Common and distinct neural correlates of dual-tasking and task-switching: a meta-analytic review and a neuro-cognitive processing model of human multitasking

Although there are well-known limitations of the human cognitive system in performing two tasks simultaneously (dual-tasking) or alternatingly (task-switching), the question for a common vs. distinct neural basis of these multitasking limitations is still open. We performed two Activation Likelihood Estimation meta-analyses of neuroimaging studies on dual-tasking or task-switching and tested for commonalities and differences in the brain regions associated with either domain. We found a common core network related to multitasking comprising bilateral intraparietal sulcus (IPS), left dorsal premotor cortex (dPMC), and right anterior insula. Meta-analytic contrasts revealed eight fronto-parietal clusters more consistently activated in dual-tasking (bilateral frontal operculum, dPMC, and anterior IPS, left inferior frontal sulcus and left inferior frontal gyrus) and, conversely, four clusters (left inferior frontal junction, posterior IPS, and precuneus as well as frontomedial cortex) more consistently activated in task-switching. Together with sub-analyses of preparation effects in task-switching, our results argue against purely passive structural processing limitations in multitasking. Based on these findings and drawing on current theorizing, we present a neuro-cognitive processing model of multitasking

Traffic related performance potentials, deficits and compensation possibilities of elderly drivers

In Deutschland sind ältere Menschen das am stärksten wachsende Segment der Bevölkerung. Insofern wird der Straßenverkehr " den Prognosen nach " in den nächsten Jahrzehnten durch einen wachsenden Anteil älterer Kraftfahrer geprägt werden. Bisher fehlt jedoch eine umfassende Dokumentation, in der die Grundlagen über verkehrsbezogene Leistungspotenziale und -defizite sowie über Kompensationsmöglichkeiten älterer Verkehrsteilnehmer zusammengefasst dargestellt sind, um auf diese Entwicklungen adäquat reagieren zu können. Darüber hinaus besteht die Frage, welche Mindestanforderungen für verschiedene verkehrssicherheitsrelevante Leistungsbereiche an ältere Autofahrer in Zukunft zu stellen sind. In dem vorgelegten Forschungsprojekt wurde weitgehend zusammengetragen, was derzeit aus international wissenschaftlicher Perspektive zur Frage von Leistungspotenzialen, Defiziten und Kompensationsmöglichkeiten älterer Kraftfahrer auf der Mikro- und der Makroebene ausgesagt werden kann. Die Literaturbefunde wurden außerdem (zum Teil) in einer Fahrverhaltensprobe im Realverkehr überprüft. Neuere Forschungsergebnisse der psychologisch-neurologischen und medizinischen Wissenschaften zeigen deutlich, dass der alternde Mensch gut in der Lage ist, sich den eigenen nachlassenden Fähigkeiten anzupassen, auch im Straßenverkehr. Zwar verringert sich über die Lebensspanne das Leistungsvermögen (auch beim Autofahren), wird aber meist durch eine aktive Anpassung des Verhaltens an die Situationsanforderungen (Kompensation) ausgeglichen. Auch sind die absoluten Unfallzahlen älterer Autofahrer gering im Vergleich mit allen anderen Altersgruppen. Das zeigt einen insgesamt sehr verantwortungsvollen Umgang mit der Fahrerlaubnis. Individuelle Leistungsunterschiede sind mit zunehmendem Alter in allen untersuchten Bereichen ganz erheblich. Es lassen sich deshalb auf Basis des kalendarischen Alters kaum individuelle Vorhersagen über das Leistungsvermögen in einzelnen Bereichen machen. Zusammenfassend hat sich gezeigt, dass das psychometrische und motorische Leistungspotenzial weitgehend gesunder älterer Kraftfahrer erheblich ist und durch gezieltes Training aktiviert werden sollte. Wenn allerdings eine Krankheit vorliegt, deren Risikopotenzial bekannt ist, sollte gegebenenfalls geprüft werden, welches Leistungsvermögen in Bezug auf das Autofahren noch besteht. Eine grundsätzliche Frage bestand darin zu prüfen, ob es sinnvoll ist (und aus wissenschaftlicher Sicht vertretbar wäre), aufgrund der bei Älteren nachlassenden motorischen und kognitiven Fähigkeiten andere Mindestkriterien für das Führen eines Kraftfahrzeuges anzulegen als bei allen anderen Gruppen von Autofahrern. Nach der Würdigung aller Ergebnisse des Forschungsprojektes muss diese Frage eindeutig verneint werden. Wie schon früher gezeigt wurde, ist es nicht möglich, die Fahrkompetenz bei Älteren auf Basis von Laborwerten vorherzusagen. Im Wesentlichen hat sich im Empiriemodul des Forschungsprojektes gezeigt, dass das gute Abschneiden in verschiedenen Untersuchungen (augenärztlich, verkehrsmedizinisch, Befragungsdaten) eine relativ gute Vorhersage zulässt, ob ein älterer Kraftfahrer noch über die nötigen Kompetenzen zum Autofahren verfügt. Der Umkehrschluss ließ sich nicht bestätigen: Das schlechte Abschneiden älterer Autofahrer war kein guter Prädiktor für eine schlechte Fahrkompetenz. Viele der als unterdurchschnittlich geltenden Autofahrer haben trotz der eher schlechten Labor- und Ärztewerte zufriedenstellende Leistungen bei der Fahrverhaltensbeobachtung