அன்ரன் பாலசிங்கத்தின் பொறுப்பை ஏற்கமாட்டாராம் அடேல்

[காரணிகன்]

அன்ரன் பாலசிங்கத்தின் பொறுப்பை

ஏற்கமாட்டாராம் அடேல்

விடுதலைப்புலிகளின் சர்வதேச விவகாரங்களுக்கான பொறுப்பாளராகத் தாம் செயற்பட மாட்டார் என்று திருமதி அடேல் பாலசிங்கம் தெரிவித்தாக லண்டனில் இருந்து வெளிவரும் "த டெய்லி டெலிக்கிராப்' பத்திரிகை தகவல் வெளியிட்டுள்ளது.

மறைந்த அன்ரன் பாலசிங்கம் வகித்து வந்த விடுதலைப்புலிகளின் சர்வதேச விவகாரங்களுக்கான பொறுப்பாளர் பதவியை அவரது துணைவியார் அடேல் பாலசிங்கம் ஏற்றுச் செயற்படுவார் எனச் செய்திகள் சில வாரங்களாக வெளிவந்து கொண்டிருந்தன.

""தமிழீழ விடுதலைப்புலிகள் அமைப் பில் எனது கணவர் வகித்து வந்த பதவியை நான் ஏற்கவுள்ளதாக வெளிவரும் செய்திகளில் எந்தவிதமான உண்மையும் இல்லை'' என்று திருமதி அடேல் ""ஒஸ் ரேலியன்'' பத்திரிகைக்கு மின்னஞ்சல் மூலம் தெரிவித்திருக்கின்றார்.

விடுதலைப்புலிகளின் புதிய சர்வதேச ""குரலாக'' திருமதி அடேல் விளங்குவார் என்று செய்திகள் வெளிவரத் தொடங்கிய பின்னர் அது குறித்து அவர் தமது கருத்தை வெளியிட்டிருப்பது இதுவே முதன்முறையாகும் என்றும் "த டெய்லி டெலிகிராப்' குறிப்பிட்டுள்ளது.

இதற்கிடையில்

திருமதி அடேல், தமது கணவர் அன்ரன் பாலசிங்கம் வகித்த பதவியை ஏற்றுப் பணியாற்றுவார் என்று செய்திகள் வெளிவரத் தொடங்கியதும் அவரைக் கைது செய்யுமாறு ஸ்ரீ லங்காவின் ராஜ தந்திரிகள் பிரிட்டிஷ் அரசிடம் கோரிக்கை விடுத்தனர்.

எனினும்

57 வயதான திருமதி அடேல் பாலசிங்கம் விடுதலைப்புலிகளின் நீண்டகால தீவிர ஆதரவாளர் என்பதாலும் தலைவர் பிரபாகரனின் நம்பிக்கைக்கு உரியவர் என்ற வகையிலும் கணவருடன் சேர்ந்து சர்வதேச மட்டத்தில் பணியாற்றுவதில் மிகுந்த அனுபவம் உள்ளவர் என்ற வகையிலும் விடுதலைப்புலிகள் அமைப்பில் அவருக்குக் குறிப்பிடத்தக்க இடமொன்று உண்டு என்று புலிகளுக்கு நெருங்கிய வட் டாரங்கள் கருதுவதாகவும் "த டெய்லி கிராப்' தெரிவித் துள்ளது

உதயன்

[கந்தப்பு]

Australian won't become Tamil Tigers' spokeswoman

By Peter Wilson

February 06, 2007 04:00am

ADELE Balasingham, the Australian widow of a senior leader of the Tamil Tigers terrorist group, has announced that she will not replace her husband within the organisation.

"There's absolutely no truth in the story that I am to assume my husband's role in the LTTE (the Tamil Tigers)," she said in an email to The Australian, which was her first comment on persistent reports that she was to be the new international "voice" of the Tigers.

Sri Lankan diplomats have urged Britain to arrest the London-based former Victorian country nurse if she does replace husband Anton as the Tigers' chief negotiator and spokesman, following his death from cancer in December.

