Put reinforcements on all lead engines, give free rides to all lawyers, and big guns on the front. RAM THE FREIGHT TRAINS, RAM THEM
The freight railroads own the right of way. Private property.
Try to RAM one of their trains and you might as well change your name to something, uh, more Syrian sounding. I wonder if this blog has anyone posting from inside the Big House? I doubt it can be done. "Read only" is a maybe.
Now, after your chill pill kicks in, let's acknowledge that some states have been able to cooperate with the freights. California's popular corridors run mostly on UP tracks and thrive. Of course, California has been investing in upgrades to the route of the Capitol Corridor and Pacific Surfrider year after year, with mutual benefit to the hosts and the passenger rail tenants.
Going back to the beginning, the deal was that Amtrak would take over the existing trains, consolidate some routes into a national system, and then manage the expected decline and death of intercity rail.
The freights had every reason to believe that Amtrak would go away in 10 or 20 years tops. Instead, the basic system has remained in place, with a few amputations here and there. Now, as Gilbert Norman insightfully observed on a similar site, most of the freights have reached the Kubler Ross Stage 5, Acceptance, and they are accepting of their fate to carry the Amtrak trains forevermore. But they don't accept that they have to carry even one more than they have now.
When a freight operator is approached about using its tracks for another frequency, typically it will model the route before and after, as is vs as it would be with one more train in each direction. Then the model is tweaked -- "How will it work with a 10,000 ft siding about here? What if we rebuild this bridge from single track to double track," and so forth. Then the state's team comes in, "You don't really need all this stuff. One 5,000 ft siding should be enuff." Bargaining ensues before the To-Do List can be presented to the legislature and the feds. If the government is willing to pay for most of the upgrades it wants, the freight road will usually do the deal.
But there's no point in refusing to pay for some upgrades. The tracks belong to the railroad, and it can make things very very difficult. And why not pay for what is needed? The upgrades benefit the freights, but benefit the new trains running on the route.
The real problem is a political cult that demonizes government spending (well, except for war stuff). If our politics reverted to something like under President Eisenhauer, we would be investing in infrastructure the way he launched the Interstate Highway system. If we were investing in upgrades to tracks all across the national system -- and investing a few hundred more (more than replacement) passenger cars -- we'd see that the freights are not the biggest problem, not at all.