gezeigt. Aus diesem Grund wird eine alterskohortenbezogene Aberkennung der Fahreignung nur auf Basis von Laborkennwerten klar abgelehnt. Bei Zweifeln einer Fahreignung (im Sinne von Fahrkompetenz) sind schlechte Leistungswerte in psychometrischen und/oder medizinischen Tests kein hinreichendes Kriterium, um die Fahreignung grundsätzlich infrage zu stellen. Die in Deutschland bestehenden Gesetze werden für absolut ausreichend angesehen. Wenn die Fahrkompetenz eines älteren Menschen überhaupt infrage steht, ist eine Fahrverhaltensbeobachtung nach dem derzeitigen Stand die beste Methode, dies zu überprüfen. In diesem Zusammenhang sollte " trotz aller bestehender Schwierigkeiten in dieser Frage " die Rolle der Hausärzte als kompetente Kontaktstellen bei sich verschlechternden allgemeinen Leistungswerten überdacht werden bzw. nach Wegen gesucht werden, sie in die "Defiziterkennung" einzuschließen. Gute Laborwerte sind schließlich ein guter Prädiktor.Older people are the segment of the population growing most strongly in Germany. Insofar, based on current forecasts, traffic will be characterized by a growing part of older drivers within the next decades. However, to be able to react to these developments adequately, a comprehensive documentation on the basics of traffic related potenzials, deficits and compensation possibilities of elderly drivers has been missing by now. In addition, it is unknown which minimum requirements have to be met for various traffic safety-relevant performance areas by older drivers in the future. Within the presented research project it is comprehensively collected what is known at present about performance potenzials, deficits and compensation possibilities (micro and macro level) of elderly drivers from an international scientific perspective. The literature survey was also validated (in parts) by an onroad performance test with elderly drivers. Latest research results " from a psychological/ neurological and a medical perspective " clearly show that a person getting older is usually able to adapt to her/his own decreasing abilities, also in traffic situations. Even though capabilities are reduced along the life span (also in driving a car), this is usually compensated by an active adaptation of the behavior to the situation requirements. Beyond that, the absolute rate of accidents of older drivers is also low in the comparison with all other age groups. Altogether, this shows that elderly drivers are handling their driver license very responsibly. Individual performance differences are quite considerable in all examined areas with advancing age. Individual forecasts about the capabilities in single areas can therefore be hardly made based on the calendrical age. To summarize, it is shown that the cognitive and motor performance potenzial of largely healthy older drivers is considerable, and this potenzial can be activated by specific training. However, if elderly people are affected by serious diseases, whose risk potenzial is known, it should be checked, if necessary which capabilities are left with respect to driving a car. A core question to be examined within the research project was to examine, if it is both reasonable, and acceptable from a scientific point of view, to apply different minimum criteria for the driving license for elderly people compared with other groups, because of the decreasing motor and cognitive performance of the elderly. After evaluation of all results of the research project this question must be clearly answered in the negative. As already pointed out in earlier research, it is not possible to predict the driving competence of seniors based on "laboratory values". In the onroad assessment module of the research project it could be shown that good performance in different laboratory examinations (ophthalmological examination, traffic medical examination, or questionnaire data) allows a relatively good forecast for onroad performance. The reverse could not be confirmed: Bad performance of older drivers in laboratory examinations was no good predictor for a poor driving competence. Many of the drivers classified as below average have shown satisfactory performance during the onroad observation despite their rather poor laboratory and medical scores. For this reason an age cohortrelated denial of driving suitability, which is based on laboratory parameters only, is clearly not recommended. In case of doubts about the driving competence poor values in psychometric and medical tests are no sufficient criteria to deny the driving license. The laws existing in Germany are considered as completely sufficient. If the driving competence of an older person is in question at all, a road performance test is the best method to check this, based on the present standard of knowledge. In connection with this, the general practitioners should be reconsidered as competent contact person, if general performance values decline, to include them into the "deficit identification" despite all existing difficulties in this question. Finally good laboratory parameters are a good predictor for good driving performance

