Profile of Messengers

The industry has a cadre of skilled and dedicated messengers who, like Lund, remain on the job because they love cycling for their living. These intrepid cyclists — African-American, Latino and white — comprise a genuine “gorgeous mosaic,” reflected in their colorful clothing and evident pride. But many others become messengers because they have few other options. “It's a poor working-class job,” says McGlynn, “one of the few jobs that's always available.” “If you're going to get bottom-rung work, you can get a job in a restaurant, cleaning up offices or as a messenger,” says Lund. For many, becoming a messenger is the most attractive option, since it's outdoor work with an unusual degree of autonomy.

The casual nature of messengering has serious drawbacks, both for the riders themselves and for everyone on the street. Because most companies hire rapidly without screening or training their messengers, many are sent out on the road with little or no expertise in city riding. There are exceptions, such as Breakaway Courier Systems, a company that conducts safety orientations for its new couriers and has a good safety record. [2]

Under the harsh conditions of the street, many messengers last only a few months. Injuries are frequent, and of the 15-20 cyclists killed each year in New York City, one or two usually are messengers. Companies are required by law to provide worker's compensation, but don't necessarily go out of their way to inform their messengers of the fact. They generally offer no other benefits, no holidays. Attempts by McGlynn and the ICA to create a messengers' union have run into a catch-22: because conditions are so poor, the turnover rate is far too high to get a union started to improve conditions.

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