Close observers of the Tigers and their three-decade fight for an autonomous Tamil state in northeast Sri Lanka say Ms Balasingham, 57, is still likely to have a significant role as one of the few Tiger activists with long international experience and the confidence of the group's leader, Velupillai Prabhakaran.

The Tigers run a de facto government in northern Sri Lanka but been losing momentum in recent years, with little sign of military or diplomatic progress.

Ms Balasingham lives in a large double-storey home in a quiet street in New Malden, a middle-class residential suburb in southwest London.

The home is believed to be paid for by Tiger supporters but has none of the security one might expect for leaders of a group that has been banned as a terrorist outfit by the US, Britain, India and the European Union because of its role in a civil war that has claimed more than 70,000 lives.

Friends say Ms Balasingham is still distraught over the loss of her husband, a charismatic ideologue. Her mother, Betty Wilby, a former shop assistant from Warragul, in Gippsland, has been staying with her since his death.

Ms Balasingham, who left Australia as a 21-year-old nurse in 1971 to work in London and travel around Europe with two girlfriends, is now the centre of diplomatic speculation from Sri Lanka to Norway because she is seen as a potentially crucial link between the jungle fighters and the international community.

One British diplomat said: "It is crucial that somebody replace Anton Balasingham. Whether it will be her, we don't know, but there are very few suitable candidates. Without him, both sides are going to find it harder to get any sort of progress going. There is a next generation of intellectuals and people familiar with foreign politics but they are not close to the military leaders or ready to take on his mantle at defining strategy."

Priyath Liyanage, the editor of the BBC's Sinhalese service, said Ms Balasingham "could be a good go-between with the West but notthe leader of negotiating delegations".

"Her big asset is that she is trusted by Prabhakaran, who makes all the big decisions and trusts very few people to represent him abroad," he said.

"Her weakness is that she's not a Tamil and her spoken Tamil is not good enough for serious political discussions.

"She's actually a more fiery character than Anton and could be more aggressive - she's less diplomatic than him by nature."

In her 2003 autobiography, Will to Freedom, she recounts that after a couple of years of backpacking and nursing she became a community health worker in London, then at 27 signed up for a social sciences degree at a left-leaning London university faculty.

That was where she fell in love with her husband, a left-wing activist who was tutoring and studying for a doctorate.

Twelve years her senior, the former journalist and translator at the British high commission in Colombo had come to London with his first wife to seek medical treatment for the kidney disease that eventually killed her.

The widower and the young Australian married in 1978. He developed some early Marxist-influenced theories on the Tamil fight for independence and the couple were invited to India in 1979 to meet Prabhakaran.

The guerilla leader came to rely on Anton Balasingham as his main ideologue, negotiator and spokesman.

Ms Balasingham, dubbed "Auntie" by Prabhakaran, was also called "the White Tamil" by her Tiger colleagues.

The couple was not active in Tiger military affairs but Ms Balasingham recounted in her book that in 1981 Prabhakaran personally taught her how to use a revolver and an automatic rifle.

"I viewed weapons as a necessity for self-defence and an instrument for liberation," she wrote. "Ultimately, years later, carrying an automatic rifle and sleeping with one in my room became the norm."

She became an official member of Tiger delegations to peace talks and the most prominent woman in the organisation.

In 2001, the British Government outlawed the Tigers and shut down their international secretariat in London but the Balasinghams continued to operate from there despite British laws making it illegal to be a member of the Tigers or to "provide or show support" for them.

Sri Lankan diplomats say they often complained to the Government that police and prosecutors were turning a blind eye to their activities.

