Here are new instructions issued by UP for trains that will depart eastward from Roseville. (This is copied from a .pdf document so it won't format correctly here, but you can get the gist of it.)

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Operating Procedures on Roseville Subdivision

The following procedures will apply on all Eastbound trains departing Roseville:

1. Crews coming on duty at Roseville will include in their job briefing the estimated
speeds of their train from Roseville and Colfax and Colfax and Switch 9.

A. The formula to use from Roseville to Colfax on track 2:
All DC locomotives HPPT x 12 divided by 1.7
All AC locomotives HPPT x 14 divided by 1.7
Combination DC and AC locomotives HPPT x 13 divided by 1.7.

B. The formula to use from Loomis track 1 to Switch 9 and Colfax Track 2 to Switch 9:
All DC locomotives HPPT x 12 divided by 2.4
All AC locomotives HPPT x 14 divided by 2.4
Combination DC and AC locomotives HPPT x 12 divided by 2.4.

2. Crews called for MRVRO, QRVNPP and QFRNP will contact MOP by phone or in
office prior to departing Roseville with the following information:

Loads, Empties, Tons, Footage, TPA and Estimated Speeds of Train:
from Roseville to Colfax, and from Colfax to Switch 9.

3. Crews will also include in their job briefing a risk assessment if a stall occurs and a
plan to prevent injury to themselves or others.

4. Trains moving at four or more MPH below the estimated speed at Newcastle either on
track 1 or track 2 will contact Dispatcher 74, who will contact Mountain MOP on
duty. Trains will not proceed past Colfax until it is known why train is not operating
at estimated speed. The decision to operate past Colfax will be made by MOP and
Corridor Manager based on weather conditions, train makeup and power.

In order to reduce the chances of stalls on the Roseville Sub the attached document is
being included in the IDS message. The formula for the estimated speeds on the
mountain is based on conservative numbers with ideal conditions. When rail is frosty,
wet or covered in snow in combination with track lubricators, speed will be reduced
several MPH. Length of train will also impact speed. It's not science, just 39 years of
operating on the mountain.

Example: QRVNPP, 9,500 tons, Running 3x4, all AC's, Colfax East.
7 AC's x 4,390 HP= 30,730 HP
30,730HP divided by 9,500tons = 3.23 HPPT
3.23 HPPT x 14(factor) divided by 2.4 (heavy grade) = 18.8 estimated speed on mountain grade
East of Colfax.

Same train one unit on cut in isolated.
6 AC's x 4,390HP= 26,340 HP
26,340 HP divided by 9,700 tons(adding on weight of isolated unit) = 2.71 HPPT
2.71 HPPT x 14 (factor) divided by 2.4 (heavy grade) = 15.8 estimated speed on mountain grade
East of Colfax.

Same train Roseville to Colfax track 2 .
7 AC's x 4,390 HP= 30,730 HP
30,730 HP divided by 9,500tons = 3.23 HPPT
3.23 HPPT x 14 (factor) divided by 1.7 (Grade) = 26.6 estimated speed track 2 East of Roseville

Same train one unit on cut in isolated.
6 AC's x 4,390HP = 26,340 HP
26,340 divided by 9,700 tons = 2.71 HPPT
2.71 HPPT x 14 (factor) divided by 1.7 (Grade) = 22.3 estimated speed track 2 East of Roseville

As you can see, if the crew figured seven locomotives and speed of 26 MPH at Newcastle and the
speed is 22 MPH, one locomotive is not loading properly or isolated.