Railway are using taller rail cars now, so that is the technical reason why overhead wires are going to be unwelcome.
The system that use battery pack to run trolley are in city that are quite old and the simple poles and wires are noticeable change to the few blocks of a historic area.
That is a non reason. India uses 25’ high catenary to clear 23’ tall double stacks. It is no big deal. US does not have any loading gauge higher than ~20’. Those are already cleared by standard height NEC catenary.
The only thing with higher CAT is the cross level of the tracks has to be kept with less differences. That way the PAN will not sway on the wire.
AAR Plate H which defines the theoretical maximum vehicle outline for double stacks is 20'-2" high.
The Pennsylvania Railroad design for wire elevation where not otherwise constrained was 22'-0".
Although the container cross section is essentially international, from pictures I have seen the car floor for the Indian container carriers is hinger than those in the US, hence the higher container height in India. I would like to comment here, this is a case were the wide track gauge in India is most beneficial. There are areas in the US where local winds are monitored as container trains must be held out to avoid high wind conditions. In both cases the distance between top of container and wire is right at two feet. Obviously electrically that is sufficient, but I would not want to be within two feet of a 25kV wire.
The issue of vehicle sway under a higher wire can be accommodated by use of a longer pantograph contact bar. Again, an easy solution. Even in straight track, the wire is not kept perfectly centered over the track, nor should it be. If running on tracks with perfect or near perfect cross level, a grove will be worn in the contact bar, and that is NOT a good thing.
Many of the tunnels in the US that were enlarged to clear double stacks were done to just barely dimensions. For many cases this could probably be overcome with minimal or no track lowering using a method done in at least one European country, I think that country being Switzerland. In low clearance tunnels the overhead wire was mounted on an aluminum bar attached to the ceiling of the tunnel much like a top contact third rail is mounted adjacent to subway tracks.
In the 1960's when Southern Railway decided to enlarge clearances on the CNO&TP (Cincinatti to Chattanooga) for three level auto racks and piggybacks, the chosen cross section was 20 feet wide and 30 feet high at the crown. The track was not centered in the 20 feet, but offset so that side clearances were 8 feet on one side and 12 feet on the other. The comment made was that they wanted to do tunnel enlargement once for all time so they provided for anything that might come about. Although not publicly said, I believe potential electrification was one of the eventualities considered,