for at least 12
months after the initial seizure or if they are seizure-free for at least 6 months.
Commercial drivers: Commercial drivers with this type of seizure and with
therapeutic drug levels should not drive passenger-carrying vehicles or
commercial trucks (Classes 1–4) for at least 5 years. Recommendations for
individual patients may differ on an exceptional basis. There should be no
prolonged post-ictal impairment in wakefulness.

Nervous system 58
 11.4.5 Withdrawal of seizure medication or medication change
The following recommendations do not apply to voluntary cessation of
antiseizure medication by the patient or instances of missed doses of
prescribed medication.
Initial withdrawal or change: Some patients with fully controlled seizures
whose antiseizure medication is withdrawn or changed have a recurrence of
their seizures. Because the relapse rate with drug withdrawal is at least 30%–
40%, patients must not drive for 3 months from the time their medication is
discontinued or changed. Such patients should always be cautioned that they
could have further seizures and should be counselled as to the risk factors for
seizure recurrence.
The same concerns and conditions apply to commercial drivers as to private
drivers. However, the period of observation before resuming driving is 6
months, and a normal EEG, preferably both awake and asleep, should be
obtained during this time. If the evaluation is being done in the context of
medication withdrawal, the EEG should be done when serum drug levels are
non-measurable.
If seizures recur: If seizures recur after a physician has ordered
discontinuation of or a change in antiseizure medication, patients can resume
driving, provided they take the previously effective medication according to
the physician’s instructions. Private drivers must be seizure free for 3 months
and commercial drivers for 6 months before resuming driving.
Long-term withdrawal or discontinuation: Patients with epilepsy whose
anticonvulsant medication has been discontinued may drive any class of
vehicle once they have been seizure free off medication for 5 years, with no
epileptiform activity being recorded during a waking and sleep EEG obtained in
the 6 months before resumption of driving.

11.4.6 Auras (simple partial seizures)

Private drivers: Patients with auras involving somatosensory symptoms,
special sensory symptoms or non-disabling focal motor seizures in a single
limb without head or eye deviation may be eligible for a Class 5 or 6 licence,
provided there is no impairment in their level of consciousness or cognition,
their seizures are unchanged for more than 1 year, or they are seizure-free
for at least 6 months, and they have the approval of a neurologist to resume
driving.
Commercial drivers: Patients with auras involving somatosensory symptoms,
special sensory symptoms or non-disabling focal motor seizures in a single limb
without head or eye deviation may be eligible to drive commercial vehicles,
including passenger-carrying commercial vehicles (Classes 1–4), provided
there is no impairment in their level of consciousness, the seizure pattern has

59 CMA Driver’s Guide — 9th Edition

 remained benign for at least 3 years and has never been generalized, and they
have the approval of a neurologist to resume driving.

11.4.7 Seizures induced by alcohol withdrawal

As a result of chronic alcohol abuse or after a bout of heavy drinking, alcohol
withdrawal can cause seizures in both epileptic and non-epileptic patients.
Patients who have had alcohol-withdrawal seizures should not drive any type
of motor vehicle. For these patients, investigation is required to exclude an
underlying epileptic disorder. Before they can resume driving, these patients
must complete a recognized rehabilitation program for substance dependence
and must remain both alcohol free and seizure free for 6 months. A patient
who does not have epilepsy who experiences a seizure induced by alcohol
withdrawal does not usually require antiseizure medication.

11.5 Disorders affecting coordination, muscle strength

and control
Loss of muscle strength or coordination occurs in a wide variety of disorders, each of
which poses a special problem. These conditions include weakness, altered muscle
tone, involuntary movements or reduced coordination due to poliomyelitis, Parkinson’s
disease, multiple sclerosis, cerebral palsy, the muscular dystrophies, myasthenia gravis,
tumours of the brain or spinal cord, spinal stenosis, spina bifida, organic brain damage
following a head injury or stroke, Tourette’s syndrome, Huntington’s chorea and ataxias.
In the early stages of some of these conditions, driving restrictions may be unnecessary.
However, in serious cases, it will be immediately obvious that the applicant is unable to
drive safely. Drivers with Class 5 licences who have mild loss of muscle strength or control
may have special controls added to their cars. The motor vehicle licensing authorities
are aware of the types of controls available and where they can be obtained. After the
controls have been installed, the driver must undergo a road test and satisfy an examiner
that he or she can drive safely.
If the disorder is not progressive, 1 medical examination and road test will usually suffice.
However, if the condition is progressive or there are multiple medical conditions, the
patient must be followed closely and driving must be discontinued when the disability
reaches the point at which driving becomes unsafe. In such conditions, the physician
should recommend a functional evaluation if the patient wishes to resume driving.
If the condition is characterized by or accompanied by cognitive impairment or
impairment of memory, judgment or behaviour, or it is liable to lead to a loss of
consciousness, the patient should be advised to stop driving. Any sign of cognitive
impairment should trigger further evaluation of fitness to drive (see section 8, Dementia
and mild cognitive impairment).
In most instances, these disorders preclude holding a Class 6 licence. Patients with
peripheral neuropathy causing sensory or motor symptoms should be evaluated further
by a specialist.

Nervous system 60
 11.6 Severe pain
Severe pain from such causes as migraine headache, trigeminal neuralgia or lesions of
the cervical or lumbar spine can decrease concentration or limit freedom of movement
to a degree that makes driving extremely hazardous. This is a particular concern for
commercial drivers, whose responsibilities or working conditions may prevent them from
stopping work even if the pain becomes disabling.
In addition, prescription and over-the-counter painkillers may interfere with a person’s
ability to drive safely. However, some patients may be rendered capable of driving
despite their pain by the use of these medications. Patients who experience frequent,
chronic and incapacitating pain should be advised to avoid driving while incapacitated.
The underlying condition causing the pain may affect the person’s fitness to drive, and a
functional evaluation may be indicated.

11.7 Head injury and seizures

Drivers who have had a recent head injury should always be examined with particular
care to determine whether there is any evidence of confusion or other symptoms that
would make them temporarily unfit to drive. Although a minor head injury usually does
not impair driving for more than a few hours, a more serious injury that results in even
minimal residual brain damage or concussion should be fully evaluated before driving is
resumed.
See also section 16, Traumatic brain injury.

11.7.1 Post-traumatic seizure

Under certain conditions, a patient with a head injury may resume driving after
a single post-traumatic seizure.
Private drivers: A patient with a single post-traumatic seizure should not drive
for at least 3 months and not until a complete neurologic evaluation, including
EEG with sleep recording and appropriate brain imaging, has been carried out.
Commercial drivers: A patient with a single post-traumatic seizure should not
drive for at least 12 months and not until a complete neurologic evaluation,
including EEG with sleep recording and appropriate brain imaging, has been
carried out.

11.7.2 Post-traumatic epilepsy

The guidelines for private and commercial drivers after a diagnosis of epilepsy
(section 11.4.2) should be applied to those with post-traumatic epilepsy.

11.8 Intracranial tumours

A patient who wishes to resume private or commercial driving after removal of an
intracranial tumour must be evaluated regularly for recovery of neurologic function and
absence of seizure activity.

61 CMA Driver’s Guide — 9th Edition

11.8.1 Benign tumours
If a patient’s cognitive function, judgment, coordination, visual fields, sense of
balance, motor power and reflexes are all found to be normal after removal
of a benign intracranial tumour, there is usually no reason to recommend any
permanent driving restrictions.
If a seizure has occurred either before or after removal of the tumour,
the patient should be seizure free for at least 12 months, with or without
medication, before resuming driving.

11.8.2 Malignant tumours

No general recommendation can be made about driving after removal of
a malignant or metastatic brain tumour. The opinions of the consulting
neurologist and the surgeon who removed the tumour should always be
sought and each case evaluated individually. Seizures related to a brain tumour
are discussed above. If there is a possibility that the tumour could recur, the
physician should always fully explain to the patient the nature of the condition
before sending a medical report to the motor vehicle licensing authority.

11.9 Parkinson’s disease and parkinsonism

During the early stages, Parkinson’s disease affects only fine coordination and therefore
should not affect fitness to drive. With progression, impairment of the speed of gross
movements and of reaction time may begin to make driving unsafe. The situation can
be worsened by any associated cognitive impairment, side effects of medications (e.g.,
somnolence, involuntary movements, hallucinations) and an increasingly unpredictable
response to medication leading to “wearing off” and other motor function fluctuations.
The main concern is a delay in reaction time in response to complex traffic situations,
which increases the risk of collision. Periodic assessment of cognitive processing speed
will help in determining changes in reaction time. The Montreal Cognitive Assessment
(MoCA©; mocatest.org) may be useful in this regard, followed by an on-road test.

Nervous system 62
Section 12:  

Vision

Alert

Immediate contraindications to driving — a patient with any of these problems should

be advised not to drive until the medical condition has been evaluated and treated:
• Visual acuity: For private drivers, corrected vision less than 20/50 (6/15) with both
eyes open and examined together; for commercial drivers, refer to visual acuity
standards.
• Visual field: For private drivers, field less than 120o* along the horizontal meridian
and 15° continuous above and below fixation, with both eyes open and examined
together; for commercial drivers, refer to visual field standards.
• Diplopia within the central 40° of the visual field (i.e., 20° to the left, right, above and
below fixation).
• Recent functional change from binocular to monocular vision, including temporary
patching of an eye.

*Some jurisdictions (e.g., Quebec) have different requirements for private drivers (i.e., field less than 100° along the
horizontal meridian and 10° continuous above and 20° below fixation, with at least 30° on each side of the vertical
meridian, with both eyes open and examined together).

12.1 Overview
The following recommendations are based in large part on the work of the Canadian
Ophthalmological Society’s expert working group on driving and vision standards.
When a patient is visually impaired, the physician should inform the patient of the
nature and extent of the visual defect and, if required, report the problem to the
appropriate authorities.
When minor visual defects are not accompanied by cognitive defects or neglect, most
drivers are capable of compensating for the defects. For example, most people adapt
to the loss of an eye within a period of several months. Recent studies indicate that
experienced drivers can compensate for a loss of visual acuity if they are in familiar
surroundings and they limit their speed. In these circumstances, functional assessments
are indicated.
This section presents information about the recommended visual acuity and visual field
needed for safe driving (section 12.2, Recommended visual functions). Actual standards
for these functions are set by provincial or territorial licensing authorities and may vary
among jurisdictions, as well as differing from the recommendations in this section,

63 CMA Driver’s Guide — 9th Edition

which are based on expert opinion. The section also presents information about other
important visual functions that should be taken into consideration in determining fitness
to drive (section 12.3, Other important visual functions for driving) and recommendations
for exceptional cases that require individual assessment (section 12.4, Exceptional cases).
It also provides further detail on recommended testing procedures (Addendum 1), a list
of medical conditions with increased risk for vision problems and a discussion of the use
of vision aids in driving (Addendum 2).

12.2 Recommended visual functions

12.2.1 Visual acuity (corrected)
A driver’s visual acuity must allow him or her time to detect and react to
obstacles, pedestrians, other vehicles and signs while moving at the maximum
posted speed, both in daylight and in darkness. Greater levels of visual acuity
are required for some classes of licence to ensure public safety. Road signs
should be designed to be easily legible at a safe distance for all individuals
who meet the minimum visual acuity standard. (See Addendum 1 for testing
procedures.)

Class of licence Recommended visual acuity

Private Not less than 20/50 (6/15) with both eyes open and
(Classes 5, 6) examined together
Commercial Not less than 20/30 (6/9) with both eyes open and
(Classes 1–4) examined together. Worse eye not less than 20/400
(6/120)*

*Some jurisdictions require an acuity higher than 20/400 (6/120) in the worse eye. For example, some jurisdictions
have a standard of 20/100 (6/30) or better in the worse eye for commercial licences. Other jurisdictions, such as
Quebec, no longer have requirements for the worse eye.

12.2.2 Visual field

An adequate continuous field of vision is important to safe driving. Any
significant scotoma or restriction in the binocular visual field can make driving
dangerous. Conditions often associated with loss of visual field are described in
Addendum 2 of this section. If a visual field defect is suspected (on the basis of
a medical condition, subjective report or confrontation field assessment), the
patient should be referred to an ophthalmologist or optometrist for further
testing. (See Addendum 1 for testing procedures.)

Class of licence Recommended visual field

Private 120° continuous along the horizontal meridian
(Classes 5, 6) and 15° continuous above and below fixation with
both eyes open and examined together
Commercial 150° continuous along the horizontal meridian and
(Classes 1–4) 20° continuous above and below fixation with both
eyes open and examined together

Vision 64
 12.2.3 Diplopia
Diplopia (double vision) within the central 40° (i.e., 20° to the left, right, above
and below fixation) of primary gaze is incompatible with safe driving for all
classes of licence. Individuals who have uncorrected diplopia within the central
40° of primary gaze should be referred to an ophthalmologist or optometrist
for further assessment. If the diplopia can be completely corrected with
a patch or prisms to meet the appropriate standards for visual acuity and
visual field, the individual may be eligible to drive. Before resuming driving
with a patch, there should be an adjustment period of 3 months or a period
sufficient to satisfy the treating ophthalmologist or optometrist that adequate
adjustment has occurred.

12.3 Other important visual functions for driving

12.3.1 Colour vision
Individuals should be made aware of any abnormality of colour vision to allow
them to compensate for this difference in their vision. Although no standards
exist for colour vision, all drivers should be able to discriminate among traffic
lights. (See Addendum 1 for testing procedures.)

12.3.2 Contrast sensitivity

Individuals with reduced contrast sensitivity may experience difficulty with
driving, especially at night or during bad weather, in spite of having adequate
visual acuity. However, it is unclear at this time what level of reduction in
contrast sensitivity represents an unacceptable risk for driving. Loss of contrast
sensitivity can be associated with increased age, cataract, refractive surgery
and other ocular disorders. Individuals should be made aware of any significant
reduction in contrast sensitivity.

12.3.3 Depth perception

Motor vehicle crashes sometimes occur because of the driver’s inability to
judge distances accurately. However, judging distance is a skill that can be
learned, even by people with monocular vision. Monocular judgments of depth
can be made on the basis of such cues as the relative size or interposition of
objects, clearness of details and analysis of shadows and contrast effects.
A more refined form of distance judgment, called stereopsis, is based on
information coming from both eyes.
A driver who has recently lost sight in an eye or has lost the use of stereopsis
may require a few months to recover the ability to judge distance accurately.

12.3.4 Dark adaptation and glare recovery

The ability to adapt to decreased illumination and to recover rapidly from
exposure to glaring headlights is of great importance for night driving.
The partial loss of these functions in elderly people, particularly those with

65 CMA Driver’s Guide — 9th Edition

 cataracts or macular disease, may in some cases justify limiting driving to
daylight hours.

12.3.5 Useful field of view

Processing of visual information while driving is very complex, and the visual
field test evaluates only the capacity of a non-moving eye to see a stimulus. The
useful field of view is a specialized visual field that evaluates the processing
speed of centrally presented stimuli, as well as the selective and divided
attention a driver needs to identify central and peripheral stimuli presented
simultaneously while ignoring distracting stimuli. Although it is not part of
the current regulations, physicians must be aware of this new tool and of the
importance and complexity of the visual information processing on
safe driving.

12.4 Exceptional cases

The loss of some visual functions can be compensated for adequately, particularly
in cases of longstanding or congenital impairments. When a driver becomes visually
impaired, the capacity to drive safely varies with the driver’s compensatory abilities. As a
result, there may be individuals with visual deficits who do not meet the vision standards
for driving but who are able to drive safely. On the other hand, there may be individuals
with milder deficits who do meet the vision standards but who cannot drive safely.
In these exceptional situations, it is recommended that the individual undergo a special
assessment of fitness to drive. The decision regarding fitness to drive can only be made
by the appropriate licensing authorities. However, examining physicians may take the
following information into consideration when making recommendations to a patient or
to the licensing authorities:
• favourable reports from the ophthalmologist or optometrist
• good driving record
• stability of the condition
• absence of other significant medical contraindications
• other references (e.g., professional, employment)
• assessment by a specialist at a recognized rehabilitation or occupational therapy
centre for driver training.
In some cases it may be reasonable to recommend that an individual be granted a
restricted or conditional licence to ensure safe driving. It may also be appropriate to
make such permits exclusive to a single class of vehicles.

Addendum 1: Testing procedures

A1.1 Visual acuity
The visual acuity of applicants should be tested using the refractive correction (spectacles

Vision 66
 or contact lenses) that they will use for driving. The examiner should assess visual acuity
under binocular (both eyes open) or monocular conditions, as required by the relevant
standard. It is recommended that visual acuity be assessed using a Snellen chart or
equivalent at the distance appropriate for the chart under bright photopic lighting
conditions of 275–375 lux (or greater than 80 candelas/m2). Charts that are designed to
be used at 3 m (9.8 ft) or greater are recommended.
Visual field: When a confrontational field assessment is carried out to screen for visual
field defects, the following procedure is recommended, at a minimum:
1. The examiner is standing or seated approximately 0.6 m (2 ft) in front of the
examinee, with eyes at about the same level.
2. The examiner asks the examinee to fixate on the nose of the examiner with both
eyes open.
3. The examiner extends his or her arms forward, positioning the hands halfway be-
tween the examinee and the examiner. With arms fully extended, the examiner asks
the examinee to confirm when a moving finger is detected.
4. The examiner should confirm that the ability to detect the moving finger is continu-
ously present throughout the area specified in the applicable visual field standard.
Testing is recommended in an area of at least 180° horizontal and 40° vertical,
centred around fixation.
If a defect is detected, the individual should be referred to an ophthalmologist or
optometrist for a full assessment.
When a full assessment is required, the binocular visual field should be assessed using
a III/4e Goldmann-type target or the closest equivalent. The Esterman functional vision
test on the Humphrey visual field analyzer or kinetic perimetry with static exploration for
scotomata on the Goldmann perimeter is recommended. When binocular assessments
are not possible, monocular assessments will be considered.
Some automated testing devices used in driver testing centres have a procedure for
assessing visual field. However, these tests are often insensitive to many types of visual
field defect, and none tests greater than 140° in the horizontal median. Thus, they may
not be adequate for screening purposes.
Diplopia: Anyone reporting double vision should be referred to an ophthalmologist or
optometrist for further assessment.
Contrast sensitivity: Assessment of contrast sensitivity is recommended for those who
are referred to an ophthalmologist or optometrist for vision problems related to driving.
Contrast sensitivity may be a more valuable indicator of visual performance in driving
than Snellen chart visual acuity. Increased use of this test is encouraged as a supplement
to visual acuity assessment.
Contrast sensitivity can be measured with a number of commercially available tools.
Examples* include the Pelli-Robson letter contrast sensitivity chart, either the 25% or the
11% Regan low-contrast acuity chart, the Bailey-Lovie low-contrast acuity chart and the

67 CMA Driver’s Guide — 9th Edition

VisTech contrast sensitivity test. The testing procedures and conditions recommended
for the specific test used should be followed.
Colour vision: Any test that requires the discrimination of red, green and yellow can be
used to assess colour vision for driving.
Depth perception: No clinical tests are available for assessing depth perception, other
than those used for stereopsis. If stereopsis assessment is required, the Titmus test can
be used.
Dark adaptation and glare recovery: Currently there are no standardized tests or
procedures that can be recommended for assessing these functions.

Addendum 2: Medical conditions and vision aids for driving

Some medical conditions have a greater risk of associated vision problems.
Examples include
• Corneal scarring
• Eye movement disorders
• Refractive surgery
• Strabismus
• Cataract
• Stroke
• Diabetic eye disease
• Brain tumour and surgery
• Retinal disease
• Head trauma
• Optic nerve disorders
• Neurologic disorders
• Glaucoma
• Multiple sclerosis

_____________________________________________________________________________

* This list may not be exhaustive and does not constitute an endorsement.

Vision 68
 There are many other conditions that may cause vision problems. If a vision problem is
suspected as a result of a medical condition, it is recommended that the individual be
referred to an ophthalmologist or optometrist for further assessment of visual function.
Night driving: When assessing a driver’s ability to drive at night, the following factors
should be considered: mesopic visual acuity, glare sensitivity, contrast sensitivity and the
presence of pathology such as cataracts, retinitis pigmentosa, corneal scarring and
retinal diseases.
Vision aids and driving: Telescopic spectacles (bioptic devices), hemianopia aids and other
low-vision aids may enhance visual function. The problems associated with their use while
driving can include loss of visual field, magnification causing apparent motion and the
illusion of nearness. Although expert opinion does not support their use by low-vision
drivers, recent Canadian legal decisions oblige licensing authorities to evaluate their use
on an individual basis for drivers whose vision does not meet the established standards.
These aids cannot be used to enable the user to meet the visual standards for testing
by the licensing authority. Consequently, a driver must demonstrate that the use of the
low-vision aid permits him to drive safely despite failure to meet the established visual
standard. An on-road test is the usual means of functional assessment in these cases. It
should be noted that drivers using telescopic lenses look through the lenses only 5%–
10% of the time that they are driving. Consequently, some jurisdictions assess the driver
without the lenses to evaluate fitness to drive under the conditions that will prevail for
90% of the time behind the wheel.

69 CMA Driver’s Guide — 9th Edition

Section 13:

Auditory and vestibular disorders

Alert

• There are no hearing standards for private drivers in Canada.

• In certain circumstances, standards of hearing are recommended for some
commercial drivers.

13.1 Overview
There are few data to indicate that hearing impairment affects driving ability. In certain
circumstances, meeting certain standards of hearing is recommended. Vestibular
dysfunction causing vertigo may affect ability to drive.
To date there is no conclusive evidence linking drivers’ hearing loss with an increased
risk of motor vehicle crashes. However, people with severe hearing loss will have limited
ability to detect emergency sirens and other roadside sounds (e.g., train horns and
crossings) and, where applicable, should be encouraged to wear hearing assistive devices
while driving.

13.2 Hearing
13.2.1 Standards
There are no hearing standards for private drivers in Canada.
The following standards, as applied to the person’s better ear, are
recommended for commercial drivers.
If a hearing-impaired person drives a Class 2 or 4 vehicle, he or she should first
undergo audiography performed by an audiologist or otolaryngologist. Drivers
with Class 2 or 4 licences should have a corrected hearing loss of no more than
40 dB averaged at 500, 1000 and 2000 Hz and a corrected word recognition
score of at least 50%–60%.
Drivers of Class 1 and 3 vehicles who wish to drive in the United States must
meet the same standards as outlined above for drivers of Class 2 and 4
vehicles. Although no hearing standards apply for holders of Class 1, 3, 5 or 6
licences in Canada, drivers transporting dangerous goods, regardless of the
class of vehicle, should meet the standards for Class 2 and 4 licences as noted
in the previous paragraph.

13.2.2 Hearing assistive devices

Hearing aids and cochlear implants amplify ambient noise. This may cause

Auditory and vestibular disorders 70

 fatigue or annoyance. If not functioning properly, they may mask warning
sounds that the driver should be able to hear.

13.3 Vestibular disorders

There are three basic types of vestibular disorders, all of which can seriously affect
driving ability.

13.3.1 Acute unilateral vestibular dysfunction — single prolonged episode

Patients with acute unilateral vestibular disorders, such as labyrinthitis or
vestibular neuronitis, should be advised not to drive until their condition has
subsided and the acute symptoms have resolved.

13.3.2 Recurrent unilateral vestibular dysfunction

• Patients with Meniere’s disease or other recurrent vestibulopathies should
be advised to pull off the road at the first sign of an acute attack, until their
symptoms subside. Those prone to severe, prolonged attacks may wish to
avoid driving long distances alone.
• Patients experiencing acute episodes without warning symptoms,
particularly those with Tumarkin’s (non-syncopal drop) attacks, should not
drive until their symptoms have been controlled or have abated for at least
six months.
• Patients with benign paroxysmal positional vertigo are usually safe to drive
unless they are sensitive to horizontal head movements, in which case
they should be advised not to drive until their condition has subsided or
responded to treatment.
13.3.3 Chronic bilateral vestibular hypofunction
Most patients with fixed vestibular hypofunction are safe to drive because
they have no acute attacks of vertigo. Because they rely more on vision and
proprioception for spatial cues, those with near complete or complete bilateral
absence of vestibular function may have more difficulty driving, particularly
during evening hours or on bumpy roads, and may not be safe to drive. In
some such cases, a driver’s road test may be the best indicator of driving
ability and safety.

71 CMA Driver’s Guide — 9th Edition

Section 14:

Cardiovascular diseases

Alert

Unstable cardiac patients who require admission to hospital or intensified follow-up should
cease driving immediately until they can be shown to be at an acceptably
low risk.

14.1 Overview
These recommendations are based on the report of the Canadian Cardiovascular Society’s
2003 Consensus Conference, Assessment of the Cardiac Patient for Fitness to Drive and
Fly. They are intended to assist decision-makers in assessing the fitness of cardiac patients
to drive and are not intended to diminish the role of the physician’s clinical judgment in
individual cases.
Recommendations are presented in tabular form. For definition of terms, see section 14.10.
Details regarding these and other recommendations can be found in the full report.*
Please note:
• There are no prospective, controlled studies in which patients have been randomly
chosen to be permitted or proscribed the driving privilege, nor are there any studies in
which patients have been randomly chosen to receive or not to receive physician advice
not to drive.
• The defined standard of risk (see the “risk of harm” formula, Appendix F), while sensibly
derived, is arbitrary and is not based on any evidence other than what has been accept-
able historically.
• Given that all recommendations for driving eligibility are based on comparison with this
arbitrary standard, they are based on expert
opinion only.
• Application of the “risk of harm” formula throughout this section creates internal
consistency among recommendations based on cardiovascular disorders, but does not
imply consistency with recommendations based on other conditions or disorders,
either in this guide or elsewhere.
• Wherever possible, best evidence was used to calculate the risks of driving, but the
evidence itself does not support or deny licence restrictions for cardiac patients nor the
mandatory reporting of such patients by their physicians.
_____________________________________________________________________________

*Assessment of the cardiac patient for fitness to drive and fly: final report. Ottawa : Société canadienne de cardiologie;
2003. Available: https://www.ccs.ca/images/Guidelines/Guidelines_POS_Library/DF_CC_2003_ES.pdf (accessed May
4th, 2017).

Cardiovascular diseases 72
 14.2 Coronary artery disease
Most patients with coronary artery disease (CAD) pose a low risk to other road users
while driving. However, certain conditions require careful evaluation and judgment. It
seems fair to conclude on both clinical and physiologic grounds that the cardiovascular
workload imposed by driving a vehicle is very light, and the risk that driving will provoke
a recurrent acute coronary syndrome incident causing incapacitation is extremely small.
Although a small percentage of acute coronary syndromes will present with sudden
­cardiac incapacitation, it is not possible with contemporary risk stratification to select
these patients in a meaningful way.

