For Małopolskie Employers
Małopolskie is a voivodeship where naming the capital genuinely tells a driver where the work is. Kraków holds close to a quarter of the population, is more than eight times the size of Tarnów, and grew while almost every other town in the region shrank. Average gross pay in the national economy runs higher here than in Śląskie, Podkarpackie or Świętokrzyskie. FastDriver.eu puts your vacancy in front of drivers who will want to know, before anything else, whether the vehicle can enter the city.
Applications straight to your inbox • Kraków, Tarnów and the western towns • Licence and qualification guidance under a separate agreement
Małopolskie is one dominant city ringed by logistics parks on the A4 and national road 44, an urban warehouse layer inside Kraków itself, a manufacturing legacy in the western towns and a mountain south where tourist traffic outweighs freight.
Write the title as kierowca kat. C+E and the requirement line as prawo jazdy kat. C+E, then be explicit that the professional qualification has to be Polish. That means kwalifikacja wstępna or kwalifikacja wstępna przyśpieszona, the qualification test at a WORD, and the kod 95 entry in the licence afterwards. Postings go live at www.fastdriver.eu/jobs/poland.
Read the proposition closely, because it is narrower than most people assume. FastDriver.eu is a job board for drivers, not a recruitment agency, and it holds no licence as an agencja pracy tymczasowej. It never employs a driver and never places one. The contract runs between you and the person you choose.
The judgement to take from Kraków is that a hire and a fleet decision now arrive together. Three of the Panattoni formats named around the city are city logistics or urban warehouses, and a clean transport zone covers the area inside the fourth ring road. Whether that zone binds goods vehicles could not be established, so the thing you most need to know about the work you are advertising is the thing you have to go and ask the city for. The Poland employer page covers the portal's limits.
Kraków advert titles run heavily to international kat. C+E work, with refrigerated runs named outright in the title and the city's own urban logistics layer barely advertised at all.
The Kraków titles that name a scope name międzynarodowe. One operator advertising here runs Germany, Belgium, the Netherlands, Switzerland, France and Italy while expressly excluding the United Kingdom and Scandinavia, with the schedule agreed individually and a current karta kwalifikacji kierowcy required.
An operator with a base at Brzesko prices its krajowy and its międzynarodowy work identically, and its domestic category reaches Slovakia, Hungary, Czechia, Germany and Romania with weekends at home. Southern Poland lets you sell that as domestic work, honestly, if you spell out the countries.
Refrigerated work appears in Kraków titles as chłodnia, in the title rather than the body. Naming it does two jobs at once: it filters for drivers who want temperature controlled loads, and it warns off those who will leave after the first week of reefer discipline.
Panattoni's city logistics formats sit in and beside Kraków, at the airport and in Nowa Huta, which implies last mile and urban distribution alongside trunking. The honest title is kierowca ciężarówki, with kat. C for a rigid or kat. C+E where the unit is a tractor.
The Kraków to Zakopane corridor is expressway for its middle section and tunnelled under one ridge, with around twenty-five kilometres of ordinary dual carriageway out of the city. Freight shares it with tourist peaks. A kat. C+E driver on this lane is working to a timetable the holiday traffic sets.
Say what you will genuinely accept. One Kraków title advertises możliwość przeszkolenia, training available, which is a straight answer to a candidate holding C+E and no commercial hours behind the wheel. An advert that lists experience as a requirement and then takes anybody wastes everyone's time, including yours.
A driver reading a Małopolskie advert is really asking how far out of Kraków the yard sits. The A4 runs the length of the voivodeship through Kraków and Tarnów. The S7 comes down from Warsaw and carries on south towards the Tatra foothills. Everything else reduces to which arc of the Kraków bypass the route puts you on.
Skawina illustrates it. One park there sits about ten to fifteen kilometres from the city centre, roughly fourteen from Balice airport and some eighty from Katowice, with an A4 junction about a kilometre away and national road 44 running alongside.
