University of Idaho murder trial: Venue will be moved, judge rules
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(BOISE, Idaho) — The venue will be changed in the University of Idaho quadruple murder trial, Judge John Judge has ruled.
The judge said, “Considering the undisputed evidence presented by the defense, the extreme nature of the news coverage in this case, and the smaller population in Latah County, the defense has met the rather low standard of demonstrating ‘a reasonable likelihood’ that prejudicial news coverage will compromise a fair trial in Latah County. Thus, the Court will grant Kohberger’s motion to change venue for presumed prejudice.”
The new location was not immediately clear. The decision will be left up to Idaho’s highest court.
Lawyers for the suspect, Bryan Kohberger, pushed to move the trial to Boise, arguing the local jury pool in Latah County, which encompasses Moscow, was tainted by pretrial publicity.
Defense lawyers surveyed Latah County residents and said their results found that the “pressure to convict” Kohberger was shown to be “so severe” that the venue couldn’t be impartial.
The defense said one respondent answered they would “burn the courthouse down” if he were not convicted. The same survey, according to the defense, found “much less emotional” responses from people living closer to Boise, which is about 300 miles south of Moscow.
The prosecution has said the case has national and international interest, and that the case has been covered plenty in Boise, so a change of venue would not solve any problem.
The relatives of victim Kaylee Goncalves said they’re “incredibly disappointed” that the venue will be changed.
“As victims’s families you are left to just watch like everyone else and really you have little rights or say in the process and at the same time you are the most vested in the outcome,” the family said in a statement on Monday. “We have always felt that a fair and impartial jury could be found in Latah County and still believe that is where the trial deserves to be held to help the community heal.”
Moscow Mayor Art Bettge said in a statement in August that, if the case stayed in Latah County, “I firmly believe people would be able to set aside any personal feelings they have … set aside any information they may have read or heard … and make a determination of guilt or not guilty based on the evidence presented in the courtroom and deliberate according to the instructions provided to them.”
The trial is set to begin on June 2, 2025, and run until Aug. 29, 2025. The judge said in June that if the venue changed, the trial date would still hold.
Kohberger is accused of fatally stabbing four University of Idaho students in an off-campus house in the early hours of Nov. 13, 2022. Kohberger was a criminology Ph.D. student at nearby Washington State University at the time.
Kohberger was charged with four counts of first-degree murder and one count of burglary.
A not guilty plea was entered on his behalf. If convicted, he could face the death penalty.
(TAMPA, Fla.) — Cleanup and damage assessments are underway at airports in Florida after Hurricane Milton barreled into the state’s western coast as a Category 3 storm.
Multiple airports in the Tampa, Sarasota and Orlando areas closed in the hours and days ahead of landfall, with thousands of flights canceled.
Bridges and roads were also closed in the wake of Milton, with damage assessments underway.
Here’s a look at the latest on when airports are expected to reopen.
Tampa International Airport
The airport announced it will reopen for commercial and cargo operations at 8 a.m. Friday, after conducting a “thorough inspection of the 3,300-acre campus and its buildings.”
“Roadways are clear and parking garages are in good shape,” airport officials said. “The City of Tampa confirmed the Airport is not experiencing wastewater issues and the Airport Rescue and Fire Fighting station had no significant damage. The FAA reports the air traffic control tower is ready for full operations.”
The airport’s campus did sustain some damage following the extreme wind gusts and heavy rainfall during the hurricane and some areas will need repairs, airport officials said. Among the impacts, six boarding bridges that move passengers to aircraft were damaged by high winds and parts of the main terminal had leaks and need repairs.
The airport is also “evaluating staffing levels after one of the biggest evacuation events we’ve had in recent Tampa Bay history.”
St. Pete-Clearwater International Airport
All flights out of the Tampa Bay-area airport have been canceled on Thursday.
Airport officials had previously announced the airport will be closed on Wednesday and Thursday and advised passengers to contact airlines directly “for information regarding cancellations and resumption of service.”
