The requirement to have electric locks on hand throw switches to enter CTC territory at speeds over 20 mph is a FRA requirement (not found in GCOR). I did find a regulation for it in the 49CFR, maybe the FRA interpretation is that as an Interlocking rule it also applies to CTC. (CTC is effectively nothing more than a Manual Interlocking at control points with intermediate signals functioning like ABS.)

§ 49 CFR 236.314 Electric lock for hand-operated switch or derail.
Electric lock shall be provided for each hand-operated switch or derail within interlocking limits, except where train movements are made at not exceeding 20 miles per hour. At
manually operated interlocking it shall be controlled by operator of the machine and shall be unlocked only after signals governing movements over such switch or derail display aspects indicating stop. Approach or time locking shall be provided.

I had never heard of a railroad restricting speed because of an unexpected setout, but evidently it does satisfy the FRA requirement. Few people are aware that there are actually two GCOR rule books - one for train crews and another for MofW, plus a supplement for dispatchers. No doubt the B30-7A units had hostler controls, but this is stretching things a bit. Then again, you are subject to whatever the FRA inspector's interpretation is that is writing you the violation.

My main objection to the whole concept of Yard Limits in CTC is that Rule 6.3 for Main Track Authorization clearly states "Do not occupy main tracks unless authorized by one of the following:" So according to this rule, you can have CTC or Yard Limits, but not both. Writing rules that conflict with each other is poor and dangerous practice. The whole purpose of Yard Limits is to allow use of the main within Yard Limits without having to obtain further authority, though many yards require permission from the Yardmaster who is playing traffic cop.

The Rule could be easily modified by stating that Yard Limits are not in effect within the limits of an Interlocking or where CTC is in effect. This would allow an island of CTC or Interlocking to be included within Yard Limits without creating overlapping rules.

And the requirement to operate at Restricted Speed under a signal indication less favorable than approach is nothing but a trap. In ABS, there is a legitimate reason to operate at Restricted Speed, but why in CTC? And now the same signal aspect can have more than one meaning? If Restricted Speed is required on a signal aspect that is normally more favorable, where doesn't the signal have a "YL" or "RS" plate to remind crews, or better yet change the signal to only display a restricting aspect (Flashing Red or Lunar)?

I forgot - PTC will fix everything ... And the NTSB actually didn't suggest PTC wouldn't have prevented the incident at Midland, Texas!

Everyone knows how to end up with a small fortune in the railroad business, so if I win the big lottery I want to by a small railroad and run it by Timetable and Train Order, run cabooses but not use radios. Wonder what FRA and NTSB would say to that?