Many people, including journalists, make the mistake of lumping all two-wheeled electric-powered vehicles into the “e-bike” category. E-bikes have pedals, and many of them don’t go unless the rider is pedaling. E-motos often do not have pedals; they have a throttle and typically produce far more power than an e-bike.

The kids wheeling up and down streets, tearing up the Highline Canal (among other areas), and causing the spike in serious injuries are on e-motos. It is important to distinguish between e-bikes and e-motos. People on e-bikes are riding in the bike lanes at regular speeds, not wheeling around town or doing donuts on the Highline Canal.

Jim Mason, Centennial

Coping with the news

Bob Dylan said, “The human mind can only stand so much.” But how do we stand as much as we do? If someone stays informed, the news is almost too much to bear.

Within days of each other, Dolly Parton died and Nepal was flooded, each on opposite ends of the emotional spectrum.

The Iran war reignited. At least 37 died when a Russian drone hit a warehouse near Kyiv (I have a friend in Kyiv). Two died, and others are missing after a flash flood in the Grand Canyon, and one of my neighbors hasn’t mowed his lawn all year.

Somehow, most of us, the ones who are paying attention, make it through the day, with or without coffee.

But isn’t there some kind of cerebral erosion over time? Humpty Dumpty only exacerbates it. And that¶¶Ňőap as polite as I can be.

Music helps. Dogs help. What else?

Craig Marshall Smith, Highlands Ranch

AI is the most competent colleague I’ve ever had

I’m an electrical engineer who specializes in industrial control systems. I wrote my first computer program in 1977.  I’m still working because I can and I’m good at it. In the past year, I’ve seen AI become not just a useful tool, but an indispensable one. AI is now the most competent colleague I have ever worked with. There’s a dogma that says AI will lead to brain rot in young people. That¶¶Ňőap nonsense. I’m old enough that when I was in the 8th grade I learned to use a slide rule, along with log and trig tables. Sometime in the 1970s I got a scientific calculator. My slide rule and math tables have sat in a drawer ever since. Did that make me dumber?

As far as AI enslaving us all and then killing us off; yeah, ok — if not that, then God’s Armageddon. In the meantime, I own AI, not the other way around.

Tom Chapin, Lyons

Wrapping my head around $40 trillion

The national debt recently surpassed $40 trillion. I have been trying to work my head around what this number means in the real world. To help me understand the enormity of $40 trillion, I turned to AI for assistance. My prompt was: if $40 trillion was bundled tightly in hundred-dollar bills, $10,000 to the bundle, how many 40-foot shipping containers would it take to hold it all? I won’t bore you with the math, you can check for yourself. The answer is 6,800 shipping containers at 2,350 cubic feet per container. If they were lined end to end, they would stretch 51 miles. The weight of the money, about 400,000 tons, is comparable to a large aircraft carrier. If you were loading the containers by hand, one $10,000 bundle per second nonstop, it would take 168 years. Maybe it¶¶Ňőap time we took this national debt issue more seriously!

Al White, Winter Park

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Update: A previous version of this article displayed a photo of an e-scooter, misidentified as an e-bike.

Children’s Anschutz Medical Campus in Aurora saw a 184% increase in children severely injured by e-bikes between 2024 and 2025, said Alicia Melven, an injury prevention and outreach specialist for the hospital’s trauma program. As of June, the hospital had documented more traumatic e-bike injuries in 2026 than in all of 2025, she said.

The exact number of injuries for each year was not available Thursday, but Melven said the statistics are drawn from the hospital’s trauma registry. That means the family met with a trauma surgeon for the child’s severe injuries. The statistics do not include minor injuries, which are significantly harder to track across patients, and a statewide database does not yet exist for e-bike crashes.

Those statistics are specific to the Anschutz campus, but Dr. Maria Mandt, director of emergency medical services and critical care transport at the campus, said similar trends have been spotted across the state, including at the Children’s Hospital in Colorado Springs.

E-bikes’ increased speed makes them difficult to control and can launch kids who crash harder and farther than analog bicycles, Melven said.

“While these devices can be a fun and convenient way to get around, they can also cause serious injuries that can change a child’s life in an instant,” Mandt said, adding that she treats a child injured in an e-bike accident nearly every shift.

Families are often surprised by the severity of the crash, she said.

