Statistics collected by the State Highway Administration also reveal that more than 60 percent of bicycle crashes occur between May and September, and 47 percent between the evening rush-hour commute between 3 p.m. and 8 p.m.

“We’ve got to look out for each other,” said Slater, stressing that both drivers and bicyclists need to follow the rules of the road.

Bike Maryland interim executive director Steve Miller added that texting and talking on the phone while driving has become a dangerous hazard not for only for automobile drivers, but especially for bicyclists who are unprotected.

“Distracted driving has become the new DUI,” Miller said. “And it’s willful and intentional.”

To help encourage more bicycle commuting as well as protect those who ride bicycles in the city as a means of transportation, the City of Baltimore will also be adding additional bike infrastructure in coming months, including the launch of a long-delayed bike-sharing program. That effort, scheduled for the fall, will place 50 stations and 500 bikes around the city for short-term rental and will include 200 electric-pedal assist bikes.

Also in the works is the construction of a dedicated cycle track on Maryland Avenue, running from 29th Street to Pratt Street, as well as six miles of new bike lanes—many connecting to the new cycle track.

In terms of the percentage of people who indicate that bicycling is a part of their commute, the U.S. Census reported a 62 percent increase nationwide from 2000 to 2014. Portland at 7 percent, Minneapolis at 4.6 percent, San Francisco at 4.4 percent, Washington D.C. at 3.9 percent posted some of the highest bike commuter rates in the country, with Baltimore ranked 38th among the 70 largest U.S. cities at .7 percent.

Ultimately, Baltimore City officials would like to see the percentage of bike commuters reach 9 percent over the next 15 years.

Some of the cities experiencing the biggest bike commuting increases over the past several years are Pittsburgh, where rates have more than tripled, and St. Louis, Chicago, Oakland and New Orleans, where rates have doubled.

“Biking is really important for a lot of reasons,” Caitlin Doolin, bicycle and pedestrian planner for Baltimore City, told The Sun. “It’s a huge part of our urban fabric, making transportation more sustainable, more healthy. People who bike tend to have higher attention spans at work, take less sick days, and have better health ratings from their doctors. And also, it’s fun.”

Something about the empty driveway next to his off-campus house in
Georgetown always bugged Nick Miller. But he couldn’t quite put his
finger on it. Not until a trip to a Baltimore Ravens’ game took him
through Federal Hill. There, driving with friends, desperate for
parking, Miller saw residents holding up cardboard signs advertising
spaces for rent. And it hit him. Sure, parking demand reaches naturally
epic proportions on game days around M&T Bank Stadium; Miller, who
grew up in Harford County, knew that. But finding convenient downtown
parking in Baltimore and Washington, D.C., was always like searching for
a needle in a haystack. Could digital technology, he wondered, fill
those empty driveways, lots, and parking pads with actual cars in real
time?

Brainstorming with computer programmer Adam
Zilberbaum at the first Baltimore StartUp weekend, Miller’s epiphany led
to a prototype for a user-friendly, peer-to-peer parking website and
app. That was three years ago. Today, Parking Panda,
which receives a cut of all transactions, makes locating and reserving a
parking spot as easy as purchasing a seat online at Center Stage or
Camden Yards. To date, Miller—just 25, low-key, and usually unshaven—and
Zilberbaum, 31, have raised nearly $5 million in financing. They’ve
added 18 employees, expanded to 40 cities, and bolstered their operation
to include commercial parking garages.

But if their concept was
merely a one-off success, albeit a welcome help to alleviating downtown
traffic woes, it would just be a nice entrepreneurial story and end
there. It doesn’t. It barely scratches the surface.

When
Miller——who today bikes from his Fells Point apartment to his Federal
Hill office—travels out of town, he does what a rapidly multiplying
number of young adults do: He seeks out similar peer-to-peer services.
Rather than dropping a couple hundred dollars on an impersonal hotel for
a few of nights, he finds an inexpensive room he likes—and maybe
interesting hosts—online via Airbnb,
which enables almost anyone to turn their home or apartment into a
B&B by renting a spare bedroom. Instead of wasting money on a rental
car that will mostly sit idle, he’ll go to his smartphone to hook up
with a Zipcar, hop a ride with a Lyft driver, or tap Uber’s taxi-on-demand app. In D.C., he might use the city’s massive bike-sharing program.

All of which, like Airbnb, and a laundry list of related platforms, are taking hold in Baltimore, too.

