The line, single track with three passing loops, climbs 255 metres in 2.9 km at an average between passing points of 10.6%, making it the steepest adhesion-worked line in Austria, possibly the steepest in the world. The passing loops are long enough to take three cars at a time, and although a 20-minute service is normally run, it is possible to run a service with a ten-minute frequency. The track, laid on steel sleepers, is unique, having an inverted wedge profile. Because of the gradient, all the trams are fitted with pincer brakes which grip the rail around the wedge. This means, however, that the pointwork is complicated , with whole sections of track moving, and the frog turning at the same time. At the top of the climb, the Bergbahnhof was built inside one of the seven fortified towers, which had been built about 70 years before.

Fifteen cars were built for the Pöstlingbergbahn, although two have now found uses elsewhere (one of them now being tram 100 on the Gmünden Tramway). Uniquely in Austria, the vehicles are numbered using Roman numerals. The three original toastrack cars (I-III), built by Grazer Waggenfabrik in 1898, are now only used on special hire, and are not enclosed. Cars VI and VIII were also built by Grazer, VI for the opening and VIII in the following year. Both cars have been rebuilt by ESG in the 1950's. Car X was supplied in 1912 by Grazer, and was rebuilt in 1960 by ESG. Finally, cars XI, XII and XIV-XVIII were built by ESG between 1948 and 1958. Each car has a single 22 kW motor, collecting power at 600v d.c., from the overhead by means of a trolley pole, now a pantograph. The maximum speed uphill is 12 km/h, and downhill it is 13.5 km/h. Journey time is 16 minutes.

Fifteen cars were built for the Pöstlingbergbahn, although two have now found uses elsewhere (one of them now being tram 100 on the Gmünden Tramway).

Because of heavy wear on the rails, guide rails were installed after World War 1, and at the same time the wheelsets were changed. In the following year the wooden masts for the overhead lines were replaced by steel masts. In about 1920 the Hagen and Pöstlingberg stops were extended and subsequently the trolley poles were replaced by pantographs. Linz Urfahr was renovated in 1978, and was modernised - without changing its' external appearance - in 1988/9. As a consequence of the change on October 11 1988 to one-man-operation, the points were electrified, having previously been operated by the guard. Recently rail has been manufactured to replace the original 1989 track, and will be installed soon. Next to the Bergsbahnhof is the Pöstlingberg Hotel, with a terrace providing fine views right across the city and river.

The railway normally operates every 20 minutes (every 30 minutes on Sundays until 11:15 am) from 05:40 am (07:15 on Sundays) until 22:30. Two trains are normally sufficient to maintain the service.

It is possible to buy a combined ticket for the Linz tram route 3 from the Hauptbahnhof to Urfahr, and then a return journey up the Pöstlingbergbahn. In 2004, the return fare was 5 Euro. Groups of 10 or more, who may be accorded their own train, receive a discount if booked in advance, and it is possible to hire one of the trams for a return journey at any time. In 2004 the cost started at 145 Euros for a return trip, and cars have been hired to ferry guests to and from weddings at the hotel. At the summit, in one of the other fortifications, the Grottenbahn, a narrow-gauge fantasy railway travels through a world populated by elves and pixies, and is entertainment of younger children who have been on the Pöstlingbergbahn.