Latest news with #SuvarnabhumiAirport
Yahoo
a day ago
- General
- Yahoo
Airport officials uncover horrifying secret inside mislabeled seafood shipment: 'This is a clear message'
Thai customs seized a massive shipment of shark fins amid crackdowns on wildlife smuggling. According to The Nation, 402 shark fins were found at Suvarnabhumi Airport in Thailand. Authorities seized a shipment labeled "dry fish," which had over 100 kilograms of shark fins inside. Officials estimated that the illegal shipment was worth about 2 million Thai baht, the equivalent of about $60,000. Prior to arriving at Suvarnabhumi Airport, the shipment of shark fins had been transported through China and originally left from Trinidad and Tobago. Removing and transporting shark fins violates several laws, including the Wildlife Preservation and Protection Act, the Animal Epidemics Act, the Royal Ordinance on Fisheries, and the Customs Act. Wildlife smuggling not only threatens the species being trafficked but also the entire ecosystem. When one group of species is overhunted, it triggers a domino effect, disrupting the whole food chain. Since sharks are at the top of the food chain, a decline in their populations can result in an increase in their prey, which can throw off the balance of other marine species. What's worse, selling shark fins raises numerous ethical concerns. Hunters will often cut off a shark's fin and throw the creature back into the ocean. Without their fins, the sharks either drown or slowly bleed to death. Thailand has escalated its initiatives to seize and stop wildlife trafficking. According to The Nation, Prime Minister Paetongtarn Shinawatra gave directives to the Thai Customs Department to address the crisis. The seizure of the shark fins is a reflection of the country's efforts to combat wildlife trafficking. Which of these groups has the biggest role to play in reducing food waste? Grocery stores Restaurants Individuals The government Click your choice to see results and speak your mind. "This is a clear message that Thailand will not be a transit point for illegal wildlife trade," Pantong Loykulnant, advisor on tax development and administration and spokesperson for the department, told The Nation. Join our free newsletter for good news and useful tips, and don't miss this cool list of easy ways to help yourself while helping the planet.
The Star
16-05-2025
- Business
- The Star
Terminal 5 a game changer for Singapore aviation, but Changi must keep moving to beat rival airports
SINGAPORE: In June 1975, a major national project got under way to reclaim land for a new international airport in Changi. It was a bold move that would eventually cement Singapore's position as a key aviation hub. Some 50 years later, the airport has marked yet another significant milestone – one that is no less bold or ambitious. On May 14, Prime Minister Lawrence Wong broke ground on Changi Airport's fifth terminal, which will be as big as Terminals 1 to 4 combined. 'Like our forefathers who chose to build Changi, we dare to dream big and aim high today,' PM Wong said at a ceremony to mark the start of construction on Terminal 5 (T5), which will open in the mid-2030s. He described the mega terminal as a 'bold move' to keep Changi ahead amid intensifying competition from other airports and an uncertain global economy. A bold move it surely is. Nearly 12 years in the making, T5 will be a long-awaited but much-needed boost to Singapore's aviation industry – a major employer and driver of the economy that also powers other sectors such as tourism and logistics. The new terminal will allow Changi to serve 140 million passengers yearly, over 55 per cent more than its present capacity of 90 million. It will put Changi in the league of 'mega airports' – those able to handle more than 100 million passengers a year. The investment is timely. Competition from other regional air hubs cannot be ignored. These hubs in the Asia-Pacific and the Middle East are similarly expanding, with some projects expected to wrap up ahead of Changi's T5. Hong Kong International Airport, for instance, will be able to handle 120 million passengers yearly with its third runway, which opened in November 2024, and an expanded Terminal 2, slated to be operational in late 2025. This will allow the airport to capitalise on passenger and cargo demand into mainland China. Bangkok's Suvarnabhumi Airport is building a fourth runway and a new South Terminal by 2033, which will take its annual handling capacity to 150 million. In the Middle East, Dubai is building what it describes as the world's largest airport terminal. The first phase of the project at Dubai's Al Maktoum International Airport – which will replace its existing international airport – will allow it to handle 150 million passengers yearly by 2032, with capacity climbing eventually to 260 million. About 30 airports in the Asia-Pacific and the Middle East have committed US$240 billion (S$311 billion) in the next decade to upgrade existing facilities and build new ones, according to Airports Council International. The Asia-Pacific air passenger market is already the world's biggest, accounting for over a third of travel, and passenger numbers are expected to double in the 2040s. It is, therefore, vital for Changi to stay ahead of the curve and ride this growth. On the surface, Singapore may appear to be lagging behind some airports in executing its expansion plans. Experts, however, concur that its strategy is prudent and deliberate, with an eye on long-term sustainability. When the Covid-19 pandemic slammed the brakes on Changi's planned expansion for two years from 2020 to 2022, it gave the team a critical opportunity to review the terminal's design, drawing lessons from the global health crisis. It was back to the drawing board to design a pandemic-proof terminal, should the next health crisis hit. This would include ensuring that if needed, T5 could operate as smaller sub-terminals. This would allow spaces to be converted into testing facilities or for the segregation of high-risk passengers during outbreaks. While other airports continued expanding during the pandemic or resumed plans more quickly, Changi's pause was 'not a delay in ambition, but a reflection of Singapore's rigorous planning approach', said Mayur Patel, Asia head at consultancy OAG Aviation. 'The result is a future-ready terminal that integrates lessons from the pandemic.' Mabel Kwan, managing director at Alton Aviation Consultancy, agreed, saying it was prudent for Changi to take stock of how air traffic patterns have changed post-Covid-19, and make critical adjustments to T5's design. 'Going forward, there will be more, instead of fewer, disruptions,' she said, adding that the pause was a 'necessary step' for longer-term growth. Patel added that although the 10-year construction schedule may seem long, it aligns with projected air traffic demand over the next decade. While air travel demand in the region is expected to be strong, he added that the global supply chain glut that is delaying aircraft deliveries will likely last at least five more years, hampering capacity growth for airlines. Between now and T5's opening, Changi needs to focus on areas such as building airline partnerships, bringing in new routes and investing in digital innovation to maintain its status as a leading air hub, he added. Another noteworthy move that the scale of T5 will enable is the consolidation of the national carrier's operations. T5 will be the new home of Singapore Airlines (SIA) and its budget arm Scoot – a logical and long overdue move that will bring what is now an operation scattered across Terminals 1 to 3 under one roof. Kwan said transfers between flights operated by SIA from T2 and T3 and those by Scoot, which is based in T1, are now operationally more challenging. Significantly, said Patel, this move to house SIA and Scoot at T5 will offer a more seamless transfer experience for passengers, particularly those with itineraries involving both carriers. It will also reduce minimum connecting times, allowing Changi to offer better connectivity for transfer passengers and improving its attractiveness as a hub. T5 sits within the 1,080ha Changi East, which also houses Changi's third runway. The runway is estimated to start operations in the last quarter of 2027, The Straits Times reported in April. It is this three-runway system that will keep Changi competitive, said independent aviation analyst Brendan Sobie of Sobie Aviation. With three runways operational before T5 opens, the biggest challenge in relation to capacity will be resolved, given the present slot constraints with two runways. 'The third runway should allow full utilisation of the current terminals – although increased use of bus gates is likely – in the interim,' Sobie added. There is much to do and much to look forward to. But with expansion being a constant for many large air hubs, the question is, what's next for Changi beyond T5? Space, Kwan said, may no longer be the deciding factor at that point. With automation and technology being integral to the running of future airports, she said it will come down to how Changi leverages technology to continually improve the efficiency of airport operations. 'The dimension to growth is not simply space,' she noted. When ready, T5 will be extensively automated, with the terminal expected to leverage everything from baggage robots to video analytics and artificial intelligence to predict potential flight delays. There is no doubt that the mega terminal will bring benefits to Singapore's aviation industry and economy, and Singaporeans by way of new jobs and opportunities. The competition for flights and passengers will only continue to intensify. To stay ahead of the game, Changi cannot and must not stand still. It's time to think of the next lap. - The Straits Times/ANN
