The station is located in the network area of the Verkehrsverbund Rhein-Neckar (Rhine-Neckar Transport Association, VRN) and it is in fare zone 793.

[6][7][8] When choosing its location, care was taken that it was feasible to build a connecting line to the already proposed Glan Valley Railway.

[7][9][10] During the planning of the remainder of the Glan Valley Railway between Altenglan and Homburg, however, it turned out that Lauterecken station was poorly located for a junction of the two lines.

It was decided that the new station at the junction of the Lauter and the Glan line would be called Lauterecken-Grumbach and lie on the north-western outskirts just 200 metres north of Lauterecken halt, which had opened in 1896.

[11] The superstructure was largely completed on 21 January 1904 and a test run was held on 25 March between Homburg and Lauterecken-Grumbach.

The new station was finally put into operation with the opening of the entire Glan Valley Railway from Homburg to Bad Munster on 1 May 1904.

The former Lauterecken station lost its original function and was demoted to the status of a halt and then abandoned due to lack of profitability in 1912.

A year later, at the outbreak of the First World War, the military authorities operated troop trains over the line every 90 minutes.

To adjust to the establishment of the Saar Railway (Saareisenbahn), the new Deutsche Reichsbahn had to operate trains to Homburg.

The locomotive shed was burnt and was not repaired in the following period; only the accommodation for train drivers was put back into operation after the war.

In March of the following year there was another heavy air raid on the station, which also affected several houses of the town.

[18][19] In 1983, the Lauter Valley Railway celebrated its centenary and for this purpose a Trans Europ Express (TEE) service ran between Kaiserslautern and Lauterecken-Grumbach.

While the costs of operating the Lauter Valley Railway could still be addressed, there was now no question of discontinuing passenger services between Landstuhl and Kusel.

[25] Meanwhile, a report was prepared which concluded that the reactivation of the Lauterecken–Staudernheim section of the Glan Valley Railway was economically viable, but it was not realised for financial reasons.

Students of the Kaiserslautern University of Technology proposed the establishment of a draisine operation on the Altenglan–Staudernhein section of the line to prevent its final closure and the dismantling of its track.

In January 2001, the redesigned station forecourt was inaugurated, which was already used for the operation of regional bus routes.

[32] In addition, it had a clamping room (Spannwerk) in the basement to ensure correct tensions on the interlocking cables.

[33] The northern part of the station yard had a water tower, which was constructed of steel and was equipped with a casing of concrete.

[34][35] Originally, there was another water tower, built of steel, between the junction of the Glan and Lauter Valley Railways.

[36] Already at the time of its creation it was decided to build a two road roundhouse in the northern part of the station yard.

[39] In the early 1980s, a charging station for Class ETA 150 battery railcars was built in Lauterecken-Grumach.

In 1945 and 1946, a pair of express services ran between Saarbrücken and Koblenz, with only limited access for civilian traffic.

This was also the last continuous service over the Glan Valley Railway, including the Odernheim–Bad Münster am Stein section, which was closed in the early 1960s; this train stopped in Altenglan and Lauterecken-Grumbach.

[46] In 1965, two train pairs were established between Zweibrücken and Mainz, running on the Glan Valley Railway and stopping in Lauterecken-Grumbach.

In Odernheim there was a siding to the local oil mill, which was served by a freight exchange train (Übergabegüterzug).

North of the station there was a siding owned by the Holzmann quarry, which originally ended shortly after crossing a road that is now part of Federal Highway 420.

After a cable car was built from the two quarries, the siding was shortened since, from then on, loading took place between the railway and the road.