Managers' action-guiding mental models towards mental health-related organizational interventions-a systematic review of qualitative studies

Research indicates that managers’ active support is essential for the successful implementation of mental health-related organizational interventions. However, there is currently little insight into what subjective beliefs and perceptions (=mental models) make leaders support such interventions. To our knowledge, this is the first qualitative systematic review of this specific topic, and it considers 17 qualitative studies of managers’ perspective. Based on the theory of planned behavior, this review provides an overview of three action-guiding factors (attitudes, organizational norms and behavioral control) that can serve as starting points for engaging managers in the implementation of mental health-related measures and ensuring their success. Our results provide evidence that supportive organizational norms may particularly help to create a common sense of responsibility among managers and foster their perceived controllability with respect to changing working conditions. Our study thus contributes to a more differentiated understanding of managers’ mental models of health-related organizational interventions

Reflection on leadership behavior: potentials and limits in the implementation of stress-preventive leadership of middle management in hospitals – a qualitative evaluation of a participatory developed intervention

Background: Mental health and stress prevention aspects related to workplace in hospitals are gaining increasingly more attention in research. The workplace hospital is characterized by high work intensity, high emotional demands, and high levels of stress. These conditions can be a risk for the development of mental disorders. Leadership styles can hinder or foster work-related stress and influence the well-being of employees. Through leadership interventions, leaders may be encouraged to develop a stress-preventive leadership style that addresses both, the well-being of the leaders and of the subordinates. A comprehensive qualitative description of leaders' experiences with interventions on the topic of stress-preventive leadership is yet missing in the literature. Therefore, we address leaders of middle management regarding the development of stress-preventive leadership styles through supporting interventions. The research questions are: How do leaders of middle management perceive their leadership role in terms of effectiveness in stress prevention? Which potentials and limits in the implementation of stress-preventive leadership are experienced? Methods: The study follows a qualitative research design and content analysis. We conducted individual interviews with leaders of middle management (n = 30) of a tertiary hospital in Germany for the participatory development of an intervention. This intervention, consisting of five consecutive modules, addressed leaders of middle management in all work areas within one hospital. After participation in the intervention, the leaders were asked to reflect on and evaluate the implementation of the contents learned within focus group discussions. Overall 10 focus group discussions with leaders (n = 60) were conducted. Results: The results demonstrate that leaders of middle management perceived potentials for a stress-preventive leadership style (e.g., reflection on leadership role and leadership behavior, awareness/mindfulness, and conveying appreciation). However, limits were also mentioned. These can be differentiated into self-referential, subordinate-related, and above all organizational barriers for the implementation of stress-preventive leadership. Conclusions: Some of the organizational barriers can be addressed by mid-level leadership interventions (e.g., lack of peer-exchange) or possibly by adapted leadership interventions for top management (e.g., lack of stress-preventive leadership styles in top level management). Other organizational limits are working conditions (e.g., staff shortage) that can only be influenced by health policy decisions