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. History 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. Construction of the extension began in 1938. 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. Construction resumed on the extension in November 1946. The delay meant the station received different design features than the