Euclid Avenue (IND Fulton Street Line)
|New York City Subway rapid transit station|
|Address||Euclid Avenue & Pitkin Avenue
Brooklyn, NY 11208
|Locale||East New York|
|Line||IND Fulton Street Line|
|Services||A (all times)
C (all except late nights)
|Transit connections|| NYCT Bus: B13
MTA Bus: Q7, Q8
|Platforms||2 island platforms
|Opened||November 28, 1948|
|Passengers (2015)||3,509,500 5.9%|
|Rank||146 out of 422|
|Next north||Broadway Junction (express): A
Shepherd Avenue (local): A C
|Next south||Grant Avenue: A
|Next north||Utica Avenue: A C|
|Next south||Howard Beach–JFK Airport (via Rockaway): A
none: A C
Euclid Avenue 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 from Ozone Park, Queens.
Euclid Avenue was part of a four-station extension of the Fulton Street subway along Pitkin Avenue, past its original planned terminus at Broadway–East New York. Construction of the extension began in 1938, with construction on the section of the line between Crystal Street and Grant Avenue that included the Euclid Avenue station and the Pitkin Yard beginning in late 1940. Construction of the station was halted in December 1942, and the station remained an incomplete shell during World War II that could not be finished because of material shortages from the war effort. At the time, the station was over 95 percent complete. Construction resumed on the extension in November 1946. The delay meant the station received different design features than the rest of the stations along the line, including a slightly different tile job, fluorescent lighting instead of then-standard incandescent lights, and improved restroom and phone booth facilities. The station also featured modern interlocking technology, known as the "NX" system.
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). It later became the replacement for the elevated BMT Fulton Street Line's Chestnut Street and Crescent Street stations, which closed on April 26, 1956 when the connection to the eastern Fulton elevated was opened.
|G||Street Level||Exit/ Entrance|
|M||Mezzanine||Fare control, station agent
(Elevator at NE corner of Euclid and Pitkin Avenues)
|Northbound local||← toward 168th Street (boarding passengers only; all except late nights) (Shepherd Avenue)
← toward 207th Street (late nights) (Shepherd Avenue)
|Island platform, doors will open on the left, right|
|Northbound express||← toward 207th Street (all except late nights) (Broadway Junction)
← termination track (late night shuttle)
|Southbound express||→ toward Rockaway Park (PM rush hours), or Lefferts Boulevard or Far Rockaway (all except late nights) (Grant Avenue) →
→ toward Lefferts Boulevard (late night shuttle) (Grant Avenue) →
|Island platform, doors will open on the left, right|
|Southbound local||→ termination track (all except late nights) →
→ toward Far Rockaway (late nights) (Grant Avenue) →
This station has four tracks and two island platforms, and is the geographically easternmost (railroad southern) express station on the IND Fulton Street Line. It has the same 10" × 5" eggshell-beige wall tile as the next three stations west (railroad north), in contrast to typical IND white square tiles. The tile band, however, is a delicate shade of lilac with a violet border, similar to Delancey Street in Manhattan. The I-beams are tiled with color bands and mini-vertical name tablets reading "Euclid," along with the two-tone border motif. The I-beams are in pairs at the center of the platforms; towards each end the platforms narrow and there is a single row of these I-beams. A crew quarters room is over the railroad south end of both platforms. The station has a crossover in the mezzanine along with an active newsstand and elevators to both platforms.
The station has a control tower at the eastern end of the southbound platform, which monitors trains between Broadway Junction and the station, and controls the interlockings east of Euclid Avenue. The tower was the first in the subway system to use the "NX" or "Entrance-Exit" system. In this system, the tower utilizes a 12-foot (3.7 m) wide, 3.3-foot (1.0 m) tall electric light signal board which features a diagram of the nearby stations and track layout. It operates on direct current and consists of simple knobs and push buttons to control track switches, as opposed to the previous system which ran on alternating current and required a complicated series of levers.
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.
East of 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 is quite complex there, 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. There are also two tracks coming from the Pitkin Yard heading towards the planned 76th Street station site. These tracks would have merged with the mainline tracks just before 76th Street station. When Pitkin Yard originally opened, the yard leads toward 76th Street were usable to relay short trains on. Today, those two tracks are no longer connected via switches. Parts of the trackways still exist, but the switches were removed and the tunnel ends in a cinderblock wall.
As late as 1951, the mainline and relay tracks were still planned to be extended as far as 105th Street (the modern location of Aqueduct Racetrack), with a connection to the then-recently abandoned Rockaway Beach Branch of the Long Island Rail Road east of Cross Bay Boulevard. 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 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, the cinderblock wall at the end of the tunnel (cinderblock, brick, and wooden partitions are used in other parts of the subway to seal potential expansion sites) and several signals for trains running from the station into Euclid Avenue facing the wall, including one directly in front of the wall. On online transit forums, such as the website SubChat, some have claimed to have known people who have seen the station. The New York Times has likened the rumor to the Roswell UFO incident. 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.
