Hell, should not have attempted the first if the crosswind coefficient exceeded the aircraft's abilities
No shortage of 737 guys here who do know the 'limitations' will be company specific and that Boeing's figures are 'demonstrated.' I'll soon be shot down if I am wrong in suggesting the figure of 40 knots being the Boeing number. Therefore the article is absolutely accurate as it describes the limit as SOP controlled.
In terms of Boeing published limitations the section only lists wind components for the autoland case i.e the final approach that was made. Again, the article accurately describes this was a Boeing limitation rather than company.
The SOP limit value of just 25 knots crosswind for normal ops and the apparent in house inertia in adopting the very common 2 approach attempts only then divert policy are absolutely worthy of discussion. In the light of competency based accidents and incidents now completely dominating the statistics no matter what part of the world we have to think long and hard on how we are training and the part company cultures and SOP's are playing in this.
Rob
PS Pedants corner: Aware of the 2 knot reduction for wingletted airframes but that's a relatively uncommon landing technique triggering it.