The 1855 railway reached London by the longer route through Tilbury. As railway traffic developed, a more direct connection between Barking and Pitsea became desirable.
An Act in 1882 authorised a new direct railway between Barking and Pitsea. It would pass through the Upminster, West Horndon, Laindon and Dunton area before joining the older line at Pitsea.
The direct line was challenging to construct. Ground conditions around Dunton caused subsidence problems, while the available space at Pitsea was restricted. Engineers had to fit the new railway into a landscape already occupied by the original line and station.
Substantial brick retaining works and blind arches were built on the approach to Pitsea. The constrained alignment also produced a tight railway curve and associated speed restriction. These engineering works became a distinctive part of the railway landscape.
The direct route opened on 1 June 1888. Laindon opened with the new railway, while Pitsea became the meeting point between the new direct line and the older route through Tilbury.
The original two-platform station could not adequately serve the new junction. Pitsea was slightly resited and enlarged to four platforms. Parts of the old and new station sites overlapped.
Historic photographs show Pitsea Junction on station nameboards. Despite its familiar use at the station, it was not generally adopted as the formal timetable name. The wording nevertheless accurately described Pitsea's new operational importance.
The junction arrangement survives in principle today. West of Pitsea, trains can use the direct route through Basildon and Laindon or the older route through Stanford-le-Hope, Tilbury and Grays. East of Pitsea the routes combine towards Benfleet and Southend.