- "NYC Subway Wireless – Active Stations". Transit Wireless Wifi. Retrieved 2016-05-18.
- "Facts and Figures: Annual Subway Ridership". Metropolitan Transportation Authority. Retrieved 2016-04-19.
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- Board of Transportation of the City of New York Engineering Department, Proposed Additional Rapid Transit Lines And Proposed Vehicular Tunnel, dated August 23, 1929
- "Trains Roll on $47,000,000 Fulton St. Subway Extension". Brooklyn Daily Eagle. November 29, 1948. p. 2. Retrieved 9 October 2015 – via Newspapers.com.
- Joseph B. Raskin (1 November 2013). The Routes Not Taken: A Trip Through New York City's Unbuilt Subway System. Fordham University Press. ISBN 978-0-8232-5369-2. Retrieved 12 August 2015.
- Linder, Bernard (February 2006). "Fulton Street Subway". New York Division Bulletin. Electric Railroader's Association. 49 (2): 2. Retrieved 27 August 2016.
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- "Priorities May Halt Work on Fulton Tube: Vital Defense Materials Are Needed To Complete Spur to Queens County Line". Brooklyn Daily Eagle. November 18, 1941. p. 3. Retrieved 26 August 2016 – via Newspapers.com.
- Jaffe, Alfred (December 6, 1946). "Borough Subway Relief Still 2 or 3 Years Off". Brooklyn Daily Eagle. pp. 1, 5. Retrieved 9 October 2015 – via Newspapers.com.
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- "Last Word in Subways and Cars for Boro". Brooklyn Daily Eagle. November 23, 1948. p. 8. Retrieved 9 October 2015 – via Newspapers.com.
- Report for the three and one-half years ending June 30, 1949. New York City Board of Transportation. 1949.
- "Signaling and Interlocking On New Line of New York Subways". Railway Signaling and Communications. Simmons-Boardman Publishing Corporation.: 578–583 September 1949. Retrieved 27 December 2016.
- "Buttons to Speed Travel in Subway: $2,000,000 System of Signals Soon to Be in Operation on Brooklyn IND Division". The New York Times. November 12, 1948. Retrieved 27 December 2016.
- "4 Stations Opened By IND in Brooklyn: Mayor and Officials Inspect Fulton St. Line Extension to New Euclid Ave. Stop". The New York Times. November 29, 1948. Retrieved 27 December 2016.
- "First Leg of Rockaways Transit Opened at Cost of $10,154,702". nytimes.com. The New York Times. April 30, 1956. Retrieved 29 June 2015.
- Chan, Sewell (October 29, 2005). "New Elevators in Subways Are Delayed". The New York Times. Retrieved 13 September 2015.
- "NYC Official Accessibility Guide" (PDF). nyc.gov. City of New York. 2008. Retrieved 20 September 2015.
- Caputo, Michael (1948). "Euclid Avenue subway station". Brooklyn Public Library, Brooklyn Collection. Retrieved 9 October 2015.
- Pfuhler, Frank (November 23, 1948). "Interlocking Machine, Euclid Ave Station, "A" Line". nycsubway.org. Retrieved 27 December 2016.
- "Review of the A and C Lines" (PDF). Metropolitan Transportation Authority. December 11, 2015. Retrieved 19 January 2016.
- Marrero, Robert (January 1, 2017). "472 Stations, 850 Miles" (PDF). B24 Blog, via Dropbox. Retrieved October 9, 2015.
- Kennedy, Randy (January 21, 2003). "TUNNEL VISION; Next Stop, 'Twilight Zone' (a k a 76th St. Station)". The New York Times. The New York Times. Retrieved April 17, 2014.
- "Complete Text of TA's Queens Subway Plan" (PDF). Long Island Star-Journal. Fultonhistory.com. April 1, 1963. p. 8. Retrieved 27 April 2016.
- "LTV Exploration // Abandoned subway stations, industrial buildings, and general decay in NYC". ltvsquad.com. Archived from the original on 2013-05-05.
- "76th street – the puzzling evidence". ltvsquad.com. November 9, 2015.
- Track diagram of the 1951 plan
- Freeman, Ira Henry (June 28, 1956). "Rockaway Trains to Operate Today". nytimes.com. The New York Times. Retrieved 29 June 2015.
- "New Subway Unit Ready: Far Rockaway IND Terminal Will Be Opened Today". nytimes.com. The New York Times. January 16, 1958. Retrieved 29 June 2015.
- Picture of control board
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