>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.

I don't see how this allows going 30 on a controlled siding.

>I had never heard of a railroad restricting speed because of an unexpected setout

When the SP first installed CTC on the Cal-P between 10th St and Mtz, they did this on a daily basis whenever there were cars set out at Crockett (Epinger's and Epinger's Siding) until the electric locks were installed.

>My main objection to the whole concept of Yard Limits in CTC is that Rule 6.3 for Main Track Authorization

Totally agree. Having YL within CTC limits is an oxymoron. Nevertheless, when it first came about, our rules instructors said it was the BNSF which wanted it.

R/S on a yellow within RL applies wherever there is a signal system.

>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?

For the simple reason that the signal circuits between control points are essentially the same as those in ABS.

>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)?

If you don't know where the YLs are, how did you get qualified on the territory?

>I don't believe having " Radio - Equipped " locomotives and cabooses is a FRA &/or NTSB requirement. Of course there are quite a few Shortlines that do just fine with cellphones for communication,( and operating switch motors too ) though I wonder if this is still legal after the Chatsworth Wreck ???

Cell phone use is strictly limited. No doubt Spain will be doing the same thing after that spectacular derailment.

>An even bigger trap is to show concurrent TWC and YL (or RL) in effect on the same track in the timetables.

Never used to be a problem. TWC is merely train orders without the telegraphers. In the days of TOs there were Rule 93 YLs and Rule 94 RLs all over the place (pre-GCOR Rule numbers). Why has the practice suddenly become a trap?