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Under Missouri state law prosecuting attorneys cannot be impeached or simply removed by a mayor or governor.

The suspect, Daniel Riley, who collided with a vehicle that struck a 17-year-old volleyball player in a horrific crash, was free on bond at the time of the incident, when many say he should have been behind bars.

The St. Louis County Executive Office is working with a local advocacy group to promote diversity and inclusion through a new task force, which was announced Wednesday.

We’ve been talking a lot about video game preservation and strategies for maintaining as much of this cultural output as possible in an industry where the norm is to sunset games after a certain period of time. Most recently, we discussed the comments made by legendary game designer John Carmack, prescribing how game publishers and […]

The rare public rebuke from Mayor Tishaura Jones represents a dramatic escalation in rhetoric between political allies.

FOX 2 found a robbery victim alive who the St. Louis Circuit Attorney’s Office claimed was dead. The false claim is tied to the frightening crash that cost a teenage girl her legs.

The St. Louis Circuit Attorney sent sympathies to the victim and her family before saying a judge denied her office's requests to keep the crash suspect behind bars.

Options abound across the metro area.

The bialy is split and griddled, then topped with whipped cream cheese, a sprinkle of capers, and thin slices of Norwegian salmon.

Circle these races on your activity calendar

This weekend, celebrate Black History Month, see the latest special exhibit at the Saint Louis Art Museum, and go ice skating.

A strong line of storms is moving out after sweeping across the St. Louis area on Wednesday.

St. Louis K-12 students change schools midyear at an alarming rate — 38%. The cause of so-called “student mobility” is often unanticipated and, in many instances, it results in low attendance and poor test scores. Those are the findings of a new report from the St. Louis School Research-Practice Collaborative. A researcher and a fifth grade teacher discuss.

by Topher Sanders and Dan Schwartz

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Norfolk Southern allows a monitoring team to instruct crews to ignore alerts from train track sensors designed to flag potential mechanical problems.

ProPublica learned of the policy after reviewing the rules of the company, which is engulfed in controversy after one of its trains derailed this month, releasing toxic flammable gas over East Palestine, Ohio.

The policy applies specifically to the company’s Wayside Detector Help Desk, which monitors data from the track-side sensors. Workers on the desk can tell crews to disregard an alert when “information is available confirming it is safe to proceed” and to continue no faster than 30 miles per hour to the next track-side sensor, which is often miles away. The company’s rulebook did not specify what such information might be, and company officials did not respond to questions about the policy.

The National Transportation Safety Board will be looking into the company’s rules, including whether that specific policy played a role in the Feb. 3 derailment in East Palestine. Thirty-eight cars, some filled with chemicals, left the tracks and caught fire, triggering an evacuation and agonized questions from residents about the implications for their health. The NTSB believes a wheel bearing in a car overheated and failed immediately before the train derailed. It plans to release a preliminary report on the accident Thursday morning.

ProPublica has learned that Norfolk Southern disregarded a similar mechanical problem on another train that months earlier jumped the tracks in Ohio.

In October, that train was en route to Cleveland when dispatchers told the crew to stop it, said Clyde Whitaker, Ohio state legislative director for the Transportation Division of the International Association of Sheet Metal, Air, Rail and Transportation Workers, or SMART. He said the help desk had learned that a wheel was heating up on an engine the train was towing. The company sent a mechanic to the train to diagnose the problem.

Whitaker said that it could not be determined what was causing the wheel to overheat, and that the safest course of action would have been to set the engine aside to be repaired. That would have added about an hour to the journey, Whitaker said.

But Whitaker said the dispatcher told the crew that a supervisor determined that the train should continue on without removing the engine.

Four miles later, the train derailed while traveling about 30 miles per hour and dumped thousands of gallons of molten paraffin wax in the city of Sandusky.

Records from the Federal Railroad Administration, the agency responsible for regulating safety in the railroad industry, show that Norfolk Southern identified the cause of the October derailment as a hot wheel bearing. Whitaker said this bearing was on the same engine that originally drew concerns.

A spokesperson for the FRA said the agency’s investigation into the derailment is ongoing. The agency did not say whether it was examining the role of any Norfolk Southern officials in deciding to keep the damaged engine on the train. It’s still unknown what role, if any, the help desk played in the final decision.

This month, 20 miles before Norfolk Southern’s train spectacularly derailed in East Palestine, the help desk should have also gotten an alert. As the train rolled through Salem, it crossed a track-side sensor. Video footage from a nearby Salem company shows the train traveling with a fiery glow underneath its carriage.

If, like the Sandusky train, this one was dangerously heating up, a key question for investigators will be whether the help desk became aware and alerted the crew, and if it did, why the crew was not instructed to stop. The NTSB told ProPublica it is reviewing data from the Salem detector and those before it on the train’s route.

Norfolk Southern declined to say whether members of the train’s crew received an alert before the derailment and, if they did, whether the help desk told them to disregard it. The company did not address questions about its policy giving its help desk leeway to ignore such alerts. A spokesperson said that the company’s detector network is a massive safety investment, and that its trains rarely require troubleshooting.

ProPublica asked officials at the six other large freight railroad companies whether they have similar policies allowing employees to disregard such alerts. CSX and Burlington Northern Santa Fe said they don’t, and Canadian National said that no one can instruct a crew to continue traveling when they receive an alert “requiring them to stop the train.” Union Pacific, Canadian Pacific and Kansas City Southern did not respond.

While some employees and outside experts say there are times in which such policies safely benefit business operations, union officials believe they are emblematic of Precision Scheduled Railroading, the most controversial — and profitable — innovation that’s come out of the country’s seven biggest railroads, the so-called Class 1s, in the last decade. It prioritizes keeping rail cars and locomotives in constant motion.

Gabriel Sandoval and Danelle Morton contributed reporting.

Missouri Attorney General Andrew Bailey on Wednesday threatened to leverage a seldom-used state law to oust St. Louis Circuit Attorney Kim Gardner from office. On Twitter Wednesday night, Bailey wrote his office is giving Gardner until 12 p.m. tomorrow to resign. If she "refuses," Bailey wrote, his office would file a writ of quo warranto.