New Paper
16-05-2025
- Business
- New Paper
T5 a game changer for S'pore aviation, but Changi must keep moving to beat rival airports
In June 1975, a major national project got under way to reclaim land for a new international airport in Changi. It was a bold move that would eventually cement Singapore's position as a key aviation hub. Some 50 years later, the airport has marked yet another significant milestone - one that is no less bold or ambitious. On May 14, Prime Minister Lawrence Wong broke ground on Changi Airport's fifth terminal, which will be as big as Terminals 1 to 4 combined. "Like our forefathers who chose to build Changi, we dare to dream big and aim high today," PM Wong said at a ceremony to mark the start of construction on Terminal 5 (T5), which will open in the mid-2030s. He described the mega terminal as a "bold move" to keep Changi ahead amid intensifying competition from other airports and an uncertain global economy. A bold move it surely is. Nearly 12 years in the making, T5 will be a long-awaited but much-needed boost to Singapore's aviation industry - a major employer and driver of the economy that also powers other sectors such as tourism and logistics. The new terminal will allow Changi to serve 140 million passengers yearly, over 55 per cent more than its present capacity of 90 million. It will put Changi in the league of "mega airports" - those able to handle more than 100 million passengers a year. The investment is timely. Competition from other regional air hubs cannot be ignored. These hubs in the Asia-Pacific and the Middle East are similarly expanding, with some projects expected to wrap up ahead of Changi's T5. Hong Kong International Airport, for instance, will be able to handle 120 million passengers yearly with its third runway, which opened in November 2024, and an expanded Terminal 2, slated to be operational in late 2025. This will allow the airport to capitalise on passenger and cargo demand into mainland China. Bangkok's Suvarnabhumi Airport is building a fourth runway and a new South Terminal by 2033, which will take its annual handling capacity to 150 million. In the Middle East, Dubai is building what it describes as the world's largest airport terminal. The first phase of the project at Dubai's Al Maktoum International Airport - which will replace its existing international airport - will allow it to handle 150 million passengers yearly by 2032, with capacity climbing eventually to 260 million. About 30 airports in the Asia-Pacific and the Middle East have committed US$240 billion (S$311 billion) in the next decade to upgrade existing facilities and build new ones, according to Airports Council International. The Asia-Pacific air passenger market is already the world's biggest, accounting for over a third of travel, and passenger numbers are expected to double in the 2040s. It is, therefore, vital for Changi to stay ahead of the curve and ride this growth. On the surface, Singapore may appear to be lagging behind some airports in executing its expansion plans. Experts, however, concur that its strategy is prudent and deliberate, with an eye on long-term sustainability. When the Covid-19 pandemic slammed the brakes on Changi's planned expansion for two years from 2020 to 2022, it gave the team a critical opportunity to review the terminal's design, drawing lessons from the global health crisis. It was back to the drawing board to design a pandemic-proof terminal, should the next health crisis hit. This would include ensuring that if needed, T5 could operate as smaller sub-terminals. This would allow spaces to be converted into testing facilities or for the segregation of high-risk passengers during outbreaks. While other airports continued expanding during the pandemic or resumed plans more quickly, Changi's pause was "not a delay in ambition, but a reflection of Singapore's rigorous planning approach", said Mr Mayur Patel, Asia head at consultancy OAG Aviation. "The result is a future-ready terminal that integrates lessons from the pandemic." Ms Mabel Kwan, managing director at Alton Aviation Consultancy, agreed, saying it was prudent for Changi to take stock of how air traffic patterns