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New York City Subway station in Brooklyn

The Euclid Avenue station is an express station on the IND Fulton Street Line of the New York City Subway, located at the intersection of Euclid and Pitkin Avenues in East New York, Brooklyn. It is served by the A train at all times and is the southern terminal for the C train at all times except nights. During nights, this is the northern terminal for the Lefferts Boulevard shuttle train from Ozone Park, Queens. Construction on the Euclid Avenue station started in 1938, but this part of the Fulton Street Line did not open until 1948. The Fulton Street Line was extended to the east in 1956, connecting to the Fulton Street Elevated via a branch line that runs through the Grant Avenue station. Elevators were installed at Euclid Avenue circa 2000. The station has four tracks and two island platforms. In terms of railroad directions, this is the southernmost station on the Fulton Street Line. The line was originally planned to extend further east as a four track underground line; however, the four track extension was never built. East of the station, there are connections to the Pitkin Yard as well as to the Fulton Street Elevated. The tracks themselves dead end after the Fulton Street elevated spur diverges.

Euclid Avenue was part of a four station extension of the Fulton Street subway along Pitkin Avenue, past its original planned terminus at Broadway Junction. Work on the section of the line between Crystal Street and Grant Avenue, which included the Euclid Avenue station and the Pitkin Yard, began in late 1940. On August 26, 1941, lightning from a severe thunderstorm damaged the temporary timber roofing over the construction site at Pitkin Avenue and Autumn Avenue just east of the station. The lighting also ruptured a gas main at the site creating a fire and causing damage to an adjacent building, while two automobiles fell into the exposed tunnel cavern. Construction of the extension was halted in December 1942 due to material shortages caused by World War II. At the time, the section of tunnel between Crystal Street and Grant Avenue was 96% complete. Other parts of the extension were more than 99% complete, but vital equipment had yet to be installed, precluding these stations' openings. The delay meant the station received different design features than the rest of the stations along the line, including a slightly different tiling, fluorescent lighting instead of then standard incandescent lights, and improved restroom and phone booth facilities. The station also featured a then modern interlocking technology, known as the "NX" system, wherein train operators would press buttons that automatically adjusted the corresponding switches. In older interlockings throughout the subway system, workers in a separate control tower had to manually adjust the switches using a series of levers within the tower. After several test runs, the station opened to the public in the early morning of November 28, 1948. It became the new terminal of the Fulton Street Line, replacing the former terminal at Broadway–East New York (now Broadway Junction). By the middle of the decade, an elevator to the street and elevators between the mezzanine and each platform had been installed, making the station ADA accessible.

Stairways are present from each platform to the mezzanine above the tracks. Fare control is located in the mezzanine. Outside fare control is a street elevator leading to the northeast corner of Pitkin and Euclid Avenues. Street stairs also lead to all four corners of the intersection. The bus routes stop outside the station.

The next station east (railroad south) for IND Fulton Street service is Grant Avenue, located in City Line, Brooklyn. However, an unfinished station is rumored to exist at 76th Street in nearby Ozone Park, Queens, just four blocks east of Grant Avenue. The track work near Euclid Avenue is intricate, allowing trains to enter the Pitkin Yard from both the express and local tracks (where C trains relay to get from the southbound to the northbound local track), and with connections to the two track Grant Avenue station from both the express and local tracks; the Grant Avenue spur then veers northeast towards Liberty Avenue. All four mainline tracks continue below the Grant Avenue connection, used only to store trains, east under Pitkin Avenue until approximately Eldert Lane (just south of the Grant Avenue station). It was planned that these tracks would continue under Pitkin Avenue to Cross Bay Boulevard, as part of a never built system expansion which would have extended the Fulton Street Subway to the Rockaways and to Cambria Heights near the Queens Nassau County border. On the electric light signal board in the control room at Euclid Avenue, there is a taped over section of the board that hides the 76th Street station. The extension of the subway, however, was never built; instead the line was connected to the former Fulton Street elevated on Liberty Avenue and the former LIRR Rockaway branch (now the IND Rockaway Line), both via the Grant Avenue station, which opened in 1956. Rumors that the proposed station was actually constructed, at least partially, are prevalent. Evidence supporting the existence of the station includes the signal board, and several signals for trains running from the station into Euclid Avenue facing the wall, including one directly in front of the wall. Steve Krokowski, a retired transit worker and police officer, was quoted by the Times in reference to the station, mentioning:
The taped over portion of the signal board which covers a label for the 76th Street station. (This control board actually exists, and has indeed been taped over.) The remnants of the Pitkin Yard leads that head northeast and then stop near the aforementioned cinder block wall. Krokowski tried to dig under the wall, and found a track tie, but stopped when the hole caved in. A retired police officer claimed that the cinder block wall previously had a door, and that in the 1960s he walked through it, and saw a station complete with everything except for turnstiles and token booths. Other "colleagues", all supposedly dead, also claimed to have seen the station, though whether anyone else actually made such claims is unknown. However, there is also significant evidence against the existence of the station, including a lack of newspaper coverage, the lack of subway infrastructure such as ventilation grates or skylights on Pitkin Avenue in the area, and the absence of documentation of the work from the Board of Transportation or the Board of Estimate.