“These are not simple scrapes and bruises,” Mandt said. “We frequently see traumatic brain injuries, including skull fractures and concussions. … We see severe internal bleeding and organ damage, and of course, many, many broken bones.”

These injuries — which Mandt said have increased drastically in the last year and a half — often require emergency room visits, surgeries, hospital stays and lengthy recoveries. Many children spend weeks away from school and “some are never the same again, requiring chronic medical care,” she said.

“Many of the injuries and life-changing events that we see every day are preventable with the right precautions and the right supervision,” Mandt said.

Part of the danger stems from a misunderstanding of the different classes of e-bikes, leading some parents to purchase products that fall into the motorcycle category, Colorado State Patrol Lt. Col. Josh Downing said.

An e-bike’s speed is capped at 28 mph, and its engine can generate up to 750 watts, Downing said. If it’s faster or more powerful — whether by design or post-purchase modifications — then its rider needs a motorcycle license to operate it.

More frequent use of both vehicles, as well as electronic scooters, has caused a surge in traffic violations, public complaints and , he said.

“While these e-devices are often marketed as toys, they have power, weight and speed that can severely injure or kill the rider or person that they hit,” Downing said.

If an underage rider is caught on an e-motorcycle, they can be cited for not having a license, registration or insurance, Downing said.

Children should wear helmets certified for their bike’s maximum speed, regardless of age or skill, and bright clothing or reflectors to increase visibility on the trail and road, Mandt said. Families should know local laws and age requirements for e-bikes, which vary by municipality, and make sure kids ride at safe speeds with an eye on their surroundings, she said.

The Broomfield Police Department has seen eight “serious injury crashes” within the last year that involved e-bikes or scooters, according to Sgt. Larry Ottosen.

Those crashes involved two e-bikes and the rest were “what we would call low-powered scooters,” Ottosen said.

“Broomfield has (an e-bike) problem, but we’re not different than anybody else — it¶¶Ňőap a nationwide problem,” Ottosen said.

Part of the safety problem with smaller vehicles is that parents and community members who purchase them might not know how powerful the vehicle is — or may not be aware of the law surrounding their use. With an online resource, the city is trying to change that.

“One of the things that we really want the public to understand is, first of all, what the difference is between bicycles, e-bikes, mopeds, low-powered scooters, motorcycles, and e-motorcycles,” said Sarah Grant, the city’s transportation manager. She added that the resource is aimed at helping people “understand that all of those are considered vehicles, but not every single one of those vehicles that you see out there are legal to be used on Broomfield trails or on public roads.”

The city’s resource, available at , goes through types of small electric vehicles, clarifies where they’re able to be legally ridden and discusses when licenses or certifications are required.

For example, only certain types of e-bikes are allowed on Broomfield trails, and misuse of vehicles that aren’t allowed is causing trouble for city workers.

In Broomfield’s open spaces, city staff have seen people on illegal vehicles cutting off of trails, riding at high speeds, and burning or spinning out — all of which can cause damage to the trails themselves, according to Chloe Chalekian, who works in the city’s Open Space and Trails Department. Additionally, it can create safety risks and damage wildlife habitats, she said.

“We’re trying to create that culture of for not only the people on these e-devices but also for other community members as well,” Chalekian said.

Residents can “always send us an email or give us a call, and we’d be happy to talk to them — one of our officers can help because a lot of times it¶¶Ňőap still confusing,” said Rachel Haslett, a spokesperson for the Broomfield Police Department.

Haslett said the best way to contact Broomfield police with questions is through the nonemergency line, 303-438-6400, or by email at bpd@broomfield.org.

“We don’t want to respond to a scene where somebody is seriously injured,” Haslett said, “so we’re hoping to avoid that by educating parents as well as that younger generation.”

There are, in fact, at least two “No e-bike” signs along the heavily used trail inside the affluent Arapahoe County city — a diagonal red slash drawn across a stick figure riding a bike with an electric plug attached.

Schwartz, a retired geriatrician who knows a thing or two about the value of exercise for older folks like himself, first noticed one of the signs at the Dahlia Street High Line trailhead in April. He was left to wonder how many seniors might be skipping their daily ride for fear of getting nabbed by the e-bike police.

“If you want to obey the law and don’t want to get in trouble, a sign staring you in the face telling you you can’t do this is limiting,” said Schwartz, 78.