have changed post-Covid-19, and make critical adjustments to T5's design. "Going forward, there will be more, instead of fewer, disruptions," she said, adding that the pause was a "necessary step" for longer-term growth. Mr Patel added that although the 10-year construction schedule may seem long, it aligns with projected air traffic demand over the next decade. While air travel demand in the region is expected to be strong, he added that the global supply chain glut that is delaying aircraft deliveries will likely last at least five more years, hampering capacity growth for airlines. Between now and T5's opening, Changi needs to focus on areas such as building airline partnerships, bringing in new routes and investing in digital innovation to maintain its status as a leading air hub, he added. Another noteworthy move that the scale of T5 will enable is the consolidation of the national carrier's operations. T5 will be the new home of Singapore Airlines (SIA) and its budget arm Scoot - a logical and long overdue move that will bring what is now an operation scattered across Terminals 1 to 3 under one roof. Ms Kwan said transfers between flights operated by SIA from T2 and T3 and those by Scoot, which is based in T1, are now operationally more challenging. Significantly, said Mr Patel, this move to house SIA and Scoot at T5 will offer a more seamless transfer experience for passengers, particularly those with itineraries involving both carriers. It will also reduce minimum connecting times, allowing Changi to offer better connectivity for transfer passengers and improving its attractiveness as a hub. T5 sits within the 1,080ha Changi East, which also houses Changi's third runway. The runway is estimated to start operations in the last quarter of 2027, The Straits Times reported in April. It is this three-runway system that will keep Changi competitive, said independent aviation analyst Brendan Sobie of Sobie Aviation. With three runways operational before T5 opens, the biggest challenge in relation to capacity will be resolved, given the present slot constraints with two runways. "The third runway should allow full utilisation of the current terminals - although increased use of bus gates is likely - in the interim," Mr Sobie added. There is much to do and much to look forward to. But with expansion being a constant for many large air hubs, the question is, what's next for Changi beyond T5? Space, Ms Kwan said, may no longer be the deciding factor at that point. With automation and technology being integral to the running of future airports, she said it will come down to how Changi leverages technology to continually improve the efficiency of airport operations. "The dimension to growth is not simply space," she noted. When ready, T5 will be extensively automated, with the terminal expected to leverage everything from baggage robots to video analytics and artificial intelligence to predict potential flight delays. There is no doubt that the mega terminal will bring benefits to Singapore's aviation industry and economy, and Singaporeans by way of new jobs and opportunities. The competition for flights and passengers will only continue to intensify. To stay ahead of the game, Changi cannot and must not stand still. It's time to think of the next lap.
Business Times
02-05-2025
- Automotive
- Business Times
Lured by Thailand perks, China's EV makers face reality check
IT'S HARD to miss the aggressiveness of Chinese automakers in the Thai market on the drive from Suvarnabhumi Airport into Bangkok: huge billboards featuring BYD, Changan Auto, GAC, Great Wall Motor, SAIC MG and many other Chinese brands line the highways and roads. And on the streets of the capital, Chinese car dealerships are often located steps away from the long-established showrooms of Japanese brands like Toyota and Honda. Thai consumers now have more choices than ever and at attractive prices. This phenomenon followed a deluge of Chinese brands in the Thai market over the past three years, with at least nine automakers currently in the fray. The influx has been driven by the Thai government's offer of generous industrial subsidies for electric vehicle (EV) purchases and production. This coincided with Chinese firms looking for new markets overseas amid intensifying competition at home, and the perception that Thailand was a prospective steppingstone for their global ambitions. But the story has a caveat: The subsidy policies require Chinese carmakers to produce at least the same number of cars locally as they import, leading to a build-up of supply made at a relatively higher cost for a small market. As a result, the local auto market has now become a reflection of its larger counterpart on the Chinese mainland – saturated with competing brands and dogged by fierce price competition. At the same time, the Thai market is experiencing a downturn, with consumers hobbled by high levels of household debt. BT in your inbox Start and end each day with the latest news stories and analyses delivered straight to your inbox. Sign Up Sign Up Thailand's auto market sold 572,675 new cars in 2024 – down more than 25 per cent year-on-year – while pure EV sales accounted for fewer than 67,000 of that, according to Federation of Thai Industries (FTI) data. 