Gareth Price, an analyst at the Royal Institute of International Affairs, said Britain "seemed to allow Anton Balasingham to keep operating for expediency reasons - if he wasn't here, nobody else would have been negotiating."

http://www.news.com.au/story/0,10117,21175...from=public_rss

[luxman007]

அமெரிகாவின் உருத்திரன் வரபோவதாக ஒரு கதை அடிபட்டதே. யாழில் தான் முதன் முதலாக நான் இச்செய்தியைப்பார்த்தேன் அதன் பின்பு தமிழ்ச்செல்வன் அதை ஊர்ஜிதம் செய்யவிலை. இப்ப மறுப்பறிக்கை. எங்களை எல்லோரும் கைவிடுகினமென்டா ஏதோ பெரிய கண்டத்துக்குள்ள தமிழர் எல்லோரும். அதுக்கென்ன சேர்ந்து போராடுவோம். சாதி கட்டமைப்பு, பணக்காரர், ஏழை என்ற பாகுபாடு ஒருவருக்கொருவர் உதவுதல் கோள் மூட்டாமை,எரிச்சல் அளவோடும் போட்டியை பேராசை ஆக்காத என்ற அந்த தத்துவங்களோடு கை கோர்த்து புறப்படுவோம் வாரீர்.

[Naththikan.]

குமுதம் பத்திரிகையில் "அரசு கேள்விபதிலில்"ஒருவர் கேட்டார் .

ஆண்டன் பாலசிங்கத்தின் இடத்துக்கு "விடுதலைப்புலிகள்"இனியாரைகொண்டுவரமுடியும் என்று.

தமிழ்செல்வனுக்கு அந்ததகுதி இருக்கென்று பதில் சொல்லியுள்ளனர் .

இது போதாதா?

[luxman007]

Info for the the people, who loves to produce our future Tamil eelum car

Brave new wheels

Wednesday, September 20, 2006

Demand for oil could outstrip supply within 10 years, pushing petrol over $5 a litre. Enter the hybrid and alternative-fuel cars that will be cheap to run, stylish and safe. Australia is in the driver's seat, writes Nick Tabakoff.

It’s September 2011. You’ve just driven from Sydney to Melbourne and notice your tank is still quarter-full. Remarkably, you haven’t had to fill up once since leaving Sydney. You have travelled 1000km on a single tank in your fuel-sipping, petrol-electric hybrid car.

You recall taking the same trip in 2006 in your gas-guzzling dinosaur, a V8 Australian sedan. While it got you to Melbourne quickly, you had to endure multiple fuel stops, a speeding ticket and a strained hip-pocket nerve. With 2011 fuel prices above $2.50 a litre, spending $200 to fill the tank is a luxury you can’t afford: V8s are now seen as a licence to burn money. Your new hybrid can do Sydney to Melbourne at a third of the cost.

Welcome to the future of the Australian motor vehicle – where technological progress is likely to ensure the Commodores, Falcons et al of tomorrow are very different, inside and out, to the ones we know.

The Bulletin has spoken to Australia’s leading car industry experts. Among their predictions are:

• Reductions in fuel bills by well over 50% as cars become less petrol-reliant.

• Manufacturers forced into high-stakes calls on future fuel sources, leaving some risking billions of dollars on “wrong options”.

• Hydrogen fuel cell cars, which emit no greenhouse gases, as soon as 2012.

• Plans to develop an electric car powered only by batteries. The Bulletin has learned one major international manufacturer is looking to develop pure battery-powered cars that can be recharged in the time it takes to fill a petrol tank.

• Shorter-term moves by many consumers into fuel-efficient hybrid vehicles as a “bridge” to fuel cell vehicles.

• Space-age systems, including lane-sensing and collision-avoidance technology.

• Futuristic car interiors with everything from satellite navigation to internet access.

• A likely battle for the survival of the Australian industry, as national divisions of global car giants compete for manufacturing rights.

All these developments are the result of the realisation that we’re running out of oil. As a result, manufacturers are being forced to explore engines powered by an array of fuels and they’re making everything from hybrid cars, to ethanol and natural gas vehicles.

But two distinct technological developments are exciting car-makers for the future: hydrogen fuel cells, and pure electric vehicles powered by only a battery. Making the right call will be vital, and could determine manufacturers’ futures. It is a risky, high-stakes battle. No-one wants to make the wrong choice and be left with the automotive equivalent of the Betamax video system in the 1970s.

Denny Mooney, Holden’s chairman and managing director, is a believer: “The first fuel cell vehicles will be expensive, but they will come down in price, just like computers, cell phones and plasma-screen televisions.”