In
fact, when Miller and Zilberbaum first began developing Parking Panda,
they were harbingers of a profound cultural shift. Enabled by mobile
technology, pushed by changing millennial values emphasizing
sustainability and creativity, and fanned by the economic slowdown—it’s a
transformation described as “the sharing economy.” Simply put, the
people born between 1980 and 1994—the largest and most educated
generation in U.S. history—are choosing to live differently and
reshaping how cities, including Baltimore, function at basic levels.

“There
are many different factors at work, and it can be difficult to separate
cause and effect,” says Susan Shaheen, co-director of the University
of California, Berkeley’s Transportation Sustainability Research Center.
“There’s been the wholesale introduction of wireless smartphones and
applications, but there’s also been a dramatic change in the younger
population—a reduction in the number of people getting driver’s
licenses—and a deliberate move away from suburban lifestyles. This
generation wants to live in urban areas with the culture and community
that affords and not have the burden of vehicle ownership.”

Raised
on “sharing” models from Napster to Spotify to Netflix—millennials have
also been referred to as “the cheapest generation.” Partly, this was
born out of necessity, things like exploding college debt and a horrific
job market. But millennnials always seemed fundamentally opposed to
paying for things previous generations took for granted—like music,
newspapers, and cable TV. Now, they’re not buying cars and houses at the
rates of previous generations. And, they are the first generation,
according to a recent study, to value their smartphones over their cars.

For them, it’s not much of a leap to use digital technology to share bicycles, handsaws (NeighborGoods), used clothes (thredUP), automobiles (RelayRides), pet-sitting duties (DogVacay)—or
even an apartment for a few nights. Especially if it’s more convenient,
less expensive, and maybe offers a more rewarding personal
transaction—another millennial value. (It’s called social media for a
reason.)

Got the money, but not the time? Find someone on Taskrabbit to run that errand. Need funding for your nonprofit? Indigogo
can help. Cash to make a movie? Baltimore filmmaker Lotfy Nathan raised
more than $30,000 for his documentary, 12 O’Clock Boys. Even though
millennials aren’t going to stores to buy music or movies, they will
support something they care about—if they can feel like a part of the
project.

“I think what Parking Panda, Zipcar, or Uber, Airbnb, and
these models do really well is more efficiently utilize existing
resources,” Miller says. “I think this generation is hardwired to think
that way. There’s a move toward ‘experience’ and away from ownership.”
If it’s more adventurous, like jumping in the front seat of a hot
pink-mustachioed Lyft car, charging your phone, and chatting with the
driver—probably about the same age—or getting the insider tip on the
best neighborhood dive bar from an Airbnb host, all the better.

To
listen to Miller, it was the desire for efficient logistics and
creative opportunities that led him to move into the city. “I love it,
but I didn’t necessarily anticipate that growing up [in a rural
county],” he says. “I can walk to Canton Square. There’s a culture, an
art scene, museums. I like to do a lot of things, and all that’s
possible because of the neighborhood I live in.”

Of course, the
new peer-to-peer models don’t just afford the chance to save
hard-to-come-by wages, but generate income on the other side of the
equation. Shaina and Trevor Holman, both in their late 20s and from
suburban North Carolina, decided to buy a house in Hollins Market when
she got accepted into the University of Maryland School of Dentistry.
“Our parents were like, ‘Buy a house in the city?,’” Holman laughs. “But
we found this neighborhood that is a really a good fit.” They get by
with one car—a “car-lite” household—because she can walk to school. And,
for the past year, they’ve made between $900 and $1,600 a month renting
a bedroom on Airbnb.

Holman learned about Airbnb from a neighbor,
who earned enough to quit her full-time job and launch a start-up
company. Three other neighbors are also renting rooms now, and her
husband, once his contract job expired, launched his photography
business while the extra income was streaming in. Holman admits that,
initially, there was a bit of an “ick factor” about inviting strangers
into their home, but she got past it. “It’s amazing how quickly you
become friends with some of the guests,” Holman says. She recommends
nearby Zella’s Pizzeria and CUPS Coffeehouse to visitors and helps them
navigate the city. “We still keep in touch with people who were here
just for two nights.”

A large factor in the confidence in
peer-to-peer models like Airbnb, Holman notes, is that people on both
ends are required to register online, get verified through social media
like Facebook, and then provide user reviews. “Like Yelp,” she chuckles.
“I was nervous about that, too, but it makes everyone want to leave a
good impression.”