'The current state of the Thai market has become a 'deep red ocean,'' said Shi Qingke, president of Great Wall Motor International. Unseating the Japanese For decades, the kingdom has been the undisputed playground of Japanese automakers. But Chinese rivals have been catching up fast with new models, and even getting creative to gain market share. At the Bangkok International Motor Show in April, Great Wall Motor placed a smashed-up vehicle front and centre in its booth to show its cabin remained intact after the driver wrapped the car around a utility pole at high speed. Another Chinese brand displayed its latest model clad in a bright pink cartoon design alongside a giant teddy bear to attract young consumers. The result of these tactics: Almost every car displayed at the booths of Chinese brands – including Great Wall Motor, SAIC MG and Changan's Deepal – was surrounded by people. In contrast, the booths of Japanese and South Korean automakers like Mazda and Kia had few visitors, with numerous salespeople waiting idly with brochures. On the list of top 10 brands by order volume at the show, Chinese brands occupied half the spots. BYD secured the top position with five-digit orders, decisively outselling Japan's Toyota Motor, a titan that had cultivated the market for generations. Auto industry experts believe this was more than just a minor upset: it was a declaration that a new era has dawned. The shift didn't happen overnight, but it accelerated over the past few years. Spurred by Thailand's generous new-energy vehicle (NEV) subsidy policies implemented from 2022, Chinese automakers like BYD and Neta Auto were early movers. They were quickly followed by state-owned giants including Guangzhou Automobile Group and Chongqing Changan Automobile and Chery Automobile. At least 16 Chinese marques are now vying for a share of the local market, turning Bangkok's streets into a showcase of China's automotive ambitions. Their primary weapon in this offensive is a combination of advanced technology and aggressive pricing. Chinese entrants flooded the market with EVs boasting features previously reserved for luxury segments – full LCD dashboards, smart infotainment systems, sleek designs and rapid charging capabilities. Coupled with deep discounts, like BYD slashing nearly 40 per cent off its Dolphin model's initial launch price over the past two years, the value proposition became hard for Thai consumers to ignore. The impact on the incumbents has been palpable. Japanese automaker Honda Motor, once a comfortable third in show orders, found itself eclipsed not only by BYD but also GAC and Changan. A total of 41 car manufacturers from around the world participated in the show. Industry insiders noted a stark difference, with some suggesting Japanese models often feel 'two generations behind' in terms of standard features compared with their Chinese rivals, forcing a long-overdue reckoning for the established players in this crucial Southeast Asian battleground. Toyota, despite retaining an overall market share as high as 38.5 per cent, saw its sales slide 17.1 per cent year-on-year in 2024 to 220,000 vehicles. To counter the competition, Toyota in December announced a major investment plan, injecting 55 billion baht (S$2.15 billion) to expand hybrid vehicle production capacity, aiming to further consolidate its leadership position in the market. Meanwhile, in late 2023, Honda became the first Japanese automaker to produce NEVs in the country when it began making pure electric cars at its factory in Prachinburi province in eastern Thailand. However, due to sluggish local sales, Japanese firms have been forced to cut local production capacity. In July last year, Honda announced it would cease car production at its factory in Ayutthaya province by 2025, consolidating capacity at the Prachinburi site. Prior to this, Japanese automakers Suzuki and Subaru also announced the closure of their Thai factories. Spoiled for choice For Thai consumers, the flood of Chinese firms has also created a shift in local preference for NEVs, and within just a few years, the