14.2.1 Acute coronary syndromes

Private driving Commercial driving
ST elevation MI 1 month after discharge 3 months after discharge

Non-ST elevation MI with 1 month after discharge 3 months after discharge

significant LV damage*
Non-ST elevation MI with
minor LV damage*
–– If PCI performed during 48 hours after PCI 7 days after PCI
initial hospital stay
–– If PCI not performed 7 days after discharge 30 days after discharge
during initial hospital stay
Acute coronary syndrome
without MI (unstable angina)
–– If PCI performed during 48 hours after PCI 7 days after PCI
initial hospital stay
–– If PCI not performed 7 days after discharge 30 days after discharge
during initial hospital stay

*Minor LV damage is classified as an MI defined only by elevated troponin with or without ECG changes
and in the absence of a new wall motion abnormality. Significant LV damage is defined as any MI that is
not classified as minor.

Note: ECG = electrocardiogram; LV = left ventricle; MI = myocardial infarction; PCI = percutaneous

coronary intervention.

Notwithstanding any of the above recommendations, angiographic demonstration of 50% or greater reduction in
the diameter of the left main coronary artery should disqualify the patient from commercial driving, and 70% or
greater should disqualify the patient from private driving, unless treated with revasculari­zation.

73 CMA Driver’s Guide — 9th Edition

14.2.2 Stable coronary artery disease
Private driving Commercial driving
Stable angina No restrictions No restrictions
Asymptomatic CAD No restrictions No restrictions
PCI 48 hours after PCI 7 days after PCI

Note: CAD = coronary artery disease; PCI = percutaneous coronary intervention.

14.2.3 Cardiac surgery for coronary artery disease

Private driving Commercial driving
CABG surgery 1 month after discharge 3 months after discharge

Note: CABG = coronary artery bypass graft.

14.3 Cardiac rhythm, arrhythmia devices and procedures

The general trend away from electrophysiology-study-guided risk stratification and
toward risk stratification based on left ventricular function is reflected in the 2003
guidelines, as the majority of implantable cardioverter defibrillator trials have identified
left ventricular function as one of the most important determinants of risk.

14.3.1 Ventricular arrhythmias

Private driving Commercial driving
VF (no reversible cause) 6 months after event Disqualified
Hemodynamically unstable VT 6 months after event Disqualified
VT or VF due to a reversible cause* No driving until/unless successful treatment of
underlying condition

Sustained VT with no associated 3 months after event Disqualified

impairment of consciousness; LVEF
< 35%

Sustained VT with no impairment of 4 weeks after event 3 months after

consciousness; LVEF ≥ 35%; ICD has satisfactory control event satisfactory
not been recommended control
Nonsustained VT with no associated No restriction No restriction
impairment of consciousness

*Examples include, but are not limited to, VF within 24 hours of myocardial infarction, VF during coronary
angiography, VF with electrocution, VF secondary to drug toxicity. Reversible cause VF recommendations overrule the
VF recommendations if the reversible cause is treated successfully and the VF does not recur.

Note: ICD = implantable cardioverter defibrillator; LVEF = left ventricular ejection fraction; VF = ventricular
fibrillation; VT = ventricular tachycardia.

Cardiovascular diseases 74
 14.3.2 Paroxysmal supraventricular tachycardia,
atrial fibrillation or atrial flutter
Private driving Commercial driving
With impaired level of Satisfactory control Satisfactory control
consciousness

Without impaired level of No restrictions No restrictions

consciousness

Drivers should receive chronic anticoagulation if clinically indicated (i.e., in presence of

atrial fibrillation or atrial flutter).

14.3.3 Persistent or permanent atrial fibrillation or atrial flutter

Private driving Commercial driving
Adequate ventricular rate No restriction; chronic anticoagulation if clinically
control; no impaired level of indicated
consciousness

14.3.4 Sinus node dysfunction

Private driving Commercial driving
No associated symptoms No restriction No restriction

Associated symptoms (sick Disqualified until successful treatment

sinus syndrome)

14.3.5 Atrioventricular and intraventricular block

Private driving Commercial driving
Isolated first degree AV
block
Isolated RBBB No restriction
Isolated left anterior No restriction
fascicular block
Isolated left posterior
fascicular block

cont'd

75 CMA Driver’s Guide — 9th Edition

cont'd from previous page

LBBB Fit to drive if no Fit to drive if no associated

associated impairment of impairment of level of
Bifascicular block
level of consciousness consciousness; and no
Second degree AV block; higher grade AV block on an
Mobitz I annual 24-hour Holter

First degree AV block +

bifascicular block
Second degree AV block;
Mobitz II (distal AV block)
Alternating LBBB and RBBB Disqualified
Acquired third degree AV
block
Congenital third degree AV Fit to drive if no Fit to drive if no associated
block associated impairment of impairment of level of
level of consciousness consciousness; QRS
duration ≤ 110 ms and no
documented pauses ≥ 3
seconds on an annual
24-hour Holter

Note: AV = atrioventricular; LBBB = left bundle branch block; RBBB = right bundle branch block.

If a permanent pacemaker is implanted, the recommendations in section 14.3.6 prevail.

14.3.6 Permanent pacemakers

Private driving Commercial driving
All patients with a • Waiting period 1 week after implant
permanent pacemaker • No impaired level of consciousness after implant
• Normal sensing and capture on ECG
• No evidence of pacemaker malfunction at regular

Note: ECG = electrocardiogram.

Cardiovascular diseases 76
 14.3.7 Implantable cardioverter defibrillators
Private driving Commercial driving
Primary prophylaxis; NYHA 4 weeks after implant Disqualified*
Classes I–III

A primary prophylaxis ICD No restriction Disqualified*

has been recommended but
declined by the patient

Secondary prophylaxis for 6 months after event† Disqualified*

VF or VT with decreased
level of consciousness;
NYHA Classes I–III

Secondary prophylaxis 1 week post implant, Disqualified*

for sustained VT with no in addition to the
associated impairment appropriate waiting
of consciousness; NYHA period for the VT (see
Classes I–III section 14.3.1)

Any event resulting in device Additional 6-month Disqualified*

therapies being delivered restriction
(shock or ATP), in which
level of consciousness was
impaired or the therapy(ies)
delivered by the device was/
were disabling

*ICDs may sometimes be implanted in low-risk patients. Individual cases may be made for allowing a commercial
driver to continue driving with an ICD provided the annual risk of sudden incapacitation is felt to be 1% or less.

†The 6-month period begins not at the time of ICD implant, but rather at the time of the last documented episode of
sustained symptomatic VT, or syncope judged to be likely due to VT or cardiac arrest.

Note: ATP = antitachycardia pacing; ICD = implantable cardioverter defibrillator; NYHA = New York Heart
Association; VF = ventricular fibrillation; VT = ventricular tachycardia.

For patients who have a bradycardia indication for pacing as well, the additional criteria
under section 14.3.6 also apply.
All patients must be followed from a technical standpoint in a device clinic with
appropriate expertise.

77 CMA Driver’s Guide — 9th Edition

14.3.8 Other
Private driving Commercial driving
Brugada’s syndrome; • Appropriate investiga- Disqualified*
long QT syndrome; tion and treatment
arrhythmogenic right guided by a cardiologist
ventricular cardiomyopathy • 6 months after any
(ARVC) event causing impaired
level of consciousness

Catheter ablation procedure 48 hours after discharge 1 week after discharge

EPS with no inducible 48 hours after discharge 1 week after discharge

sustained ventricular
arrhythmias

*Inherited heart diseases may sometimes be identified to pose a very low risk to patients. Individual cases may be
made for allowing a commercial driver to continue driving despite the diagnosis of one of these diseases, provided
the annual risk of sudden incapacitation is felt to be 1% or less.

Note: EPS = electrophysiology study.

14.4 Syncope
Most episodes of syncope represent vasovagal syncope, which can usually be diagnosed
by history and do not warrant further investigation. When syncope is unexplained,
further testing is necessary to arrive at a diagnosis and direct possible therapy. Because
there is a small risk of recurrence and incapacitation during driving, consideration of
restriction of privileges is intuitive, to protect both the patient and the public.
A patient with structural heart disease (reduced ejection fraction, previous myocardial
infarction, significant congenital heart disease) is potentially at high risk and should
undergo driving restriction pending clarification of underlying heart disease and etiology
of syncope. It is well known that syncope, a previous aborted cardiac arrest, one or more
episodes of sustained ventricular tachycardia (VT) and a history of sudden death in young
family members are strong indicators of a high risk of sudden death.

Private driving Commercial driving

Single episode of typical
vasovagal syncope* No restriction

Diagnosed and treated

cause (e.g., permanent Wait 1 week Wait 1 month
pacemaker for bradycardia)

Reversible cause (e.g., Successful treatment of underlying condition

hemorrhage, dehydration)
cont'd

Cardiovascular diseases 78
 cont'd from previous page

Situational syncope with

avoidable trigger (e.g.,
Wait 1 week
micturition syncope,
defecation syncope)
• Single episode of unex-
plained syncope
• Recurrent vasovagal Wait 1 week Wait 12 months
syncope (within 12
months)

Recurrent episode of
unexplained syncope (within Wait 3 months Wait 12 months
12 months)
Syncope due to documented
tachyarrhythmia, or
Refer to section 14.3.1
inducible tachyarrhythmia
at EPS

*No restriction is recommended unless the syncope occurs in the sitting position, or if it is determined that there may
be an insufficient prodrome to pilot the vehicle to the roadside to a stop before losing consciousness. If vasovagal
syncope is atypical, the restrictions for “unexplained” syncope apply.

Note: EPS = electrophysiology study.

14.5 Valvular heart disease

Valvular heart disease can range from mild to severe. In general, the risk posed to the
public by a driver with valvular disease depends largely on
• symptomatic status
• echocardiography data that quantify both the valvular lesion and the left ventricular
dimensions

14.5.1 Medically treated valvular heart disease

Private driving Commercial driving

Aortic stenosis • NYHA Class I or II • Asymptomatic
• No episodes of im- • NYHA Class I
paired level of con- • AVA ≥ 1.0cm2
sciousness
• EF ≥ 35%
cont'd

79 CMA Driver’s Guide — 9th Edition

cont'd from previous page

Aortic regurgitation • No episodes of im- • No episodes of impaired

paired level of con- impaired level of con-
Mitral stenosis
sciousness sciousness
Mitral regurgitation
• NYHA Class I or II • NYHA Class I
• EF ≥ 35%

Note: AVA = aortic valve area; EF = ejection fraction; NYHA = New York Heart Association.

14.5.2 Surgically treated valvular heart disease

Private driving Commercial driving

Mechanical prostheses • 6 weeks after discharge • 3 months after discharge
Mitral bioprostheses with • No thromboembolic • No thromboembolic
non-sinus rhythm complications complications

Mitral valve repair with non- • On anticoagulant • Anticoagulant therapy

sinus rhythm therapy • NYHA Class I
• EF ≥ 35%

Aortic regurgitation • 6 weeks after discharge • 3 months after discharge

Mitral regurgitation sinus • No thromboembolic • No thromboembolic
rhythm complications complications

Mitral valve repair with sinus • NYHA Class I

rhythm • EF ≥ 35%

Note: EF = ejection fraction; NYHA = New York Heart Association.

14.6 Congestive heart failure, left ventricular dysfunction,

­cardiomyopathy, transplantation
Patients with cardiomyopathy, with or without a history of heart failure, potentially
pose a risk on the roads. Functional status is a major determinant of fitness, as is the
left ventricular ejection fraction. Because sudden death is so common in this group,
physicians are encouraged to cross-reference this section with section 14.3, Cardiac
rhythm, arrhythmia devices and procedures. In the event of a conflict, the more
restrictive recommendation applies.

Cardiovascular diseases 80
 Private driving Commercial driving
NYHA Class I No restriction EF ≥ 35%
NYHA Class II No restriction EF ≥ 35%

NYHA Class III No restriction Disqualified

NYHA Class IV
Receiving intermittent
outpatient or home Disqualified
inotropes
Heart transplant • 6 weeks after discharge • 6 months after discharge
• NYHA Class I or II • Annual assessment
• On stable • EF ≥ 35%
immunotherapy • NYHA Class I
• Annual assessment • Annual non-invasive test
of ischemic burden
showing no evidence of
active ischemia

Note: EF = ejection fraction; NYHA = New York Heart Association.

14.7 Hypertrophic cardiomyopathy

Private driving Commercial driving
All patients with No episodes of impaired • LV wall thickness
hypertrophic level of consciousness < 30 mm
cardiomyopathy • No history of syncope
• No NSVT on annual Holter
• No family history of
sudden death at a young
age
• No BP decrease with
exercise

Note: BP = blood pressure; LV = left ventricle; NSVT = nonsustained ventricular tachycardia.

81 CMA Driver’s Guide — 9th Edition

14.8 Cardiac rehabilitation programs
Cardiac rehabilitation programs are uniquely positioned to evaluate patients with respect
to symptom status and fitness to drive.
Patients within cardiac rehabilitation programs include those with
• coronary artery disease including people with angina and a history of mechanical
revascularization (coronary artery bypass surgery or percutaneous coronary
interventions)
• cardiac rhythm disturbances
• pacemakers
• syncope
• valvular heart disease
• congenital heart disease
• hypertrophic cardiomyopathy
• left ventricular systolic dysfunction, congestive heart failure or both
• previous cardiac transplantation.

14.9 Implantation of Left Ventricular Assist Device (LVAD)

Patients with a continuous flow, NYHA class I-III, LVAD that are stable 2 months post LVAD
implantation qualify for private driving only and are disqualified from commercial driving.
(Where more than one set of circumstances or conditions coexist, the more restrictive
recommendation prevails unless stated otherwise.) CCS Focused Position Statement
Update on Assessment of the Cardiac Patient for Fitness to Drive: Fitness Following
Left Ventricular Assist Device Implantation at http://www.onlinecjc.ca/article/S0828-
282X(11)01426-7/fulltext

14.10 Definitions
NYHA functional classification:
• Class I: Patients with cardiac disease but without resulting limitation of physical
activity. Ordinary physical activity does not cause undue fatigue, palpitation, dyspnea
or anginal pain.
• Class II: Patients with cardiac disease resulting in slight limitation of physical activity.
They are comfortable at rest. Ordinary physical activity results in fatigue, palpitation,
dyspnea or anginal pain.
• Class III: Patients with cardiac disease resulting in marked limitation of physical
activity. They are comfortable at rest. Less than ordinary activity causes fatigue,
palpitation, dyspnea or anginal pain.
• Class IV: Patients with cardiac disease resulting in inability to carry on any physical

Cardiovascular diseases 82
 activity without discomfort. Symptoms of heart failure or anginal syndrome may be
present even at rest. If any physical ­activity is undertaken, discomfort increases.
Waiting period: The time interval following onset of a disqualifying cardiac condition,
initiation of a stable program of medical therapy or performance of a therapeutic
procedure (whichever is applicable) during which driving should generally be disallowed
for ­medical reasons.
• Recurrence of the disqualifying condition or circumstance during this time resets the
waiting period.
• If more than one waiting period would apply, the longer one should be used, except
where stated otherwise.
Satisfactory control (for supraventricular tachycardia, atrial fibrillation or atrial flutter,
which are associated with cerebral ischemia):
• Supraventricular tachycardia — Successful radiofrequency ablation of the substrate,
plus an appropriate waiting period (see section 14.3.2), or a 3-month waiting period
on medical therapy with no recurrence of SVT associated with cerebral ischemia
during this time.
• Atrial fibrillation or atrial flutter — A 3-month waiting period after appropriate
treatment during which there are no recurrences of symptoms associated with
cerebral ischemia. If atrial fibrillation is treated with AV node ablation and pacemaker
implantation, or if atrial flutter is treated successfully with an isthmus ablation (with
proven establishment of bidirectional isthmus block), then the waiting periods in
section 14.3.2 apply.
• Sustained ventricular tachycardia with a left ventricular ejection fraction greater than
or equal to 40% and no associated cerebral ischemia — Successful ablation of the
substrate plus a 1-week waiting period, or pharmacologic treatment plus the waiting
period specified in section 14.3.1.
Sustained ventricular tachycardia: Ventricular tachycardia having a cycle length
of 500 ms or less and lasting 30 seconds or more or causing
hemodynamic collapse.
Nonsustained ventricular tachycardia: Ventricular tachycardia ≥ 3 beats, having a cycle
length of 500 ms or less and lasting less than 30 seconds, without hemodynamic collapse.

14.11 Abnormal blood pressure

14.11.1 Hypertension
Hypertension, other than uncontrolled malignant hypertension, is not by itself
a contraindication to the operation of any class of motor vehicle, although the
complications that can arise from increased blood pressure such as cardiac,
ocular or renal damage may well preclude safe driving. Sustained hypertension
above 170/110 mmHg is, however, often accompanied by complications that
make driving dangerous and these patients must be evaluated carefully.

83 CMA Driver’s Guide — 9th Edition

 Higher standards are required of commercial drivers than of private drivers.
If a commercial driver is found to have a blood pressure of 170/110 mmHg
or higher, the investigation must include an electrocardiogram, chest
radiography, fundoscopic examination and measurement of blood urea
nitrogen (BUN). If there is a marked deviation from norm, the patient should
be referred to an internist for an opinion.
The long-term risks associated with sustained hypertension (over 170/110
mmHg) are such that patients who are unable to reduce their blood
pressure to a level below this figure should not be recommended for
licensing as commercial drivers.

14.11.2 Hypotension
Hypotension is not a contraindication to the operation of any type of motor
vehicle unless it has caused episodes of syncope. If syncope has occurred, the
patient should discontinue driving. If it is possible to prevent further attacks
by treatment, it is then safe to resume driving a private vehicle, but not heavy
transport or commercial vehicles.

14.12 Anticoagulants
Although the use of anticoagulant drugs is not by itself a contraindication
to driving any class of motor ­vehicle, the underlying condition that led to
prescribing the anticoagulant may be incompatible with safe driving.

Cardiovascular diseases 84
Section 15:  

Cerebrovascular diseases (including stroke)

Alert

Patients who have experienced either a single or recurrent transient ischemic attack or
are experiencing residual symptoms from a probable stroke should not drive a motor
vehicle until a medical assessment is completed.

15.1 Overview
Cerebrovascular disease can cause physical, visuospatial or cognitive symptoms that can
lead to unsafe driving. A detailed history and thorough physical examination, including
an assessment of cognition, insight and judgment, are important. If a problem that
may affect driving is suspected, a comprehensive driver evaluation is the most practical
method of determining fitness to drive.
Where resources are available, assessment by a trained occupational therapist would be
optimal. An on-road test administered by the motor vehicle licensing authority can also
be helpful in assessing functional capacity to drive; however, such testing cannot always
be relied upon to reveal the true extent of the disability, given the examiner’s inability to
evaluate all potentially related physical (e.g., hemiparesis), visuospatial (e.g., visual field
deficits) and cognitive (e.g., dementia) issues.

15.2 Transient ischemic attacks

The abrupt onset of a partial loss of neurologic function during a transient ischemic
attack (TIA), even if the loss of function persists for less than 24 hours and clears without
residual signs, should not be ignored in anyone who drives a motor vehicle, as it raises the
possibility of a later stroke. After a TIA, patients’ risk of a stroke within the first 2 days is
4%–10%. The risk is generally accepted as 10% (absolute) for the group as a whole and can
be as high as 30% for some patients, according to clinical and imaging indicators. Patients
who have experienced either a single or recurrent TIA or are experiencing residual
symptoms from a probable stroke should not be allowed to drive any type of motor
vehicle until a medical assessment and appropriate investigations are completed. They
may resume driving if the neurologic assessment discloses no residual loss of functional
ability and any underlying cause has been addressed with appropriate treatment.

15.3 Cerebrovascular accident (stroke)

15.3.1 Brain aneurysm
Symptomatic cerebral aneurysms that have not been surgically repaired are
an absolute contraindication to driving any class of motor vehicle. Following
successful treatment, the patient may drive a private vehicle after a symptom-

85 CMA Driver’s Guide — 9th Edition

 free period of 3 months, and will be eligible to drive commercial vehicles
after being symptom free for 6 months. This guideline is, however, empirically
based and cases should be considered on an individual basis. Any significant
residual physical, psychologic or cognitive symptoms should be fully evaluated;
patients with significant residual impairments that may affect driving need to
be cautioned not to drive and the condition reported to the licensing authority.
The recommendations for patients with cerebral aneurysm are summarized in
Table 3.

TABLE 3: Recommendations for patients with symptomatic cerebral aneurysm

Patient condition Private driving Commercial driving
Untreated cerebral Disqualified Commercial driving
aneurysm
After surgical treatment Symptom free for 3 Symptom free for 6 months*
months*
*With the caveat that each case must be considered on an individual basis.

15.3.2 Stroke
Patients who have had a stroke should not drive for at least 1 month. During
this time, they require assessment by their regular physician. They may resume
driving if
• the physician notes no clinically significant motor, cognitive, perceptual or
vision deficits during the general and neurologic examinations
• any underlying cause has been addressed with appropriate treatment
• a seizure has not occurred in the interim.
Any available information from the patient’s treating nurse, occupational
therapist, psychologist, physiotherapist, speech pathologist or social worker
should be reviewed to assist with the determination of deficits that may not be
visible or detected during an office visit.
Where there is a residual loss of motor power, a driving evaluation at a
designated driver assessment centre may be required (Appendix E). The driver
assessment centre can make recommendations for driving equipment or
vehicle modification strategies, such as use of a steering wheel “spinner knob”
or left-foot accelerator. Training in the safe use of the equipment should
be provided.
The physician should take particular care to note any changes in personality,
alertness, insight (executive functions), and decision-making ability, however
subtle and inconsistent, in patients who have had a stroke as these types of
changes could significantly affect driving ability. The physician may be assisted
by reports from reliable family members in discerning whether the patient’s
judgment and awareness are altered in day-to-day activities.
Patients with a right-brain stroke are usually verbally intact but very much
impaired with regard to their insight, judgment and perceptual skills. Such

Cerebrovascular diseases (including stroke) 86

 patients may pass a standard on-road test, as such testing does not challenge
their deficits. Patients with a left-brain stroke frequently present with some
degree of aphasia. Although aphasia is not an absolute contraindication to safe
driving, it requires the physician’s attention
and further evaluation.
Patients with a visual field deficit from the stroke require a visual field study,
which is completed by an optometrist or ophthalmologist. The report should
be sent to the motor vehicle licensing authority. All changes in visual field must
be reported to the licensing authority, which will then provide direction to
the driver as to what steps he or she will need to take. Although a visual field
deficit is no longer considered an absolute contraindication to safe driving,
each jurisdiction has its own particular assessment to further evaluate this
condition.
Patients who have had a stroke and subsequently resume driving should
remain under regular medical supervision, as the episode may be the
forerunner of a gradual decline in their thinking processes (e.g., multi-infarct
dementia or vascular cognitive impairment due to microvascular disease). In
some provinces, licence restrictions, such as denial of expressway or high-
speed driving privileges or limitation of driving to areas familiar to the driver,
are available at the discretion of the licensing authorities. The aim of this
restricted licensing is to bring the level of driving difficulty into alignment with
driving ability; however, evidence to support this intervention remains limited.

15.4 Counselling
Support and counselling should be offered to patients who are unsafe to drive or who
resist giving up driving or being tested. Patients may find it difficult to deal with the loss
of their perceived independence. In addition, obtaining alternative transportation may
be challenging and time-consuming. The physician should point out to patients that they
may place themselves and others at risk for injury by driving. Referral to social services
will help patients to identify and apply for community resources. Stroke survivors with
physical disabilities may require door-to-door van service, for which medical justification
may be needed, and the physician should expect requests for documentation when
patients apply for such assistance.

15.5 Summary
Driving after stroke is possible, but patients must recognize that it is a privilege, not a
right. Evaluation of the patient must take into account any possible residual physical,
cognitive or perceptual impairment that might affect safe driving.
In general, if there is uncertainty about the patient’s ability to drive, a formal driving
evaluation, including an on-road assessment, should be performed.
Better screening tools and training methods to allow a return to driving after a stroke
are being developed, but they do not supplant the need for a comprehensive
medical evaluation.
87 CMA Driver’s Guide — 9th Edition
Section 16:

Traumatic brain injury

Alert

• Patients who have experienced a significant traumatic brain injury/concussion should be

strongly encouraged to have adequate physical and cognitive rest to promote recovery.
Such patients should not drive a motor vehicle until their symptoms have fully resolved
and a medical assessment has been completed.
• At the first encounter, the physician should screen the patient for post-traumatic
amnestic state (PTA), to avoid unknowingly discharging the patient in this state. Unless
this condition is clearly evident through an interview, use of a standardized screening
test is advised — for example, Abbreviated Westmead PTA scale (online training avail-
able at www.psy.mq.edu.au/GCS or http://scale-library.com/pdf/Galveston_Orientation_
Amnesia_Test.pdf

16.1 Overview
In cases of traumatic brain injury (TBI), the apparent severity of the original event may
not correlate with the degree of persisting cognitive dysfunction. There is also often
great variability in recovery: people with severe injury may have minor persisting deficits,
whereas those with apparently mild brain injury may have significant persisting deficits.
Although the term “mild traumatic brain injury” is clearly defined and widely used in the
medical literature, recent knowledge suggests that there is nothing mild about TBI, in
terms of its prevalence, the lack of adequate clinical attention it receives and, sometimes,
its enduring effects on functional capacity. Multiple cognitive and physical impairments,
including changes in reaction time and visual-motor processing, commonly occur after TBI
and can impair the ability to drive. The same is true for acquired brain injuries resulting
from anoxia, encephalitis, the effects of tumours or other cerebral insults. Common
causes of concussion may target frontal lobe areas that are involved in insight, decision-
making and impulse control.
Even with the increasing number of published articles on mild TBI and concussion,
there is very little evidence-based material on which to base recommendations.
A comprehensive effort to improve this situation includes 71 specific recommendations
for the assessment and treatment of patients with persisting symptoms after a brain
injury (Marshall et al., 2012).
Internationally, efforts are under way to develop a better understanding of and care for
patients “with our most complex disease in our most complex organ” while recognizing
the limitations of randomized controlled trials’ contribution to the research methodology
used (Tenovuo et al., 2012).

Traumatic brain injury 88

 For patients experiencing post-traumatic seizures, see section 11.7.1.