Others, like Wheels magazine associate editor John Carey, say companies have a long way to go. “There are practical problems with hydrogen that still have to be overcome,” Carey says. “At the moment, you can't stack much distance [into a fuel-cell vehicle].”

Mooney disagrees, citing Holden’s fuel-cell prototype, the Sequel, which can now travel 480km on a tank of hydrogen.

Makers of pure electric cars also maintain that the range of such vehicles is increasing. While others develop hydrogen fuel cells, both Mitsubishi and Subaru are concentrating on the development of “next generation electric vehicle technology”.

Mitsubishi has a test vehicle using lithium batteries and in-wheel motors. Mitsubishi spokesman Kevin Taylor says it is also looking at a car that can be recharged by “a normal three-pin powerpoint”. The company is putting plenty of effort into developing long-lasting batteries, he says, but it also sees applications of such technologies to both hybrid and fuel cell cars.

The parent company of Subaru, Fuji Heavy Industries (FHI), is working in conjunction with the Tokyo Electric Power Co to develop a Subaru electric vehicle. The car-maker is in the midst of a year-long program to design an electric commerical vehicle. Tokyo Electric is developing a “rapid electric charger” capable of charging up to 80% of the vehicle’s battery within 15 minutes. One source who has asked not to be named says that the aim is to achieve a recharge “that takes the same amount of time as refilling at a petrol station.”

Further driving Subaru’s efforts is last year’s move by the world’s second-largest manufacturer, Toyota, to buy an 8.7% stake in FHI from General Motors; making it FHI’s biggest single shareholder. It is understood the companies have agreed to help each other with technologies: Subaru to give Toyota a leg up with battery technology, and hybrids market leader Toyota to help Subaru with hybrid technology.

Subaru’s Australian spokesman David Rowley will only say there is a “level of cooperation”. Fuji’s interest in hybrids and electric cars is in line with FHI’s role as an engineering company that is “very technology-based”.

Car companies are spooked by more than the continuing problems in the Middle East. Their biggest worry is the prospect of “peak oil” – the point at which demand for oil outstrips supply, which many analysts say could drive the price of petrol past $5 a litre.

The question is when. Kim Rennick, Australian principal of international automotive consultancy Autopolis, believes world demand and supply curves for oil will cross “somewhere between 2012 and 2015 ... That’s when you do see a continuing trend of high prices.”

Leading car manufacturers are exploring both short- and long-term contingencies. As Carey says: “No single thing can immediately take the place of petrol.” Ford Australia president Tom Gorman agrees: “I think the answer is not one simple answer. Alternative fuels will offer more and more choice ... we have to stay flexible enough to adapt to whatever outcome.”

Of the majors, Toyota is offering the most advanced alternative through its hybrid Prius. The car has a petrol engine, an electric motor, a converter and a high--voltage battery. Toyota’s emeritus chairman John Conomos explains how the Prius is able to switch between power sources: if the battery runs down, both the petrol engine and the brakes can recharge it. “It is remarkably high-tech,” he says.

And a money saver. On 20,000km of driving a year, the fuel bill for the Prius, at $1144, is well under half that of the new VE Holden Commodore. And, as Carey points out, because the act of braking is used to generate energy, the Prius consumes less fuel in city traffic than on the open road.

Toyota’s rivals are envious. Mooney says: “I think you’d find anybody in the industry would say Toyota is the leading manufacturer of hybrids.” Holden is making contingency plans for a possible hybrid Commodore.

But Holden and its parent, GM, are definitely playing catch-up. Late last year, they teamed up with what Carey describes as “sworn enemies” – BMW and DaimlerChrysler – specifically to create technology to compete. The three companies are spending more than $US1bn ($1.3bn) to develop alternatives.

What makes Toyota’s lead crucial, Carey believes, is that hydrogen cars are also likely to be hybrids. “You can almost guarantee the hydrogen car of the future will be a hybrid. What the addition of hybrid technology will do for the fuel-cell car is give it a very significant increase in efficiency, which will help to make it commercially viable. Today’s hybrid cars are giving us a glimpse into the future.”