The bypass is a single shared corridor rather than three. Until the last section of the eastern arc opens, the S7 is signposted concurrent with the S52 and the A4 around the north and west of Kraków. Three numbers, one arc of tarmac.
Southwards the picture changes twice. Myślenice to Rabka-Zdrój is open, through a tunnel over two kilometres long under Luboń Mały that took more than forty-eight thousand vehicles on a record summer Sunday. The run to the Slovak border is years off.
The A4 tolling boundary falls inside this voivodeship. West of Kraków Balice the motorway is tolled; east of it, it is not. Junctions in the Chrzanów area are tolled without toll stations, and the junctions at Kraków Południe and Jeleń are still incomplete.
Driver work is not the same job in every part of Poland. The western voivodeships run on German corridors, the eastern ones sit against Schengen external frontiers, the north works the container ports and Upper Silesia is a conurbation rather than a single city. Open another voivodeship to see what applies there.
Polish drivers search in Polish. An advert written only in English will miss most of the domestic market, and the vocabulary below comes from reading live listings rather than from a dictionary.
Write the licence as kat. C+E, with the plus sign. On a sample of Warsaw listings the C+E family was the largest single group of driver adverts, and the plus sign was present in almost every one of them. Use kat. C+E in the title, prawo jazdy kat. C+E in the requirements, and treat CE as a synonym rather than the main form.
Kierowca zawodowy is the wrong title. It is the term the law and the training sector use, and it appeared in none of the advert titles sampled. Put it in the body copy if it helps explain the qualification, and keep it out of the headline.
For bus and coach work the title is kierowca autobusu, used far more often than kierowca kat. D, although the category appears in brackets inside the title. Kierowca miedzynarodowy works as a title on its own, not just as a modifier, and kierowca ciezarowki is the plainer phrasing a candidate is more likely to type. Kierowca tira is colloquial and worth carrying as a search synonym.
Polish adverts put the rotation in the title and candidates screen on it before anything else. System 3/1, system 2/1, pojedyncza obsada, podwojna obsada, tandem. Say which one the job runs on. An advert that leaves it out is asking the driver to guess at the thing that decides whether they can take the work.
The geographic split runs three ways rather than two. Transport krajowy means home most nights. Transport miedzynarodowy on a rotation is the middle tier. The third tier names the corridor instead of describing it, written as BAZA plus country codes, and it is the most specific signal in the Polish market. Use the tier the work actually is.
Segment words earn their place in the title: plandeka, chlodnia, przewoz zywych zwierzat. They tell a driver what the trailer is before they open the advert.
Gender neutral markers are close to universal in formal postings, written as (k/m), (k/m/n) or as the paired Kierowca / Kierowczyni. One caution: (k/m) usually marks gender but some employers use it for krajowy and miedzynarodowy. Spell out transport krajowy i miedzynarodowy rather than abbreviating it.
One gap is worth exploiting. Kwalifikacja wstepna, swiadectwo kwalifikacji zawodowej and kod 95 appeared in none of the adverts read in full, while karta kierowcy appeared in most of them. Employers name the document they already know and skip the one that actually decides whether the driver can work. Naming kod 95 in your advert filters candidates before the interview rather than after it.
One word needs care in a southern Polish advert. Krajowy does not reliably mean inside Poland: an operator based at Brzesko puts Slovakia, Hungary, Czechia, Germany and Romania in its domestic category, because the driver is home at weekends. Spell out transport krajowy i międzynarodowy, then name the countries and say how often the driver sleeps at home. The category label is doing no work on its own, and candidates here know it.
FastDriver.eu operates as a European driver job portal and allows candidates elsewhere in Europe and in eligible international markets to find and apply for suitable Polish vacancies.
Start with a warning about sources. A single act now governs everything an employer does to authorise a foreign national's work, and it replaced the foreigner chapters of the old employment promotion act outright. It has already been amended three times. Most of the guidance an employer will find, including some still sitting on official pages, describes a regime that has been repealed.
Applications are electronic only, through praca.gov.pl. An application filed any other way is left without consideration, and attachments need a qualified signature, a trusted profile or a personal signature.