16.2 Initial assessment after concussion or mild TBI

Knowledge about the effects of TBI, a detailed history, information from the family or
other reliable informants and additional cognitive screening will help the physician make
the best decisions about a patient’s fitness to drive. If cognitive or significant physical
deficits are found, the physician should consider referral for rehabilitation assessment.
To drive safely, TBI survivors require insight into their disability, as well as the following
characteristics:
• adequate reaction times
• adequate ability to coordinate visual-motor function (for steering)
• adequate leg function for braking (or ability to use adaptive technology)
• adequate ability to divide attention to perform multiple simultaneous tasks
• enough responsibility to comply reliably with the rules of the road and to drive within
any conditions set by licensing authorities.
Generally, patients with moderate to severe TBI (score < 13 on the Glasgow Coma Scale [a
clinical tool developed for neurosurgical triage] or requirement for admission to hospital
for treatment of the TBI) will receive more comprehensive assessment and often may be
reported to licensing authorities as having a condition that could render them unfit to
drive, at least until they have completed successful driving rehabilitation.
The majority of people with less severe injuries (as measured by the Glasgow Coma Scale)
recover spontaneously. They should, however, be monitored for symptoms. A significant
proportion (10%–15%) may require further assessment. Implications for driving should
be considered routinely. The importance of adequate physical and cognitive rest
(i.e., complete rest for 1 or 2 days) to promote recovery after concussion cannot be
overemphasized. After that, any return of symptoms during exercise-induced elevation in
heart rate (e.g., while exercising on a stationary bicycle) or during cognitively demanding
tasks indicates that more rest and evaluation are needed.
Post-concussion symptoms may peak in the 48 hours after the injury or later, which may
be more likely in those with inadequate rest after concussion. Having initial moderate
or greater SCAT2 (Sport Concussion Assessment Tool, version 2 (www.bjsm.bmj.com/
content/43/Suppl_1/i85.full.pdf) scores on more than 1 of the following 4 symptoms
— headache, dizziness, noise sensitivity and memory problems — may be a predictor of
slower recovery (Iverson, 2012).
For all patients over the age of 16 who have had a TBI, a brief driving history should be
obtained and included as part of the medical record. The history should include answers
to the following questions:
• Does the patient have a valid licence? (if so, include registration number
and expiry date)

89 CMA Driver’s Guide — 9th Edition

• What classification and conditions are attached to the licence?
• Were alcohol, drugs or prescription medications a contributing factor to the injury?
Third-party observer information about the patient:
• Was the patient agitated or combative just after the crash?
• Was he or she staring or showing a delayed response during conversation
with others?
• Is there a difference between the family’s and the injured person’s observations about
his or her behaviour since the crash?
If there were observations of the patient appearing confused immediately after the
crash, even if only for a brief period, or if other symptoms of concussion are evident,
the patient should be advised not to drive until medically cleared to do so.
With the patient’s consent, a family member should also be notified. It is preferable to
document the name of the physician who will be responsible for any follow-up review,
and when such follow-up is advised to occur.
If screening for post-traumatic amnesia is positive (Abbreviated Westmead PTA scale
(online training available at www.psy.mq.edu.au/GCS or Galveston Orientation and
Amnesia Test at http://psy.mq.edu.au/GCS/) it is essential to notify a family member or
trusted friend of the patient, as any opinion and instructions given directly to the patient
will not be remembered, including advice not to drive.
If alcohol, drugs or prescription medications were a factor in the crash, the evidence
supports screening for a substance use disorder (see also sections 5 and 6).

16.3 Follow-up assessment for moderate and severe TBI

(also relevant to concussion with persistent symptoms)
16.3.1 Symptoms
The following symptoms, when they occur shortly after the trauma, and then
persist, may indicate residual disability:
• becoming fatigued easily
• disordered sleep (with or without nightmares)
• headache
• vertigo, dizziness or balance problems
• unprovoked irritability or aggression
• anxiety, depression or affective lability
• changes in personality
• apathy or lack of spontaneity
• short-term memory impairment
• executive function changes (e.g., difficulty planning and performing
complex tasks)

Traumatic brain injury 90

 • decreased tolerance for stress and adverse effects of medications
• decreased sense of smell (anosmia), often experienced as not being
able to enjoy the taste of food and indicating a greater likelihood of
damage to the frontal lobe; use Q-SIT, an inexpensive evidence-based
test, to screen for anosmia (www.onlinelibrary.wiley.com/doi/10.1097/01.
mlg.0000183194.17484.bb/abstract)
• increased sensitivity to light (photophobia) or sound (phonophobia)
• trouble reading others’ emotions
• difficulty recognizing humour.
Visual field perceptual problems that may follow TBI include brain-injury
induced sensory processing problems such as hemispatial neglect (see
www.emedicine.medscape.com/article/1136474-overview for definition of
hemispatial neglect). A history of the patient bumping into things on one side
may be the first sign of an undiagnosed homonymous hemianopsia, which may
occur in the absence of loss of consciousness at the time of the brain injury.

16.3.2 History and physical

The TBI survivor often has poor insight and awareness of acquired deficits.
The role of self-awareness of deficits is central in determining whether an
individual with residual deficits may be able to drive safely. A collateral history
is essential, as the patient who has had TBI accompanied by post-traumatic
amnesia or significant frontal lobe injury may be unable to provide valid
self-reports. Appearing confused immediately after the crash or injury, or
any period of amnesia confirmed by observers, represents a risk factor for
persistent cognitive disability, even if the Glasgow Coma Scale score in the
emergency department is 15/15. Because of the complexities of brain function
and the specialized function of some areas, one cognitive skill may be spared
by the injury, while another is impaired or lost.
Standard neurologic examination cannot be relied upon to determine the
presence or absence of ­cognitive dysfunction after TBI. In these cases,
additional objective information is useful to support the physician’s opinion.
In addition to the standard visual acuity requirements, a minimal assessment
should include the following:
• referral for visual field testing
• cognitive screening to assess memory, attention, reaction time, visual
perception and visual-motor skills.
16.3.3 Investigations
Although it may be possible to confirm the presence of diffuse axonal
injury with specialized magnetic resonance imaging (MRI), it is important to
realize that full functional recovery may follow clearly abnormal computed
tomography or MRI scans. Conversely, persistent cognitive dysfunction is seen
in some individuals after apparently normal neuroimaging.

91 CMA Driver’s Guide — 9th Edition

16.4 Functional impairment
Medical assessment alone is often insufficient to determine a patient’s fitness to drive,
and further evaluation by medical specialists, neuropsychologic testing or formal
comprehensive driving assessment may be needed to give a more accurate evaluation
and to help in developing a better understanding of specific driving problems.
Individuals with TBI are slower to anticipate traffic hazards than age-matched uninjured
controls. This finding signifies the need for hazard perception testing and training as
part of driving rehabilitation after TBI. Driver-ZED, a DVD produced by the American
Automobile Association Foundation for Traffic Safety, is a useful resource for this type
of training.
A collaborative group developed the Acquired Brain Injury Knowledge Uptake
Strategy (ABIKUS C) Guideline (2007) which was designed to provide evidence-based
recommendations for rehabilitation of moderate to severe acquired brain injury (ABI) in
the post-acute period (see Appendix A for link to guidelines).
The recommendations of the ABIKUS C guideline for driving after moderate to severe
ABI are as follows (see Part III, section 12.2 of guideline):
• For all patients with a moderate to severe ABI, including adolescents, a physician with
experience of brain injury should screen patients who wish to drive, in accordance
with legislation, where appropriate in l­iaison with the multidisciplinary team
• If members of the interdisciplinary rehabilitation team during assessment or treat-
ment determine that the person’s ability to operate a motor vehicle safely may be
affected, then they should:
• Advise the patient and/or their advocate that they are obliged by law (if applicable)
to inform the relevant government body that the individual has suffered a neuro-
logical or other impairment and to provide the relevant information on its effects
• Provide information about the law and driving after brain injury
• Provide clear guidance for the physician, other treating health professionals and
family/caregivers, as well as the patient, about any concerns about driving, and
reinforce the need for disclosure and assessment in the event that return to driving
is sought late post-injury
• If the patient’s fitness to drive is unclear, a comprehensive assessment of capacity to
drive should be undertaken at an approved driving assessment centre.
A practical limitation of these comprehensive and evidence-based recommendations is
the accessibility of “a physician with experience of brain injury to screen patients who
wish to drive,” particularly in locations more distant from urban centres.
Even when comprehensive rehabilitation facilities are not readily available, there are
some things that the treating physician can do. For example, the physician can use a
standardized screening questionnaire for the assessment of concussion, such as those
used widely in sports medicine.

Traumatic brain injury 92

 The SCAT2 was developed by a group of international experts at the Third International
Consensus meeting on Concussion in Sport held in Zurich, Switzerland, in November 2008
and published in the British Journal of Sports Medicine. Marshall et al. (2012) identified
some limitations to the SCAT2 but were not opposed to its use.
When using the SCAT2 for assessment, the physician may wish to video-record the three
balance tests (each of 20 seconds’ duration) to provide a baseline for future reference.
Smart phones make such recording an easy task and allow provision of copies to the
patient and the physician who will be providing follow-up care. Such a recording also
allows for subsequent review to assist in ensuring the accuracy of balance scoring.
The Mini-Mental State Examination (MMSE) and the Montreal Cognitive Assessment
(MoCA©) are screening tools that provide limited cognitive information. The Trail-
Making Test B tool and the clock-­drawing test are other pen-and-pencil tests that can be
administered in the office setting. Abnormal scores are red flags indicating that further
assessment is warranted.
However, test results must be interpreted with caution, as the patient’s educational and
cultural background will influence performance.

16.5 Counselling
Support and counselling should be offered to patients who are unsafe to drive or who
resist giving up driving or being tested. Finding alternative transportation may be
challenging and time consuming. TBI is often complicated by comorbid depression, and
the loss of driving privileges may contribute to the risk of depression. The physician
should advise patients that they may place themselves, family and others at risk for injury
by driving.

16.6 Summary
Driving after brain injury may be possible. Evaluation of the patient must take into account
any residual physical, cognitive or perceptual impairment to safe driving. Reporting
requirements will vary according to the jurisdiction where the physician practises.
In general, if there is uncertainty about a patient’s ability to drive, a formal driving
evaluation, including an on-road assessment by a professional experienced in driving
rehabilitation, should be performed.
It is anticipated that baseline cognitive screening and periodic re-testing will become more
widespread. Having such objective information will assist physicians in dealing with these
complex situations while more research is being done to inform guidelines for clinical care
and rehabilitation.
Better screening tools and training methods to allow a return to driving after TBI or ABI
are being developed, but they do not supplant the need for a comprehensive medical
evaluation.

93 CMA Driver’s Guide — 9th Edition

Section 17:

Vascular diseases

Alert

Immediate contraindications to driving — a patient with either of these problems should be

advised not to drive until the medical condition has been evaluated and treated:
• aortic aneurysm at the stage of imminent rupture, as determined by size, location or
recent change
• acute deep venous thrombosis not yet treated.

17.1 Overview
The presence of an aortic aneurysm or deep venous thrombosis is the main concern with
respect to fitness to drive.

17.2 Arterial aneurysm

An arterial aneurysm is potentially dangerous if it is expanding and there is a possibility
of sudden rupture, which could cause fainting or collapse and loss of vehicle control. The
physician should document maximum aneurysm diameter using an appropriate test when
completing a medical examination report for the motor vehicle licensing authority. An
abdominal ultrasound examination or computed tomography scan will reliably indicate
the size of the aneurysm. Only the anterior–posterior or transverse diameter is predictive
of rupture; the length of the aneurysm has no relation to rupture. Ongoing review of
the patient is required. A patient with an aortic aneurysm should have the benefit of the
opinion of a vascular surgeon.
Currently, it is generally accepted that aneurysms smaller than 5.5 cm in anterior–
posterior or transverse diameter have a lower than 1% annual risk of rupture. For men,
there is no survival advantage with endovascular or open repair of abdominal aortic
aneurysm (AAA) if the size is less than 5.5 cm. For AAAs greater than 6 cm, the risk of
rupture exceeds 10% in 1 year if left untreated. Currently, men with AAAs of 5.5 cm or
larger are evaluated for repair and frequently undergo surgery, depending on comorbid
conditions and the risk associated with the procedure. For women, in whom aneurysms
rupture at smaller sizes, AAA repair is considered for those with an aneurysm of 5 cm or
larger in diameter.
Thus, the decision to license drivers with aneurysms larger than the currently accepted
thresholds for repair should take into consideration aneurysm size and the patient’s
comorbid conditions that would influence the risk of repair. In selected cases, the
comorbid conditions and the threat of aneurysm rupture secondary to size (larger than 6
cm in men and 5.5 cm in women) may preclude driving until the aneurysm is repaired.

Vascular diseases 94
 Following successful endovascular or open AAA repair, the patient may drive once he or
she has recovered, assuming that no other medical contraindication exists.
Thoracic and thoracoabdominal aneurysm rupture is also related to aneurysm size.
Prospective data comparing early surgery with conservative follow-up are not available.
The threshold for repair of thoracic and thoracoabdominal aneurysms is influenced by
size, extent and location of these aneurysms. Therefore, definitive recommendations
await prospective data.

17.3 Peripheral arterial vascular diseases

Raynaud’s phenomenon, Buerger’s disease and peripheral arterial disease
(atherosclerotic lower limb disease) of sufficient severity to cause symptoms all require
evaluation. These conditions rarely preclude driving unless they cause functional
limitations, but ongoing surveillance is required. Those with amputations related to these
conditions may require appropriate hand controls for driving.

17.4 Diseases of the veins

Patients with acute episodes of deep venous thrombosis are at risk of pulmonary
embolization. Physicians should advise patients with acute deep venous thrombosis to
refrain from driving until the institution of appropriate treatment. Then, the patient may
safely resume driving a motor vehicle.

95 CMA Driver’s Guide — 9th Edition

Section 18:

Respiratory diseases

Alert

Immediate contraindication to driving*:

• any condition resulting in insufficient cerebral oxygenation or hypercapnia causing
psychomotor slowness — for example, symptomatic decompensated chronic obstruc-
tive pulmonary disease.
*A patient with this problem should be advised not to drive until the medical condition is evaluated and has been treated
or has resolved.

18.1 Overview
Some respiratory diseases may, if severe enough, interfere with the safe operation of a
motor vehicle. A decrease in the provision of oxygen to the brain could impair judgment,
reduce concentration and slow response times. Marked dyspnea may also limit physical
ability to operate a motor vehicle. It is important to note that suboptimal oxygenation
could destabilize respiratory illness, and the resulting insufficient cerebral oxygenation
could compromise driver fitness. Advanced respiratory disease, as well as morbid
obesity, may lead to decreased ventilation, and the resulting hypercapnia could lead to
psychomotor symptoms that may affect fitness to drive.

18.2 Assessment
Impairment associated with dyspnea can be characterized as
• Mild — Dyspnea when walking quickly on level ground or when walking uphill; ability
to keep pace with people of same age and body build walking on level ground, but not
on hills or stairs.
• Moderate — Shortness of breath when walking for a few minutes or after 100 m
walking on level ground.
• Severe — Too breathless to leave the house, breathless when dressing; presence of
untreated respiratory failure.

18.3 Chronic obstructive pulmonary disease (COPD)

and other chronic respiratory diseases
Driving could be dangerous for a patient with untreated chronic hypoxia. Many patients
with chronic ­respiratory diseases, such as COPD, drive safely and regularly, even when
oxygen use is required. A driving assessment, road test or both are recommended if the

Respiratory diseases 96
 physician has any doubt. Oxygen equipment must be safely secured in the vehicle. Please
refer to Table 4 for recommendations for patients with chronic respiratory d
­ isease.

TABLE 4: Recommendations for patients with chronic respiratory disease

Level of impairment Private driving Commercial driving
None or mild No restrictions No restrictions
Moderate No restrictions Depends on the nature of the
activities. May require road
testing.
Moderate or severe, Road test, while using Disqualified
plus supplemental supplemental oxygen.
oxygen at rest
Equipment must be
secured safely. Annual
clinical assessment
required.

18.4 Permanent tracheostomy

A person with a permanent tracheostomy who has no difficulty keeping the opening clear
of mucus should be able to drive any class of motor vehicle, provided that the medical
condition making the tracheostomy ­necessary does not preclude driving.
See also section 25.3, under Motorcycles and off-road vehicles.

97 CMA Driver’s Guide — 9th Edition

Section 19:

Endocrine and metabolic disorders

Alert

• In severe cases, many endocrine and metabolic diseases, treated or untreated, may
impair judgment, motor skills or level of consciousness. In addition, metabolic or elec-
trolyte abnormalities may occur. If these factors are present or are likely to occur, then
the patient should be advised not to drive until the medical condition is stabilized.
• In an individual with diabetes who is using insulin or insulin secretagogues, the occur-
rence of symptoms of hypoglycemia severe enough to cause lack of judgment or loss of
consciousness, or to require the intervention of a third party, is an immediate contrain-
dication to driving.

19.1 Overview
Disturbances in the functioning of the endocrine glands may be the source of many
symptoms with a wide range of severity. Patients with suspected or confirmed endocrine
disorders should always be carefully evaluated to make certain that their symptoms do
not make them unsafe drivers. The endocrine and metabolic conditions discussed below
are among the most common ones that physicians may be called on to assess because of
their potential for interfering with driving safety. Fitness to drive must be assessed on a
case-by-case basis, as the range of signs and symptoms is highly variable.

19.2 Diabetes mellitus

Advances in treatment, medical technology and self-monitoring have increased the ability
of patients with diabetes to control their disease and operate a motor vehicle safely.
Fitness of these patients to drive must be assessed on a case-by-case basis. Patients with
diabetes should be encouraged to take an active role in assessing their ability to drive
by maintaining personal health records and accurate blood-glucose monitoring logs.
Patients should have information concerning avoidance, recognition and appropriate
therapeutic intervention for hypoglycemia.
The annual medical examination of a driver with diabetes should always include a full
review of possible complications to exclude eye disease, renal disease, neuropathy
(autonomic, sensory, motor), cardiovascular disease and cerebrovascular disease of a
degree that would preclude issuing the class of licence requested. Cumulative diabetic
complications may cause functional impairment requiring evaluation above and beyond
what might be required for any specific level of complication or level of glycemic control.
In general, a patient is considered fit to drive if it can be demonstrated that he or she (1)

Endocrine and metabolic disorders 98

 is fastidious and knowledgeable about controlling his or her blood-glucose levels, (2) able
to avoid severe hypoglycemic episodes, and (3) has no complications of diabetes that
would affect safe driving.
For recommendations pertaining to private or commercial drivers treated with nutritional
therapy alone or antihyperglycemic agents with minimal risk of severe hypoglycemia
or treated with insulin secretagogues or insulin, please review the recommendations
provided in “Diabetes and Driving: 2015 Canadian Diabetes Association Updated
Recommendations for Private and Commercial Drivers” (Houlden et al. 2015). Noted
amendments for commercial drivers are provided here:
• Reinstatement of a commercial license may be considered for persons with diabetes
being treated with insulin secretagogues with a suspended commercial licence owing
to severe hypoglycemia or hypoglycemia unawareness if in the past 6 months (as
opposed to 12 months) there are no episodes of severe hypoglycemia and no evi-
dence of hypoglycemia unawareness.
• Drivers with diabetes who are taking insulin should be excluded from obtaining
or maintaining a commercial license if in the past 6 months (as opposed to 12 months)
they have had any episode of severe hypoglycemia while awake or any hypoglycemia
unawareness.
• Reinstatement of a commercial license may be considered for persons with
diabetes treated with insulin with a suspended commercial licence owing to severe
hypoglycemia or hypoglycemia unawareness if in the past 6 months (as opposed to
12 months) there are no episodes of severe hypoglycemia and no evidence of hypogly-
cemia unawareness.
The full guideline can be accessed online at https://www.diabetes.ca/getmedia/
b960981b-a494-497e-ae5a-37c73d3261ab/2015-cda-recommendations-for-private-and-
commercial-drivers.pdf.aspx.
The Canadian national medical standards published by the Canadian Council of Motor
Transport Administrators require commercial drivers with diabetes treated with insulin
to maintain HbA1c below 12%. (see http://ccmta.ca/images/publications/pdf/CCMTA_
Medical_Standards_Dec_1_2015_final_clean_copy.pdf)

19.3 Non-diabetic renal glycosuria

Patients with non-diabetic renal glycosuria can safely drive any type of motor vehicle.

19.4 Non-diabetic hypoglycemia

Patients who become faint or unconscious from spontaneous episodes of hypoglycemia
that is unrelated to diabetes cannot drive any type of vehicle safely and require
immediate, accurate diagnosis and treatment of the condition. Those with milder
symptoms, who have never lost consciousness or the ability to respond normally to
external stimuli, can operate private vehicles without excessive risk. They should not
drive passenger-carrying or commercial vehicles until this problem has been controlled.

99 CMA Driver’s Guide — 9th Edition

19.5 Thyroid disease
Patients with hyperthyroidism complicated by significant visual, cardiac, neurologic
or muscular symptoms and patients with symptomatic hypothyroidism that impairs
judgment or motor skills should not drive any type of motor vehicle until the condition
has been controlled.

19.6 Parathyroid disease and other calcium disorders

Patients with severe hypercalcemia or hypocalcemia with significant neurologic, cardiac
conduction abnormalities or muscular symptoms should not drive. If their symptoms
respond well to treatment, they should be able to resume driving all vehicles without
undue risk.

19.7 Pituitary disease

19.7.1 Posterior deficiency
Patients with diabetes insipidus should not drive commercial or passenger-
carrying vehicles until their condition has been stabilized with treatment. It is
safe for them to drive private motor vehicles under close medical supervision,
unless disabling central nervous system symptoms or other significant
symptoms develop.

19.7.2 Anterior deficiency

Patients with panhypopituitarism or other anterior pituitary hormone
deficiencies may experience a number of symptoms that may impair their
ability to drive a motor vehicle safely. They should not drive until their
medical condition has been assessed and treated. Patients with pituitary
tumours or other space-occupying lesions should be regularly assessed for
visual field defects.

19.7.3 Acromegaly
Patients with acromegaly who have started to develop muscle weakness,
pain, easy fatiguing, significant neurologic symptoms, visual disturbances,
cardiac enlargement, sleep disorders or intractable headaches should
discontinue all driving. After treatment, and if vision is satisfactory and other
symptoms do not significantly affect function, they should be able to resume
all driving safely.

19.7.4 Pituitary tumour

Any mass in the sella (e.g., pituitary tumour, craniopharyngioma) may abut the
optic chiasm and lead to visual field defects. If a patient is known to have such
a tumour abutting the optic chiasm, then visual fields may require monitoring
every 6–12 months (or more often), depending upon how stable the tumour is
thought to be. Refer to section 12, Vision, for more information.

Endocrine and metabolic disorders 100

 19.8 Adrenal disease
19.8.1 Cushing’s syndrome
Patients with Cushing’s syndrome (adrenal cortical hyperfunction) in whom
muscle weakness has developed should be advised to stop driving. If they
improve after treatment, they may resume driving all vehicles, but must remain
under close medical supervision.

19.8.2 Addison’s disease

A patient with Addison’s disease (adrenal cortical hypofunction) may drive all
vehicles, provided the condition has been successfully treated and controlled
and the patient remains under close medical supervision.

19.8.3 Pheochromocytoma
Hyperfunction of the adrenal medulla due to the development of a
pheochromocytoma with headache, dizziness, tachycardia or blurred vision is
a contraindication to the operation of any type of motor vehicle, unless these
symptoms are significantly relieved by treatment.

101 CMA Driver’s Guide — 9th Edition

Section 20:

Renal diseases

Alert

• A substantial proportion of dialysis patients may be unfit to drive or may have episodes
when they are temporarily unfit to drive (especially after dialysis treatments).
• Screening questionnaires are available that may help to identify patients who are at
risk for being unfit to drive and who might benefit from more detailed evaluation.
However, evidence is insufficient to mandate the routine use of these questionnaires
in clinical practice.
• Dialysis patients who are concerned about their ability to drive should be encouraged to
speak to a physician and avoid driving until their concern has been addressed.
• Medical and paramedical personnel should consider seat-belt pressure points when
implanting invasive medical devices (e.g., central venous catheters or peritoneal
dialysis catheters).

20.1 Overview
This section reviews issues associated with dialysis and renal transplantation. Patients
with end-stage renal disease may be treated with facility-based or home hemodialysis or
with home peritoneal dialysis. Most patients can continue to drive safely after adjusting
to a stable dialysis regimen.
Patients on dialysis often develop concurrent medical problems or general debility that
can lead to a temporary or permanent inability to drive safely. The attending physician
should counsel the patient appropriately if any problems arise that could make driving
hazardous, including a potentially short-term but serious change in health status, such
as a systemic infection, significant electrolyte abnormality, ischemic coronary event
or symptoms such as weakness or hypotension that occur while adjusting to a new
dialysis regimen.

20.2 Dialysis
Patients with end-stage renal disease maintained on hemodialysis or peritoneal dialysis
can drive any class of motor vehicle, provided they possess adequate cognitive and
sensorimotor ability.
Drivers considering trips must take into account their access to dialysis treatments
and supplies.

Renal diseases 102

 All commercial drivers must be under the supervision of a nephrologist or an internist and
have an annual medical review. Commercial drivers must be able to receive appropriate
dialysis therapy while performing their work. For patients undergoing peritoneal dialysis,
adequate supplies and an appropriate physical environment for exchanges must always
be available. Hemodialysis is generally not a feasible treatment modality for a long-
distance driver. If a commercial driver is planning to travel significant distances from
home, unexpected delays due to weather, highway conditions or demands of their work
must be considered to ensure that dialysis treatments are not missed.

20.2.1 Hemodialysis
Patients undergoing facility-based hemodialysis may have multiple
cardiovascular and diabetic comorbidities. In assessing their fitness to drive,
physicians should evaluate these patients individually for the presence of
relevant comorbidities, medications and adverse symptoms associated with
their treatments.
Few studies provide clinicians with validated tools to identify dialysis patients
who may not be fit to drive. A study of 186 patients receiving dialysis in
the United States (87% hemodialysis, 12% peritoneal dialysis) revealed
that 40% of surveyed patients were “not comfortable driving” (Vats and
Duffy, 2010). However, 42% of this group still drove, with 48% reporting
accidents. Approximately three-quarters of patients who admitted to feeling
uncomfortable driving reported 1 or more symptoms of weakness, dizziness or
difficulty with coordination after a hemodialysis session.
Varela et al. (2015) analyzed the accuracy of an instrument developed by the
American Automobile Association and the American Medical Association to
assess the safety of geriatric drivers, as applied specifically to 106 dialysis
patients (72% hemodialysis, 34% peritoneal dialysis). The “Am I a Safe Driver?”
checklist asks patients to answer 24 specific questions (1 was omitted).
The authors concluded that answering “YES” to 2 or more questions on the
checklist was potentially useful for identifying patients at high risk for driving
impairment (84% sensitivity, 58% specificity) but required confirmation
by other methods, as nearly half of “screen-positive” patients may still be
considered safe to drive.
These studies suggest that (1) a substantial proportion of patients receiving
dialysis (especially hemodialysis) may have episodes when they are not fit
to drive, especially after dialysis sessions; and (2) the “Am I a Safe Driver?”
checklist may be useful for identifying patients who require further evaluation.
However, data are insufficient to mandate regular screening of dialysis patients
with this instrument or available alternatives.
Dialysis staff may consider asking patients how they plan to return home in
the event of a highly symptomatic hemodialysis session and discussing
alternative arrangements for patients who had planned to drive but do not
appear well enough.

103 CMA Driver’s Guide — 9th Edition

 Hemodialysis patients should not drive more than 1 or 2 days from their home
without making arrangements for dialysis at another centre. If a longer road
trip is planned, such patients should consult with their local dialysis unit, which
will have access to lists of dialysis centres in Canada and the United States
that will accept travelling patients. The patient’s overall health and stability
on dialysis should be evaluated by his or her attending nephrologist before
making travel plans.

20.2.2 Peritoneal dialysis

Similar fitness-to-drive issues apply to peritoneal dialysis and hemodialysis
patients. However, peritoneal dialysis is associated with slower, more
continuous fluid removal, and thus symptoms relating to intravascular fluid
shifts and hemodynamics are less of a problem than with hemodialysis.