Says Mooney: “I think the future is a combination of getting more efficiency out of internal combustion engines, hybrids and hydrogen fuel cells ... I don’t think anyone could give a clear picture of where the industry will be in five years.”

DaimlerChrysler has committed to selling fuel cell vehicles as early as 2012. GM’s stated goal is to make “fuel cell cost and durability competitive with the internal combustion engine at scale volumes” by 2010.

In the short term, much depends on government policy. “Europe runs a much higher proportion of diesel cars than anywhere else in the world. In Australia, with its sugar cane farmers, you could have a government that wants to push ethanol,” Mooney says.

Some governments are already doing so. In Sweden, there are incentives – including exemption from parking charges and tax benefits – for ethanol and bio-energy use. Manufacturers such as Saab, a fully owned subsidiary of General Motors, are making cars that can run on 100% ethanol, 100% petrol, or any combination. Big US manufacturers like GM also offer “E85” cars to Americans: cars that can run on 85% ethanol.

There are doubts that ethanol can solve the world’s fuel shortage problems. Carey argues that a large reliance on ethanol would cause problems of its own. “You’re shifting the burden away from oil onto agricultural land. It becomes a situation where cars are competing with food, so you’re potentially driving the price of food up.” He adds there are also efficiency problems: “One litre of ethanol does not equal one litre of petrol.”

The government is supporting LPG, but, says Mooney, “there’s still not a lot of private people opting for LPG. They have a hard time fitting more than two bags in their boots”.

Still, Holden is about to release a “dual-fuel” petrol-LPG combination vehicle. Ford is staking more – the only manufacturer offering dedicated LPG on new cars.

Ford Australia president Tom Gorman says LPG capability will be built into 120 of the 450 cars a day it makes, or around 27% of output. He expects this “within two months”. Two years ago, LPGs represented just 6% of the mix.

The new LPG Falcons will cost just $1400 more that the petrol version. Subtract the government’s $1000 subsidy and the remaining $400 can be recouped within a few months via fuel savings.

He is reluctant to offer hybrid vehicles in Australia. “In a market 1/17th the size of the US, to bring alternative fuel technologies here, there has to be a business equation.”

Holden is keeping its options open. With the new VE Commodore designed to accommodate hybrid engines, it may ultimately be the first Australian-designed car to carry them. So far, Holden has opted not to sell hybrids in Australia: the economics do not add up, says Mooney, adding “the take-up is still quite low”.

So will we be driving hydrogen fuel-cell cars within 10 years? Gorman, for one, is sceptical. “You can tick a box and say the technology definitely works. [but] you have to make it so the consumer can afford it ... otherwise you’re on a road to financial ruin.” He thinks the likely timeframe is “15 to 20 years”.

Toyota’s Conomos says refuelling will be a major hurdle: “Please don’t mislead your readers that a volume of fuel cell vehicles will be available from 2012. That’s not going to happen.” The building of infrastructure to support fuel cell vehicles “will not precede the production of the cars”. Like Gorman, he doesn’t see the fuel cell vehicle being a key player until beyond 2020.

Holden’s Mooney is more optimistic: “In the past five years, we have come a long way in bringing down the cost of commercially viable fuel cells. All new technologies start off at an incredible cost, and come down.”

It’s not just under the bonnet that things are being shaken up. Mooney sees developments like in-car radar systems with lane-sensing and collision-avoidance capabilities becoming mainstream within 10 years. He points to headlights that will allow cars to “look around the corner”, with cameras and sensors increasingly common.

Toyota’s Australian-designed concept car, the Sportivo Coupe, gives a glimpse of this brave new world, with an electronic key containing information about the driver such as licence, experience and phone numbers, as well as GPS tracking and a speedometer that recognises speed signs and warning signals.

Conventional licence plates will be inscribed with the identification of the actual driver, including licence number and special permit conditions. Traffic authorities will deal directly with that driver over fines and charges.