He said he’s tried to get the attention of city leaders to reconsider the ban but hasn’t heard back.

“Older people are limited in the kind of exercise they can get that is free from pain and discomfort,” Schwartz said. “What is not terribly impactful for a 30-year-old, 40-year-old or 50-year-old can be very detrimental to someone who is 75 years old, 85 years old or older. E-bikes assist you in pedaling.”

The High Line Canal is a 71-mile ditch, mostly owned by Denver Water, that runs through 11 jurisdictions from Waterton Canyon in Douglas County to Aurora.

The calls the accompanying trail “one of the longest continuous urban trails in the country.” And for the vast majority of its length, e-bikes are permitted, including in Greenwood Village and Denver, between which Cherry Hills Village lies.

But in the city of 6,400, where the houses are big and the lots even bigger, they are not. That presents a continuity conundrum for users entering the several miles of the High Line Canal trail that lie inside Cherry Hills Village.

E-bikes also aren’t allowed in Waterton Canyon, where the U.S. Forest Service oversees portions of the trail. The federal agency considers the path at the western terminus of the canal trail a “non-motorized path,” Denver Water spokesman Travis Thompson said.

There are exceptions for those with disabilities, he said.

Cherry Hills Village has for years forbidden any motorized vehicles on its trails, said spokeswoman Denise White.

“The citywide rule reflects safety considerations on trails shared by pedestrians, bicyclists, children, pets and equestrians,” she said. “Because e-bikes have motors, all classes of e-bikes fall within that prohibition.”

There is an exception for e-bikes used by “an individual with a disability for mobility assistance,” White said.

E-bikes , with Class 1 models requiring the rider to pedal to get the electric boost while Class 2 models provide power regardless of pedaling. Both classes of bike top out at 20 mph. Class 3 e-bikes also require pedal power to trigger electric help. They can go as fast as 28 mph.

The number of people riding e-bikes is steadily rising and efforts to corral their use will likely face increasing pushback.

According to , U.S. e-bike sales reached nearly $3.8 billion last year. That number is expected to reach slightly more than $4 billion this year, with projections of nearly $5.8 billion in e-bike sales in 2031.

Last week, the Colorado Energy Office announced it was resurrecting its popular e-bike rebate program, offering $1,000 discounts toward the purchase of a new e-bike to more than 2,800 income-qualified residents over the next year.

Pete Piccolo, executive director at Bicycle Colorado, said bans on e-bikes “disproportionately impact older riders and people with disabilities who rely on e-bikes for transportation or recreation.”

“E-bikes are an accessible, environmentally friendly way that many Coloradans get to work, run errands and spend time outdoors with family,” he said. “We believe there are numerous other strategies to improve safety and address fast, unpredictable riders on a shared trail, other than a ban.”

One of those is enforcing a speed limit regardless of vehicle type, he said.

“Trail conflicts are real,” Piccolo said, but the heart of the issue lies in “speed and behavior, not the type of bike someone rides.”

“A posted limit applies to everyone on the trail, whether they are riding a traditional bike or an e-bike,” he said. “A ban excludes a category of rider regardless of how they actually ride.”

The posted speed limit on Cherry Hills Village’s portion of the High Line Canal trail is 15 mph. Richard Spritz, a resident for nearly three decades, said that threshold should be what guides use on the trail.

“Simply have speed limits you enforce,” he said.

Cherry Hills Village police have not cited anyone for illegal use of an e-bike on the High Line Canal trail in the last year, White said, but officers often give a warning for a first offense rather than issuing a ticket.

Spritz, a pediatrician, treats the opposite end of the age spectrum than Schwartz, his fellow villager, once did. But he knows from his own advance in years — he’s 75 — that e-bikes give a rider like him “the juice to just get over the hump.”

“It keeps people mobile,” he said.

Relief could be coming for e-bike lovers in Cherry Hills Village.

White, the city spokeswoman, said the city’s Parks, Trails and Recreation Commission has plans to review e-bike regulations early next year, which could be “the first step in determining whether the commission wishes to recommend any changes to the municipal code for City Council consideration.”

Schwartz hopes a discussion will be held sooner than 2027.

“That six months is a really important time span,” he said. “Being sedentary is terrible for older people. Acting on this faster for older people is important.”