NEV market has become a veritable Chinese buffet. Chinese EV brands have aggressively targeted the market with feature-rich EVs at price points that challenge the status quo. Consumers previously choosing a mid-range Japanese sedan are now finding they can afford an EV boasting large touchscreens, sophisticated driver-assistance systems, and eye-catching designs, further enhanced by significant discounts and government subsidies that make the switch even more tempting. Many Chinese brands' value-for-money models – priced at around 600,000 to 700,000 baht – now come standard with full LCD instrument panels and smart systems, not just high-end models, according to a source at SAIC MG. In contrast, Japanese cars priced over 1 million Thai baht often still feature small control screens and all-plastic interiors, the source added. Beyond the initial sticker price and flashy tech, EVs also appeal to consumers for being cheaper to run. Liming, a Chinese national and long-term resident of Thailand, said charging his electric car at home costs roughly 80 per cent less per kilometer than fueling a comparable gasoline vehicle. 'Although gasoline prices in Thailand are slightly lower than in China, the cost per kilometer for a gasoline car is about 0.8 to 1 yuan (S$0.14 to S$0.18). My electric car costs about 0.8 yuan per kilowatt-hour to charge, which works out to less than 0.2 yuan per kilometer,' Liming said. Wang Haoyong, head of GAC International South-east Asia, said that EVs also have annual maintenance costs that are over 50 per cent lower due to the absence of requirements like engine oil and transmission fluid replacements. In Thailand, where temperatures are always hot, EVs also don't suffer from range issues caused by low temperatures reducing the efficiency of lithium-ion batteries. This combination of factors is resonating. The market share for pure EVs continued to climb last year, reaching nearly 12 per cent overall and significantly higher within the passenger car segment. Chinese brands commanded an overwhelming 80 per cent slice of that pie and they are actively building momentum in this shift to electric. GAC International, for example, plans to build an intercity charging network centred around Bangkok, constructing 25 new charging stations this year. Perils of subsidised growth The current state of Thailand's auto industry is largely the result of a bold ambition harbored by the government: to transform itself into the EV production hub of South-east Asia. To kickstart this vision, Bangkok rolled out subsidy packages, starting with 'EV3.0' in June 2022 and its successor 'EV3.5', offering purchase incentives, consumption tax cuts and reduced import tariffs. Perks under 'EV3.0' include reducing the NEV consumption tax from 8 per cent to 2 per cent, providing subsidies of up to 150,000 Thai baht per vehicle for pure electric cars priced below 2 million baht, and reducing import tariffs on pre-built vehicles by up to 40 percentage points. This attracted a wave of investment, predominantly from Chinese automakers eager to establish a foothold and capitalise on the incentives. However, this government generosity came with a significant string attached – a mandatory local production requirement. Automakers benefiting from the subsidies, particularly under EV3.0, had to commit to producing EVs in Thailand equivalent to, or even exceeding, the number of vehicles they imported under the scheme. This seemingly logical policy, designed to build domestic capacity, appears to have moved faster than the market and set the stage for a potential crisis of oversupply. The numbers paint a stark picture. Collectively, the major Chinese players like BYD, Changan, Chery, GAC, Great Wall Motor, Neta and SAIC-CP Motor (a joint venture between SAIC Motor and Thailand's Charoen Pokphand Group), are building or operating factories with a combined potential annual capacity exceeding 550,000 vehicles. Yet, new car sales in Thailand totaled just 572,000 units in 2024, a 26.2 per cent drop year-on-year, FTI data show. As the Electric Vehicle Association of Thailand's president Yossapong Laoonual noted, capacity already 'far exceeds local market demand'. Facing the obligation to produce locally into a shrinking, saturated market, intense price wars have erupted. Automakers are under pressure to clear inventory built to meet production quotas, often at thinning margins. They are also grappling with the reality that manufacturing in Thailand is more expensive than in China. The struggle is exemplified by firms such as EV startup Neta, which is facing financial headwinds domestically while under pressure to meet Thai production targets or risk facing