20.3 Renal transplant

Drivers who have had a successful renal transplant and who have fully recovered from
surgery can drive a motor vehicle.

Renal diseases 104

Section 21:  

Musculoskeletal disabilities

Alert

• A patient with any permanent musculoskeletal disability should be advised not to

drive until his or her ability to drive safely has been evaluated. Some adaptations
may then be mandatory. It is also recommended to advise the motor vehicle licens-
ing authority of any inability to drive.
• A patient with any temporary musculoskeletal disability that interferes with safe
driving should be advised not to drive until the medical condition is evaluated and
has been treated or has resolved.

21.1 Overview
Musculoskeletal injury or disability can often have an impact on a patient’s driving
ability. In assessing a patient, it is important to establish from the start whether the
patient drives a vehicle with manual or automatic transmission and whether the injury or
disability is temporary or permanent.
All jurisdictions have established procedures to evaluate drivers whose medical condition
is incompatible with medical standards, but who claim to be able to compensate and
drive safely despite their condition. In addition to adapting one’s driving technique (e.g.,
by lowering speed or keeping a greater distance between vehicles), there are many ways
to adapt a vehicle for various types of physical disability. A driver in this s­ ituation, who is
able to demonstrate that his or her driving remains safe, may be granted an exemption
by the licensing authority. Periodic checks may be required by the licensing authority to
validate the driver’s maintenance of the ability to drive safely. A change in the driver’s
medical condition may necessitate a new evaluation.

21.2 Assessment
Musculoskeletal conditions differ in etiology and the severity of physical impairment.
However, all can have an impact on physical function, which may in turn have a negative
impact on driving.
Safe driving requires both hands to be firmly on the steering wheel, except as required
to operate other controls, and the ability to solidly grip the manual gear shift, when and
where applicable. It also requires the ability to use the lower right leg to operate the
accelerator pedal appropriately and to operate the brake pedal with sufficient speed and
force to brake in an emergency, and the lower left leg to the same degree to operate the
clutch, in the case of a vehicle with manual transmission.
Few studies have investigated the relation between specific musculoskeletal conditions
and the risk of motor vehicle crashes or their impact on driving ability. Most of these

105 CMA Driver’s Guide — 9th Edition

studies have concentrated on the lower leg in simulated driving situations. Slower brake
reaction times appear to be the possible barrier to safe ­driving.
If there is any question that a physical impairment might affect the driver’s ability to
perform the required movements swiftly, accurately and repeatedly without undue
pain, especially if the person plans to drive a passenger-carrying or commercial transport
vehicle, the musculoskeletal system must be thoroughly and carefully assessed.

21.2.1 Injury to or immobilization of a limb

Immobilization refers to placement of any rigid material (e.g., plaster, rigid
brace, external fixation) that blocks the movement of a given joint. Physicians
should be aware that any immobilization (even temporary) may affect a
patient’s ability to drive. Any immobilization of a lower limb will have an
obvious effect on the driver’s operation of the pedals, especially in a vehicle
with manual transmission. Similarly, upper-limb immobilization can detract
from the operation of the hand controls, especially the steering wheel. Some
provinces have enacted regulations stipulating that any immobilization of a
limb is inherently incompatible with safe driving. The physician is therefore
advised to be aware of the relevant regulations in his or her province and to
take these regulations into consideration when making a decision about a
patient’s fitness to drive.
Experimental studies have shown the following effects of immobilization:
• Brachial/antebrachial immobilization is incompatible with safe driving
(Kalamaras et al., 2006).
• Although brachial immobilization may interfere with the ability to firmly grip
the steering wheel, an occupational therapy assessment may show that the
person is able to drive safely (Kalamaras et al., 2006).
• Immobilization of a finger does not preclude safe driving (Kalamaras et al.,
2006).
• Cruropedal (thigh–leg) immobilization is incompatible with safe driving
(Orr et al., 2010).
• Although some simulated driving studies appear to have shown no
significant differences in brake reaction times (Tremblay et al., 2009),
anyone whose right leg is immobilized below the knee should refrain from
driving (Waton et al., 2011), particularly if weight bearing is prohibited.
• Immobilization of all or part of the left leg precludes driving a vehicle with
manual transmission.
After removal of an immobilization device from a lower limb, resumption of
driving may be delayed for some weeks if there is pain, incomplete weight-
bearing ability or residual stiffness (Egol et al., 2008).
Immobilization of any limb or joint is incompatible with driving a motorcycle
or scooter.

Musculoskeletal disabilities 106

 21.2.2 Loss of limbs, deformities and prostheses
Amputation and deformities of the upper limb: Although no serious study has
been done on the subject, it appears at first glance that there are acceptable
modifications for all types of amputations and deformities of the upper
limb (Veteran Health Initiative: Traumatic Amputations and Prosthetics,
2002). In addition, in most people who have had an upper-limb amputation,
the impairment affects 1 or several fingers, not the entire limb, so they will
not necessarily need such adaptive devices (NHTSA Driver Fitness Medical
Guidelines, p. 15).
An individual assessment is advised. Any person with upper-limb amputation
whose ability to drive safely may be questioned should be directed to an
accredited agency to assess his or her driving ability. It is up to each person to
demonstrate his or her ability to drive, according to the type of impairment and
various adaptive devices available.
Because of these various adaptive devices, a rehabilitation period is also
advised before resuming highway driving.
Amputation and deformities of the lower limb: According to various studies,
45%–87% of people with lower-limb amputations resume driving afterward
(Boulias et al., 2006; Meikle et al., 2006; Engkasan et al., 2012). Factors that
support resumption of driving are age 55 or less, male sex and frequency of
driving before the event. The importance of addressing the concerns of family
and friends about the patient resuming driving has also been demonstrated
(Engkasan et al., 2012).
Most cases of lower-limb amputation involve one or more toes and generally
do not preclude driving (NHTSA Driver Fitness Medical Guidelines, p. 15).
People with below-the-knee amputation of one or both legs are usually able
to drive any class of motor vehicle safely, provided they have full strength and
movement in their back, hips and knee joints and a properly fitted prosthesis or
prostheses. No modification is needed in the case of a left-side amputation if
the person drives a vehicle with automatic transmission.
As with amputations or deformities of an upper limb, individual assessment is
advised. Any person with lower-limb amputation whose ability to drive safely
may be questioned should be directed to an accredited agency to assess
his or her driving ability. It is up to each person to demonstrate his or her
ability to drive, according to the type of impairment and various adaptive
devices available
Two-foot driving (i.e., operating the accelerator pedal with the prosthesis and
the brake pedal with the left foot) is not recommended (NHTSA Driver Fitness
Medical Guidelines, p. 15; Meikle et al., 2006).

107 CMA Driver’s Guide — 9th Edition

21.2.3 Arthritis, other musculoskeletal pain and ankylosis
Degenerative or inflammatory arthritis can result in pain, as well as loss of
muscle strength, range of motion and function of the involved joints (NHTSA
Driver Fitness Medical Guidelines, p. 18; Charlton et al., 2010). People with
arthritis may have difficulty turning their heads to perform safety checks
because of pain and stiffness of the cervical and thoracolumbar spine.
Inflammatory arthritis can result in persistent pain and reduced range of
movement in multiple joints, including knees, ankles, hips, shoulders, elbows,
wrists and joints of the hands.
A patient should be restricted from driving if pain adversely affects his or her
ability to drive safely or if he or she lacks range of movement or strength to
execute the coordinated activities required. However, most difficulties of this
type can be overcome by simple modifications to the vehicle or adjustment of
driving technique. If there are concerns, the individual should be required to
demonstrate his or her ability to a driver examiner.
Patients with painful conditions who are taking strong medicine for pain relief
may also fail to drive safely (see Section 6.3.3).

21.2.4 Injury to or immobilization of the spine

Cervical: Some degree of loss of movement of the head and neck may be
permitted, but the driver should then be restricted to driving vehicles equipped
with panoramic mirrors, which may alleviate the need to do shoulder checks.
Although no study has shown a link between wearing a neck brace and the risk
of a crash, people wearing a brace, cervical collar or halo vest should refrain
from driving. The same restriction applies to anyone with severe neck pain or
very limited range of motion (see also section 21.2.3). This restriction should
remain in place until the pain is no longer debilitating or until the limitation of
movement has been mitigated by adaptive devices. Experimental studies will
eventually help determine whether, once a person has gone beyond a certain
degree of loss of cervical mobility, adaptive mirrors can provide better visibility
and safer driving.
Thoracic: People with a marked deformity or painful restriction of motion in
the thoracic vertebrae are not able to drive large commercial transport or
passenger-carrying vehicles safely. Their ability to drive private vehicles can
best be determined by a driver examiner. Patients wearing braces or body casts
must be evaluated on the basis of their ability to move without pain, to operate
the controls and to observe approaching vehicles.
Lumbar: Applicants for a licence to drive a passenger-carrying or heavy
commercial vehicle should be free of lumbar pain that limits movement,
attention or judgment. Less stringent standards may be applied to private-
vehicle drivers. However, this group may need to be restricted to driving
vehicles with power-assisted brakes.

Musculoskeletal disabilities 108

 Paraplegia and quadriplegia: On the basis of a favourable recommendation
from a medical specialist in physical medicine and rehabilitation, patients with
new paraplegia or quadriplegia may obtain a learner’s permit. With the permit,
these patients may then take driving lessons in an adapted vehicle fitted with
specially modified controls. Furthermore, people with lumbar radiculopathy
have slower reaction times compared with a control group. This was especially
true after a selective nerve block (Al-khayer et al., 2008).

21.2.5 Post-orthopedic surgery

To date, all experimental studies involving patients who have undergone
orthopedic surgery have been conducted on driving simulators and therefore
have tested only for emergency braking reaction times. Consequently, little
attention has been paid to other possible related factors, such as pain,
limited mobility, reduced strength, and the effects of analgesics, age and
comorbidities.
As for many other conditions, it must be underscored that the driver is
responsible for driving safely. The following paragraphs list timelines for safely
resuming driving after orthopedic surgery, as reported by some studies.
These timelines are provided for information only. Patients should seek the
advice of their physicians about other related factors that could interfere with
safe driving.
Arthroplasties: Current literature covers only some aspects of hip and knee
replacements. At the time of writing, no articles could be found mentioning
driving a car after arthroplasty of the shoulder, elbow, wrist, fingers, ankle
or toes.
According to experimental studies, the following timelines have been reported
for safe resumption of driving, in the absence of other limiting factors such as
pain, limited mobility, reduced strength, the effects of analgesics, age
and comorbidities:
• for right hip arthroplasty, 6 weeks (Ganz et al., 2003) to 8 weeks
(MacDonald et al., 1988; Abbas et al, 2011)
• for left hip arthroplasty, 2 weeks (Ganz et al., 2003), longer if the person is
driving a small car, in which the knees will be higher than the hips.
Although 81% (105/130) of the participants in 1 study (Abbas et al., 2011) were
able to resume driving between 6 and 8 weeks, and an additional 17% (22)
were able to resume driving in 12 weeks, 2% (3) still lacked the confidence to
drive at 12 weeks or more.
• for right knee arthroplasty, 2 weeks (Liebensteiner et al., 2010); 4 weeks
(Marques et al., 2008; Dalury et al., 2011), 6 weeks (Pierson et al., 2003) or 8
weeks (Spalding et al., 1994)
• for left knee arthroplasty, 10 days (for vehicles with automatic transmission)
(Marques et al., 2008); 2 weeks (Liebensteiner et al., 2010); 4 weeks (Dalury
et al., 2011); or 6 weeks (Spalding et al., 1994; Pierson et al., 2003).

109 CMA Driver’s Guide — 9th Edition

Given this high variability, a clinical assessment is essential before safe
driving can be resumed. In particular, the physician must confirm that, in an
emergency, the driver will be able to apply the brakes without pain.
Anterior cruciate ligament (ACL): Six weeks after reconstructive surgery of the
right ACL¸ patients’ brake reaction times were comparable to those of matched
controls (Gotlin et al., 2000; Nguyen et al., 2000). As with hip arthroplasty,
patients may drive 2 weeks after reconstructive surgery of the left knee if they
have no problem with the clutch, in the case of manual transmission.
Right knee arthroscopy: Although a recent survey showed that patients
resumed driving between day 1 and week 3 after knee arthroscopy
(Lewis et al., 2011), experimental studies of emergency brake reaction
times (Hau et al., 2000) have shown that safe driving is not possible any
earlier than the start of week 2.
Fixation of displaced ankle fracture: In patients who underwent fixation of
a displaced right ankle fracture, normal braking function returned after
9 weeks (Egol et al., 2003).
First metatarsal osteotomy (hallux valgus): At week 6 following osteotomy of
the first metatarsus to correct hallux valgus, emergency brake reaction times
were comparable to those of a healthy population (Holt et al., 2008).
Spinal surgery: Although it has been reported that patients who underwent
lumbar fusion surgery were able to drive upon discharge from hospital
(Liebensteiner et al., 2010), data are too limited to make that recommendation.
In all the above situations, even after the prescribed timeline has elapsed,
other limiting factors, such as pain, consumption of analgesics, absence of full
weight-bearing capacity, failure to comply with post-operative instructions or
comorbidities, may still impede safe driving. Therefore, evaluation of these
factors and discussion with the patient’s surgeon are recommended before
advising the patient that it is safe to resume driving.

Musculoskeletal disabilities 110

Section 22:  

Miscellaneous conditions that may affect

fitness to drive
Alert

Fitness to drive of any patient must be assessed on an individual basis.

22.1 Overview
There are a number of medical conditions that may influence driver fitness that have not
been discussed in detail in previous sections of this guide. This section lists some of these
conditions meriting special attention.

22.2 Obesity
Although most patients with obesity will be able to continue driving, morbid obesity may
be incompatible with driving certain vehicles. For example, a professional truck or bus
driver must perform certain tasks associated with the vehicle’s security that may involve
clambering on or under the vehicle, tasks that a person with morbid obesity will be
unable to accomplish.
Many patients with obesity report that they are unable to wear seat belts; however, most
vehicles can accommodate seat belt extensions. For patients with severe obesity, it may
be necessary to consider deactivating the airbags to avoid inadvertently deploying the
airbag and thereby causing injury.

22.3 Delirium
Delirium, a rapid-onset change in cognition, may be associated with many of the
conditions reviewed elsewhere in this guide. Delirium can present with obvious
symptoms, such as hallucinations, and altered level of consciousness, often of fluctuating
degree. Delirium can also present with more subtle subsyndromal symptoms, such as
poor concentration and slow mentation. As patients recover from the obvious symptoms
of delirium, they may temporarily experience a phase of more subtle symptoms that may
still be pertinent to their ability to resume driving. The hypoactive subtype of delirium is
commoner than the hyperactive type and is often overlooked.
For more information on the criteria on delirium see the article by David K. Conn and
Susan Lieff. Diagnosing and managing delirium in the elderly. Canadian Family Physician,
January 2001. Available: www.ncbi.nlm.nih.gov/pmc/articles/PMC2014716/
To screen for delirium, some clinicians employ the Confusion Assessment Method https://
consultgeri.org/try-this/general-assessment/issue-13.pdf.

111 CMA Driver’s Guide — 9th Edition

For patients who have experienced an episode of in-hospital delirium, the treating
physician should determine whether there are residual signs of cognitive impairment or
specific signs of delirium at the time of discharge. If such signs exist, the physician should
ask the patient not to drive until he or she has been re-evaluated by the family physician
after a length of time judged by the discharging physician as adequate for recovery. It is
important to communicate concerns about impairment and any relevant findings to the
physician who will perform the follow-up assessment.
If the delirium is detected by the family physician, the patient should be advised not to
drive until he or she has been seen in a follow-up appointment to determine if there has
been a response to treatment of the condition that triggered the delirium.
If the physician is uncertain regarding whether it is safe for the patient to resume driving,
it is recommended that the physician extend the period during which the patient should
not drive and then arrange to see the patient in follow-up. If follow-up evaluations do not
demonstrate complete recovery, and concerns remain regarding fitness to drive, then
referral to a driving assessment centre is appropriate. If the physician is concerned that
the delirium has unmasked dementia or a mental health problem, then treatment and/or
referral to the appropriate specialists is reasonable.
Please refer to the bibliography (Appendix A) for links to practical screening and
assessment tools.

22.4 General debility

“General debility” describes a decline in the capacity to lead a normal life, caused by the
person’s state of health. It is defined as the sequelae of multiple medical conditions and
syndromes that produce the specific and general symptoms of pain, fatigue, cachexia
and physical disability, as well as cognitive symptoms of attention, concentration,
memory and developmental and/or learning deficits. An exhaustive list of the conditions
causing general debility, both common and rare, exceeds the scope of this guide, but
examples include eating disorders, hepatic encephalopathy, rheumatoid arthritis and
chronic fatigue syndrome. Medications used to combat the actual disease process, as
well as its signs and symptoms, may also produce effects that contribute to the state of
general debility (see section 6, Drugs). With the expansion of medical knowledge and
of medication therapies, this category becomes wider and its relevance to the issue of
safety in driving becomes more important.

22.5 Common conditions may merit special consideration

Driving is such an integral part of daily living in Canada that it is easy to forget that many
patients, no matter how old they are, contract medical conditions that can influence
their driving fitness and continue to go about their daily activities to the best of their
abilities. In fact, many look upon being able to continue their lives as normally as possible
to be a challenge. Even the most common conditions may affect their performance
behind the wheel.

Miscellaneous conditions that may affect fitness to drive fitness to drive 112
 Consequently, it is important for physicians and allied health care professionals to include
counselling on driving in their routine advice to such patients. This is especially true for
chronic conditions such as diabetes mellitus, where continuing to live a relatively normal
life is possible, if reasonable precautions are observed. Unfortunately, unless patients are
counselled on how to compensate for their condition, they may engage in behaviour that
is incompatible with safe driving.
More generally, physicians are reminded that an evaluation of fitness to drive (in
accordance with the principles discussed in section 2, Functional assessment — emerging
emphasis) is essential for any patient, regardless of age, who is manifesting difficulty in
maintaining activities that were part of the daily routine before the medical condition
arose. In this context, the physician should consider not only the standard activities
of daily living but also additional activities that the patient previously enjoyed and has
abandoned because of the medical condition, such as model making, reading, embroidery
and knitting.

113 CMA Driver’s Guide — 9th Edition

Section 23:

Anesthesia and surgery

Alert

Any advice to the patient with respect to driving should be noted in the medical record.

23.1 Overview
Both anesthesia and surgery can have a significant, although temporary, effect on
driving ability.

23.2 Outpatient surgery

Patients having outpatient surgery under general anesthesia should not drive for at least
24 hours. The pain and discomfort following even minor surgical procedures may extend
this prohibition period to several days.

23.3 Procedures
Any outpatient surgical or diagnostic procedure may render patients temporarily unfit to
drive. Instructions to patients should include the necessity to provide a means to return
home and the advisability of avoiding driving until all the effects of the procedure have
resolved. Patients who do not have a means to return home should not undergo the
planned procedure until arrangements have been made.

23.4 Major surgery

After major surgery, it is necessary to evaluate recovery individually. Any lingering or
permanent effects of anesthesia should be subject to functional evaluation.

23.5 Conscious sedation

Anyone undergoing conscious sedation should be counselled to avoid driving for 24 hours.

Anesthesia and surgery 114

Section 24:  

Seat belts and airbags

Alert

There are no medical circumstances that justify exemption from wearing a seat belt.

24.1 Overview
All provinces and territories have legislation that requires every occupant of a vehicle to
wear a seat belt. All children (including infants) must be secured in appropriate
child seats.
Airbags are safety devices that supplement the protection provided by seat belts. They
are installed in the steering wheel and front passenger console of most newer-model
cars, although there are still vehicles without them. If airbags are present in a vehicle,
infants and children age 12 and under should sit only in the back seat of the vehicle. In
cars without airbags, the back seat is still safest in the event of a crash, as it is likely to be
furthest from the point of impact.
A consumer can choose to have the airbag(s) in a vehicle deactivated if the consumer,
or a user of the vehicle, is in one of the circumstances listed in section 24.3. Physician
documentation of the circumstance is not required. The applicant must indicate on
the form that he or she has read the airbag deactivation brochure and understands
the benefits and risks of deactivating the airbag. An application form for deactivation
of airbag(s) is available from Transport Canada (see “How to obtain a ‘Declaration of
Requirement for Air Bag Deactivation’ Form” at http://wwwapps.tc.gc.ca/Corp-Serv-
Gen/5/forms-formulaires/download/13-0140_BO_PD.

24.2 Seat belts

Some provincial legislation allows for medical exemptions from using a seat belt.
However, there are no medical circumstances that justify exemption from wearing
a seat belt.
Drivers who are uncomfortable wearing a seat belt should be encouraged to use devices
such as belt extenders, adjustable seats, adjustable seat belts and padding to make the
seat belt more comfortable.
Correct positioning of the seat belts, techniques such as the “pregnant woman
technique” and coaching by occupational therapists and other interveners may facilitate
the wearing of seat belts. Medical and paramedical personnel should consider seat belt
pressure points when implanting invasive medical devices (e.g., medication pumps,
cardiac pacemakers, vagal nerve stimulators and intravenous entries).

115 CMA Driver’s Guide — 9th Edition

24.3 Airbags
The one fact that is common to those seriously injured as a result of airbag deployment
is not their height, weight, sex or age. It is the fact that they were too close to the airbag
when it started to deploy. Infants and children age 12 years and under are vulnerable to
serious injury by an airbag. Hence, children should be placed in the back seat.
Deactivating the airbag(s) may be reasonable in the following circumstances:
Drivers:
• A safe sitting distance (25 cm between sternum and the steering wheel) or position
cannot be maintained because of scoliosis, achondroplasia, short legs or an unusual
medical condition because of which the physician has informed the person that
airbags pose a special risk.
Passengers:
• A safe sitting distance (25 cm between sternum and console) or position cannot be
maintained because of scoliosis, Down syndrome with atlantoaxial instability or an
unusual medical condition, because of which the physician has informed the person
that airbags pose a special risk.
• The passenger is an infant or child with a medical condition that requires him or her to
ride in the front seat for monitoring.
• The passenger is an infant or child and the vehicle does not have back seats.

24.4 Literature
The literature on the use of seat belts and airbags is vast. Research establishing the
beneficial effects of seat belts was conducted mainly over the period 1970–1985. Airbag
research is more recent but has followed the same progression. The benefits of restraint
systems for vehicle occupants is now taken for granted, and current research is oriented
toward improving the restraints and persuading non-users to buckle up (“click it or ticket”
initiatives). For further information, contact: Road and Motor Vehicle Safety, Transport
Canada. www.tc.gc.ca/roadsafety

Seat belts and airbags 116

Section 25:  

Motorcycles and off-road vehicles

Alert

Alcohol intoxication is the cause of most crashes involving off-road vehicles.

25.1 Overview
Operating a motorcycle (Class 6) or an off-road vehicle, including a snowmobile, demands
a higher level of physical fitness and different driving skills than driving a private
passenger vehicle.
As long as off-road vehicles are not driven on provincial roads, they do not need licence
plates, and their use is not subject to any regulation.
Nevertheless, drivers of motorcycles and off-road vehicles should be advised to wear
protective helmets at all times. There are no valid medical reasons for a driver or a
passenger not to wear a helmet. A person who is incapable of wearing a helmet should
be encouraged to find another mode of transportation.

25.2 General
Motorcycle operators should be expected to meet the medical standards for private
vehicle (Class 5) drivers in every respect. Medical disabilities that might be safely
overlooked for a private vehicle driver may be incompatible with the safe operation
of a motorcycle.
Driving a motorcycle requires the full use of all 4 limbs and good balance. A motorcycle
driver must be able to maintain a strong grip with both hands, as this is required for the
use of handlebar controls. A driver must keep both hands on the handlebars.

25.3 Specific
• Angina: Exposure to cold and cold winds can trigger an angina attack in
susceptible patients.
• Asthma: Exposure to cold and cold winds may trigger “cold” anaphylaxis and
bronchoconstriction.
• Carotid sinus sensitivity: This condition is dangerous because the tight restraining
straps on most protective headgear may place pressure on the carotid sinus.
• Cervical spine: Motorcycle drivers with a history of cervical spine injuries or instability
should be assessed for the ability to maintain a safe riding posture without neurologic
compromise.
• Permanent tracheostomy: Drivers with a permanent tracheostomy should have some
form of protection from the effects of the air stream. 
117 CMA Driver’s Guide — 9th Edition
Section 26:  

Aviation*

Alert

Physicians are required by law to report to regional aviation medical officers of Transport
Canada any pilots, air traffic controllers or flight engineers with a medical condition that
could affect flight safety. Common conditions requiring mandatory reporting are listed in
this section.

26.1 Overview
For the purpose of this guide, all references to “pilots” will apply equally to air traffic
controllers and flight engineers, unless otherwise stated. As well, “pilots” includes airline
transport pilots, commercial pilots, private pilots, student pilots, recreational pilots, etc.
The types of aircraft they may fly include fixed-wing planes (jet and propeller-driven),
helicopters, balloons, gliders, ultra-lights and gyroplanes.
Pilots are all holders of Canadian aviation documents that impose standards of medical
fitness. Regulation of pilots is under federal legislation (not provincial, as is the case for
motor vehicle drivers).
Periodic examinations of pilots are performed by physicians (civil aviation medical
examiners) appointed by the minister of transport. Episodic care of pilots is often by
community physicians.
Before being examined, all pilots must inform the physician that they hold an aviation
licence or permit. When pilots are informed that they have a condition (or are prescribed
treatment) that might make it unsafe for them to perform their duties, they must
“ground” themselves temporarily.
A physician diagnosing a condition that might affect flight safety must report the
condition to the medical advisors of Transport Canada.

26.2 Aeronautics Act

Section 6.5 of the Aeronautics Act describes the responsibilities of physicians with regard
to pilots as follows:
1. Where a physician or an optometrist believes on reasonable grounds that a patient is
a flight crew member, an air traffic controller or other holder of a Canadian aviation
document that imposes standards of medical or optometric fitness, the physician or
optometrist shall, if in his or her opinion the patient
has a medical or optometric condition that is likely to constitute a hazard to aviation
_____________________________________________________________________________

*Prepared by Transport Canada

Aviation* 118
 safety, inform a medical adviser designated by the Minister forthwith of that opinion
and the reasons therefor.
2. The holder of a Canadian aviation document that imposes standards of medical or
optometric fitness shall, prior to any medical or optometric examination of his/her
person by a physician or optometrist, advise the physician or optometrist that he/she
is the holder of such a document.
3. The Minister may make such use of any information provided pursuant to subsection
(1) as he considers necessary in the interests of aviation safety.
4. No legal, disciplinary or other proceedings lie against a physician or optometrist for
anything done by him in good faith in compliance with this section.
5. Notwithstanding subsection (3), information provided pursuant to subsection (1) is
privileged and no person shall be required to disclose it or give evidence relating to it
in any legal, disciplinary or other proceedings and the information so provided shall
not be used in any such proceedings.
6. The holder of a Canadian aviation document that imposes standards of medical or
optometric fitness shall be deemed, for the purposes of this section, to have con-
sented to the giving of information to a medical adviser designated by the Minister
under subsection (1) in the circumstances referred to in that subsection.
The relevant section of the Aeronautics Act (R.S.C., 1985, c. A-2) is “Medical and
Optometric Information,” available online at: www.laws-lois.justice.gc.ca/eng/acts/A-2/
page-20.html#h-25

26.3 Reporting
If uncertain whether a condition might affect flight safety, the physician can discuss the
case with a regional aviation medical officer (RAMO), as listed in section 26.20. At this
stage, the physician need not identify the pilot.
If certain that a condition might affect flight safety, the physician must
• Advise the pilot.
• Report by phone to a RAMO at a civil aviation medicine regional office (see section
26.20). The report will be confidential, physician-to-physician and privileged.
• Confirm information in writing (by facsimile). This report is confidential and privileged.
Once a report under section 6.5 of the Aeronautics Act has been made, it is the RAMO’s
responsibility to take further action. Although Transport Canada may use the reported
information as necessary to ensure aviation safety, the report itself cannot be used as
evidence in any legal, disciplinary or other proceedings.
Physicians may wish to contact the CMPA for advice should they have questions about
their reporting obligation.