The program will provide to more than 2,800 income-qualified residents over the next year, the announced Thursday. The rebates are part of the state’s broader work to reduce greenhouse emissions and meet .

The poor air quality that has plagued Denver over the last few days is a great reminder of the need to reduce emissions, said Will Toor, the executive director of the Colorado Energy Office. He was set to announce the initiative’s return this morning with Gov. Jared Polis at a bike shop in Wheat Ridge.

“Helping folks replace car trips with e-bike trips is one really cost-effective way to address pollution in Denver and the whole Front Range area,” Toor said ahead of the event.

Who qualifies?

Coloradans who make will qualify for the rebate. For metro Denver, that means single people who earn up to $80,640 per year, or a household with an income of up to $115,200 for a family of four.

Why did the rebate go away?

The state first offered a similar rebate in 2023, but the program ended after the money allocated to it by the state legislature ran out in 2025. During that time, nearly 8,000 Coloradans used the program to buy e-bikes.

The rebates totaled $9.75 million, according to the energy office. More than 34,000 people applied for the rebates.

What’s available this time?

Now the Colorado Energy Office is using $3 million from the state’s to pay for the rebates. The enterprise is funded primarily through fees consumers pay on residential deliveries of online shopping purchases, like those from Amazon, Toor said.

The relaunched program differs from the previous iteration in a few ways.

Coloradans who earn between 80% and 100% of their county’s area median income will no longer have access to the rebates. The application is also shorter and simpler, said Sarah Thorne, a senior program manager with the Colorado Energy Office.

In addition to the standard $1,000 rebate, customers can also apply a $300 discount to the purchase of a cargo e-bike as well as a $300 discount to an adaptive e-bike. The e-bike must be purchased from a retailer participating in the program.

How do people apply?

Those who are interested must submit their name and contact information to a lottery. If they are randomly selected for the rebate, they will then need to provide documentation of income and residency.

The first application window will be open from 11 a.m. on Aug. 24 to noon on Aug. 31. A link to the registration portal will be available . The application will reopen once each quarter.

What other incentives are available?

The relaunched program is in addition to an existing for e-bike purchases. The tax credit is available to all Coloradans, regardless of income, and is applied at the time of purchase from participating retailers.

The tax credit will increase to $450 on Jan. 1, Toor said.

While e-bike buyers can use both the rebate and the tax credit on a single purchase, they cannot combine the state rebate with those offered by local governments, like .

The vast majority of people who used the rebate from the first iteration of the program said they would not have bought an e-bike without the discount, according to a survey by the Colorado Energy Office. Those e-bike buyers, on average, replaced at least two vehicle trips a week with an e-bike ride, according to the survey.

Not only did those rides reduce emissions, but they also saved the rider parking and gas money, Toor said.

“For a lot of people, it’s also just a great way to get around,” he said.

Re: “Addressing e-bike safety starts by cracking down on e-motorcycles,” July 22, editorial.

I often ride the Cherry Creek and other bike paths at a 10-12 mph pace, frequently passed by both more energetic cyclists and e-bikes. Most are courteous and warn me as they approach, and although I am occasionally startled, no accidents yet.

In the e-bike debate, I have yet to hear anyone talk about rights of way. In Cherry Creek State Park, there are signs showing that bikes yield to pedestrians and both bikes and pedestrians yield to horses; in skiing, the overtaken skier has the right of way. I would recommend similar signs and/or regulations indicating that in shared spaces it is clear that e-bikes yield to bicycles, and both yield to pedestrians. It is clearly the considerate thing to do, but it needs to be explicitly stated

Peter Sanford, Englewood

Denver’s shared scooters and bicycles have come at the expense of public safety.

These vehicles are often abandoned on sidewalks, curb ramps, driveways, lawns, and in the street, creating hazards for pedestrians every day.

For people who use wheelchairs, walkers, canes, or mobility scooters, a blocked sidewalk can be impassable and force them into traffic. Older adults, people with visual impairments, parents with strollers, and other pedestrians also risk tripping over them.

The companies profiting from these fleets bear too little responsibility for the disorder they create. Why should Denver residents have to step around — or move — someone else’s abandoned scooter?

The city should treat this as the serious accessibility and safety issue it is. Shared scooters and bikes should be parked only in designated areas, with fines for blocking sidewalks and stronger penalties for repeat violations.