Sarasota Bradenton International Airport
The Sarasota airport will remain closed on Thursday and Friday, airport officials said.
“SRQ is currently assessing conditions and beginning cleanup post Hurricane Milton,” the airport said while advising customers to watch for further updates on social media.
The airport recorded one of the strongest gusts of any location during the storm at 102 mph.
Orlando International Airport
The airport remains closed to commercial and private passenger operations, after the Orlando region was hit with powerful wind gusts and rain overnight, as crews conduct damage assessments.
“Greater Orlando Aviation Authority leadership will make a determination on when both airports can reopen, based on feedback from crews surveying the buildings and grounds,” airport officials said.
The airport noted that a Notice to Air Mission (NOTAM) filed with the FAA before Milton’s arrival showed the airport is scheduled to open at 6 p.m. Thursday, but noted that does not take into account damage assessment.
“The airport and partners also need time to bring in adequate staff and to prepare working areas to better serve customers,” airport officials said. “The public should not rely on the NOTAM for a guaranteed opening announcement.”
Orlando Sanford International Airport
The airport, located north of Orlando in Sanford, said it will resume operations on Friday.
Allegiant passengers were advised to check with the airline for questions about how Milton might impact their flights.
(NEW YORK) — As Florida struggles to recover from the damage caused by Hurricane Milton, and the lingering effects from Helene two weeks earlier, the long-term health consequences could be devastating, studies suggest.
A recent study published in the journal Nature examining nearly 500 tropical cyclones from 1930 to 2015 in the U.S. suggested that big storms lead to thousands of extra deaths after the storms, and leave lasting impacts on public health.
The reasons for the extra deaths aren’t yet clear, but studies speculate that they may be related to socioeconomics, infectious diseases, and exacerbating effects on chronic health conditions like heart disease and mental stress.
“We find that there are elevated rates of mortality that extend far beyond that immediate aftermath of a storm, and it persists for up to 15 years,” Rachel Young, an environmental economist at University of California, Berkeley, and co-author of the study, told ABC News.
“We estimate that these indirect deaths that occur through a number of channels over many, many years are equal to between 7,000 to 11,000 deaths per storm, which is 300 times greater than the official death count,” she continued.
That translates to between 55,280 and 88,080 excess deaths every year. The study also found that hurricanes and their aftereffects are estimated to have caused more deaths in the U.S. than all recorded car accidents, infectious diseases and war fatalities combined, totaling between 3.6 million and 5.2 million deaths.
A 2018 study published in the Journal of the American Medical Association examined the aftermath of 2017’s Hurricane Maria and noted 1,139 additional deaths reported, compared to the official count of 64 deaths officially attributed to the storm.
Other studies have shown that tropical cyclones can increase hospitalizations by up to 10% for older adults, primarily for respiratory and infectious diseases.
Some studies also suggest that people with lower incomes often have less access to healthcare, and communities of color are more likely to be exposed to harmful pollution, making them more vulnerable to a storm’s immediate effects and aftereffects.
Infants and Black communities are particularly at risk after a storm, the Nature study revealed. About 99% of infant deaths happen more than 21 months later, meaning even babies born after the storm are affected. Additionally, those in Black communities face about three times the risk of death compared to white communities.
Although the Nature study doesn’t specifically explore why these differences exist, researchers are still working to better understand the phenomenon.
“We know that the Southeastern portion of the United States has elevated rates of mortality for infant and young populations compared to the rest of the country,” Young said. “And we find that tropical cyclones – that these states are being impacted by tropical cyclones a lot – [are] a major driver of this sort of difference in the mortality rates between the Southeast and the country.”
Storm surges are another phenomenon that could harm health long after a major a weather event is over. After Hurricane Milton, the water surged as high six feet in some areas of Florida. The risk of waterborne diseases can increase as much as 50% after such surges, which in turn can trigger respiratory illnesses due to mold, allergens and contaminated water, according to the Centers for Disease Control and Prevention.
