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Title: | 普悠瑪事件避責策略之分析 Analysis of Blame Avoidance Strategy in Puyuma Incident |
Authors: | Ho-Ching Hsu 許荷青 |
Advisor: | 王宏文(Hong-Wung Wang) |
Keyword: | 普悠瑪,責難規避,責難,避責,危機,危機處理,危機管理, Puyuma,Blame Avoidance,Blame,Crisis,Crisis Management,Crisis Process, |
Publication Year : | 2020 |
Degree: | 碩士 |
Abstract: | 當危機事件發生後,政府相關單位便會開始進行危機處理程序,以降低危機所造成的損害。綜觀國內危機管理之相關研究,多從事件處理的角度或目的切入,然實際上,危機管理經常涉及責難規避(Blame Avoidance)的策略行動,藉此降低當事機關受到責難程度。 本文以2018年10月21日發生的普悠瑪翻車事件作為個案,選擇台鐵局、司機員、交通部、行政院等主要受到責難的標的族群作為利害關係人,探討這些利害關係人在事件發生後,如何採用避責策略,而在這些避責行動後,對於自身受責難的程度又產生什麼影響,藉此分析每位利害關係人於事件當中的避責效果,並提出觀察與建議。 為回應上述研究問題,本文將研究設計分為兩部分進行:第一部分以次級資料分析及個人深度訪談,將普悠瑪事件之發生原因進行歸納與探究,藉此釐清利害關係人所應負之責任,以利於後續避責策略之分析;第二部分則是以內容分析的方式探究利害關係人的避責效果,首先計算個別利害關係人在事件發生後62天內,分別於《自由時報》及《聯合報》受到責難的數量,再以Hood(2009)提出的九種避責策略作為基本架構,進行避責策略的編碼,檢視利害關係人在不同時點採用的避責策略,最後將個別利害關係人受責難數量及避責策略使用之編碼資料合併製成圖像,觀察利害關係人在特定時點採用何種避責策略,而後對於其受責難數量又產生如何的影響。 分析結果發現,事件發生的主要責任歸屬在於台鐵局與司機員,但司機員卻是使用避責策略期間最短、受到責難數量最少的利害關係人,而交通部則是與事件發生並無直接關聯,卻採用責任程度最高的避責策略才將責難有效控制,由此可見,利害關係人使用避責策略的合適性能夠改變自身受事件牽連及影響之程度,而相較於個人而言,代表政府部門的利害關係人對於避責策略的使用須具備較高的敏感度,否則反而會因此引來更多的責難。而在本文個案特性及台灣環境背景之差異下,亦發現不同於Hood(2009)提出的避責策略採用次序,由見利害關係人不僅要依據角色立場選擇合適的避責策略,亦須考慮到自身所處的環境背景因素,以將避責策略發揮最大的避責效果。 When crises happen, government will start crisis process to reduce the damage caused by the crisis. Through an overview of related research in domestic crisis management, most of them is from the perspective or purpose of event process. Actually, crisis management is usually related to strategic actions of Blame Avoidance to decrease the degree of blame for the agency. This article takes Puyuma Incident on October 21, 2018 as the case, and selects target groups who are mainly blamed, such as Taiwan Railways Administration, the driver, Ministry of Transportation and Communications, and Executive Yuan, as stakeholders. The main purpose of this article is to discusses how these stakeholders adopt Blame Avoidance strategies, and how these strategic actions influent the degree of their blame. After analyzing the effect of Blame Avoidance strategy in each stakeholder, this article will go further to explore the Blame Avoidance interaction between stakeholders, making observations and suggestions in conclusion. Results suggest that the suitability of stakeholders using Blame Avoidance strategy can change the extent in which they are implicated and affected by the incident. Take the driver for example, who is directly responsible for the incident, has the least blame; on the contrary, Ministry of Transportation and Communications is not that directly related to this incident, but it has to make someone resign to control the degree of blame. This phenomenon also indicates that stakeholders who represent government department have to be more sensitive than individual when choosing Blame Avoidance strategy, because the public has higher degree of accountability on them. Thus, they are more likely to be blamed due to their inappropriate Blame Avoidance behaviors. In addition, based on the differences between the characteristic of Puyuma incident and the environmental background in Taiwan, results also found that the sequences which stakeholders adopt are different from the theory proposed by Hood(2009). Therefore, in order to maximize the effect of Blame Avoidance strategy, stakeholders not only choose the appropriate Blame Avoidance strategy based on their roles, but also consider the environmental background factors. |
URI: | http://tdr.lib.ntu.edu.tw/jspui/handle/123456789/62038 |
DOI: | 10.6342/NTU202000875 |
Fulltext Rights: | 有償授權 |
Appears in Collections: | 公共事務研究所 |
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U0001-1806202013325500.pdf Restricted Access | 4.33 MB | Adobe PDF |
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