hefty penalties. Newer Chinese automotive entrants – such as XPeng and Zhejiang Geely Holding's EV brand Zeekr – have opted for exporting fully built vehicles to minimise high upfront local investment. A Zeekr representative in Thailand said that while local production could make the brand more competitive, the company is sticking with vehicle exports in the short term to maintain flexibility. Stepping stone doubts But for many of the Chinese automakers that flooded into Thailand, the strategy extended beyond simply capturing local market share. The country, with its established automotive infrastructure and strategic location, was envisioned by many as a springboard – a potential manufacturing and export hub to penetrate the wider South-east Asian region and potentially hedge against trade barriers in Western markets. Great Wall Motor has already begun exporting Thai-made vehicles to neighboring countries like Vietnam and Indonesia. The rationale seems compelling on the surface. Establishing production bases in South-east Asia could offer preferential access to member markets, provide a diversification strategy away from US or European Union tariffs on China-made goods, and offer a release valve for the intense overcapacity plaguing the Chinese domestic market. However, the dream of Thailand as a seamless stepping stone into South-east Asia appears increasingly challenging, hindered by local supply-side issues, while bumping against regional complexities. Most fundamental is cost competitiveness: manufacturing EVs in Thailand is around 20 per cent more expensive than in China, the head of a Chinese automaker's Thai factory told Caixin, eroding a key advantage. 'For Japanese automakers, producing in Thailand is much cheaper than producing in Japan, so they can naturally use Thailand as a production base,' said a source at SAIC MG. But as one auto industry insider lamented: 'Frankly speaking, nowhere in the world is cheaper or more efficient than manufacturing in China.' Moreover, regional giants like Indonesia, South-east Asia's largest auto market, are aggressively pursuing their own EV industrial policies, directly competing for investment from the very same Chinese companies. Indonesia's local rules and tax incentives also favor domestic production, potentially fragmenting rather than consolidating regional manufacturing strategies. CAIXIN GLOBAL
New Straits Times
28-04-2025
- New Straits Times
Man confesses to killing, butchering transgender woman after sex deal goes bad
PATTAYA: A Chinese national has confessed to the killing and mutilation of a Thai transgender woman in Pattaya, Thai media reported on April 27. The suspect, identified by police as 42-year-old Fu Tongyuen, a welder from Hubei province, admitted to murdering 25-year-old Woranun Pannacha inside his rented apartment in central Pattaya, according to the Straits Times. Through a translator, Fu told investigators that he met Woranun on the evening of April 25 at a beach in South Pattaya, where they exchanged contact details. He claimed he was unaware at the time that she was transgender. Later that night, around 9pm, Woranun contacted Fu and agreed to meet at his apartment, where he paid her 8,000 baht (approximately RM1,039) for sex. However, when Woranun later refused to engage in sex, Fu demanded a 50 per cent refund. An argument ensued after she refused, during which Fu said she scratched his face and kicked him off the bed. Fu told police that, enraged, he climbed back onto the bed, pinned her down, and strangled her until she stopped moving. He then dragged her body to the bathroom, where he used a pair of scissors to cut open her body—tools he claimed to have purchased previously for self-protection. Fu further admitted that he wanted to "play" with Woranun's body, cutting open her breasts to remove silicone implants, and slicing her torso from the neck down to the genital area to remove her heart. He then washed the body and cleaned the blood from the room before leaving the body in the bathroom and going to sleep. Several hours later, Fu woke up, booked a flight back to China, and made his way to Suvarnabhumi Airport in Bangkok via motorbike taxi and bus. He was arrested at the airport on April 26. At the time of his arrest, Fu still bore visible scratch marks on his face. He told police he lost control after Woranun assaulted him but said he was unsure if he suffered from any mental health issues. He also apologised for his actions. Pattaya police chief Anek Srathongyoo said Fu confessed to the crime in the face of overwhelming evidence, noting that one of Woranun's lungs was missing—though Fu denied removing it—as police investigations continue.