119 CMA Driver’s Guide — 9th Edition

26.4 Medical conditions
This section is not intended to replace a textbook on aviation medicine. It is simply to
alert community physicians to aspects of medical fitness that are of unique importance to
aircrew and lists common reportable conditions.
Any condition or treatment that, in the treating physician’s opinion, may interfere
with flight safety, but is not found in this listing, should still be reported. If uncertain,
the treating physician can contact his or her RAMO for guidance (see section 26.3,
Reporting).
Further information on specific medical conditions may be obtained from the Civil
Aviation Medicine branch of Transport Canada (www.tc.gc.ca/CivilAviation/Cam/).

26.5 General conditions

26.5.1 Hypoxia
Any condition that leads to a decrease in the supply of oxygen, its carriage
in the blood or delivery to the tissues may worsen with increased altitude.
Although individual tolerance varies, smoking, lung conditions, cardiac disease,
anemia, alcohol and some drugs can increase the effects of hypoxia.

26.5.2 Gas expansion

Expansion of gas trapped in body cavities, such as the sinuses, the middle ear
or the bowel, can be extremely uncomfortable and distracting. At high altitude,
a small pneumothorax may be disabling.

26.5.3 Decompression illness

The recent use of compressed air in scuba diving can give rise to symptoms
of decompression sickness even at the cabin altitudes common to
pressurized aircraft.

26.5.4 Tolerance to increased acceleration

Pilots may be exposed to brief episodes of increased acceleration while
in turbulence or during rapid manoeuvres to recover from unusual flight
conditions. There is considerable individual variation in tolerance, but
poor physical conditioning, illness, low blood pressure or the effects of
medication may all lower the threshold for momentary loss of vision or loss of
consciousness with increased acceleration stress.

26.5.5 Spatial disorientation

In flight, spatial orientation is maintained mainly by vision and vestibular
balance organs. Any medical condition affecting balance organs or vision may
induce or exaggerate dangerous spatial disorientation.

Aviation* 120
 26.6 Vision
Conditions where visual impairment is temporary or vision is temporarily affected by the
use of medications need not be reported. Pilots should be warned not to fly until normal
vision has returned.
Reporting the following conditions is mandatory:
• diplopia
• monocularity
• visual fields — including partial loss of a visual field or significant scotomata
• eye injuries or retinal detachment
• cataract surgery
• surgical correction of myopia following radial keratotomy, photorefractive keratecto-
my, laser-assisted in-situ keratomileusis or other refractive eye surgery.

26.7 Ear, nose and throat

Significant deterioration in hearing must be reported. For the pilot, a normally
functioning vestibular system is of the utmost importance, and any condition affecting
balance or spatial orientation must be reported.
Reporting the following conditions is mandatory:
• hearing — sudden loss of hearing or conditions significantly affecting hearing
• middle-ear conditions — damage to the tympanic membranes or the eustachian tubes
• inner-ear conditions — any condition affecting or impinging on the inner ear or the
vestibular (balance) organs
• stapedectomy and other ear surgery
• surgery affecting the nasal passages, sinuses or eustachian tubes
• conditions leading to voice distortion or inaudibility.

26.8 Cardiovascular conditions

The appearance of cardiovascular signs or symptoms is of great concern and must be
discussed with the RAMO.
Detailed information on the assessment of particular cardiovascular conditions is
available in the Handbook for Civil Aviation Medical Examiners — Cardiovascular
(available online at https://www.tc.gc.ca/eng/civilaviation/publications/tp13312-2-
menu-2331.htm#cardiovascular).
Reporting the following conditions is mandatory:
• cardiac inflammation and infection
• acute ischemic syndromes

121 CMA Driver’s Guide — 9th Edition

• angina pectoris — chest pain typical or atypical of angina pectoris
• myocardial infarction
• revascularization surgery or angioplasty (including stent insertion)
• cardiomyopathy
• cardiac transplantation.
26.8.1 Blood pressure
Medications with side effects of postural hypotension, arrhythmias or effects
on the central nervous system are unacceptable.
Reporting the following conditions is mandatory:
• initial treatment of hypertension with medication
• symptomatic hypotension.
26.8.2 Valvular heart disease
Reporting the following conditions is mandatory:
• presence of significant heart disease
• development of new heart murmurs
• requirement for treatment
• repair or replacement of heart valves with prosthetic appliances.
In view of the risk of thromboembolism, associated cardiac dysfunction,
valve failure and bleeding secondary to anticoagulation, prosthetic valvular
replacement candidates must be assessed individually by Civil Aviation
Medicine.

26.8.3 Congenital heart disease (CHD)

Reporting the following conditions is mandatory:
• new diagnosis of CHD
• development of symptoms in a pilot with known CHD.
26.8.4 Cardiac arrhythmia
Even benign arrhythmias can cause distraction, which, during critical phases of
flight, may cause an incident or accident. A physician evaluating any pilot with
an arrhythmia should bear the following points in mind: How disabled is the
pilot when the arrhythmia occurs? Is structural heart disease present? Serious
consideration should be given to reporting any arrhythmia.
Reporting the following conditions is mandatory:
• premature atrial or ventricular contraction — when these are symptomatic
or require medication for control
• paroxysmal tachyarrhythmias — all tachyarrhythmias, even if they appear to
be asymptomatic
• atrial fibrillation and flutter — at their onset and when any change in
treatment is required

Aviation* 122
 • sinus node dysfunction or sick sinus syndrome — symptomatic bradycardia
or sinus node dysfunction
• heart block and bundle branch blocks — second- or third-degree heart block
or the development of a new right or left bundle branch block
• pacemakers — pilots requiring a pacemaker or automatic implantable
defibrillation devices.

26.9 Cerebrovascular disorders

Pilots who show any evidence of memory loss, poor concentration or diminished
alertness must be reported.
Reporting of the following is mandatory:
• transient ischemic attacks or cerebral artery stenosis that has led to confusion,
disturbance of vision, attacks of vertigo or loss of consciousness
• stroke — completed stroke or any other cerebrovascular accident
• carotid endarterectomy
• asymptomatic carotid bruits — where investigation indicates significant carotid
obstruction (more than 50%).

26.10 Other vascular disorders

Superficial thrombophlebitis without complications need not be reported.
Reporting of the following is mandatory:
• aortic aneurysms
• symptomatic or enlarging thoracic aneurysm or abdominal aneurysm 5 cm in diameter
or greater
• recent surgical repair of an aneurysm
• deep venous thrombosis.

26.11 Nervous system

Disorders of the central nervous system can be a potent source of occult incapacitation.
Lapses of consciousness or memory in the aviation environment can be fatal.
Detailed information on assessment of particular neurological conditions is available
in the Handbook for Civil Aviation Medical Examiners — Neurology (available online
at https://www.tc.gc.ca/eng/civilaviation/publications/tp13312-2-menu-2331.
htm#neurology).
Reporting of the following is mandatory:
• syncope — unexplained loss of consciousness, whatever the cause
• seizure disorders

123 CMA Driver’s Guide — 9th Edition

• head injuries — any significant head injury, particularly if it is associated with uncon-
sciousness or post-traumatic amnesia
• sleep disorders of any type
• vestibular disorders — spatial disorientation is a significant cause of aviation accidents
and is a contributing cause in 30% of fatal accidents; any condition that interferes
even temporarily with balance or co­ordination must be reported
• headache — migraine with aura; may include visual loss, cognitive impairment and
other neurological deficits; any type of severe or prolonged headache requiring
medications that may produce unacceptable side effects
• disorders of coordination and muscular control — any condition affecting coordina-
tion and muscular control.

26.12 Respiratory diseases

Gradual deterioration of the respiratory system over years may not be obvious,
particularly if the pilot does not complain or is using bronchodilator medications.
Physicians treating pilots must remain alert to the risk of hypoxia and trapped gas
expansion (e.g., pneumothorax) when deciding on treatment.
Reporting of the following is mandatory:
• chronic obstructive pulmonary disease — significant decreases in pulmonary function,
decreased arterial oxygen saturation, increasing hypercapnia or recurrent infections
• asthma — increasing requirement for inhaled bronchodilators or steroids; use of
medications containing aminophylline; detailed information is available in the Hand-
bookfor Civil Aviation Medical Examiners — Asthma (available online at www.tc.gc.ca/
eng/civilaviation/publications/tp13312-2-asthma-menu-2332.htm)
• pneumothorax — spontaneous pneumothorax, pleural blebs, lung cysts or other
conditions that may lead to problems with trapped gas expansion (this may be of less
significance in air traffic controllers)
• pulmonary embolism
• sarcoidosis.

26.13 Endocrine and metabolic disorders

Detailed information on particular diabetic conditions is available in the Handbook for
Civil Aviation Medical Examiners — Diabetes (available online at www.tc.gc.ca/eng/
civilaviation/publications/tp13312-2-diabetes-menu-2155.htm).
Reporting of the following is mandatory:
• diabetes mellitus
• type 1 diabetes — when first diagnosed; pilots and air traffic controllers with type
1 diabetes are considered on an individual basis

Aviation* 124
 • type 2 diabetes — treated with oral or injected hypoglycemic drugs and/
or insulin therapy; changes in type or dose of medication; hypoglycemic attacks
requiring treatment
• thyroid and parathyroid disease — initial diagnosis of these conditions; once the
condition is stable, only significant changes in treatment
• pituitary disease — initial diagnosis and investigation; any mass compromising the
optic chiasm must be reported
• adrenal disease — initial diagnosis and investigation
• anabolic steroids.

26.14 Renal system

Reporting of the following is mandatory:
• renal colic or the discovery of kidney or bladder stones
• developing renal failure or undergoing renal dialysis
• requirement for renal transplantation; after successful transplantation, only
significant changes in treatment.

26.15 Musculoskeletal system

Reporting of the following is mandatory:
• recent amputation of a limb or part of a limb
• arthritis — symptomatic patients whose mobility becomes restricted; those with side
effects from required medications (e.g., non-steroidal anti-inflammatory drugs); those
requiring second- or third-stage medications (e.g., gold, azathioprine).

26.16 Psychiatric disorders

In an occupation as potentially hazardous as flying, the level of tolerance for psychiatric
disorders or disease is small. Even when symptoms are effectively treated, the side
effects of psychoactive drugs, such as selective serotonin reuptake inhibitors (SSRIs), are
usually unacceptable.
Pilots with emotional disorders may be reluctant to discuss their condition with a
civil aviation medical examiner and will more likely seek advice and treatment from a
community physician. Physicians are strongly urged to discuss such cases with the RAMO.
Detailed information on particular psychiatric conditions is available in the Handbook for
Civil Aviation Medical Examiners — Psychiatry (SSRIs) (available online at https://www.
tc.gc.ca/eng/civilaviation/publications/tp13312-2-menu-2331.htm#psychiatry-ssris).
Reporting of the following is mandatory:
• cognitive disorders — dementia, as soon as suspected or diagnosed

125 CMA Driver’s Guide — 9th Edition

• psychosis —this includes bipolar affective disorder
• emotional disorders — these conditions may be temporary and stress induced; when
they require drug therapy or may interfere with judgment, decision-making or reac-
tion time, they must be reported.

26.17 Tumours
Reporting of the following is mandatory:
• any tumour that limits the ability of a pilot to perform safely
• tumours that may metastasize to the brain.

26.18 HIV infection and AIDS

Detailed information on HIV-seropositive conditions is available in the Handbook for
Civil Aviation Medical Examiners — Guidance for the Aviation Medical Certification of
HIV Seropositive Persons (available online at www.tc.gc.ca/eng/civilaviation/opssvs/cam-
guide-1176.htm).
Reporting of the following is mandatory:
• positive test for HIV
• diagnosis of AIDS.

26.19 Drugs
• Substance abuse: Pilots who abuse or are addicted to alcohol or other chemical
substances must be reported.
• Alcohol: By law, no one may function as a crew member of an aircraft (or work as an
air traffic controller) if he or she has consumed alcohol within the previous 8 hours.
After heavy drinking, even this interval will be too short because alcohol can affect
balance and orientation for up to 48 hours.
• Illicit drugs: Marijuana and other illicit drugs impair judgment and coordination; the
effects may last for prolonged periods.
• Prescription drugs: Discuss in detail the side effects of any medication that is pre-
scribed or recommended to pilots. For example, minor side effects on visual accom-
modation, muscular coordination, the gastrointestinal tract or tolerance to accelera-
tion (increased gravity) may be more serious when they occur in flight. If in doubt, the
physician should discuss the medication with the RAMO.
• Over-the-counter drugs: Generally, pilots are advised to avoid taking any medication
within 12 hours (or, if longer-acting, within about 5 half-lives) before flight if pharma-
cologic effects may affect flying. Although there are exceptions to this rule, caution
is advised.
• Anesthetics (general and local): There is no general rule about how long a pilot should
be grounded after receiving a general anesthetic. It depends on the type of surgery,

Aviation* 126
 premedication and the anesthetic agent. Physicians should be aware that the effect
of some anesthetics may take days to wear off, and caution is recommended. A RAMO
can answer enquiries on this subject.
In cases where local anesthetics have been used for extensive procedures, flying should
be restricted for a minimum of 24 hours.

26.20 Contacts
Civil Aviation Medicine headquarters
Civil Aviation Medicine
Transport Canada
330 Sparks St.
Place de Ville, Tower C, Room 617
Ottawa ON K1A 0N8
Tel 613-990-1311
Toll free: 800-305-2059
Fax 613-990-6623
www.tc.gc.ca/CivilAviation/Cam/

Civil Aviation Medicine Branch offices (Regional aviation medical officers RAMO)
See https://tc.gc.ca/eng/civilaviation/opssvs/regions-139.htm for complete list of
branch offices and current contact information.

Atlantic Region – New Brunswick, Prince Edward Island, Nova Scotia, and
Newfoundland & Labrador
PO Box 42
Moncton, New Brunswick
E1C 8K6
Telephone: 1-800-305-2059
E-mail: tc.aviationservicesatl-servicesaviationatl.tc@tc.gc.ca

Quebec Region
700 Leigh Capreol, Zone 4E, NA Dept.
Dorval, Quebec
H4Y 1G7

127 CMA Driver’s Guide — 9th Edition

Telephone: 1-800-305-2059
Fax: 1-855-633-3697
E-mail: tc.aviationservicesatl-servicesaviationatl.tc@tc.gc.ca

Ontario Region
4900 Yonge Street, 4th Floor
North York, Ontario
M2N 6A5
Telephone: 1-800-305-2059
Fax: (416) 952-0196 / 1-877-822-2129
Fee Payment: (416) 952-0400 / 1-800-305-2059
E-mail: tc.aviationservicesont-servicesaviationont.tc@tc.gc.ca

Prairie and Northern Region – Alberta, Saskatchewan, Manitoba, Yukon, Northwest

Territories and Nunavut
344 Edmonton Street
Winnipeg, Manitoba
R3C OP6
Telephone: 1-800-305-2059
Fax: 1-800-824-4442
E-mail: CASPNR-SACRPN@tc.gc.ca

Pacific Region (British Columbia)

Transport Canada
820 - 800 Burrard Street
Vancouver, British Columbia
V6Z 2J8
Telephone: 1-800-305-2059
Fax: 1 855 618-6288
E-mail: tc.aviationservicesPAC-servicesaviationPAC.tc@tc.gc.ca

Aviation* 128
Section 27:  

Railway*

Alert

• “Railway” includes national passenger and freight trains, as well as commuter and
privately owned trains.
• Railway employees in Safety Critical Positions operate or control the movement of
trains.
• Physicians are required by law to notify the railway company’s chief medical officer
if a person in a Safety Critical Position has a medical condition that could affect
railway safety.
• Railway Medical Guidelines to determine medical fitness for duty are available at
www.railcan.ca/publications/rule_handbook

27.1 Overview
This section concerns assessing medical fitness for duty of a person occupying a Safety
Critical Position on a railway. These employees operate or control the movement of
trains. They are required to meet the medical fitness standards of the Railway Medical
Guidelines. Assessments regarding fitness for duty, as well as episodic medical care, are
usually done by community physicians.
A person in a Safety Critical Position must identify himself or herself as such to a physician
before any examination.
The occupations designated as Safety Critical Positions may vary between railways, but
typically include
• locomotive engineer
• conductor
• assistant conductor (brakeperson)
• yard foreman or yardperson
• rail traffic controller (train dispatcher).
In addition, any employee or contractor who is required to perform any of these
functions is considered to occupy a Safety Critical Position.

_____________________________________________________________________________

*Prepared by the Medical Advisory Group of the Railway Association of Canada to facilitate public safety in rail
freight and passenger train operations across Canada.

129 CMA Driver’s Guide — 9th Edition

27.2 Railway Safety Act
The Railway Safety Act (RSA) is federal legislation that gives the Minister of Transport
jurisdiction over railway safety matters. It is regulated by Transport Canada and covers
railway safety, security and the environment. Section 35 of the RSA mandates regular
medical examinations for all persons occupying Safety Critical Positions.
The RSA
• requires that physicians and optometrists notify the railway company’s chief medical
officer if a person occupying a Safety Critical Position has a medical condition that
could be a threat to safe railway operations and that the physician or optometrist
send a copy of this notice without delay to the patient
• makes it the responsibility of the patient to inform the physician or optometrist that
he or she holds a designated Safety Critical Position at the time of any examination
• allows the railway company to use the information provided by the physician or
optometrist in the interests of safe railway operations
• prohibits any legal, disciplinary or other proceedings against a physician or optome-
trist for such information given in good faith
• prohibits further disclosure, or use as evidence, of such medical information, except
with the permission of the patient.

27.3 Reporting
According to the Railway Safety Act, a physician must notify a railway company’s chief
medical officer if a person occupying a Safety Critical Position has a medical condition
that could be a threat to safe railway operations. Contact information is listed in section
27.8, Contacts.
Physicians may wish to contact the CMPA for advice should they have questions about
their reporting obligation.

27.4 Medical fitness

Railway Medical Rules were developed by the Railway Association of Canada and
approved by the Minister of Transport. These Rules include the frequency of medical
assessments and include a Railway Medical Guidelines section.
The chief medical officer of each railway company may increase the frequency of medical
assessments, restrict a person from occupying a Safety Critical Position, apply restrictions
on the performance of certain tasks or require the use of corrective devices or other
medical aids.

27.5 General considerations

Capabilities that must be reviewed when considering medical fitness for duty
of any person in a railway Safety Critical Position include, but are not limited to

Railway* 130
 • Cognition. The person must have normal function in terms of
• alertness
• judgment
• concentration
• comprehension of concurrent written, verbal and signal-based communication
• awareness of the environment and other members of the work crew
• vigilance for prolonged periods.
• Special senses
• Vision, including colour perception, must meet railway industry standards. Individu-
als not meeting colour vision testing standards are required to undergo further
assessment by a specific test developed by the railway industry.
• Hearing must meet railway industry standards. Despite noisy environments, railway
workers must be able to receive, comprehend and transmit communications via a
variety of means (e.g., radio, telephone, face to face).
• Ability to tolerate and function in a stressful work environment, which includes a
highly variable work shift.
• Must not be subject to sudden impairment of physical or mental capabilities.
• Medical fitness for duty also takes into consideration medical conditions including
treatment and medications, both past and present, that could result in
• sudden or gradual impairment of cognitive function including alertness, judgment,
insight, memory and concentration
• impairment of senses
• significant impairment of musculoskeletal function
• other impairment that is likely to constitute a threat to safe railway operations.
Note: Railway Medical Guidelines (see section 27.7, Resources) include the following
conditions to assist physicians regarding Safety Critical Positions:
• cardiovascular disorders
• diabetes
• epilepsy or other epileptic seizures
• hearing
• mental disorders
• severe sleep apnea
• substance use disorders
• therapeutic opioids
• vision.

131 CMA Driver’s Guide — 9th Edition

Medical conditions not currently covered by a specific guideline are governed by
accepted medical practice.

27.6 Specific issues

Medical fitness requirements must also be assessed for specific capabilities associated
with the following safety critical positions:
Locomotive Engineer
• Must be able to walk, climb and very occasionally lift 36 kg (80 lb) from floor
to waist level.
• May have to walk extended distances in variable weather conditions and on
uneven terrain.
Conductor, Brakeperson, Yardperson
• Must be able to walk, climb and occasionally lift 36 kg (80 lb) from floor to waist level.
• Must be able to walk in variable weather conditions and on uneven terrain.
• Good strength and endurance are required in the arms, shoulders and upper back. For
example, performing track-switching duties requires
• 17–19 kg (37–41 lb) of force to lift switch lever
• 18–27 kg (40–60 lb) of force to pull switch over
• 17–19 kg (37–41 lb) of force to lock switch lever back in place.
• A good sense of balance is required, as these tasks are performed outdoors where
terrain may be uneven and slippery, wet, icy or snow-covered.
Railway Traffic Controller
• Must be able to sit for prolonged periods. Limited physical demands.
• Must have the ability to use a keyboard to enter instructions.
• Must be able to concentrate for prolonged periods while viewing a computer screen
and listening and reacting to communications simultaneously.

27.7 Resources
A copy of the Canadian Railway Medical Rules Handbook (which includes the current
Railway Medical Guidelines) is available on the Railway Association of Canada website
(www.railcan.ca/publications/rule_handbook).

27.8 Contacts
Railway Association of Canada
Tel 613-564-8088

Railway* 132
 Class 1 Railways
Canadian Pacific
Tel 866-876-0879 (toll free)

CN
Tel 514-399-5690

Other Railways
VIA Rail Canada
Tel 888-842-7245

Contact numbers for BNSF and other Regional Short Line Railroads can be obtained from
the Railway Association of Canada.
Tel 613-564-8088

133 CMA Driver’s Guide — 9th Edition

Appendix A
Bibliography
Section 1 — Introduction
British Columbia (Superintendent of Motor Vehicles) v. British Columbia (Council
of Human Rights), [1999] 3 S.C.R. 868. Available: scc.lexum.org/en/1999/1999scr3-
868/1999scr3-868.html (accessed 2016 Apr. 7).
Canadian Council of Motor Transport Administrators. Determining Driver Fitness in Canada:
Part I: A Model for the Administration of Driver Fitness Programs and Part II: CCMTA Medical
Standards for Drivers. Ottawa (ON): The Council; 2015. Available: http://ccmta.ca/images/
publications/pdf/CCMTA_Medical_Standards_Dec_1_2015_final_clean_copy.pdf
CBC News. In the line of duty: Canada’s casualties. CBC News; updated 2011 Oct. 31.
Charlton JL, Koppel S, Odell M, Devin A, Langford J, O’Hare M, et al. Influence of chronic
illness on crash involvement of motor vehicle drivers. 2nd ed. Report 300. Victoria, Australia:
Monash University Accident Research Centre; 2010. Available: www.monash.edu.au/miri/
research/reports/muarc300.html (accessed 2016 Apr. 7).
Dow J, Jacques A. Educating doctors on evaluation of fitness to drive: impact of a case-
based workshop. J Contin Educ Health Prof. 2012;32(1):68-73.
Everson K. West Nile virus up in 2005. CMAJ. 2006;174(1):21.
National Highway Traffic Safety Administration (US). Driver fitness medical
guidelines. Washington (DC): The Administration; 2009. Available: ntl.bts.gov/
lib/31000/31100/31148/6061_MedicalReviewGuide_10-1_v2a.pdf (accessed 2016 Apr. 7).
Redelmeier DA, Yarnell CJ, Thiruchelvam D, Tibshirani RJ. Physicians’ warnings for unfit
drivers and the risk of trauma from road crashes. N Engl J Med. 2012;367(13):1228-36.
Standing Committee on Social Affairs, Science and Technology. Reforming health
protection and promotion in Canada: time to act. Ottawa (ON): The Standing Committee;
2003 Nov. Available: www.parl.gc.ca/Content/SEN/Committee/372/SOCI/26app-e.pdf
(accessed 2016 Apr. 7).
Transport Canada. Canadian motor vehicle traffic collision statistics: 2014. Ottawa (ON):
Transport Canada; 2014. Available: http://www.tc.gc.ca/media/documents/roadsafety/
cmvtcs2014_eng.pdf (accessed 2017 Feb. 22).

Section 2 — Functional assessment — emerging emphasis

Dobbs BM. Medical conditions and driving: a review of the literature (1960–2000).
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809 690. Available: www.nhtsa.gov/people/injury/research/Medical_Condition_Driving/
(accessed 2016 Apr. 7).

Appendix A 134
 Dow J. Maladie et permis de conduire : comment s’y retrouver? Méd Québec.
2006;41(3):61-4.
National Highway Traffic Safety Administration (US). Driver fitness medical
guidelines. Washington (DC): The Administration; 2009. Available: ntl.bts.gov/
lib/31000/31100/31148/6061_MedicalReviewGuide_10-1_v2a.pdf (accessed 2016 Apr. 7).
Third Canadian conference on diagnosis and treatment of dementia. 146 approved
recommendations – final July 2007. Available: www.cccdtd.ca/pdfs/Final_
Recommendations_CCCDTD_2007.pdf (accessed 2016 Apr. 7).

Section 3 — Reporting — when and why

Canadian Medical Protective Association. Fitness to drive: When do physicians have a duty
to report? P1505-1-E. Ottawa (ON): The Association; 2015 Dec. Available: https://www.
cmpa-acpm.ca/en/advice-publications/browse-articles/2015/fitness-to-drive-when-do-
physicians-have-a-duty-to-report (accessed 2016 Apr 7)
Canadian Medical Protective Association. When the loss of independence can save a life!
Information Letter. 2007;22(1):3-4.