The lettered permit types are gone. The route for a driver employed by a Polish operator is the application now called ZC-WWZPP, which was the old type A. Hauliers and their accountants still say type A, so expect to hear both. The permit runs for up to three years and the start date you state cannot be more than twelve months after you file, which rules out filing speculatively far ahead.
The labour market test has gone, and what replaced it is worth understanding properly because it is not a lighter version of the same thing. You no longer wait for a starosta's information, which removes several weeks. In its place a starosta may draw up a list of occupations for which a permit will be refused in that powiat, on local labour market grounds, approved by the voivode and published by the labour ministry. Being listed is a refusal ground, not a hurdle to clear. So the employer has one fewer step and one new thing to check before recruiting into a given powiat.
There is no fast track for drivers, and an employer reading advisory notes from earlier in the legislative cycle will believe otherwise. A draft regulation would have put truck drivers, tanker drivers, tractor unit drivers and bus drivers on a list of shortage occupations, giving their permit applications priority with the voivode and their visa applications priority with consuls. Work on it was halted. The labour ministry confirmed the halt, the reason given was a rise in unemployment, and resumption is not planned. Plan on ordinary processing.
No decision deadline for a work permit is published anywhere official. The act sets a priority order rather than a deadline, and practice differs between voivodeship offices by more than most employers expect. Anyone quoting you a number for this is guessing.
The declaration route survives alongside the permit and runs for up to twenty four months, registered by the starosta rather than the voivode, with a registration deadline that is actually published. It is open to nationals of Armenia, Belarus, Moldova and Ukraine, and to nobody else. Georgia was removed from that list, so a Georgian driver now needs a full work permit. Declarations registered before the change run to their expiry. The fee was also increased steeply, and a great deal of published guidance still quotes the old one.
Ukrainian drivers under temporary protection work without a permit. The legal basis moved: the special wartime act is being wound down and the right to work now sits in the protection act instead. The employer files a notification through the same portal within seven days of the driver starting, and again within seven days of a change to contract type, position, type of work, working time or pay, including a reduction in pay. Missing that notification is a punishable omission. There is no announced date on which Ukrainians lose the right to work, and the direction of travel is from a special regime towards the ordinary rules.
Employers in Małopolskie may receive applications from drivers based in Poland, elsewhere in the EU and EEA, Switzerland, Ukraine, the wider European region, Central Asia, Asia, Africa, Latin America and other eligible international markets.
EU, EEA and Swiss citizens may work in Poland without authorisation. Licence validity and the professional qualification still apply to them exactly as they do to a Polish driver.
Three employer duties catch people out, and none of them is the permit. A written contract has to exist before the work starts, and if the Polish version is not a language the driver understands they must receive one that is, before signing, with that version kept on file. The contract itself is filed through the portal before the work is entrusted. And the driver must be given written information, in a language they understand, about the right to join a trade union. The last one is new and it is the one most often missed.
Check the residence document before work starts and keep a copy for the whole engagement plus two years from the end of the calendar year in which it ended. Report within seven days a driver who has not started within two months of the permit start date, an interruption longer than two months, or work ending more than two months early.
Penalties are banded, and the part that matters to a fleet is the multiplier: unlawfully entrusting work carries a minimum per foreign national, so an operator caught with several unauthorised drivers is not facing one fine. A final penalty then becomes a refusal ground for future permits, which is the more expensive consequence. The labour inspectorate and the Border Guard can both inspect without prior notice, alongside the police, the revenue administration and the social insurance institution. For drivers there is one more: the road transport inspectorate, which is the body that actually stops the vehicle.
One sequencing point is worth more than the rest put together. The work permit route and the residence route run through two different government systems, and the permit route is the faster one. Statutory deadlines in residence cases before voivodes are currently suspended by statute, which means a complaint about delay is not a reliable lever. An operator recruiting from abroad should plan around a work permit plus a visa rather than a combined residence and work permit, and keep the combined route for a driver who is already lawfully in Poland and staying.
