The directors felt that commuter traffic from Kent could benefit from a direct link to the city at Fenchurch Street.

In order to save changing locomotives any Fenchurch Street - Southend trains that called at Tilbury had to reverse out of the station to the East Junction where the lines split and then re-commence their journey.

The line to London was plagued by delays and the LTSR were operating over another companies track in the congested Stratford area.

The station was located on the Thames riverbank and a pontoon was constructed linked by a bridge that rose and fell with the tide.

North of the platforms where the line split a 2-road timber built engine shed was established which had a small turntable.

In the land within the three railway tracks the LTSR constructed two rows of houses (with a third added later), a school and a small gas works.

[3] About a mile to the west the first rail served dock wharf was opened c1874 and was constructed by a firm called Benson and Coxon.

The wharf was used to import coal and the line was joined on the west side of Tilbury station near the junction.

[4] In 1875 Arthur Stride was appointed General Manager of the LT&SR and put a stop to the reversing of Southend trains around the triangular junctions.

On arrival from Fenchurch Street a second locomotive would now back onto the carriages and work forward via the south to east curve.

After the end of World War I the Midland and Port of London Authority started planning for the expansion of the facilities at Riverside the aim of the PLA is that the pontoon could deal with two liners at once.

The station buildings and baggage hall (designed by Sir Edwin Cooper, were rebuilt and carriage stabling reorganised with some additional sidings and cleaning platforms being provided.

The works were substantially complete and prime minister Ramsay MacDonald was guest of honour at the opening ceremony on 16 May 1930.

[14] During World War II Tilbury escaped the large scale bombing suffered by the London Docks and was used extensively by the military for repurposing and repairing ships.

The site was extensively used in the run up to Operation Overlord and concrete sections for the Mulberry Harbour and the Pipe Line under the ocean (PLUTO) were manufactured here.

The Tilbury hotel which was burned down by incendiary bombs on 4 February 1944 with one casualty and one of the three rows of houses located within the triangular junction was reduced to rubble.

1947 saw a return of more commercial traffic and there was a significant number of emigrant passengers (the Ten Pound Poms) for Australia at this time and into the 1950s.

[14] For many years prior to closure, the station was served only by certain trains on the local service from Upminster via Grays, because the nearby Dartford Crossing and increased car ownership had caused a decline in its importance as a passenger ferry terminal.

[21] The station building is now an indoor car park for the London Cruise Terminal which itself occupies the former baggage Hall.

Late in its life a good number of the LT&S lines passenger engines were kept at Tilbury due to a shortage of locomotive crews at Plaistow.

Traffic was reasonable in the summer but poor in the winter and it was decided to withdraw the service with the last train running on 30 April 1932 and the Tilbury Marine closing the following day.

[34] However the majority of boat trains worked to Tilbury Riverside station and as well as traffic for liners, there were pleasure cruises and of course the ferry services to Gravesend.

[35] Boat trains continued from Fenchurch Street and were formed of Class 302 EMUs a number of which had increased baggage van space for these services.

A number of diesels and DMUs worked passenger services in the area but the electrification of the system put operation largely in the hands of the Class 302 EMUs.