Section 4 — Driving cessation

Betz ME, Schwartz R, Valley M, Lowenstein SR. Older adult opinions of ‘advance driving
directives.’ J Prim Care Community Health. 2013;4(1):14-27.
Choi M, Betts K, Kahana E. The impact of transportation support on driving
cessation among community-dwelling older adults. J Gerontol B Psychol Sci Soc Sci.
2012;67B(3):392-400.
Curl AL, Stowe JD, Cooney TM, Proulx CM. Giving up the keys: How driving cessation
affects engagement in later life. Gerontologist. 2013;54(3):423-33.
Dobbs BM, Dobbs AR. Medically at-risk driving courseware package. Edmonton (AB): The
Pallium Project; 2009. p. 1−130.
Dobbs BM, Harper LA, Wood A. Transitioning from driving to driving cessation: The role
of specialized driving cessation support groups for individuals with dementia. Top Geriatr
Rehabil. 2009;25(1):73-86.
Perkinson MA, Berg-Weger ML, Carr DB, Meuser TM, Palmer JL, Buckles VD, Powlishta KK,
Foley DJ, Morris JC. Driving and dementia of the Alzheimer type: beliefs and cessation
strategies among stakeholders. Gerontologist. 2005;45(5):675-85.
We need to talk: Family conversations with older drivers. Hartford (CT): The Hartford
Financial Services Group, Inc. Available from: hartfordauto.thehartford.com/UI/
Downloads/FamConHtd.pdf (accessed 2016 Apr 7).

135 CMA Driver’s Guide — 9th Edition

Section 5 — Alcohol
American Society of Addiction Medicine. Public policy statement: Definition of addiction.
Chevy Chase (MD): The Society; 2011. Available: https://www.asam.org/quality-practice/
definition-of-addiction (accessed 2016 Apr. 7).
Canadian Council of Motor Transport Administrators. Determining Driver Fitness in
Canada: Part I: A Model for the Administration of Driver Fitness Programs and Part II: CCMTA
Medical Standards for Drivers. Ottawa (ON): The Council; 2015. Available: http://ccmta.ca/
images/publications/pdf/CCMTA_Medical_Standards_Dec_1_2015_final_clean_copy.pdf
(accessed 2016 Apr. 7).
Carr DB, Schwartzberg JG, Manning L, Sempek J. Chapter 9: Medical conditions and
medications that may affect driving. In: Physician’s guide to assessing and counseling older
drivers. 2nd ed. Chicago (IL): American Medical Association; National Highway Traffic
Safety Administration (US); 2010. See section 13, Medications. p. 178-84. Available: www.
nhtsa.gov/staticfiles/nti/older_drivers/pdf/811298.pdf (accessed 2016 Apr. 7).
Degutis LC, Fiellin DA, D’Onofrio G. Chapter 79: Traumatic injuries related to alcohol and
other drug use. In: Ries RK, Fiellin DA, Miller SC, Saitz R, editors. Principles of addiction
medicine. 4th ed. Philadelphia (PA): Lippincott, Williams & Wilkins; 2009. p. 1091-8.
Koob GF, Le Moal M. Chapter 5: Alcohol. In: Neurobiology of addiction. London (UK):
Elsevier/Academic Press; 2006. p. 173-241.
Marques PR, Tippetts AS, Yegles M. Ethylglucuronide in hair is a top predictor of impaired
driving recidivism, alcohol dependence, and a key marker of the highest BAC interlock
tests. Traffic Inj Prev. 2014;15(4):361-9.
Shuggi R, Mann RE, Zalcman RF, Chipperfield B, Nochajski T. Predictive validity of
the RIASI: alcohol and drug use problems six months following remedial program
participation. Am J Drug Alcohol Abuse. 2006;32(1):121-33.

Section 6 — Drugs
American Psychiatric Association (APA). Diagnostic and Statistical Manual of Mental
Disorders (4th ed., text rev.). Washington (DC): The Association; 2000.
American Psychiatric Association (APA). Diagnostic and Statistical Manual of Mental
Disorders (5th ed.). Washington (DC): The Association; 2013.
American Society of Addiction Medicine (ASAM). Public policy statement: Definition of
addiction. Chevy Chase (MD): The Society; 2011. Available: www.asam.org/docs/publicy-
policy-statements/1definition_of_addiction_long_4-11.pdf?sfvrsn=2
(accessed 2016 Apr. 7).
American Society of Addiction Medicine (ASAM). White Paper on State-Level Proposals
to Legalize Marijuana. Chevy Chase (MD): The Society; 2012. Available: www.asam.
org/docs/publicy-policy-statements/state-level-proposals-to-legalize-marijuana-
final2773DD668C2D.pdf (accessed 2016 Apr. 9).

Appendix A 136
 BC Ministry of Public Safety and Solicitor General, Office of the Superintendent of Motor
Vehicles. Chapter 29: Psychotropic drugs. In: 2010 BC guide in determining fitness to
drive. Victoria (BC): The Ministry; 2010. p. 364-76. Available: www2.gov.bc.ca/assets/gov/
driving-and-transportation/driving/publications/2010-guide-in-determining-fitness-to-
drive.pdf (accessed 2016 Apr. 7).
Brady JE, Li G. Trends in alcohol and other drugs detected in fatally injured drivers in the
United States, 1999-2010. Am J Epidemiol. 2014;179(6):692-9.
Canadian Council of Motor Transport Administrators. Determining Driver Fitness in
Canada: Part I: A Model for the Administration of Driver Fitness Programs and Part II: CCMTA
Medical Standards for Drivers. Ottawa (ON): The Council; 2015. Available: http://ccmta.ca/
images/publications/pdf/CCMTA_Medical_Standards_Dec_1_2015_final_clean_copy.pdf
(accessed 2016 Apr. 7).
Carr DB, Schwartzberg JG, Manning L, Sempek J. Chapter 9: Medical conditions and
medications that may affect driving. In: Physician’s guide to assessing and counseling older
drivers. 2nd ed. Chicago (IL): American Medical Association; National Highway Traffic
Safety Administration (US); 2010. See section 13, Medications. p. 178-84. Available: www.
nhtsa.gov/staticfiles/nti/older_drivers/pdf/811298.pdf (accessed 2016 Apr. 7).
Chang CM, Wu EC, Chen CY, Wu KY, Liang HY, Chau YL, Wu CS, Lin KM, Tsai HJ.
Psychotropic drugs and risk of motor vehicle accidents: a population-based case–control
study. Br J Clin Pharmacol. 2013;75(4):1125-33.
College of Family Physicians of Canada (CFPC). The College of Family Physicians of Canada
Statement on Health Canada’s Proposed Changes to Medical Marijuana Regulations.
Mississauga (ON): The College; 2013. Available: cfpc.ca/ProjectAssets/Templates/
Resource.aspx?id=5535&terms=position+statement (accessed 2016 Apr 9).
Dassanayake T, Michie P, Carter G, Jones A. Effects of benzodiazepines, antidepressants
and opioids on driving: a systematic review and meta-analysis of epidemiological and
experimental evidence. Drug Saf. 2011; 34(2):125-56.
Girotto E, Mesas AE, de Andrade SM, Birolim MM. Psychoactive substance use by truck
drivers: a systematic review. Occup Environ Med. 2014;71(1):71-6.
Glennon RA. Chapter 14: The pharmacology of classical hallucinogens and related
designer drugs. In: Ries RK, Fiellin DA, Miller SC, Saitz R, editors. Principles of addiction
medicine. 4th ed. Philadelphia (PA): Lippincott, Williams & Wilkins; 2009. p. 215-30.
Hartman RL, Huestis MA. Cannabis effects on driving skills. Clin Chem. 2013;59:478-92.
Koob GF, Le Moal M. Chapter 7: Cannabinoids. In: Neurobiology of addiction. London (UK):
Elsevier/Academic Press; 2006. p. 289-338.
Lemay G, Dalziel B. Better prescribing in the elderly. Can Geriatr Soc J CME.
2013;2(3):20-6.
Lenné M, Dietze P, Triggs T, Walmsley S, Murphy B, Redman J. The effects of cannabis and
alcohol on simulated arterial driving: influences of driving experience and task demand.
Accid Anal Prev. 2010;42:859-66.

137 CMA Driver’s Guide — 9th Edition

Leufkens TR, Vermeeren A. Highway driving in the elderly the morning after bedtime use
of hypnotics: a comparison between temazepam 20 mg, zopiclone 7.5 mg, and placebo.
J Clinical Psychopharmacol. 2009;29(5):432-8.
Leufkens, TR, Vermeeren A. Zopiclone’s residual effects on actual driving performance
in a standardized test: a pooled analysis of age and sex effects in 4 placebo-controlled
studies. Clin Therap. 2014;36(1):141-50.
Logan BK. Combined dextromethorphan and chlorpheniramine intoxication in impaired
drivers. J Forensic Sci. 2009;54(5):1176-80.
Monarrez-Espino J, Laflamme L, Elling B, Moller J. Number of medications and road
traffic crashes in senior Swedish drivers: a population-based matched case-control study.
Inj Prev. 2014;20(2):81-7.
National Institute on Drug Abuse (NIDA). NIDA website. Available: www.drugabuse.gov
(accessed 2016 Apr 9).
Palmentier JP, Warren R, Gorczynski LY. Alcohol and drugs in suspected impaired drivers
in Ontario from 2001 to 2005. J Forensic Legal Med. 2009;16(8):444-8.
Ramaekers JG, Berghaus G, van Laar M, Drummer OH. Dose related risk of motor vehicle
crashes after cannabis use. Drug Alcohol Depend. 2004;73:109-19.
van der Beek, AJ. Psychoactive substance use in truck drivers: occupational health and
public health. Occup Environ Med. 2014;71(1):1.

Section 7 — Aging
Canadian Association of Occupational Therapists. National blueprint for injury prevention in
older drivers. Ottawa (ON): CAOT Publications ACE; 2009. Available: http://caot.in1touch.
org/document/5639/National%20Blueprint%20for%20Injury%20Prevention%20in%20
Older%20Drivers.pdf (accessed 2016 Apr. 7). It outlines a vision and identifies directions
for action for promoting safe driving among older drivers in Canada.
Canadian Association of Occupational Therapists. Other resources:
• Safe driving: https://caot.in1touch.org/site/pt/resources/driving?nav=sidebar
• FIND an OT: https://www.find-an-ot.ca/
Carr DB, Schwartzberg JG, Manning L, Sempek J. Chapter 3: Assessing functional ability.
In: Physician’s guide to assessing and counseling older drivers. 2nd ed. Chicago (IL): American
Medical Association; National Highway Traffic Safety Administration (US); 2010. p. 19-30.
Available: www.nhtsa.gov/staticfiles/nti/older_drivers/pdf/811298.pdf
(accessed 2016 Apr. 7).
Classen S, Wang Y, Crizzle AM, Winter SM, Lanford DM. Gender differences among older
drivers in a comprehensive driving evaluation. Accid Anal Prev. 2013;61:146-52.
Dow J. Response to Redelmeier and Stanbrook [letter]. Available: www.cmaj.ca/content/
early/2012/04/02/cmaj.120521.citation/reply#cmaj_el_701866 (accessed 2016 Apr. 7).

Appendix A 138
 Dow J, Jacques A. Educating doctors on evaluation of fitness to drive: impact of a case-
based workshop. J Contin Educ Health Prof. 2012;32(1):68-73.
Iverson DJ, Gronseth GS, Reger MA, Classen S, Dubinsky RM, Rizzo M. Practice parameter
update: evaluation and management of driving risk in dementia: report of the Quality
Standards Subcommittee of the American Academy of Neurology.
Neurology. 2010;74(16);1316-24.
Joseph PG, O’Donnell MJ, Teo KK, Gao P, Anderson C, Probstfield JL, et al. The Mini-
Mental State Examination, clinical factors, and motor vehicle crash risk. J Am Geriatr Soc.
2014;62(8):1419-26.
Molnar FJ, Simpson CS. Approach to assessing fitness-to-drive in patients with cardiac
and cognitive conditions. Can Fam Physician. 2010;56(11):1123-9.

Section 8 — Dementia and mild cognitive impairment

Austroads Ltd. Assessing fitness to drive for commercial and private vehicle drivers: Medical
standards for licensing and clinical management guidelines. Sydney (Australia): Austroads/
National Transport Commission of Australia; 2013. Available: www.onlinepublications.
austroads.com.au/items/AP-G56-13 (accessed 2016 Apr. 7).
Classen S, Wang Y, Crizzle AM, Winter SM, Lanford DM. Gender differences among older
drivers in a comprehensive driving evaluation. Accid Anal Prev. 2013;61:146-52.
Duchek JM, Carr DB, Hunt L, Roe CM, Xiong C, Shah K, et al. Longitudinal driving
performance in early-stage dementia of the Alzheimer type. J Am Geriatr Soc.
2003;51(10):1342-7.
Hogan DB, Bailey P, Carswell A, Clarke B, Cohen C, Forbes D, et al. Management of mild to
moderate Alzheimer’s disease and dementia. Alzheimers Dement. 2007;3(4):355-84.
Iverson DJ, Gronseth GS, Reger MA, Classen S, Dubinsky RM, Rizzo M. Practice
parameter update: evaluation and management of driving risk in dementia: report of
the Quality Standards Subcommittee of the American Academy of Neurology. Neurology.
2010;74(16);1316-24.
Joseph PG, O’Donnell MJ, Teo KK, Gao P, Anderson C, Probstfield JL, et al. The Mini-
Mental State Examination, clinical factors, and motor vehicle crash risk. J Am Geriatr Soc.
2014;62(8):1419-26.
Molnar FJ, Rapoport MJ, Roy M. Dementia and driving: maximizing the utility of in-office
screening and assessment tools. Can Geriatr Soc J CME. 2012;2(2):11-4.
Molnar FJ, Simpson CS. Approach to assessing fitness-to-drive in patients with cardiac
and cognitive conditions. Can Fam Physician. 2010;56(11):1123-9.
New Zealand Transport Agency. Medical aspects of fitness to drive: A guide for medical
practitioners. Wellington (NZ): The Agency; 2009. Available: www.nzta.govt.nz/resources/
medical-aspects/index.html (accessed 2016 Apr. 7).
Rapoport MJ, Herrmann N, Molnar F, Rochon PA, Juurlink DN, Zagorski B, et al.

139 CMA Driver’s Guide — 9th Edition

Psychotropic medications and motor vehicle collisions in patients with dementia.
J Am Geriatr Soc. 2008;56(10):1968-70.
Singapore Medical Association. Medical guidelines on fitness to drive.
Singapore: The Association; 2011.

Section 9 — Sleep disorders

American Academy of Sleep Medicine International classification of sleep disorders:
diagnostic and coding manual. 2nd ed. Darien (IL): The Academy; 2005.
Ayas N, Skomro R, Blackman A, Curren K, Fitzpatrick M, Fleetham J, et al. Obstructive
sleep apnea and driving: a Canadian Thoracic Society and Canadian Sleep Society position
paper. Can Respir J. 2014;21:114-23.
Blackman A, McGregor C, Dales R, Driver HS, Dumov I, Fleming J, et al. Canadian Sleep
Society/Canadian Thoracic Society position paper on the use of portable monitoring
for the diagnosis of obstructive sleep apnea/hypopnea in adults.
Can Respir J. 2010;17(5):229-32.
Canadian Council of Motor Transport Administrators. Determining Driver Fitness in
Canada: Part I: A Model for the Administration of Driver Fitness Programs and Part II: CCMTA
Medical Standards for Drivers. Ottawa (ON): The Council; 2015. Available: http://ccmta.ca/
images/publications/pdf/CCMTA_Medical_Standards_Dec_1_2015_final_clean_copy.pdf
(accessed 2016 Apr. 7).
Carr DB, Schwartzberg JG, Manning L, Sempek J. Physician’s guide to assessing and
counseling older drivers. 2nd ed. Chicago (IL): American Medical Association; National
Highway Traffic Safety Administration (US); 2010. p. 19-30. Available: www.nhtsa.gov/
staticfiles/nti/older_drivers/pdf/811298.pdf (accessed 2016 Apr. 7).
Drake C, Roehrs T, Breslau N, Johnson E, Jefferson C, Scofield H, et al. The 10-year risk of
verified motor vehicle crashes in relation to physiologic sleepiness. Sleep.
2010;33(6):745-52.
Driver and Vehicle Licensing Agency. Assessing fitness to drive — a guide for medical
professionals. Swansea (UK): The Agency; 2016. Available: https://www.gov.uk/guidance/
assessing-fitness-to-drive-a-guide-for-medical-professionals (accessed 2016 Apr. 7).
Gurubhagavatula I, Nkwuo JE, Maislin G, Pack AI. Estimated cost of crashes in commercial
drivers supports screening and treatment of obstructive sleep apnea. Accid Anal Prev.
2008;40(1):104-15.
Iverson DJ, Gronseth GS, Reger MA, Classen S, Dubinsky RM, Rizzo M. Practice parameter
update: evaluation and management of driving risk in dementia: report of the
Quality Standards Subcommittee of the American Academy of Neurology. Neurology.
2010;74(16);1316-24.
National Highway Traffic Safety Administration (US). Driver fitness medical
guidelines. Washington (DC): The Administration; 2009. Available: http://ntl.bts.gov/
lib/31000/31100/31148/6061_MedicalReviewGuide_10-1_v2a.pdf (accessed 2016 Apr. 7).

Appendix A 140
 Pack AI, Maislin G, Staley B, Pack FM, Rogers WC, George CF, et al. Impaired performance
in commercial drivers: role of sleep apnea and short sleep duration. Am J Respir Crit Care
Med. 2006;174(4):446-54.
Road Safety Authority. Sláinte agus Tiomáint: Medical Fitness to Drive Guidelines (Group
1 and 2 Drivers). 4th ed. Dublin, Ireland: Royal College of Physicians of Ireland/The
Authority; 2015. Available: www.rsa.ie/Documents/Licensed%20Drivers/Medical_Issues/
Sl%C3%A1inte_agus_Tiom%C3%A1int_Medical_Fitness_to_Drive_Guidelines.pdf
(accessed 2016 Apr. 7).
Robb G, Sultana S, Ameratunga S, Jackson R. A systematic review of epidemiological
studies investigating risk factors for work-related road traffic crashes and injuries. Inj Prev.
2008;14(1):51-8.
Tregear S, Reston J, Schoelles K, Phillips B. Obstructive sleep apnea and risk of motor
vehicle crash: systematic review and meta-analysis. J Clin Sleep Med. 2009;5(6):573-81.
Tregear S, Reston J, Schoelles K, Phillips B. Continuous positive airway pressure reduces
risk of motor vehicle crash among drivers with obstructive sleep apnea: systematic review
and meta-analysis. Sleep. 2010;33(10):1373-80.

Section 10 — Psychiatric illness

Aduen PA, Kofler MJ, Cox DJ, Sarver DE, Lunsford E. Motor vehicle driving in high
incidence psychiatric disability: Comparison of drivers with ADHD, depression,
and no known psychopathology. J Psychiatr Res. 2015;64:59-66. doi: 10.1016/j.
jpsychires.2015.03.009
Barkley RA. Health problems and related impairments in children and adults with ADHD.
In: Barkley RA, editor. Attention-deficit hyperactivity disorder: a handbook for diagnosis and
treatment. 4th ed. New York (NY) and London (UK): Guilford Press; 2015. p. 267-313
Barkley RA, Guevremont DC, Anastopoulos AD, DuPaul GJ, Shelton TL. Driving-related
risks and outcomes of attention deficit-hyperactivity disorder in adolescents and young
adults: a 3- to 5-year follow-up survey. Pediatrics. 1993;92:212-8.
Barkley RA, Murphy KR, Dupaul GJ, Bush T. Driving in young adults with attention deficit-
hyperactivity disorder: Knowledge, performance, adverse outcomes, and the role of
executive functioning. J Int Neuropsychol Soc. 2002;8:655-72.
Barkley RA, Murphy KR, Kwasnik O. Motor vehicle driving competencies and risks in
teens and young adults with attention deficit hyperactivity disorder. Pediatrics.
1996;98:1089-95.
Carr DB, Schwartzberg JG, Manning L, Sempek J. Physician’s guide to assessing and
counseling older drivers. 2nd ed. Chicago (IL): American Medical Association; National
Highway Traffic Safety Administration (US); 2010. Available: www.nhtsa.gov/staticfiles/
nti/older_drivers/pdf/811298.pdf (accessed 2016 Apr. 7).

141 CMA Driver’s Guide — 9th Edition

Chang Z, Lichtenstein P, D’Onofrio BM, Sjölander A, Larsson H. Serious transport
accidents in adults with attention-deficit/hyperactivity disorder and the effect of
medication: a population-based study. JAMA Psychiatry. 2014;71(3):319-25. doi: 10.1001/
jamapsychiatry.2013.4174.
Charlton JL, Koppel S, Odell M, Devin A, Langford J, O’Hare M, et al. Influence of chronic
illness on crash involvement of motor vehicle drivers. 2nd ed. Report 300. Victoria, Australia:
Monash University Accident Research Centre; 2010. Available: www.monash.edu.au/miri/
research/reports/muarc300.html (accessed 2016 Apr. 7).
Classen S, Monahan M. Evidence-based review on interventions and
determinants of driving performance in teens with attention deficit hyperactivity
disorder or autism spectrum disorder. Traffic Inj Prev. 2013;14(2):188-93. doi:
10.1080/15389588.2012.700747.
Cuesta MJ, Pino O, Guilera G, Rojo JE, Gómez-Benito J, Purdon SE, et al. Brief cognitive
assessment instruments in schizophrenia and bipolar patients, and healthy control
subjects: a comparison study between the Brief Cognitive Assessment Tool for
Schizophrenia (B-CATS) and the Screen for Cognitive Impairment in Psychiatry (SCIP).
Schizophr Res. 2011;130(1-3):137-42.
Edlund MJ, Conrad C, Morris P. Accidents among schizophrenic outpatients. Compr
Psychiatry. 1989;30(6):522-6.
Ehlers A, Taylor JE, Ehring T, Hofmann SG, Deane FP, Roth WT, et al. The Driving
Cognitions Questionnaire: development and preliminary psychometric properties.
J Anxiety Disord. 2007;21(4):493-509.
Freeman J, Maxwell JC, Davey J. Unraveling the complexity of driving while intoxicated:
a study into the prevalence of psychiatric and substance abuse comorbidity.
Accid Anal Prev. 2011;43(1):34-9.
Kingery KM, Narad M, Garner AA, Antonini TN, Tamm L, Epstein JN. Extended visual
glances away from the roadway are associated with ADHD- and texting-related driving
performance deficits in adolescents. J Abnorm Child Psychol. 2015;43(6):1175-86. doi:
10.1007/s10802-014-9954-x.
Llerena LE, Aronow KV, Macleod J, Bard M, Salzman S, Greene W, et al. An evidence-based
review: distracted driver. J Trauma Acute Care Surg. 2015;78(1):147-52. doi: 10.1097/
TA.0000000000000487.
Moffitt TE, Houts R, Asherson P, Belsky DW, Corcoran DL, Hammerle M, et al. Is adult
ADHD a childhood-onset neurodevelopmental disorder? Evidence from a four-decade
longitudinal cohort study. Am J Psychiatry. 2015;172(10):967-77. doi:10.1176/appi.
ajp.2015.14101266.
Narad M, Garner AA, Brassell AA, Saxby D, Antonini TN, O’Brien KM, et al. Impact of
distraction on the driving performance of adolescents with and without attention-
deficit/hyperactivity disorder. JAMA Pediatr. 2013;167(10):933-8. doi: 10.1001/
jamapediatrics.2013.322.

Appendix A 142
 Perroud N, Cordera P, Zimmermann J, Michalopoulos G, Bancila V, Prada P, et al.
Comorbidity between attention deficit hyperactivity disorder (ADHD) and bipolar
disorder in a specialized mood disorders outpatient clinic. J Affect Disord. 2014;168:161-6.
doi: 10.1016/j.jad.2014.06.053.
Nussbaum AM. The Pocket Guide to the DSM-5® Diagnostic Exam. Arlington (VA): American
Psychiatric Association Publishing; 2013.
Redelmeier DA, Chan WK, Lu H. Road trauma in teenage male youth with
childhood disruptive behavior disorders: a population based analysis. PLoS Med.
2010;7(11):e1000369.
Safiri S, Sadeghi-Bazargani H, Amiri S, Khanjani N, Safarpour H, Karamzad N, et al.
Association between adult attention deficit-hyperactivity disorder and motorcycle traffic
injuries in Kerman, Iran: a case-control study. J Clin Res Gov. 2013;2(1):17-21. Available:
index.sciencepub.se/ojs/index.php/JCRG/article/view/24 (accessed 2016 Apr. 8).
Turriziani P, Smirni D, Zappalà G, Mangano GR, Oliveri M, Cipolotti L. Enhancing
memory performance with rTMS in healthy subjects and individuals with mild cognitive
impairment: the role of the right dorsolateral prefrontal cortex. Front Hum Neurosci.
2012;6:62.

Section 12 — Vision
Charlton JL, Koppel S, Odell M, Devin A, Langford J, O’Hare M, et al. Influence of chronic
illness on crash involvement of motor vehicle drivers. 2nd ed. Report 300. Victoria, Australia:
Monash University Accident Research Centre; 2010. Available: www.monash.edu.au/miri/
research/reports/muarc300.html (accessed 2016 Apr. 7).
Gruber N, Mosimann UP, Muri RM, Nef T. Vision and night driving abilities of elderly
drivers. Traffic Inj Prev. 2013;14(5):477-85.
Johnson CA, Wilkinson ME. Vision and driving: The United States. J Neuro-Ophthalmol.
2010;30(2):170-6.
Kaleem MA, Munoz BE, Munro CA, Gower EW, West SK. Visual characteristics of elderly
night drivers in the Salisbury Eye Evaluation Driving Study. Investig Ophthalmol Vis Sci.
2012;53(9):5161-7.
McCarthy DP, Mann WC. Process and outcomes evaluation of screening programs for
older drivers: the Assessment of Driving-Related Skills (ADReS) older-driver screening tool.
Washington (DC): National Highway Traffic Safety Administration (US); 2009. Available:
www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20
Files/811113.pdf (accessed 2016 Apr. 8).
Owsley C, McGwin G Jr. Vision and driving. Vis res. 2010;50(23): 2348-61.
Yazdan-Ashoori P, Ten Hove M. Vision and driving: Canada. J Neuro-Ophthalmol.
2010;30(2):177-85.

143 CMA Driver’s Guide — 9th Edition

Section 14 — Cardiovascular diseases
Baskett R, Crowell R, Freed D, Giannetti N, Simpson CS. Canadian Cardiovascular Society
focused position statement update on assessment of the cardiac patient for fitness
to drive: fitness following left ventricular assist device implantation. Can J Cardiol.
2012;28(2):137-40.
Canadian Cardiovascular Society. Consensus Conference 2003: Assessment of the cardiac
patient for fitness to drive and fly: final report. Ottawa (ON): The Society; 2003. Available:
www.ccs.ca/images/Guidelines/Guidelines_POS_Library/DF_CC_2003.pdf
(accessed 2016 Apr. 8).

