This procedure is an excellent example of the cold weather traps (some say "terps are traps") in an IAP that arrives over terrain considerably higher than the airport, particularly in the intermediate segment.
Note that the intermediate segment begins at JANUD fix, with descent to 4,800' authorized after passing JANUD. Note the step-down altitude is 4,800' with clearance of approximately 700' over a mountain peak (4,088' high point) that is almost on the localizer centerline.
Last winter, during a severe cold spell, an aircraft got a EGPWS terrain warning descending on barometrics in this segment.
A cold weather additive would have been most appropriate but the FAA has refused to get into that business. The US Air Force parted company with the FAA 15 years ago on this issue, thus they do cold temp additives. Some smart pilots do it on their own but, alas, those are few and far between.
