A single private contractor with a history of winning municipal contracts without competitive bidding is collecting taxpayer money from two Colorado ski towns to run a delivery program that has never come close to paying for itself — and the data used to sell Breckenridge on making it permanent does not survive scrutiny.
Breckenridge Town Council voted April 14 to make the E-Delivery program permanent and establish the first fees to offset its cost. Under the proposed structure, distributors pay a tiered annual permit fee based on delivery volume, truck size, and time at the dock. If all 17 current participants pay, the program generates $295,100 — 19 percent of operating costs. Council materials described that figure as “roughly 20 percent.” Taxpayers cover the remaining $1.24 million, which works out to $3.19 on every product delivered through the program to the roughly 70 downtown bars and restaurants being served. The 5,000 permanent residents of Breckenridge pay that subsidy whether or not they patronize any of those businesses.
The 17 distributors in the program have received the better end of that arrangement since the pilot launched in November 2024. Instead of making 15 to 20 separate downtown stops on streets the Town identifies as high-risk, each distributor makes one drop at the centralized dock. Town packets cite the operational savings explicitly — Colorado diesel at $4.84 per gallon, labor at $25 to $35 per hour, vehicle maintenance benchmarked at $0.20 per mile. For 17 months those savings went to private companies while Breckenridge carried the full operating cost.
The contractor on the other end of that budget is 106West Logistics, a Vail-based company that holds both of Colorado’s only two municipal last-mile delivery contracts. Breckenridge’s own program documentation states 106West was selected because distributors already had “a trusted and proven relationship with 106West via the load and delivery program in the Town of Vail” — not through competitive procurement. In Vail, the Denver Gazette reported in 2024 that 106West received its contract without public advertisement, without competitive bids, and in violation of a town ordinance requiring a public bidding process. The contract grew from a $380,703 pilot to a $1.5 million annual renewable agreement. The Gazette contacted the top five delivery services in Colorado afterward — each confirmed they could have performed the work and none had been asked.
The Colorado Motor Carriers Association filed a lawsuit against Vail arguing that municipalities cannot legally restrict delivery traffic on public roadways, which constitute protected commerce under federal law. That case was active when Breckenridge moved forward with its permanent program.
The data used to justify the program raises separate questions. Town materials presented to Council on April 14 state the program has “reduced 84,370 pounds of emissions” since launch. The March 24 work session memo used different language — “reduced an estimated 84,370 pounds.” The word “estimated” did not make it into the April 14 ordinance, where the figure appears as established fact. No calculation methodology is documented in any of the four meeting packets spanning both meetings. No EPA emission factor, no truck-mile baseline, no fuel consumption figures. The number was produced by 106West. No independent verification is noted in the public record.
The program’s primary volume metric has the same problem. The 482,366 “products” delivered since launch are never defined. A product could be a single bottle or a full case. Without a definition the figure cannot be evaluated or compared to anything.
The program’s safety rationale is its most straightforward element. Between 2019 and 2023 more than 160 vehicle accidents occurred in the Town Core. A 2025 Summit County study classified those streets as a High Risk Network — roads with three or more identified risk factors that make up just four percent of all Summit County roads. The program removed 2,495 large trucks from that corridor during the pilot at a cost of approximately $617 per truck.
Vail’s experience provides the only available measure of where Breckenridge is headed. The program there has run for four years with the same contractor and has not achieved financial sustainability. Vail’s 2024 budget allocated $1.5 million for the program and recovered $600,000 in distributor fees — 40 percent cost recovery, the highest either town has reached. Vail reached that figure by making participation mandatory and restricting truck access to pedestrian areas by ordinance. Breckenridge’s program remains voluntary through 2028. Distributors who find the fee unacceptable can exit, return to downtown streets, and the Town has no mechanism to stop them.
The proposed fee increases are capped at two percent annually through the 2028 permit cycle. The 2026 operating budget is $1.54 million. No disclosure of what the Town spent during the 2024 and 2025 pilot period appears anywhere in the public record.
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