According to Young, the public health challenges that last far beyond clean-up and recovery are something that needs to be evaluated and considered when determining how to respond to natural disasters.
“We don’t want to see people having significant delays in getting aid,” Young added. “There’s been a push for a more proactive disaster policy and less just responding in the aftermath of the event.”
Dr. Faizah Shareef is an internal medicine resident physician and a member of the ABC News Medical Unit.
Remotely operated vehicle image of the Titan submersible tail cone on the bottom of the Atlantic Ocean presented by the U.S. Coast Guard during a marine board formal hearing inside the Charleston County Council Chambers, Sept. 16, 2024, in North Charleston, S.C. (Pelagic Research Services/U.S. Coast Guard)
(NEW YORK) — One of the last messages sent from the doomed Titan submersible during its June 2023 voyage to the Titanic wreckage was “all good here,” according to a presentation from a U.S. Coast Guard hearing on the deadly implosion.
The Marine Board of Investigation for the U.S. Coast Guard’s two-week hearing into the incident began on Monday, 15 months after the OceanGate vessel catastrophically imploded during its deep-sea voyage, killing all five people aboard.
An animation created by the Coast Guard during the Monday hearing showed the text communications between the Titan and the surface vessel, Polar Prince, as the submersible descended toward the ocean floor on June 18, 2023. The short text messages were the only means of communication between the Titan crew and the personnel on the Polar Prince as the vessel attempted to reach the Titanic, which sits 3,800 meters below sea level.
At approximately 2,274 meters, the Titan sent the message, “All good here,” according to the animation.
The last communication from the submersible was sent at approximately 3,341 meters: “Dropped two wts,” meaning drop weights, according to the Coast Guard.
All communications and tracking from the submersible to Polar Prince were lost at 3,346 meters, according to the Coast Guard.
Debris from the Titan was found on the ocean floor four days later. All five crew members — including OceanGate CEO Stockton Rush — were determined to have died in a catastrophic implosion.
The Coast Guard released a new image during the hearing Monday that shows Titan debris, including the tail cone, at the bottom of the ocean.
Tym Catterson, a former contractor for OceanGate, testified during Monday’s hearing that there were “no red flags” on the day of the incident. He said he believes the intention of shedding the two 35-pound weights was to slow the vessel down as it approached the ocean floor. He thought the weight was dropped a little early than is typical — not due to any emergency but to ensure a smooth landing, he said.
“Considering who was in the cab with Stockton at that particular time — there are two billionaires in there with him — I would absolutely guarantee that he’s trying to make sure that this just goes as absolutely perfect and spot-on as he can,” Catterson said.
He said when the tracking and communications were lost, the initial thought was that the transponder failed. When rescuers heard banging noises during their search for the vessel, he said they believed the vessel was drifting.
“This was all theories that were just flying around between people that were totally without sleep and very anxious,” he said. “It’s the worst thing that could be happening.”
Two witnesses say they wouldn’t go in the Titan
Some two dozen witnesses are scheduled to testify during the two-week hearing.
The hearing’s first witness — Tony Nissen, OceanGate’s former engineering director — testified that he was kept in the dark and didn’t know that OceanGate’s goal when he was initially hired was to go to the Titanic.
Asked whether he felt comfortable going down to the Titanic in the submersible, Nissen responded that Rush had asked him to be the pilot to run the Titanic missions, and he turned him down.
“I told him, I’m not getting in it,” Nissen said. “He asked me why, and I said, ‘Because the operations crew, I don’t trust them.'”
“He said, ‘Well, what if I’m mission director?'” Nissen continued. “I said, ‘You still have the same operations crew.’ But I didn’t trust Stockton either. Take a look at where we started and when I was hired, nothing that I got was the truth.”
Catterson also testified that he would not have felt comfortable going to the depths of the Titanic wreckage in the Titan, saying he had questions about the integrity of its carbon fiber and titanium construction.