Toyota sells 100 Priuses a month in Australia, and there are waiting lists. But Carey believes that, at $37,000 for the base model, Toyota may be making a loss. Sources close to the company say it is “not the most profitable item in the range”. But many techniques in hybrid manufacturing may have future use – it’s one reason manufacturers are keen to experiment, even when the financials don’t add up.

Carey says Toyota will subsidise models like the Prius in the short term and call it good advertising. “Toyota is far and away the wealthiest car-maker,” he says. While GM is the largest car manufacturer in the world, Toyota’s shareholder equity – effectively, what is left for shareholders after debt has been paid – stands at nearly $US90bn. By comparison, GM’s shareholder equity is $US14.6bn.

Armed with this stash, Conomos says, Toyota is looking to the longer term with hybrids. He expects that by 2010, 10% of Toyota’s global production will be hybrid or alternative-energy cars. But he stresses that these will have the flexibility to incorporate whatever fuel technologies emerge. “You’ll be able to take the gasoline motor out, and replace it. You’ll be able to implant fuel-cell, electric or diesel.”

Conomos says it would be “desirable” to make hybrids here within five years. Toyota would have to build a business case, however, and it would be “very expensive”.

So what role will Australia play in moulding the car of the future? Conomos is uncertain. “The Australian car industry is fragile at the moment. Our intention is to stay here for the long term, but on what basis, and in what capacity, is the issue we’re facing.”

He has concerns about the long-term viability of Australian component suppliers, and the competition from other Toyota divisions. “There are six facilities in the world making Camrys. You can imagine what would happen – through poor component suppliers, or interruptions to supply – if Australia became non-viable for exports of Camrys. [Toyota] could source them from the US or Asia ... We are facing more competition from our own brand than Holden or Ford.”

While he considers the demise of the local car industry “highly unlikely”, it is possible Toyota Australia will concentrate on particular aspects of production other than manufacturing. “It is possible the services side could be retained and expanded – engineering, design, material development and production techniques.”

But Ford’s Gorman stresses it is “very important” for Australia to maintain a manufacturing presence: “I still see us having these major pieces of the equation: design, development and manufacturing.”

Mooney is adamant Holden will continue making cars. He cites the $532m invested in its Elizabeth plant in South Australia: “We didn’t do it to stop manufacturing in a few years.” He predicts the flagship Commodore will still be here in 20 years: “What it will look like will be the next billion-dollar question.”

The billion-dollar question for consumers is: will we be better off in the brave new world of cars? The answer is a resounding yes – and that fuel-efficient trip to Melbourne in a cleaner, cheaper and better car is just the start.

[luxman007]

மன்னிக்கவும் எனக்குத்தெரியாது எப்படி ஒரு புது தலையங்கத்தின் கீழ் இதை போடுவது என்று ஆகவே எல்லோரும் நிச்சயமாக கிளிக்பண்ணும் அடேலின் செய்தியில் இணைத்துவிட்டேன்.