Innovation should not come at the expense of people with disabilities, seniors, or public safety. Our sidewalks are for people, not abandoned rental vehicles. It¶¶Ňőap time to put pedestrians first.

Sam Marcove, Denver

Protect food from all contaminants, not just cyclospora

Re: “FDA still focused on lettuce supplier as source of parasite despite test,” July 21 news story.

The recent article on the cyclospora outbreak is an important reminder that food safety extends beyond bacteria and parasites. We also need to address the chemicals that come in contact with our food every day. Forever chemicals (PFAS) are commonly used in food packaging and can migrate into the food we eat.

While outbreaks like cyclospora demand immediate action, long-term chemical contamination deserves the same urgency. Consumers shouldn’t have to worry about hidden health risks from the packaging. Stronger regulations and safer alternatives are essential to protect public health. Safe food means more than preventing bacteria and parasite contamination; it also means ensuring the packaging itself doesn’t expose people to harmful chemicals that can persist in our bodies and the environment for decades.

Caroline Garland, Centennial

Why are we still subsidizing oil and gas industry?

Re: “Study: Last winter’s snow drought sign of the future,” July 22 news story.

I am grateful – I guess – to Colorado School of Mines scientist Adrienne Marshall for the analysis that found we can expect winters with dismal snowpack like last year’s to become the norm by the end of the century.

As depressing as this analysis is, it is worth remembering that we American taxpayers are paying for this, to the tune of to the oil and gas industry. When the estimated costs of environmental and public health damages are included, the total is closer to $760 billion annually. Those costs feel very real in Colorado as we watch hundreds of homes destroyed by wildfires. Our winter recreation industry is being decimated and our summer outdoor recreation curbed by dangerous air quality index reports.

Call me cuckoo, but I think the 150-year-old oil business is ready to stand on its own two feet without taxpayer subsidies. In fact, I would go so far as to suggest that the fossil fuel industry and similar polluters be charged a carbon fee for the thousands of tons of pollution they pour into our air. That revenue could go to the American households who now bear these externalized costs without ever giving consent. I’m just saying.

Luke Clarke, Golden

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Takuma Keita Owuo-Hagood, who recently bought Rifle-based bike store Bear Trail Bikes, has been embroiled in a number of civil lawsuits regarding the store, including unpaid rent and a restraining order filed by the former store owners. Hagood, who lives in Centennial, does not appear to have any active criminal charges, and the FBI declined to confirm or deny any specific investigation.

The statute cited in the seizure notice by the FBI pertains to proceeds allegedly from “some form of unlawful activity.” An attorney for Hagood did not return a request for comment on Friday.

included a 2021 Lamborghini Huracan, a 2025 Mercedes-Benz EQB 250+, a 2024 Land Rover Range Rover and $116,000 cash from his personal and business accounts.

Hagood bought the bike store in September, according to court filings. He almost immediately ran into legal claims.

The former owners accused him in October of selling bikes in Denver, despite the business not being licensed there, and failing to properly account for the sales under the state rebate program, including by counting duplicate entries of sales. The former store owners flagged “an extremely high volume of sales that is far beyond what the business was previously doing” and worried about being implicated in potential wrongdoing.

In November, they filed a temporary protection order against Hagood.

In June, that Hagood had been selling bikes at the cost of state tax credits — but then taking months longer than promised to deliver the bikes or failing to deliver them altogether. According to 9News, companies can receive an advance on the tax credits.

Hagood’s landlord for a Lakewood storefront accused him of failing to pay rent since February, just three months into the lease. The lawsuit also accused him of failing to make needed repairs and making unauthorized renovations, which total between $50,000 and $70,000 in damage, not including unpaid rent, according to the complaint.

Bear Trail Bikes also faces a $6,000 small claims court complaint that alleges the business engaged in “a clear pattern of ‘bait and switch’ advertising and a failure to deliver goods within a reasonable time.”

The costs associated with entry fees and reservation times can add up quickly between the numerous national parks, national forests, state parks and more. It can also be difficult to keep up with it all since each attraction is managed by a different agency or municipality.

Say, for example, you live in Denver and have friends or family visiting for a long weekend. If you want to take them kayaking at Chatfield State Park in Littleton one day, you’ll need to buy a $12 vehicle day pass. And if you also want to drive them to the summit of Mount Blue Sky near Idaho Springs, you’ll need to make a reservation up to 30 days in advance and pay another $22 reservation/entry fee for the day.