“I don’t believe that the composites are the correct material for a pressure vessel that’s experiencing external compression,” he said. “I had my doubts.”
When asked if he ever voiced his concerns to OceanGate employees, he testified that he told Rush, Nissen and David Lochridge, the former OceanGate operations director — “pretty much anybody that would listen.”
Catterson said he had raised the issue about the integrity of the carbon fiber hull with Rush “no less than half a dozen” times. He said he thought the sub was “underbuilt” and that Rush responded to his concerns by saying, “I have several engineers working on this and they say otherwise.”
The company’s former finance director, Bonnie Carl, a former contractor for OceanGate, testified Monday that she was aware of a conversation between Lochridge and Renata Rojas, a mission specialist, when Lochridge told Rojas not to go on the Titan, warning that it was “unsafe.”
Titan not classified
It is common for submersibles to get classification, but both Catterson and Nissen testified that the Titan had not been classified. Catterson talked about recommending classification for it to Rush.
“The reason for the classification is basically that it’s proof of due diligence. It’s also primarily one of the ways that you can get insurance for the submersibles. That’s one of the very big things,” he said. “I had explained this to [Rush], and he, well, I guess that wasn’t as big of a worry for him as it would be for most people. I don’t know, I said my piece.”
According to a Coast Guard presentation during Monday’s hearing, the Titan was tested to 1.09 times its operating pressure — the industry standard is 1.25 times.
Issues with sub
The Coast Guard and witnesses detailed issues and concerns with the sub.
The vessel had 70 equipment issues in 2021 that needed correcting, and 48 more in 2022, according to the Coast Guard.
The Titan partially sank four weeks before the incident following a night of high seas and fog, according to the Coast Guard. Days before the implosion, passengers slammed against the vessel during resurfacing, the Coast Guard said.
Nissen testified that he believes the Titan was struck by lightning in April 2018.
“That is a difficult thing to prove, except I had to drag a lot of my engineering team down there to replace all the electronics in it. And I could find all the lightning traces. So it took high energy for sure,” he said.
He testified that he wouldn’t sign off on a dive to the Titanic in July 2019 due to a crack in the hull, and said he was subsequently fired.
Carl said she was concerned about some of the employees working on OceanGate submersibles.
“There were some young engineers — and by young, I mean late teens, early 20s — without any experience, we were aware of, wrenching on the sub, and without supervision right there on them,” she said. “And that made me nervous.”
Hearing to last two weeks
The hearing is scheduled to run through Sept. 27. Former OceanGate employees scheduled to testify later in the hearing include Lochridge; co-founder Guillermo Sohnlein; and Steven Ross, former scientific director, according to a schedule released by the Coast Guard.
The main purpose of the hearing is to uncover the facts related to the implosion and to make recommendations, according to Jason Neubauer, chair of the Marine Board of Investigation.
“The Marine Board’s investigation will determine as closely as possible the factors that contributed to the incident, so that proper recommendations for the prevention of similar casualties may be made,” Neubauer said at the start of Monday’s hearing.
The investigation will also examine whether there is any evidence of misconduct or criminal acts in connection with the incident, he said.
The National Transportation Safety Board is also investigating the implosion and will make its own determination as to the probable cause, according to Marcel Muise, an investigator with the agency’s Office of Marine Safety.
Attorneys with the firm Debevoise & Plimpton, which represents OceanGate, are also attending the hearing.
“There are no words to ease the loss endured by the families impacted by this tragic incident, but we hope that this hearing will help shed light on the cause of the tragedy and prevent anything like this from happening again,” Jane Shvets with Debevoise & Plimpton said during opening remarks.
In addition to Rush, those killed in the implosion included French explorer Paul Henri Nargeolet, British businessman Hamish Harding, Pakistani businessman Shahzada Dawood and his 19-year-old son, Suleman.
The submersible company suspended all exploration and commercial operations after the deadly implosion.
