For food delivery riders 10 hours of work per day with 2 euro per delivery

There is also a smaller but clear African presence: workers from Morocco, Nigeria, Somalia, Tunisia, Senegal, Gambia, Mali, Cameroon and Burundi together make up about 5% of the sample. Residual, but indicative of the sector's heterogeneity, is the share of citizens from Eastern Europe (Romania, Georgia, Albania) and the Mediterranean area (Greece, Cyprus).

In the sample, multi-working is not the exception: it is the rule. More than half of the riders claim to work for more than one platform (55%), a figure that tells of an industry where continuity of income is sought by adding up apps, shifts and deliveries.

Within the perimeter of the autonomous, the geography is dominated by two names:

A smaller share also works with Just Eat (13.9 per cent), but with a relevant detail: Just Eat employs people with employment contracts. In these cases, the activity on Glovo/Deliveroo is often performed as a second or third job.

How much does a rider earn on average? The NIdiL CGIL survey shows that the average earnings per delivery are most often between EUR 2 and EUR 4 gross (56.3%).

It is essential to make it clear: everything is in this figure. There are no automatic additional allowances for:

If time gets longer or costs increase, it all falls on the worker. It should come as no surprise, therefore, that more than half of the riders (55.4%) indicate that they refuse deliveries when the proposed remuneration is too low. Added to this is a strong opacity in the price composition: few claim to really understand it (12.9%). Translated: the algorithm often decides, but does not explain.

Almost all of the riders interviewed claim to use their own means of transport (92.5%). These are often bicycles or electric scooters (40.6%), but in many cities - not only in the big capitals - a significant share deliver by car (23.4%).

Most bicycle couriers (66%) travel more than 40 km per day, with living costs (fuel, maintenance, telephone) often exceeding 200 euro per month (31%). An economic impact that further erodes already low remuneration.

Added to this is the issue of theft, which is far from marginal:

Even the routes suggested by the apps are often inappropriate for the vehicle or the urban context: this not only complicates riders' lives, but also affects distance and time calculations with repercussions on compensation.

In the field of health and safety, training takes place mainly online (71.3%), with a minority of face-to-face courses (16.6%). However, the quality of this training appears largely insufficient, both because of its short duration - often less than two hours (43.8%) - and because of the superficiality of the content, which is reduced to standardised modules or automated tests without any real in-depth study of the risks of working on the road.

The prevailing use of the online mode allows for wider use, but does not guarantee real learning or control over actual participation. Moreover, in a multilingual audience with different levels of digital literacy, training exclusively in Italian (81.9% of cases) runs the risk of being poorly understood and not producing the preventive effects expected by the regulations.

The result is a picture in which training, although formally provided, does not ensure effective risk awareness or adequate protection of workers, especially among riders of foreign origin.

Dpi: absent or inadequate. In fact, PPE is absent for one out of four riders (28.2%) and, when present, it is often not adequate for the actual risk profile of road work.

The equipment focuses on generic garments:

While critical presences for prevailing risks remain residual:

This results in structural shortcomings: insufficient climatic protection (heat, solar radiation, rain), poor night visibility, non-guaranteed hydration, untraced maintenance and replacement of PPE. Moreover, the supply is often episodic and the cost is actually passed on to the workers.