By five o'clock the previous day's dust will have been laid, the locks checked, the glass on the stores in the
Graybar and Hyatt passageways all cleaned: everything done, until it's time to open again. The transit
policemen, still in a pair because after all this is New York and you just can't tell, will stroll past, heading
up the stairs on the Vanderbilt Avenue side to sit down in the ticketed passenger waiting area and have
their lunch break before the day officially starts. Anyone looking in through the still-locked Forty-second
Street doors will see nothing but stillness, the shine of slick stone and bright brass.
But there are those for whom locked doors are no barrier. Were you one of them, this morning, you would
slip sideways and through, padding gently down the incline toward the terrazzo flooring of the concourse.
The place would smell green, the peculiar too-strong wintergreen smell of a commercial sweeping
compound. Your nose would wrinkle as you passed a spot on the left, against the cream-colored wall,
where blood was spilled yesterday—a disagreement, a knife and a gun pulled, everything finished in a
matter of seconds: one life wounded, one life fled, the bodies taken away. But the disinfectants and the
sweeping compound can't hide the truth from you and the stone.
You would walk on, pause in the center of the room, and look upward, as many tunes before, at the starry,
painted vault of the heavens—its dusk-blue rather faded, and half the bulbs in the Zodiac's constellations
burnt out. The Zodiac is backward. They'll be renovating the ceiling this spring, but you doubt they'll fix
that problem. It doesn't matter, anyway: after all, "backward" depends on which direction you're looking
from....
You would walk on again then, guided by senses other than the purely physical ones, and stroll silently
over to the right of the motionless up-escalators, toward the gate to Track 25. Once through its archway,
everything changes. The ambiance of the terminal—light, air, openness— abruptly shifts: the ceiling
lowers, the darkness closes in. Lighting comes in the form of long lines of fluorescent fixtures, only one
out of every three of them lit, this time of day. They shine down in bright dashed lines on the seven
platforms to your right, the nine to your left, and straight ahead, on the gray concrete of the platform that
serves Tracks 25 and 26. Behind you, a pool of warm light lies under the windows of the glass-walled
room that is the Trainmaster's Office. Little light, though, makes it past the platform's edge to the tracks
themselves. They are long trenches of shadow between pale gray plateaus of concrete that stretch,
tapering, into the middle distance, vanishing into more darkness. The rails themselves gleam faintly only
close to where you stand: they too reach off into the dark, converging, and swiftly disappear. Red and
green track guidelights shine dully there. A few shine brighter: the track crew members are down there,
walking the rails to check for obstructions and wiping the lights off as they come.
You walk quietly down the center platform, letting your eyes get used to the reduced light, until you come
to where the platform ends, almost a quarter-mile from the arches of the gates.
You jump down from the tapered end of the platform, into shadow, and walk out of reach of the last
fluorescent lights. The red and green lights marking the track switches are your only illumination now, and
all you need. Seventy-five feet ahead of you, Tracks 25 and 26 converge. Just off to your right is the
walkway to a low concrete building, Tower A, the master signaling center for the terminal. You are
careful not to look directly at it: the bright lights inside it, the blinking of switch indicators and computer
telltales, would ruin your night-sight. You pad softly on past, under its windows, past the little phone-
exchange box at the tower's end, on into the darkness. The still, close air smells of iron, rust, garbage,
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