That¶¶Ňőap a $34 investment before you consider the added costs of gas, food, and gear rentals.

Or perhaps your group wants to venture further into the forest and check out the iconic Hanging Lake in Glenwood Springs followed by a trip to Maroon Bells Scenic Area near Aspen. That will set you back $12 per person for hiking access to Hanging Lake, plus $12.50 to park at the Maroon Bells trailhead. The catch: Maroon Bells’ parking reservations fill up quickly, so unless you book well in advance, you’ll likely have to take a shuttle to the scenic area for $16 per adult and $10 per child.

The cheapest way to get into Maroon Bells Scenic Area is to ride an e-bike, which incurs a $5 entry fee — though that does not include whatever it may cost to rent one from a nearby shop. Plus, you need some level of physical fitness, as round trip from Aspen Highlands Ski Area to Maroon Lake.

Fees to access these beloved areas often go back to helping crews maintain and clean the trails and amenities, so they are not cash grabs. And there are some money-saving hacks to bring down the cost. For example, when Coloradans register their vehicles each year, they can get a , a steep discount compared to the usual price of $80.

Still, it¶¶Ňőap easy to spend hundreds of dollars per year to visit Colorado’s most coveted outdoor destinations. Here’s a breakdown of prices to know about ahead of planning your next trip.

National Parks Annual Pass: $80

If you plan to visit all four of Colorado’s national parks, or even a single park more than twice, it¶¶Ňőap probably worth investing in an annual pass. Otherwise, you’ll pay $30 per car to visit , and , and $25 per car to visit the . Individual parks also sell individual annual passes for less than $80. For example, an annual pass to Black Canyon of the Gunnison National Park costs $55.

State Parks Annual Pass: $80

As mentioned, Colorado residents can snag a discounted state parks pass when they sign up for a during vehicle registration. That is the only time locals can access that discount. About a quarter of the population opted in for that pass between June 2024 and June 2025, to support state parks, local search and rescue volunteers and the Colorado Avalanche Information Center, according to the Colorado Department of Transportation.

State Parks Day Pass: $10-$12

Day use passes to Colorado’s state parks typically cost $10 per private vehicle. However, several parks increased entry prices by $2 this year to support maintenance of roads and dams. It costs $12 to visit Chatfield State Park in Littleton, Cherry Creek State Park in Aurora, Golden Gate Canyon in Golden, Elkhead Reservoir State Park in Craig, Stagecoach State Park in Oak Creek, State Forest State Park in Walden, and Pearl Lake State Park and Steamboat Lake State Park in Clark. (Out-of-state visitors pay $15-$17 per day depending on where they go.)

Mount Blue Sky: $17-$22

Following a multi-year closure and redevelopment project, the Mount Blue Sky Recreation Area reopened to visitors in May of this year. Entry costs $20 per car or $15 per motorcycle, plus a $2 reservation fee to schedule when you want to visit in advance (required). The recreation area officially starts near Echo Lake on the , and includes access to Mount Goliath, Summit Lake Park, and the Mount Blue Sky Summit at 14,266 feet.

Pikes Peak: $20-$40 per person

Located near Colorado Springs, Pikes Peak is one of Colorado’s most accessible 14ers because there is a paved highway that runs 19 miles all the way to the summit. But, of course, it will cost you to get there. Entry costs $18 per person in a private vehicle (or $65 for a car of up to five people), plus a $2 reservation fee when booked in advance. Another option is to ride the shuttle to the top, which costs $40 per adult and $12 per child.

Hanging Lake: $12 per person

Much of the trail to Hanging Lake, near Glenwood Springs, was destroyed in a wildfire that ripped through the area in 2020. Though it has technically been open since 2021, a $4.7 million reconstruction project is now complete and welcoming visitors. Reservations ($12 per person) are required to visit Hanging Lake, a Natural National Landmark formed from travertine, or limestone deposited near mineral springs. The lake was formed by a geologic fault that caused the lake bed to drop away from the valley floor above, and it remains home to an extremely sensitive ecosystem.