In terms of how the new business models are
playing out in urban areas, physically it’s most apparent in
transportation. Some cities have wrestled with regulating the
peer-to-peer models, but Baltimore, so far, has taken a hands-off
approach.

Billy Hwang, of the Baltimore City Department of
Transportation, and a Gen-Xer, can’t help but laugh when he hears
Shaheen’s phrase, “the burden of vehicle ownership” repeated. He sounds
stunned by how fast changing millennial priorities and emerging
technology have affected urban planning.

“In my generation, the
first thing you did when you turned 16 was take your driver’s test,”
Hwang says. “Now, you look at something like bike-sharing. Five years
ago, that was a farfetched idea.

“The iPhone sparked a revolution
that’s been spilling over into transportation for the last two to three
years,” Hwang continues. “We’ve never seen anything like this—where
non-transportation technology is driving changes in transportation.”
Wireless radio-frequency identification, for example, is what enables
Zipcar members to open a car door with a swipe of an ID card or a
bike-share member to unlock a bicycle from a station. Also new: the
ability to track Charm City Circulator arrival times on a smartphone.

“When
we look back, we might put the turning point at 2010, when peer-to-peer
car sharing started in San Francisco and bike-sharing came to
Washington,” says Shaheen, who has studied transportation for 17 years.
“The phenomenon of ‘shared’ mobility is occurring and gaining
momentum.” (Hwang might add it was the same year the iPhone 4, still the
most popular iPhone, was released.)

Case in point: There are
currently bike-sharing programs in 46 U.S. cities, and Charm City
Bikeshare, Hwang confirms, will break ground this spring with 25-30 bike
stations. If doubts remain about the popularity of such bike and
ridesharing systems, consider that D.C.’s Capital Bikeshare accounted
for nearly 2.5 million trips last year. And that New York City’s
bike-share program posted 5 million trips in its first five months last
year. Or that Lyft, now in 18 cities, surpassed 1 million trips in
August, in its first year in business.

Zipcar, too, which arrived
with a handful of cars on Baltimore college campuses, has also expanded
dramatically. With 200 cars in the city, it’s now working closely with
the Parking Authority to reduce downtown parking demands, as well as
their Parking Authority fleet of vehicles. Parking Authority spokeswoman
Tiffany James, a married Hampden mom with twins, says Zipcar allowed
her family to sell one of their cars. “We have people who have asked us,
‘When can we get Zipcar in our neighborhood?’” James says. “Patterson
Park’s neighborhood association cheered when we introduced Zipcar.”

Jeremy
Pomp, who works for Zipcar, is from Harford County, just like Parking
Panda’s Miller. In many ways, his story parallels changing millennial
values. At 33, he’s old enough to have suffered through the worst of his
generation’s financial woes, having bought a house before the 2008
crash and then watching it lose 30 percent of its value almost
overnight. Today, he and his wife rent an apartment and live with their
two children near Ridgley’s Delight, also getting by, happily, with one
car—a 12-year-old VW Golf. Pomp bikes his 4-year-old daughter to school
before riding to work in Mt. Vernon. He takes advantage of previously
unavailable digital and GPS technology to live more efficiently—i.e.
less time in the car. “If we are out of peanut butter, I add it to the
list and order with Relay Foods [an online grocer now in 10 cites], and
they’ll deliver it.

“Zipcar, bike-share, Uber—these things
complement each other,” he continues. “And they are really about
removing barriers to living in the city that have been built up over
time.” His mother, he notes, grew up in Patterson Park when most
families got by with one car or no car, borrowing a neighbor’s for
weekend grocery shopping, if necessary. In that way, he says, new
technology is actually enabling people to live in downtown neighborhoods
more like they way people used to.

Shaheen agrees that the idea
of “sharing” resources isn’t new. It’s what people did in previous
generations before a 50-year splintering to the suburbs. At the same
time, she cautions about overstating the trend toward urban living among
millennials, who have also been delaying marriage and children.
“There’s still time for them to move to the suburbs,” she says. In other
words, there’s still no app for improving city public schools, or
lowering poverty and crime rates.

However, Holman, who is
pregnant, says she and her husband do not plan to leave the city. She
admits, though, that once the baby arrives, they plan to put a hold on
Airbnb.

“I don’t feel comfortable about having strangers in the
house with a baby,” she says. “But what’s funny, is that our parents—who
thought we were crazy to buy a house in the city and then crazier to do
Airbnb—are now like, ‘That’s a lot of money you’ll be losing. Are you
sure?’”

Ron Cassie is a senior editor at Baltimore.