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Not so for electric trains, which can never run on non-electrified lines, and which even on electrified lines can run only on the single, or the few, electrical system(s) for which they are equipped. Electric vehicles, especially locomotives, lose power when traversing gaps in the supply, such as phase change gaps in overhead systems, and gaps over points in third rail systems. The faster acceleration clears lines more quickly to run more trains on the track in urban rail uses. Power gaps can be overcome in single-collector trains by on-board batteries or motor-flywheel-generator systems. With batteries configured, your system can be up and running in minutes. Another aspect that can raise the cost of electrification are the alterations or upgrades to railway signalling needed for new traffic characteristics, and to protect signalling circuitry and track circuits from interference by traction current. The increasing demand for container traffic, which is more efficient when utilizing the double-stack car, also has network effect issues with existing electrifications due to insufficient clearance of overhead electrical lines for these trains, but electrification can be built or modified to have sufficient clearance, at additional cost. Some electrifications have subsequently been removed because of the through traffic to non-electrified lines.

If through traffic is to have any benefit, time-consuming engine switches must occur to make such connections or expensive dual mode engines must be used. For that privilege, the coding model must still be purchased as either printed media or electronic format (e.g. PDF.) Once the coding model has been accepted as law, it loses copyright protection and may be freely obtained at no cost. Regulations in each jurisdiction will indicate when a change to an existing installation is so great that it must then be rebuilt to comply with the current electrical code. While arcs from hot to neutral would not trip a GFCI device since current is still balanced, circuitry in an AFCI device detects those arcs and will shut down a circuit. Receptacles protected in this manner or with a GFCI circuit breaker should be labeled "GFCI protected". Also when using cables from a power supply to power a project or circuit being developed, it can be very convenient and very much tidier to have the power cables twisted together to prevent them being tangled an getting in the way of more important items.

However, due to ventilation issues, diesel trains may have to be banned from certain tunnels and underground train stations mitigating the advantage of diesel trains somewhat. To begin with, the electric railway needs a power supply that the trains can access at all times. Electric trains have a higher power-to-weight ratio (no onboard fuel tanks), resulting in fewer locomotives, faster acceleration, higher practical limit of power, higher limit of speed, less noise pollution (quieter operation). Whatever the causes of the sparks effect, it is well established for numerous routes that have electrified over decades. A problem specifically related to electrified lines are gaps in the electrification. Nevertheless, some embarrassing incidents in Asia with disintegrating manhole covers near a metro line as recently as the early 1980s means that the problem still exists and isn’t always properly understood. The first, and still very common, man-made plastic used for cable insulation was polyethylene.

This device detects arcs from hot to neutral that can develop when insulation between wires becomes frayed or damaged. Fragility and vulnerability: overhead electrification systems can suffer severe disruption due to minor mechanical faults or the effects of high winds causing the pantograph of a moving train to become entangled with the catenary, ripping the wires from their supports. The overhead wires make the service "visible" even in no bus is running and the existence of the infrastructure gives some long-term expectations of the line being in operation. Electrification typically requires line closures while new equipment is being installed. Electrification cost: electrification requires an entire new infrastructure to be built around the existing tracks at a significant cost. However, this limitation is being overcome by railways in India, China and African countries by laying new tracks with increased catenary height. Overall, China takes first place, with around 100,000 km (62,000 mi) of electrified railway, followed by India with over 60,000 km (37,000 mi) of electrified railway, and continuing with Russia, with over 54,000 km (34,000 mi) of electrified railway. In theory, these trains could enjoy dramatic savings through electrification, but it can be too costly to extend electrification to isolated areas, and unless an entire network is electrified, companies often find that they need to continue use of diesel trains even if sections are electrified.

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