Maroon Bells Scenic Area: $5 and up

The Maroon Bells Scenic Area provides access to Maroon Lake and acts as a gateway to the larger Maroon Bells-Snowmass Wilderness. It costs $12.50 ($10, plus a $2 reservation fee) to park at the trailhead. But parking sells out far in advance, so visitors may have to take a shuttle service that runs from Aspen Highlands Ski Area to the Maroon Lake trailhead. That costs $16 per adult and $10 per child when booked in advance, or $20 per adult and $14 per child when booked day-of. New this year, the area is charging $5 per e-bike entry.

Maroon Bells ranks among Colorado’s most well-known destinations, recording about 215,000 visits annually between May and October. That¶¶Ňőap why fees are expected to go up in the coming years, as Pitkin County officials work to take over maintaining the recreation area.

Blue Lakes: $6-$31 starting in 2027

Anyone who wants to visit the Blue Lakes, located near Ridgway and Telluride on the Western Slope, will soon have to buy a permit to do so. Starting in 2027, the U.S. Forest Service expects to require people to buy a $5 day-use permit or $25 overnight camping permit during peak season, from June 1 through Sept. 30. The prices are anticipated to include an additional $1 and $6 reservation fee, respectively. (The agency recently proposed those fees and is currently .)

The Blue Lakes have become extremely popular in recent years to the point that recreation has devastated the natural wilderness. The permit system is intended to cut down annual visitation from about 35,000 people to 8,000 people.

“We’re balancing this desire for new technology with safety, and obviously safety comes first,” Douglas County Commissioner Abe Laydon said during a Tuesday afternoon hearing in Castle Rock.

The commissioners voted 2 to 0 to pass the ordinance. Commissioner George Teal was absent.

The , which takes effect immediately, bans the use of motorized dirt bikes or electric motorcycles on public thoroughfares. Fines for violating the law will start at $250 and can go as high as $1,000.

Operators of low-powered scooters, which can achieve speeds as high as 50 mph, will need to have a valid driver’s license while riding. Additionally, children under the age of 18 will be required to wear a helmet. The vehicle must also be registered and have valid insurance. Violators will also be assessed a minimum $250 fine.

The measure also punishes parents or legal guardians who “knowingly allow a minor… to operate an off-highway vehicle” on public streets or trails in the county with a minimum $250 fine.

The ordinance focuses on electric motorcycles, dirt bikes or low-powered scooters that can exceed speeds of 20 mph. The new restrictions will not apply to electric bicycles, or e-bikes, or to electric scooters that can’t exceed 20 mph.

Douglas County sheriff’s Cmdr. Alan Stanton said the conservative county strives not to overregulate in general. But in this case, he said, safety is paramount.

“The regulations haven’t kept up with the items on the roadway,” Stanton said Tuesday. “We only want to regulate what’s a problem.”

Laydon said e-bikes are not the problem. To parents, he said, the county’s message is clear.

“Do not buy the high-powered dirt bikes for your kids,” he said.

Douglas County’s new rules apply to unincorporated parts of the county, including Highlands Ranch. The county follows the lead of and , which each passed similar regulations late last year and in April, respectively.

Last year, Denver established new rules for shared scooters that add parking requirements in some places and require the use of technology to enforce a ban on sidewalk riding.

Off-highway vehicle sales have exploded in recent years and . The firm projected last year that the global dirt bike market would grow from $6 billion last year to $10.4 billion in 2034.

The American Academy of Orthopaedic Surgeons reported in 2025 that a showed a rise on average of 389 injuries annually from 2014 to 2023.

The academy concluded that the persistence in orthopedic injuries “highlights the need for stricter regulations, including a minimum operator age of 16 years, speed restrictions, mandatory safety training, and increased protective equipment use.”

Douglas County Sheriff Darren Weekly said he’s heard complaints from many residents about young people popping wheelies and blocking traffic while riding dirt bikes and other off-road vehicles on public roads.

“Our residents have had enough,” he said.

The cyclist crashed with a vehicle near Steele Street and Eastbound Interstate 70 just before 7:30 p.m. on Thursday.

The incident happened when police officers tried to stop the cyclist “for hazardous traffic violations when the bicyclist rode on to  the highway in an apparent attempt to elude officers who were following him,” Officer Siena Riley said in an email.

The cyclist, who has not been identified, was taken to the hospital where they were pronounced dead, according to the .

The crash is under an internal investigation.