பார்த்தீர்களா அவன் அவன் 5 வருடத்துக்கு- 10 வருடத்துக்கு பிளான் பண்ணி வெகு வேகமாக போகேக்க என்களுக்கு சுதந்திரம் என்னும் கிடைக்கவில்லை. ஆகவே எம்மால் போராடதான் முடியாவிட்டாலும் எமது ஒவ்வொரு தமிழ்க்குழந்தையையும் பணக்காரன், மீடியம், ஏழை என்று பார்க்காது நாம் அரவணத்து எமக்குத்தெரிந்த வற்றை மேலும் விருத்திசெய்து இலவசமாக சொல்லிக்கொடுத்தோமானால் தமிழ் பெற்றோர்கள் தமது கடினமாக உழைத்த பணத்தில் டுயூசனுக்கு யாரோ ஒருவனின் சுயநல வியாபாரத்துக்கு குடுப்பதைவிட சில பகுதியை எமது தமிழ் மக்களுக்காக மனம் வந்து நாம் கேட்காமலேயே இன்னாரிட்ட வேணுமெண்டா கதையுங்கோ எண்டு சொன்னா ஓடிப்போய் கதைக்குங்கள்.இப்படித்தான் நாம் வேலை செய்து அவரவர் பிள்ளைகளை பெரிய வேலைகள எடுக்க நாம் உதவி செய்தால் அதுகளும் பிற்காலத்தில நாம் சுயநலமிலாது செய்த நன்றியை தம் வாரிசுகளுக்கும் சொல்லும்கள் அதேநேரம் அவையளும் இதேவேலையை செய்துகொண்டு போவீனம். நாங்கள் இறந்தாலும் இது தொடரும். இல்லாட்டி இப்படியே உறவு தேய்ந்து போய் கடைசியில பிஜி இந்தியன், ஆபிரிக இந்தியன் எண்டு பிரிஞ்சு போய் தமிழீழம் கிடைத்தாலும் எம்மட தமிழ் சமூகத்துக்ககு எமது ஆவுஸ்திரேலிய உறவு ஒரு காலத்தில இல்லாம போயிரும் என்டு நான் நினக்கிறன். அடேல் அம்மா வேண்டாம் என்று சொன்னதை பெரிதாய் எடுக்காம் இதைக் கவனியுங்கோ.

[Iraivan]

தன்னைப்பற்றி வெளியான செய்தி தவறானது: அடேல் பாலசிங்கம்

தமிழீழ விடுதலைப் புலிகளின் சர்வதேச பேச்சாளராக, பிரதிநிதியாக, ஆலோசகராக தான் செயற்படப்போவதாக, விசமிகள் சிலரால் தவறான பிரச்சாரங்கள் முன்னெடுக்கப்பட்டு வருவதாகக் கூறிய திருமதி அடேல் பாலசிங்கம், அதில் எதுவித உண்மையும் இல்லையென்று தெரிவித்துள்ளார்.

லண்டனில் வெளியாகும் ‘த டெய்லி ரெலிகிராப்ஃ’ பத்திரிகைக்கு அவர் வழங்கிய தகவலில், இவ்வாறு அவர் தெரிவித்தார்.

அண்மையில் காலமான கலாநிதி அன்ரன் பாலசிங்கம் செயலாற்றிவந்த அதே பொறுப்பில், அவரது ஒஸ்ரேலிய மனைவி அடேல் பாலசிங்கம் செயற்படவுள்ளதாக செய்திகள் வெளியாகின.

இது தொடர்பாக அவரிடம் வினவப்பட்டபோது, தமிழீழ விடுதலைப் புலிகள் அமைப்பில் எனது கணவர் வகித்து வந்த பதவியை நான் ஏற்கவுள்ளதாக வெளிவந்த செய்தியில் உண்மை இல்லை என்று ஒஸ்ரேலிய பத்திரிகைக்கு மின்னஞ்சல் மூலம் தெரிவித்ததாக, லண்டன் பத்திரிகை தெரிவித்துள்ளது.

விடுதலைப் புலிகளின் நீண்டகால தீவிர ஆதரவாளரும், அதன் தலைவர் பிரபாகரனின் நம்பிக்கைக்குப் பாத்திரமானவர் என்ற வகையிலும், சர்வதேச பேச்சுமேசையில் அனுபவம் கொண்டவர் என்பதாலும், அவருக்கு விடுதலைப் புலிகள் அமைப்பில் குறிப்பிடத்தக்க இடமுண்டு என்று சுட்டிக்காட்டியுள்ள லண்டன் பத்திரிகை, அந்த இடம் எது என்பதை தமிழீழ விடுதலைப் புலிகளின் தலைமை இதுவரை வெளியிடாத நிலையில், இத்தகைய விசமப் பிரச்சாரங்கள் முன்னெடுக்கப்பட்டு வருவதாகவும் தெரிவித்துள்ளது.

[சாணக்கியன்]

யாழ்களத்தில் வாழ்த்துத் தெரிவித்ததன் மூலம் விசமிகளின் பிரச்சாரத்திற்கு துணை போனதற்காக எல்லாளன் படை எனக்கு மரணதண்டனை விதிக்குமா?