Section 15 — Cerebrovascular diseases (including stroke)

Anderson SW, Aksan N, Dawson JD, Uc EY, Johnson AM, Rizzo M. Neuropsychological
assessment of driving safety risk in older adults with and without neurologic disease.
J Clin Exp Neuropsychol. 2012;34(9):895-905.
Devos H, Akinwuntan AE, Nieuwboer A, Ringoot I, Van Berghen K, Tant M, et al. Effect
of simulator training on fitness-to-drive after stroke: a 5-year follow-up of a randomized
controlled trial. Neurorehabil Neural Repair. 2010;24(9):843-50.
George S, Crotty M, Gelinas I, Devos H. Rehabilitation for improving automobile driving
after stroke. Cochrane Database Syst Rev. 2014;2:CD008357.
Hird MA, Vetivelu A, Saposnik G, Schweizer TA. Cognitive, on-road, and simulator-based
driving assessment after stroke. J Stroke Cerebrovasc Dis. 2014;23(10):2654-70.
Motta K, Lee H, Falkmer T. Post-stroke driving: examining the effect of executive
dysfunction. J Safety Res. 2014;49:33-8.
Pearce AM, Smead JM, Cameron ID. Retrospective cohort study of accident outcomes
for individuals who have successfully undergone driver assessment following stroke.
Aust Occup Ther J. 2012;59(1):56-62.

Section 16 — Traumatic brain injury

AAA Foundation for Traffic Safety. Driver-ZED 3.0 [interactive DVD]. Washington (DC):
The Foundation. Ordering information available: www.driverzed.org/home/
(accessed 2016 Apr. 8).
ABIKUS Guideline Development Group. ABIKUS evidence based recommendations for
rehabilitation of moderate to severe acquired brain injury. London (ON): St. Joseph’s Health
Care London.; 2007. Available: www.abiebr.com/pdf/abikus_aug_07.pdf
(accessed 2016 Apr. 8).
Acquired Brain Injury Knowledge Update Strategy. ABIKUS guideline. London (ON): St.
Joseph’s Health Care London. Available: www.abiebr.com/abikus (accessed 2016 Apr. 8).
Centers for Disease Control and Prevention. Heads up to health care providers [tool kit].

Appendix A 144
 Atlanta (GA): The Centers. Available: http://www.cdc.gov/headsup/providers/index.html
(accessed 2016 Apr. 8).
Iverson G. Sport-related concussion [keynote address]. 9th World Congress on Brain Injury
(International Brain Injury Association); 2012 Mar. 21–25; Edinburgh, Scotland.
Marshall S, Bayley M, McCullagh S, Velikonja D, Berrigan L. Clinical practice guidelines for
mild traumatic brain injury and persistent symptoms. Can Fam Physician. 2012;58(3):257-
67, e128-40.
Marshall SC, Molnar F, Man-Son-Hing M, Blair R, Brosseau L, Finestone HM, et al.
Predictors of driving ability following stroke: a systematic review. Top Stroke Rehabil.
2007;14(1):98-114.
Preece MH, Horswill MS, Geffen GM. Assessment of drivers’ ability to anticipate traffic
hazards after traumatic brain injury. J Neurol Neurosurg Psychiatry. 2011;82(4):447-51.
SCAT2: Sport Concussion Assessment Tool 2. Br J Sports Med 2009;43 Suppl 1:i85-8.
Available: http://bjsm.bmj.com/content/43/Suppl_1/i85.full.pdf (accessed 2016 Apr. 8).
Silver JM, McAllister TW, Yudofsky SC, editors. Textbook of traumatic brain injury. 2nd
ed. Arlington (VA): American Psychiatric Publishing; 2011. 686 p. Also available online to
subscribers: http://psychiatryonline.org/book.aspx?bookid=30 (accessed 2016 Apr. 8)
Tenovuo O, Menon D. The TBIcare project: evidence based diagnostic and treatment
planning solution for traumatic brain injuries. Int NeuroTrauma Lett. 2012;No. 28.
Available: http://www.internationalbrain.org/articles/the-tbicare-project/ (accessed 2016
Apr. 8).
Zasler ND, Katz DI, Zafonte RD, editors. Brain injury medicine: principles and practice. 2nd
edition. New York (NY): Demos Medical Publishing LLC; 2012. 1600 p.
Zollman FS. Manual of traumatic brain injury management. New York (NY): Demos Medical
Publishing LLC; 2011. 496 p.

Section 17 — Vascular diseases

Filardo G, Powell JT, Martinez MA, Ballard DJ. Surgery for small asymptomatic abdominal
aortic aneurysms. Cochrane Database Syst Rev. 2012;3:CD001835.
Lederle FA, Johnson GR, Wilson SE, Ballard DJ, Jordan WD Jr, Blebea J; Veterans Affairs
Cooperative Study #417 Investigators. Rupture rate of large abdominal aortic aneurysms
in patients refusing or unfit for elective repair. JAMA. 2002;287(22):2968-72.
Sweeting MJ, Thompson SG, Brown LC, Powell JT; RESCAN collaborators. Meta-analysis
of individual patient data to examine factors affecting growth and rupture of small
abdominal aortic aneurysms. Br J Surg. 2012 May;99(5):655-65.
Ouriel K, Clair DG, Kent KC, Zarins CK; Positive Impact of Endovascular Options for
treating Aneurysms Early (PIVOTAL) Investigators. Endovascular repair compared with
surveillance for patients with small abdominal aortic aneurysms.
J Vasc Surg. 2010 May;51(5):1081-7.

145 CMA Driver’s Guide — 9th Edition

Section 19 — Endocrine and metabolic ­disorders
Houlden RL, Berard L, Cheng A, Kenshole AB, Silverberg J, Woo VC, Yale JF; Diabetes and
driving: 2015 Canadian Diabetes Association updated recommendations for private and
commercial drivers. Can J Diabetes 2015;39(5):347-53. Available: https://www.diabetes.
ca/getmedia/b960981b-a494-497e-ae5a-37c73d3261ab/2015-cda-recommendations-for-
private-and-commercial-drivers.pdf.aspx (accessed 2017 April 10).
Canadian Diabetes Association Clinical Practice Guidelines Expert Committee. Canadian
Diabetes Association 2013 clinical practice guidelines for the prevention and management
of diabetes in Canada. Available: guidelines.diabetes.ca (accessed 2016 Apr. 7).
Charlton JL, Koppel S, Odell M, Devin A, Langford J, O’Hare M, et al. Diabetes mellitus.
In: Influence of chronic illness on crash involvement of motor vehicle drivers. 2nd ed. Report
300. Victoria, Australia: Monash University Accident Research Centre; 2010. p. 164-201.
Available: www.monash.edu.au/miri/research/reports/muarc300.html
(accessed 2016 Apr. 7).
Cox DJ, Ford D, Gonder-Frederick L, Clarke W, Mazze R, Weinger K, et al. Driving
mishaps among individuals with type 1 diabetes: a prospective study. Diabetes Care.
2009;32(12):2177-80.
Hemmelgarn B, Lévesque LE, Suissa S. Anti-diabetic drug use and risk of motor vehicle
crash in the elderly. Can J Clin Pharmacol. 2006;13(1):e112-20.
Houlden RJ, Berard L, Cheng A, Kenshole AB, Silverberg J, Woo VC, Yale J-F. Diabetes
and Driving: 2015 Canadian Diabetes Association Updated Recommendations for
Private and Commercial Drivers. Can J Diabetes 2015;39:347–353.
Kegan A, Hashemi G, Korner-Bitensky N. Diabetes and fitness to drive: a systematic review
of the evidence with a focus on older drivers. Can J Diabetes. 2010:34(3):233-42.
Skurtveit S, Strøm H, Skrivarhaug T, Mørland J, Bramness JG, Engeland A. Road traffic
accident risk in patients with diabetes mellitus receiving glucose-lowering drugs.
Prospective follow-up study. Diabet Med. 2009;26(4):404-8.
Songer TJ, Dorsey RR. High risk characteristics for motor vehicle crashes in persons with
diabetes by age. Annu Proc Assoc Adv Automot Med. 2006;50:335-51.

Section 20 — Renal Diseases

Vats HS, Duffy DP. Assessment of self-perceived risk and driving safety in chronic dialysis
patients. Dial Transpl 2010;39(2):63-8.
Varela D, Mallawaarachchi I, Blandon P. A diagnostic screening tool for identifying safe
drivers among dialysis patients. Clin Nephrol 2015;83(1):22-8.

Section 21 — Musculoskeletal disabilities

Abbas G, Waheed A. Resumption of car driving after total hip replacement.
J Orthop Surg (Hong Kong). 2011;19(1):54-6.

Appendix A 146
 Al-khayer A, Schueler A, Kruszewski G, Armstrong G, Grevitt MP. Driver reaction
time before and after treatment for lumbar radiculopathy. Spine (Phila Pa 1976).
2008;33(15):1696-700.
Boulias C, Meikle B, Pauley T, Devlin M. Return to driving after lower-extremity
amputation. Arch Phys Med Rehabil. 2006;87(9):1183-8.
Dalury DF, Tucker KK, Kelley TC. When can I drive? Brake response times after
contemporary total knee arthroplasty. Clin Orthop Relat Res. 2011;469(1):82-6.
Department of Veterans Affairs (US). Veterans Health Initiative: traumatic amputations
and prosthetics. Independent study course. Washington (DC): The Department; 2002.
Available: www.publichealth.va.gov/docs/vhi/traumatic_amputation.pdf
(accessed 2016 Apr. 8).
Egol KA, Sheikhazadeh A, Koval KJ. Braking function after complex lower extremity
trauma. J Trauma. 2008;65(6):1435-8.
Egol KA, Sheikhazadeh A, Mogatederi S, Barnett A, Koval KJ. Lower-extremity function
for driving an automobile after operative treatment of ankle fracture.
J Bone Joint Surg Am. 2003;85-A(7):1185-9.
Engkasan JP, Ehsan FM, Chung TY. Ability to return to driving after major lower limb
amputation. J Rehabil Med. 2012;44(1):19-23.
Ganz SB, Levin AZ, Peterson MG, Ranawat CS. Improvement in driving reaction time after
total hip arthroplasty. Clin Orthop Relat Res. 2003;(413):192-200.
Gotlin RS, Sherman AL, Sierra N, Kelly M, Scott WN. Measurement of brake response time
after right anterior cruciate ligament reconstruction. Arthroscopy. 2000;16(2):151-5.
Hau R, Csongvay S, Bartlett J. Driving reaction time after right knee arthroscopy.
Knee Surg Sports Traumatol Arthrosc. 2000;8(2):89-92.
Holt G, Kay M, McGrory R, Kumar CS. Emergency brake response time after first
metatarsal osteotomy. J Bone Joint Surg Am. 2008;90(8):1660-4.
Kalamaras MA, Rando A, Pitchford DG. Driving plastered: who does it, is it safe and
what to tell patients. ANZ J Surg. 2006;76(6):439-41.
Lewis C, Mauffrey C, Hull P, Brooks S. Knee arthroscopy and driving. Results of a
prospective questionnaire survey and review of the literature. Acta Orthop Belg.
2011;77(3):336-8.
Liebensteiner MC, Kern M, Haid C, Kobel C, Niederseer D, Krismer M. Brake response
time before and after total knee arthroplasty: a prospective cohort study.
BMC Musculoskelet Disord. 2010;11:267.
MacDonald W, Owen JW. The effect of total hip replacement on driving reactions.
J Bone Joint Surg Br. 1988;70(2):202-5.
Marques CJ, Cabri J, Barreiros J, Carita AI, Friesecke C, Loehr JF. The effects of

147 CMA Driver’s Guide — 9th Edition

task complexity on brake response time before and after primary right total knee
arthroplasty. Arch Phys Med Rehabil. 2008;89(5):851-5.
Meikle B, Devlin M, Pauley T. Driving pedal reaction times after right transtibial
amputations. Arch Phys Med Rehabil. 2006;87(3):390-4.
National Highway Traffic Safety Administration (US). Driver fitness medical
guidelines. Washington (DC): The Administration; 2009. Available: ntl.bts.gov/
lib/31000/31100/31148/6061_MedicalReviewGuide_10-1_v2a.pdf (accessed 2016 Apr. 7).
Nguyen T, Hau R, Bartlett J. Driving reaction time before and after anterior cruciate
ligament reconstruction. Knee Surg Sports Traumatol Arthrosc. 2000;8(4):226-30.
Orr J, Dowd T, Rush JK, Hsu J, Ficke J, Kirk K. The effect of immobilization devices and
left-foot adapter on brake-response time. J Bone Joint Surg Am. 2010;92(18):2871-7.
Pierson JL, Earles DR, Wood K. Brake response time after total knee arthroplasty:
When is it safe for patients to drive? J Arthroplasty. 2003;18(7):840-3.
Spalding TJ, Kiss J, Kyberd P, Turner-Smith A, Simpson AH. Driver reaction times after
total knee replacement. J Bone Joint Surg Br. 1994;76(5):754-6.
Tremblay MA, Corriveau H, Boissy P, Smeesters C, Hamel M, Murray JC, et al. Effects
of orthopaedic immobilization of the right lower limb on driving performance:
an experimental study during simulated driving by healthy volunteers.
J Bone Joint Surg Am. 2009;91(12):2860-6.
Waton A, Kakwani R, Cooke NJ, Litchfield D, Kok D, Middleton H, et al. Immobilisation of
the knee and ankle and its impact on drivers’ braking times: a driving simulator study.
J Bone Joint Surg Br. 2011;93(7):928-31.

Section 22 — Miscellaneous conditions

Allen J. The online reaction time test. Self-published; 2002.
Conn DK, Lieff S. Diagnosing and managing delirium in the elderly. Can Fam Physician.
2001;47(1):101-8.
Gualtieri CT, Johnson LG. Reliability and validity of a computerized neurocognitive test
battery, CNS Vital Signs. Arch Clin Neuropsychol. 2006;21(7):623-43.
Waszynski CM. The confusion assessment method (CAM). Try This General Assessment
Series No. 13. New York (NY): New York University, College of Nursing, Hartford
Institute for Geriatric Nursing; revised 2012. Available: consultgeri.org/try-this/general-
assessment/issue-13 (accessed 2016 Apr. 8).

Section 23 — Anesthesia and surgery

Awad IT, Chung F. Factors affecting recovery and discharge following ambulatory surgery.
Can J Anaesth. 2006;53(9):858-72.

Appendix A 148
 Chung F, Assmann N. Car accidents after ambulatory ­surgery in patients without an
escort. Anesth Analg. 2008;106(3):817-20.
Chung F, Kaymunov L, Sinclair DR, Edward R, Moller HJ, Shapiro CM. What is the driving
performance of ambulatory surgical patients after general anesthesia? Anesthesiology.
2005;103(5):951-6.
Korttila K, Linnoila M, Ertama P, Häkkinen S. Recovery and simulated driving after
intravenous anesthesia with thiopental, methohexital, propanidid or alphadione.
Anesthesiology. 1975;43(3):291-9.
Vargo JJ. Doc, can I drive home? Am J Gastroenterol. 2009;104(7):1656-7.

Section 24 — Seat belts and airbags

Evans L. Chapter 12: Airbag benefits, airbag costs. In: Traffic safety. Bloomfield Hills (MI):
Science Serving Society; 2004.
Robertson LS. Reducing death on the road: the effects of minimum safety standards,
publicized crash tests, seat belts, and alcohol. Am J Public Health. 1996;86(1):31-4.

Section 25 — Motorcycles and off-road vehicles

Brooks P, Guppy A. Driver awareness and motorcycle accidents. In: Proceedings of the
2nd International Motorcycle Safety Conference, II, 10-27-10-56; 1990; Orlando (FL).
Hurt HH Jr, Ouellet JV, Thom DR. Motorcycle accident cause factors and identification of
countermeasures. DOT HS 805 862. Washington (DC): National Highway Traffic
Safety Administration (US); 1981. Available: https://ntl.bts.gov/
lib/35000/35900/35991/013695.pdf.
Hurt HH Jr, Ouellet JV, Wagar IJ. Effectiveness of motorcycle safety helmets and
protective clothing. In: Proceedings of the 25th Annual Conference of the American
Association for Automotive Medicine; 1981 Oct. 1-3; San Francisco (CA).
Kraus JF, Arzemanian S, Anderson C, Harrington S, Zador P. Motorcycle design and crash
injuries in California. Bull N Y Acad Med. 1988;64(7):788-803.
Kraus JF, Peek C, McArthur DL, Williams A. The effect of the 1992 California motorcycle
helmet use law on motorcycle crash fatalities and injuries. JAMA. 1994;272(19):1506-11.
Kraus JF, Peek C, Williams A. Compliance with the 1992 California motorcycle helmet
use law. Am J Public Health. 1995;85(1):96-8.
National Highway Traffic Safety Administration (US). Report to Congress: benefits of
safety belts and motorcycle helmets. DOT HS 808 347. Washington (DC): Department
of Transportation (US); 1996. Available: https://crashstats.nhtsa.dot.gov/Api/Public/
ViewPublication/808347 (accessed 2016 Apr. 8).

149 CMA Driver’s Guide — 9th Edition

National Highway Traffic Safety Administration (US). Research note: further analysis of
motorcycle helmet effectiveness using CODES linked data. Washington (DC): Department
of Transportation (US); 1998. Available: ntl.bts.gov/lib/000/200/269/00269.pdf
(accessed 2016 Apr. 8).
Orsay EM, Muelleman RL, Peterson TD, Jurisic DH, Kosasih JB, Levy P. Motorcycle helmets
and spinal injuries: dispelling the myth. Ann Emerg Med. 1994;23(4):802-6.
Peek-Asa C, McArthur DL, Kraus JF. The prevalence of non-standard helmet use and head
injuries among motorcycle riders. Accid Anal Prev. 1999;31(3):229-33.

Section 26 — Aviation
Aeronautics Act R.S.C., 1985, c. A-2 (amended 2015). Medical and optometric
information. Available: laws-lois.justice.gc.ca/eng/acts/A-2/page-9.html#h-25
(accessed 2016 Apr. 8).
Transport Canada. Civil aviation medicine [website]. Ottawa (ON): Transport Canada.
Available: https://www.tc.gc.ca/eng/civilaviation/opssvs/cam-menu.htm
(accessed 2016 Apr. 8).
Transport Canada. Guidance for the aviation medical certification of HIV seropositive
persons. Ottawa (ON): Transport Canada; modified 2010 Aug. 9.
Available: https://www.tc.gc.ca/eng/civilaviation/opssvs/cam-guide-1176.htm
(accessed 2016 Apr. 8).
Transport Canada. Handbook for civil aviation medical examiners. TP 13312. Ottawa (ON):
Transport Canada; 2004. Available: www.tc.gc.ca/eng/civilaviation/publications/tp13312-
2-menu-2331.htm (accessed 2016 Apr. 8).

Appendix A 150
 Appendix B
Fitness to drive issues and risk management
Message from the Canadian Medical Protective Association (Revised 2012)*
Most Canadians depend on their vehicles and their ability to drive to assist them with
the many activities in their lives. Telling patients that their medical condition may make
it too dangerous for them to drive is a difficult conversation for physicians to have,
and one that is equally difficult for patients to hear.
A report from a physician that results in the loss of the right to operate a vehicle can
provoke strong feelings and have serious personal and financial consequences for the
individuals involved. Physicians need to carefully consider the variety of issues associated
with reporting (or not reporting) a patient with a medical condition to a motor vehicle
licensing authority. The final decision can have implications, some of them serious,
for both the physician and patient.
In most jurisdictions, legislation requires physicians to report any patient who, in their
opinion, has a medical condition that may make it dangerous for the patient to drive.
In a few jurisdictions, reporting is discretionary. The ultimate decision whether to restrict
driving privileges is always made by the provincial or territorial motor vehicle licensing
authority, not by the physician. All jurisdictions include statutory protection from liability
in civil actions for making a report in good faith.
The Canadian Medical Protective Association regularly reviews its experience in assisting
members in matters related to fitness to drive. These reviews have identified 3 principal
themes. The first is allegations in legal actions that a physician failed to report a patient
as unfit to drive because of a medical condition. The second is complaints from a patient
that a report has been made to a motor vehicle licensing authority. The third relates to
patient complaints about the physician’s refusal to support an application to restore
driving privileges.

Failure to report
Following a motor vehicle accident caused by an unfit driver, the allegation may be that
the physician failed to advise the patient not to drive, and/or failed to make a necessary
report to the motor vehicle licensing authority. In these cases, the injured party may
initiate a civil legal action against the patient (driver), the physician, or both. Physicians
have sometimes been found liable for damages under these circumstances.
Physicians should be familiar with the legislative criteria for reporting in their jurisdiction
and assess the patient’s condition in light of those statutory parameters.

_____________________________________________________________________________
* Used with the permission of the Canadian Medical Protective Association (CMPA)

151 CMA Driver’s Guide — 9th Edition

Clinical guidelines are available to assist physicians in making these determinations.
Physicians should talk openly with their patients about any medical conditions that may
make it dangerous for them to drive and counsel them appropriately. All assessments
and examinations conducted, discussions with the patient, and grounds for the reporting
decision should be detailed in the medical record.

Complaints about reporting

Not surprisingly, some patients do not believe a report should have been made to
the motor vehicle licensing authority about their fitness to drive. Patients tend to be
particularly upset if the physician has not in advance alerted them that a report has been
made to the motor vehicle licensing authority. Patients may challenge the accuracy of
the diagnosis, or its relevance to driving, or claim that the report breaches confidentiality.
To help minimize medico-legal risk, patients should be informed of medical conditions
that give rise to a duty to report. Physicians may also want to explain the nature and
intent of any report to the motor vehicle licensing authority, including the fact that any
decision to restrict driving privileges is made by the motor vehicle licensing authority.
Patients who are deemed unfit to drive should be advised not to drive until the motor
vehicle licensing authority has communicated its decision. Physicians should always
document in the medical record discussions with patients about their fitness to drive
and any actions taken (e.g., report to the motor vehicle licensing authority).
The CMPA has found that, in the vast majority of cases, the medical regulatory authorities
(Colleges) have been supportive of the physician’s decision to report.

Licence reinstatement
In some cases, patients who have had their license suspended may complain that their
physician did not assist in their request to have their license reinstated. Prior to assisting
patients with such requests, physicians should carefully evaluate whether there has
been significant change in the patient’s clinical condition that led to the original report.
Physicians should only support a patient’s application for license reinstatement if they
feel able to comment based on the available information and their own expertise. It may
be helpful in some cases to consult with a colleague or obtain a functional assessment.
Physicians should document their clinical reassessments in the medical record and, where
appropriate, document and explain to the patient why they are unable to support the
patient’s request for license reinstatement.

Summary of risk management considerations

Physicians should consider the following suggestions to help reduce the medico-legal
risks associated with reporting patients with medical conditions affecting their fitness
to drive.
• Familiarize yourself and comply with the relevant legislation in your jurisdiction.
• The decision whether to report should be made in the circumstances of each case

Appendix B 152
 based on the clinical assessment of risk posed by the patient. Consult with colleagues
and/or obtain functional assessments, if appropriate.
• In keeping with confidentiality and privacy obligations, limit the report to the informa-
tion prescribed by the legislation and that necessary to complete the report.
• It is usually beneficial to discuss your decision to report with the patient, including
the rationale for reporting, the nature of the report and the legal obligation to report.
Talk to the patient about your findings and try to help the patient understand the
safety reasons for your report.
• Irrespective of the duty to report, physicians should advise the patient not to drive
while permanently or temporarily disabled.
• Document your discussions, warnings, and advice to the patient, as well as your
decision about whether or not to make a fitness to drive report.
• Prior to supporting a request to help reinstate a patient’s licence, carry out careful
clinical reassessments, and document your findings and recommendations in the
medical record. Physicians should not feel compelled, and should refrain from, provid-
ing information they do not feel qualified or able to comment on. Consult with
colleagues and/or obtain functional assessments, if appropriate.
The CMPA recommends physicians consult its publications related to reporting on
fitness to drive: “Reporting patients with medical conditions affecting their fitness to
drive” and “When the loss of independence can save a life!”, which are both available on
the CMPA website (www.cmpa-acpm.ca). CMPA members are also encouraged to contact
the Association for advice and guidance from experienced medical officers on their
reporting duties.

153 CMA Driver’s Guide — 9th Edition

Appendix C
CAGE questionnaire

Alert

GE questionnaire
• Have you ever felt you should Cut down on your drinking?
• Have people Annoyed you by criticizing your drinking?
• Have you ever felt bad or Guilty about your drinking?
• Have you ever had a drink first thing in the morning to steady your nerves or to get rid of a
hangover (Eye opener)?

Scoring
Item responses on the CAGE are scored 0 or 1, for a total score of 0–4. A patient with a
score of 1 or more requires further assessment. A total score of 2 or greater is considered
clinically significant for having an alcohol use disorder.
Developed by Dr. John Ewing, founding director of the Bowles Center for Alcohol
Studies, University of North Carolina at Chapel Hill, CAGE is an internationally used
assessment instrument for identifying alcoholics. It is particularly popular with primary
caregivers. CAGE has been translated into several languages, and its robustness makes
it a practical tool for screening for problems related to drug use and other addictive
behaviours.
The CAGE questions can be used in the clinical setting using informal phrasing. It
has been demonstrated that they are most effective when used as part of a general
health history and should NOT be preceded by questions about how much or how
frequently the patient drinks (see DL Steinweg and H Worth. Alcoholism: the keys to
the CAGE. American Journal of Medicine 1993;94:520–3). The exact wording that can
be used in research studies can be found in JA Ewing. Detecting alcoholism: the CAGE
questionnaire. JAMA 1984;252:1905–7.
 

Appendix C 154
 Appendix D

Alcohol use disorders identification test: Interview Version (AUDIT)*

Read questions as written. Record answers carefully. Begin the AUDIT by saying, “Now
I am going to ask you some questions about your use of alcoholic beverages during the
past year.” Explain what is meant by “alcoholic beverages” using local examples of beer,
wine, vodka, etc. Code answers in terms of “standard drinks.” Place the correct answer
number in the box at the right.
1. How often do you have a drink containing alcohol?
(0) Never [Skip to questions 9 and 10]
(1) Monthly or less
(2) 2 to 4 times a month
(3) 2 to 3 times a week
(4) 4 or more times a week

2. How many drinks containing alcohol do you have on a typical day when you are
drinking?
(1) 1 or 2
(2) 3 or 4
(3) 5 or 6
(4) 7, 8 or 9
(5) 10 or more

3. How often do you have six or more drinks on one occasion?

(0) Never
(1) Less than monthly
(2) Monthly
(3) Weekly
(4) Daily or almost daily
Skip to questions 9 and 10 if total score for questions 2 and 3 = 0

_____________________________________________________________________________
*Babor TF, Higgins-Biddle JC, Sanders JB, Monteiro MG. AUDIT — alcohol use disorders identification test:
guidelines for use in primary care. Geneva: World Health Organization. Geneva; 2001. WHO/MSD/MSB/01.6a.
Reprinted with permission.

