It's a long-term project that can only be done when trains are off the TRAX line.

"All the stuff we can't do in the middle of the day, these guys do," said David Thomas, UTA maintenance-of-way supervisor. He gestures toward Miller, who's about 20 feet in the air in a bucket truck, replacing hangers. Tonight, they're working near 700 South and 200 West. The next night it could be another location.

Up to five maintenance-of-way workers are on hand each night. These night workers and their daytime colleagues are responsible for 19 miles of train track, the 800-volt overhead electrical wires, 21 power substations, 41 powered track switches and the 36 grade crossings where train and road intersect.

If something malfunctions along the TRAX line, maintenance-of-way workers are called to assist. Response time is usually less than two minutes.

"It's just electronics, and sometimes things happen," Thomas said. "This is very challenging. It's such a variety. When something breaks, it's never the same thing."

Both Miller and Thomas describe their jobs as dangerous, but worthwhile and fun. It's far from monotonous.

"There's always something to be done," Miller said. "What we do is very dangerous, and if we don't do it right, we can get fried."

From the height of his bucket truck, Miller has a prime view of the city. He's seen a few streakers and several drunken drivers.

Paul O'Brien, UTA rail service general manager, said employees such as Thomas and Miller are essential to running a safe, efficient and timely train system. If a train is to run on time, a night employee's work must be done at a specific time. The first train leaves at 4:53 a.m.

"They probably perform one of the most vital functions we have. These people are performing functions that we can do at no other time," Price said.

4 a.m., end is in sight

The night's work is all but done. Inside the service center one car is being worked on, but the building is otherwise empty.

At 4:15 a.m., Larry Nash walks inside, coffee in hand. He'll be the first operator to pull out for the day. At 4:30 a.m., a second operator comes in; another at 4:34 a.m.

In the TRAX radio-control room, Pete Helmer gives up his post to Gaynard Griffiths and Mike Jones, two controllers/supervisors who guide the morning pull-out and track the trains via computer as they're out on the line.

Helmer works a 10-hour graveyard shift, watching and guiding freight trains that use the TRAX line at night.

"It's pretty quiet," he said. "It's not that bad."

Helmer describes the mechanics of the morning pull-out. When an operator comes in, it's the job of a supervisor to check if they are capable of driving. The operator must sign in and grab a daily operating clearance, a paper that lists potential hazards and special events occurring that day near the line.

"The first rule," said Helmer, "is that you run as safely as you can. The next rule is, you run on time."

As Helmer speaks, Jones begins talking on a headset with Nash. "Permission to leave?" asks Nash.

Jones gives the OK. Now, all that's left to do is wait. Wait for the next train to leave, the first passengers to board.

Another day begins.

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E-mail: nwarburton@desnews.com