From what I have been reading in these posts, it seems the proprietor's of the "head house", don't want that...they don't even want to be associated with being a transportation hub, unless I am misinterpreting those posts.
Yes, I understand that RTD Commuter Rail services (Lines A, B, G) are physically separate from RTD Light Rail services (Lines C, E, W), with the bus tunnel sort of linking them. But why couldn't there be a large departure/train status display inside the traditional station building, large enough to be visible as you enter from the street, listing Amtrak and RTD Commuter Rail (Amtrak Train 5 on Track 5 and RTD A-Line to Airport on Track 2, or whatever)? And then add a line stating that Buses and Light Rail (or Lines C, E, W) can be accessed through the tunnel. Something like that would seem to go a long way to helping to bring together the disparate parts of the entire Union Station complex.
Perhaps when the original redevelopment was written, Amtrak and RTD didn't get involved in this matter...now it may be too late....
If you've detected a claim of classism on the part of my posts, it's not inaccurate. That is pretty much what is going on, though no one is going to admit that, even under oath.
But the fact is that almost everyone with a stake in the eventual outcome had a seat at the table. The question is just how a seat mattered in the eventual outcome. RTD is the de facto owner of the facility, though management is farmed out. They were there from the beginning and yet in the final iteration, none of their services are integrated into the facility. (They would claim they are, because you can exit the true light rail platforms, walk a couple hundred feet into the entrance of the bus concourse, traverse the entirety and exit that right by the A-Line/Amtrak platforms and behind Union Station. Yet this is like saying that an airport-area hotel is 'connected' to the airport via a shuttle van.) But it's not surprising, since RTD has never been a visionary entity.
Another part is the overall mentality which exists. Back when the light rail expansion was presented to the Denver City Council, a now-former councilwoman expressed her delight with the proposal by exclaiming, "This will be great! Now people can read the latest Danielle Steele novel while getting from Point A to Point B!" That was what it meant to her. Not expanded economic development, not a way for people who might have otherwise limited options to get out of their neighborhoods, not a way to reduce the traffic on the streets and highways and thus address the continual air quality problem, but the best way to catch up on the latest bestselling romance genre without having to prop it up on your steering wheel during stop-and-go traffic.
So too, I imagine a similar mindset worked its way into the DUS redevelopment. After all the stakeholders made their pitches for their needs, the question came up of what to do with the interior of the station and then someone thought of getting various vendors together and then someone else thought of having a hotel inside and, as Jackie Gleason used to say, "Awayyyy we go!" I would guess that the idea of a destination venue became so appealing and magnetizing that it ended up consuming almost all of the planning, to the extent that the original purpose of the facility got lost and somewhat segregated in the process. I will have to pick the brains of my ColoRail contacts to find out if this is correct, but having been involved in a recent public works construction project myself, I can see where it's easy to get off-track of the original goals rather quickly based on the whims and desires of a few people with misguided vision and plenty of passion.
It sure wouldn't be the first time the Powers That Be got sucked up into someone else's fantasy. Among the fiascos which the Mile High City has found itself caught up in the past couple of decades is the Denver Grand Prix, an closed-track auto race hosted on the streets of downtown for a weekend. It went off largely as planned but fortunately the organizers ran out of money before they were able to pull it off a second year, yet not before sticking the City & County with part of the tab for infrastructure modifications and a return to normal operations. But apparently Denver was such a hotbed of racing interest and enthusiasm that it seemed like a very logical event to hold at the time. Or it was just another bold and rash idea everyone was afraid to say 'no' to for fear of being labeled as against creative events which happen to be bold and rash. So I imagine it came to be with Union Station---whatever was proposed was seen as visionary and a creative use of space. Time will only tell if it was an effective use of space.