155 CMA Driver’s Guide — 9th Edition

4. How often during the last year have you found that you were not able to stop
drinking once you had started?
(0) Never
(1) Less than monthly
(2) Monthly
(3) Weekly
(4) Daily or almost daily

5. How often during the last year have you failed to do what was normally expected
from you because of drinking?
(0) Never
(1) Less than monthly
(2) Monthly
(3) Weekly
(4) Daily or almost daily

6. How often during the last year have you needed a first drink in the morning to get
yourself going after a heavy drinking session?
(0) Never
(1) Less than monthly
(2) Monthly
(3) Weekly
(4) Daily or almost daily

7. How often during the last year have you had a feeling of guilt or remorse after
drinking?
(0) Never
(1) Less than monthly
(2) Monthly
(3) Weekly
(4) Daily or almost daily

Appendix D 156
 8. How often during the last year have you been unable to remember what happened
the night before because you had been drinking?
(0) Never
(1) Less than monthly
(2) Monthly
(3) Weekly
(4) Daily or almost daily

9. Have you or someone else been injured as the result of your drinking?
(0) No
(2) Yes, but not in the last year
(4) Yes, during the last year

10. Has a relative or friend or a doctor or another health worker been concerned about
your drinking or ­suggested you cut down?
(0) No
(2) Yes, but not in the last year
(4) Yes, during the last year
Record total of items here  _________

If total is greater than recommended cut-off, consult User’s Manual available at:
http://www.talkingalcohol.com/files/pdfs/WHO_audit.pdf

157 CMA Driver’s Guide — 9th Edition

Appendix E
Provincial/territorial contact information for reporting potentially
unfit drivers*
Driver assessment centres and rehabilitation resources can also be located in your area by
contacting these offices.

ALBERTA
Driver Fitness and Monitoring Branch
Infrastructure and Transportation
Government of Alberta
Main Floor, Twin Atria Building
4999–98 Avenue
Edmonton AB T6B 2X3
Tel (780) 427-8230 (toll free in Alberta 310-0000)
Fax (780) 422-6612
www.transportation.alberta.ca/2567.htm

BRITISH COLUMBIA
Office of the Superintendent of Motor Vehicles
RoadSafetyBC
PO Box 9254, Stn Prov Gov
Victoria BC V8W 9J2
Tel (250) 387-7747
Toll free (855) 387-7747
Fax (250) 387-4891
www2.gov.bc.ca/gov/content/transportation/driving-and-cycling/driver-medical/driver-
medical-fitness

_____________________________________________________________________________

*As of June 24–29, 2015

Appendix E 158
 Manitoba Public Insurance
Medical Records
Cityplace Service Centre
234 Donald Street
Box 6300
Winnipeg MB R3C 4A4
Tel (204) 985-1900
Toll free (866) 617-6676
Fax (204) 953-4992
www.mpi.mb.ca/en/DL/DL/Outlets/Pages/other-outlets.aspx

NEW BRUNSWICK
Registrar of Motor Vehicles
Department of Public Safety
Motor Vehicle Branch
364 Argyle Street
PO Box 6000
Fredericton NB E3B 5H1
Tel (506) 453-2410
Fax (506) 453-7455
http://www2.gnb.ca/content/gnb/en/services/services_renderer.200814.Motor_Vehicle_
Registration.html

NEWFOUNDLAND AND LABRADOR

Medical Review Officer
Motor Registration Division
Service Newfoundland and Labrador
149 Smallwood Drive
St. John's NL A1N 1B5
Tel (877) 636-6867
Fax (709) 729-1843
http://www.servicenl.gov.nl.ca/department/drivers_contact.html#mrd

159 CMA Driver’s Guide — 9th Edition

NORTHWEST TERRITORIES
Road Licensing and Safety Division
Department of Transportation
Government of the Northwest Territories
Box 1320
Yellowknife NT X1A 2L9
Tel (867) 767-9088 ext. 31169
Fax (867) 873-0120
http://www.dot.gov.nt.ca/About/Contact

NOVA SCOTIA
Transportation and Infrastructure Renewal, Road Safety Programs
1505 Barrington Street, 9th floor
North Halifax, NS B3J 3K5
Tel (902) 424-5732
Fax (902) 424-0772
novascotia.ca/sns/rmv/licence/medicals.asp

NUNAVUT
Motor Vehicles Division
Department of Economic Development and Transportation
Government of Nunavut
PO Box 10
Gjoa Haven NU X0B 1J0
Tel (867) 360-4615
Fax (867) 360-4619
gov.nu.ca/edt/faq/where-can-i-get-drivers-licence

Appendix E 160
 ONTARIO
Driver Improvement Office
Medical Review Section
Ministry of Transportation
77 Wellesley Street
Box 589
Toronto ON M7A 1N3
Tel (416) 235-1773
Toll free (800) 268-1481
Fax (416) 235-3400 or (800) 304-7889
Email: DriverImprovementOffice@ontario.ca
www.mto.gov.on.ca/english/dandv/driver/medical-review/physicians.shtml

PRINCE EDWARD ISLAND

Department of Transportation, Infrastructure and Energy
Registrar of Motor Vehicles
Highway Safety Division
Box 2000
Charlottetown PE C1A 7N8
Tel (902) 368-5210 or (902) 368-5234
Fax (902) 368-5236
www.gov.pe.ca/forms/pdf/2682.pdf

QUEBEC
Service de l’évaluation médicale et du suivi du comportement
Société de l’assurance automobile du Québec
333, boul. Jean-Lesage
CP 19600
Québec QC G1K 8J6
Tel (418) 643-5506; outside Quebec (800) 561-2858
Fax (418) 643-4840
www.saaq.gouv.qc.ca

161 CMA Driver’s Guide — 9th Edition

SASKATCHEWAN
Saskatchewan Government Insurance
Medical Review Unit
2260–11th Avenue, 3rd floor
Regina SK S4P 2N7
Tel (306) 775-6176
Toll free (800) 667-8015 x 6176
Fax (306) 347-2577 or (866) 274-4417
Email: mruinquiries@sgi.sk.ca
www.sgi.sk.ca/individuals/medical/index.html

YUKON
Driver Sanctions Coordinator
Government of Yukon
Motor Vehicles Branch (W-22)
Department of Highways and Public
Works
Box 2703
Whitehorse YT Y1A 2C6
Tel (867) 667-3563
Fax (867) 393-6220
Email: motor.vehicles@gov.yk.ca
www.hpw.gov.yk.ca/mv/

Appendix E 162
 Appendix F
Canadian Cardiovascular Society’s risk of harm formula*
The risk of harm (RH) to other road users posed by the driver with heart disease is
assumed to be directly proportional to the following:
• time spent behind the wheel or distance driven in a given time period (TD)
• type of vehicle driven (V)
• risk of sudden cardiac incapacitation (SCI)
• the probability that such an event will result in a fatal or injury-producing
accident (Ac).
Expressing this statement as Formula 1:
RH = TD x V x SCI x Ac
Fewer than 2% of reported incidents of driver sudden death or loss of consciousness
have resulted in injury or death to other road users or bystanders.1–4 In Formula 1,
therefore, Ac = 0.02 for all drivers.
There is evidence that loss of control of a heavy truck or passenger-carrying vehicle
results in a more devastating accident than loss of control of a private automobile5.
Truckers are involved in only about 2% of all road accidents but in approximately 7.2%
of all fatal accidents.5 In Formula 1, if V = 1 for a commercial driver, then V = 0.28 for a
private driver.
There is no published standard or definition of what level of risk is considered acceptable
in Canada even through this is crucial in the formulation of guidelines based on the
probability of some event occurring in a defined time period. It was necessary, therefore,
to develop such a standard.
For several years, the guidelines of the Canadian Cardiovascular Society, the Canadian
Medical Association, and the Canadian Council of Motor Transport Administrators have
permitted the driver of a heavy truck to return to that occupation following an acute
myocardial infarction provided that he or she is functional class I with a negative exercise
stress test at 7 metabolic equivalents, has no disqualifying ventricular arrhythmias and
is at least 3 months post-infarct. On the basis of available data, however, such a person
cannot be assigned a risk lower than 1% of cardiac death in the next year. The risk of
sudden death would be lower than this, but would be at least partly offset by the risk
of other suddenly disabling events such as syncope or stroke. For such a person, SCI is
estimated to be equal to 0.01 in Formula 1.

_____________________________________________________________________________

*Excerpt from the Canadian Cardiovascular Society Consensus Conference 2003: Assessment of the cardiac patient
for fitness to drive and fly (final report). Adapted with permission from the Canadian Cardiovascular Society.

163 CMA Driver’s Guide — 9th Edition

It may be assumed that the average commercial driver spends 25% of his or her time
behind the wheel.5 Thus, in Formula 1, TD = 0.25. As indicated above, V may be assigned
a value of 1 for commercial drivers and Ac = 0.02 for all drivers. Substituting into
Formula 1:
RH = TD x V x SCI x Ac
= 0.25 x 1 x 0.01 x 0.02
= 0.00005
Allowing such a driver on the road is associated with an annual risk of death or injury to
others of approximately 1 in 20 000 (0.00005). This level of risk appears to be generally
acceptable in Canada.
A similar standard may be applied to the driver of a private automobile. The average
private driver spends approximately 4% of his or her time behind the wheel (TD = 0.04).6
As indicated above, for such a driver, V = 0.28 and Ac = 0.02. The acceptable yearly risk of
sudden death or cardiac incapacitation for such a person would be calculated as follows:
RH = TD x V x SCI x Ac
0.00005 = 0.04 x 0.28 x SCI x 0.02
SCI = 0.223
Thus, the private automobile driver with a 22% risk of sustaining an SCI in the next year
poses no greater threat to public safety than the heavy truck driver with a 1% risk.
Finally, for the commercial driver who drives a light vehicle, such as a taxicab or delivery
truck, V = 0.28 and TD = 0.25, placing them at a risk between that of the private driver
and the tractor-trailer driver.
References
1. Ostrom M, Eriksson A. Natural death while driving. J Forensic Sci 1987;32:988-98.
2. Hossack DW. Death at the wheel. A consideration of cardiovascular disease as
a contributory factor to road accidents. Med J Aust 1974;I:164-6.
3. Parsons M. Fits and other causes of loss of consciousness while driving.
Q J Med 1986;58:295-303.
4. Antecol DH, Roberts WC. Sudden death behind the wheel from natural disease in
drivers of four wheeled motor vehicles. Am J Cardiol 1990;66:1329-35.
5. Ontario Ministry of Transportation. 1987 Ontario road safety annual report. Toronto:
Ministry of Transportation; 1987.
6. Fuel consumption survey annual report: October 1981 to September 1982 and
October 1982 to September 1983. Ottawa: Statistics Canada; 1987. (Cat. no. 53-226)

Appendix F 164
 Appendix G
Definition of Addiction
(American Society of Addiction Medicine, 2011)

Public Policy Statement: Definition of Addiction

Short Definition of Addiction:

Addiction is a primary, chronic disease of brain reward, motivation, memory and related
circuitry. Dysfunction in these circuits leads to characteristic biological, psychological,
social and spiritual manifestations. This is reflected in an individual pathologically
pursuing reward and/or relief by substance use and other behaviors.
Addiction is characterized by inability to consistently abstain, impairment in behavioral
control, craving, diminished recognition of significant problems with one’s behaviors and
interpersonal relationships, and a dysfunctional emotional response. Like other chronic
diseases, addiction often involves cycles of relapse and remission. Without treatment or
engagement in recovery activities, addiction is progressive and can result in disability or
premature death.

Long Definition of Addiction:

Addiction is a primary, chronic disease of brain reward, motivation, memory and
related circuitry. Addiction affects neurotransmission and interactions within reward
structures of the brain, including the nucleus accumbens, anterior cingulate cortex, basal
forebrain and amygdala, such that motivational hierarchies are altered and addictive
behaviors, which may or may not include alcohol and other drug use, supplant healthy,
self-care related behaviors. Addiction also affects neurotransmission and interactions
between cortical and hippocampal circuits and brain reward structures, such that the
memory of previous exposures to rewards (such as food, sex, alcohol and other drugs)
leads to a biological and behavioral response to external cues, in turn triggering craving
and/or engagement in addictive behaviors.
The neurobiology of addiction encompasses more than the neurochemistry
of reward.1 The frontal cortex of the brain and underlying white matter connections
between the frontal cortex and circuits of reward, motivation and memory are
fundamental in the manifestations of altered impulse control, altered judgment,
and the dysfunctional pursuit of rewards (which is often experienced by the affected
person as a desire to “be normal”) seen in addiction--despite cumulative adverse
consequences experienced from engagement in substance use and other addictive
behaviors. The frontal lobes are important in inhibiting impulsivity and in assisting
individuals to appropriately delay gratification. When persons with addiction manifest
problems in deferring gratification, there is a neurological locus of these problems in
the frontal cortex. Frontal lobe morphology, connectivity and functioning are still in

165 CMA Driver’s Guide — 9th Edition

the process of maturation during adolescence and young adulthood, and early exposure
to substance use is another significant factor in the development of addiction. Many
neuroscientists believe that developmental morphology is the basis that makes early-life
exposure to substances such an important factor.
Genetic factors account for about half of the likelihood that an individual will develop
addiction. Environmental factors interact with the person’s biology and affect the
extent to which genetic factors exert their influence. Resiliencies the individual acquires
(through parenting or later life experiences) can affect the extent to which genetic
predispositions lead to the behavioral and other manifestations of addiction. Culture also
plays a role in how addiction becomes actualized in persons with biological vulnerabilities
to the development of addiction.
Other factors that can contribute to the appearance of addiction, leading to its
characteristic bio-psycho-socio-spiritual manifestations, include:
a. The presence of an underlying biological deficit in the function of reward circuits,
such that drugs and behaviors which enhance reward function are preferred and
sought as reinforcers;
b. The repeated engagement in drug use or other addictive behaviors, causing
neuroadaptation in motivational circuitry leading to impaired control over further
drug use or engagement in addictive behaviors;
c. Cognitive and affective distortions, which impair perceptions and compromise
the ability to deal with feelings, resulting in significant self-deception;
d. Disruption of healthy social supports and problems in interpersonal relationships
which impact the development or impact of resiliencies;
e. Exposure to trauma or stressors that overwhelm an individual’s coping abilities;
f. Distortion in meaning, purpose and values that guide attitudes, thinking and
behavior;
g. Distortions in a person’s connection with self, with others and with the transcendent
(referred to as God by many, the Higher Power by 12-steps groups, or higher
consciousness by others); and
h. The presence of co-occurring psychiatric disorders in persons who engage in
substance use or other addictive behaviors.
Addiction is characterized by2:
a. Inability to consistently Abstain;
b. Impairment in Behavioral control;
c. Craving; or increased “hunger” for drugs or rewarding experiences;
d. Diminished recognition of significant problems with one’s behaviors and
interpersonal relationships; and

Appendix G 166
 e. A dysfunctional Emotional response.
The power of external cues to trigger craving and drug use, as well as to increase the
frequency of engagement in other potentially addictive behaviors, is also a characteristic
of addiction, with the hippocampus being important in memory of previous euphoric
or dysphoric experiences, and with the amygdala being important in having motivation
concentrate on selecting behaviors associated with these past experiences.
Although some believe that the difference between those who have addiction, and
those who do not, is the quantity or frequency of alcohol/drug use, engagement in
addictive behaviors (such as gambling or spending)3, or exposure to other external
rewards (such as food or sex), a characteristic aspect of addiction is the qualitative
wayin which the individual responds to such exposures, stressors and environmental
cues. A particularly pathological aspect of the way that persons with addiction pursue
substance use or external rewards is that preoccupation with, obsession with and/or
pursuit of rewards (e.g., alcohol and other drug use) persist despite the accumulation of
adverse consequences. These manifestations can occur compulsively or impulsively, as a
reflection of impaired control.
Persistent risk and/or recurrence of relapse, after periods of abstinence, is another
fundamental feature of addiction. This can be triggered by exposure to rewarding
substances and behaviors, by exposure to environmental cues to use, and by exposure to
emotional stressors that trigger heightened activity in brain stress circuits.4
In addiction there is a significant impairment in executive functioning, which
manifests in problems with perception, learning, impulse control, compulsivity, and
judgment. People with addiction often manifest a lower readiness to change their
dysfunctional behaviors despite mounting concerns expressed by significant others in
their lives; and display an apparent lack of appreciation of the magnitude of cumulative
problems and complications. The still developing frontal lobes of adolescents may both
compound these deficits in executive functioning and predispose youngsters to engage
in “high risk” behaviors, including engaging in alcohol or other drug use. The profound
drive or craving to use substances or engage in apparently rewarding behaviors, which
is seen in many patients with addiction, underscores the compulsive or avolitional
aspect of this disease. This is the connection with “powerlessness” over addiction and
“unmanageability” of life, as is described in Step 1 of 12 Steps programs.
Addiction is more than a behavioral disorder. Features of addiction include aspects
of a person’s behaviors, cognitions, emotions, and interactions with others, including
a person’s ability to relate to members of their family, to members of their community,
to their own psychological state, and to things that transcend their daily experience.
Behavioral manifestations and complications of addiction, primarily due to impaired
control, can include:
a. Excessive use and/or engagement in addictive behaviors, at higher frequencies and/
or quantities than the person intended, often associated with a persistent desire for
and unsuccessful attempts at behavioral control;

167 CMA Driver’s Guide — 9th Edition

b. Excessive time lost in substance use or recovering from the effects of substance use
and/or engagement in addictive behaviors, with significant adverse impact on social
and occupational functioning (e.g. the development of interpersonal relationship
problems or the neglect of responsibilities at home, school or work);
c. Continued use and/or engagement in addictive behaviors, despite the presence of
persistent or recurrent physical or psychological problems which may have been
caused or exacerbated by substance use and/or related addictive behaviors;
d. A narrowing of the behavioral repertoire focusing on rewards that are part of
addiction; and
e. An apparent lack of ability and/or readiness to take consistent, ameliorative action
despite recognition of problems.
Cognitive changes in addiction can include:
a. Preoccupation with substance use;
b. Altered evaluations of the relative benefits and detriments associated with drugs
or rewarding behaviors; and
c. The inaccurate belief that problems experienced in one’s life are attributable to
other causes rather than being a predictable consequence of addiction.
Emotional changes in addiction can include:
a. Increased anxiety, dysphoria and emotional pain;
b. Increased sensitivity to stressors associated with the recruitment of brain stress
systems, such that “things seem more stressful” as a result; and
c. Difficulty in identifying feelings, distinguishing between feelings and the bodily
sensations of emotional arousal, and describing feelings to other people
(sometimes referred to as alexithymia).
The emotional aspects of addiction are quite complex. Some persons use alcohol or
other drugs or pathologically pursue other rewards because they are seeking “positive
reinforcement” or the creation of a positive emotional state (“euphoria”). Others
pursue substance use or other rewards because they have experienced relief from
negative emotional states (“dysphoria”), which constitutes “negative reinforcement.“
Beyond the initial experiences of reward and relief, there is a dysfunctional emotional
state present in most cases of addiction that is associated with the persistence of
engagement with addictive behaviors. The state of addiction is not the same as the state
of intoxication. When anyone experiences mild intoxication through the use of alcohol or
other drugs, or when one engages non-pathologically in potentially addictive behaviors
such as gambling or eating, one may experience a “high”, felt as a “positive” emotional
state associated with increased dopamine and opioid peptide activity in reward circuits.
After such an experience, there is a neurochemical rebound, in which the reward function
does not simply revert to baseline, but often drops below the original levels. This is
usually not consciously perceptible by the individual and is not necessarily associated

Appendix G 168
 with functional impairments.
Over time, repeated experiences with substance use or addictive behaviors are not
associated with ever increasing reward circuit activity and are not as subjectively
rewarding. Once a person experiences withdrawal from drug use or comparable
behaviors, there is an anxious, agitated, dysphoric and labile emotional experience,
related to suboptimal reward and the recruitment of brain and hormonal stress
systems, which is associated with withdrawal from virtually all pharmacological classes
of addictive drugs. While tolerance develops to the “high,” tolerance does not develop
to the emotional “low” associated with the cycle of intoxication and withdrawal. Thus,
in addiction, persons repeatedly attempt to create a “high”--but what they mostly
experience is a deeper and deeper “low.” While anyone may “want” to get “high”, those
with addiction feel a “need” to use the addictive substance or engage in the addictive
behavior in order to try to resolve their dysphoric emotional state or their physiological
symptoms of withdrawal. Persons with addiction compulsively use even though it may
not make them feel good, in some cases long after the pursuit of “rewards” is not actually
pleasurable.5 Although people from any culture may choose to “get high” from one or
another activity, it is important to appreciate that addiction is not solely a function of
choice. Simply put, addiction is not a desired condition.
As addiction is a chronic disease, periods of relapse, which may interrupt spans of
remission, are a common feature of addiction. It is also important to recognize that
return to drug use or pathological pursuit of rewards is not inevitable.
Clinical interventions can be quite effective in altering the course of addiction. Close
monitoring of the behaviors of the individual and contingency management, sometimes
including behavioral consequences for relapse behaviors, can contribute to positive
clinical outcomes. Engagement in health promotion activities which promote personal
responsibility and accountability, connection with others, and personal growth also
contribute to recovery. It is important to recognize that addiction can cause disability
or premature death, especially when left untreated or treated inadequately.
The qualitative ways in which the brain and behavior respond to drug exposure and
engagement in addictive behaviors are different at later stages of addiction than in
earlier stages, indicating progression, which may not be overtly apparent. As is the case
with other chronic diseases, the condition must be monitored and managed over time to:
a. Decrease the frequency and intensity of relapses;
b. Sustain periods of remission; and
c. Optimize the person’s level of functioning during periods of remission.
In some cases of addiction, medication management can improve treatment outcomes.
In most cases of addiction, the integration of psychosocial rehabilitation and ongoing care
with evidence-based pharmacological therapy provides the best results. Chronic disease
management is important for minimization of episodes of relapse and their impact.

169 CMA Driver’s Guide — 9th Edition

Treatment of addiction saves lives †
Addiction professionals and persons in recovery know the hope that is found in recovery.
Recovery is available even to persons who may not at first be able to perceive this
hope, especially when the focus is on linking the health consequences to the disease
of addiction. As in other health conditions, self-management, with mutual support, is
very important in recovery from addiction. Peer support such as that found in various
“self-help” activities is beneficial in optimizing health status and functional outcomes in
recovery. ‡
Recovery from addiction is best achieved through a combination of self-
management, mutual support, and professional care provided by trained and
certified professionals.
_____________________________________________________________________________

Explanatory footnotes:
1. The neurobiology of reward has been well understood for decades, whereas the
neurobiology of addiction is still being explored. Most clinicians have learned of
reward pathways including projections from the ventral tegmental area (VTA) of
the brain, through the median forebrain bundle (MFB), and terminating in the
nucleus accumbens (Nuc Acc), in which dopamine neurons are prominent. Current
neuroscience recognizes that the neurocircuitry of reward also involves a rich
bi-directional circuitry connecting the nucleus accumbens and the basal forebrain.
It is the reward circuitry where reward is registered, and where the most
fundamental rewards such as food, hydration, sex, and nurturing exert a strong and
life-sustaining influence. Alcohol, nicotine, other drugs and pathological gambling
behaviors exert their initial effects by acting on the same reward circuitry that
appears in the brain to make food and sex, for example, profoundly reinforcing.
Other effects, such as intoxication and emotional euphoria from rewards, derive
from activation of the reward circuitry. While intoxication and withdrawal are well
understood through the study of reward circuitry, understanding of addiction
requires understanding of a broader network of neural connections involving
forebrain as well as midbrain structures. Selection of certain rewards, preoccupation
with certain rewards, response to triggers to pursue certain rewards, and
motivational drives to use alcohol and other drugs and/or pathologically seek other
rewards, involve multiple brain regions outside of reward neurocircuitry itself.
_____________________________________________________________________________

† See ASAM Public Policy Statement on Treatment for Alcohol and Other Drug Addiction, Adopted: May 01, 1980,
Revised: January 01, 2010 (http://www.asam.org/advocacy/find-a-policy-statement/)

‡ see ASAM Public Policy Statement on The Relationship between Treatment and Self Help: A Joint Statement of
the American Society of Addiction Medicine, the American Academy of Addiction Psychiatry, and the American
Psychiatric Association, Adopted: December 01, 1997 (http://www.asam.org/advocacy/find-a-policy-statement/)

Appendix G 170
 2. These five features are not intended to be used as “diagnostic criteria” for
determining if addiction is present or not. Although these characteristic features
are widely present in most cases of addiction, regardless of the pharmacology of
the substance use seen in addiction or the reward that is pathologically pursued,
each feature may not be equally prominent in every case. The diagnosis of addiction
requires a comprehensive biological, psychological, social and spiritual assessment
by a trained and certified professional.
3. In this document, the term "addictive behaviors" refers to behaviors that are
commonly rewarding and are a feature in many cases of addiction. Exposure to
these behaviors, just as occurs with exposure to rewarding drugs, is facilitative
of the addiction process rather than causative of addiction. The state of brain
anatomy and physiology is the underlying variable that is more directly causative of
addiction. Thus, in this document, the term “addictive behaviors” does not refer to
dysfunctional or socially disapproved behaviors, which can appear in many cases of
addiction. Behaviors, such as dishonesty, violation of one’s values or the values of
others, criminal acts etc., can be a component of addiction; these are best viewed
as complications that result from rather than contribute to addiction.
4. The anatomy (the brain circuitry involved) and the physiology (the neuro-transmitters
involved) in these three modes of relapse (drug- or reward-triggered relapse vs.
cue-triggered relapse vs. stress-triggered relapse) have been delineated through
neuroscience research.
Relapse triggered by exposure to addictive/rewarding drugs, including alcohol,
involves the nucleus accumbens and the VTA-MFB-Nuc Acc neural axis (the brain's
mesolimbic dopaminergic "incentive salience circuitry"--see footnote 2 above).
Reward-triggered relapse also is mediated by glutamatergic circuits projecting to
the nucleus accumbens from the frontal cortex.
Relapse triggered by exposure to conditioned cues from the environment
involves glutamate circuits, originating in frontal cortex, insula, hippocampus and
amygdala projecting to mesolimbic incentive salience circuitry.
Relapse triggered by exposure to stressful experiences involves brain stress
circuits beyond the hypothalamic-pituitary-adrenal axis that is well known as the
core of the endocrine stress system. There are two of these relapse-triggering brain
stress circuits – one originates in noradrenergic nucleus A2 in the lateral tegmental
area of the brain stem and projects to the hypothalamus, nucleus accumbens,
frontal cortex, and bed nucleus of the stria terminalis, and uses norepinephrine as
its neurotransmitter; the other originates in the central nucleus of the amygdala,
projects to the bed nucleus of the stria terminalis and uses corticotrophin-releasing

171 CMA Driver’s Guide — 9th Edition

 factor (CRF) as its neurotransmitter.
5. Pathologically pursuing reward (mentioned in the Short Version of this definition)
thus has multiple components. It is not necessarily the amount of exposure to the
reward (e.g., the dosage of a drug) or the frequency or duration of the exposure that
is pathological. In addiction, pursuit of rewards persists, despite life problems that
accumulate due to addictive behaviors, even when engagement in the behaviors
ceases to be pleasurable. Similarly, in earlier stages of addiction, or even before
the outward manifestations of addiction have become apparent, substance use
or engagement in addictive behaviors can be an attempt to pursue relief from
dysphoria; while in later stages of the disease, engagement in addictive behaviors can
persist even though the behavior no longer provides relief.

Adopted by the ASAM Board of Directors April 19, 2011.

Appendix G 172
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