A candidate's ability to work here depends on nationality, residence status, professional qualifications, driving licence validity and the requirements of the individual position. Nationality alone never settles it. Drivers can check their own position through our driving licence eligibility guidance.
FastDriver.eu can provide process guidance and document coordination under a separate agreement when a candidate needs support. It does not make government decisions and cannot promise an approval.
Name the category in the advert and write it as kat. C+E. A Polish driver reads it first and it settles whether the job is theirs.
Freight work uses C and C+E, with C1 and C1+E for lighter rigid vehicles. Passenger work uses D and D1. The heavy categories run for five years and their validity is capped by the two examinations rather than by a licence clock of its own.
Both examinations are compulsory, medical and psychological. Polish usage treats them as a pair, adverts price them as a single item, and they fall due every five years to the age of sixty and every thirty months after that.
Age depends on which qualification route the driver took, and it decides who you can put on an artic. C and C+E open at twenty one for a driver holding the accelerated initial qualification, which is the normal route for a career changer and the market default. A driver aged eighteen to twenty can hold C+E only on the full initial qualification, which runs to double the hours. Unrestricted coach work starts at twenty four, dropping to twenty three on the accelerated route and twenty one on the full one.
Now the thing that decides whether a hire from outside the EU works, and it is the single most misunderstood point in Polish driver recruitment. The licence converts. The qualification does not.
A driver holding a valid national licence issued outside the EU and EEA can obtain a Polish licence of the appropriate category, and the heavy categories are not excluded from that. C, C+E, D and D+E can all be exchanged. But a professional qualification obtained outside the EU or EEA is not recognised at all. There is no mechanism for recognising it, partially or otherwise. The driver has to take the Polish initial qualification, sit the qualification test at a regional road traffic centre, and have the code 95 entry made before they can be employed on commercial work.
Put plainly: a driver with fifteen years behind a C+E arrives with a licence that converts and a career that counts for nothing. You will pay for a course and a test for someone who already knows how to drive the vehicle. Budget for that rather than for the visa alone, because it is the cost that surprises operators.
The exchange test is whether the licence matches the Vienna Convention model and data scope. A document that matches is exchanged without an examination. Anything that does not match means the theoretical part of the state examination and a certified translation. Never the practical part, and never a course. Licences from the EU, Switzerland and the EEA and EFTA states are exempt from both and need no exchange at all.
Only a national licence can be exchanged. An international driving permit cannot. A recruit who arrives holding a permit and no national licence has nothing to exchange, and that is an avoidable way to lose a hire after the paperwork is already done.
Ukraine and Belarus are confirmed convention states, and between them they account for most third country driver attestations held in Poland. For other recruitment countries the position has to be checked with the licensing office rather than assumed, because no official Polish country list is published and the test turns on whether the document itself matches the model rather than on ratification alone. Exchange from a state outside the conventions is possible but handled differently by different offices, so confirm it with the starosta for the driver's place of residence before making an offer.
The deadline is six months from establishing residence, against a normal residence test of a hundred and eighty five days. After that the foreign licence is not valid here. Enforcement has tightened: a driver still on an unexchanged licence past the deadline may be stopped from driving, with the vehicle secured at the operator's cost, and the transport manager fined, classified as a most serious infringement. The inspectorate counts the stay from the date the residence card was issued, which is the detail that decides whether a given driver is late.
What to ask to see, in order of legal weight. The Polish licence carrying code 95 on the relevant categories, with its expiry date. The driver qualification card instead, but only where a Polish national licence cannot be issued to that driver. Current medical and psychological certificates. The tachograph driver card. And for a non EU national on international goods work, the driver attestation.
The common employer error is asking for the course certificate. A certificate of completed training, or a request for a kurs na przewoz towarow, is not a check: it does not show the entitlement is live. The code 95 entry and its expiry date do.
The driver attestation sits downstream of the hire rather than upstream of it, and getting that order wrong costs weeks. It is issued centrally by the road transport inspectorate and the application requires social insurance registration, which means the driver has to be employed already. The real sequence is work authorisation, then entry and residence, then employment and insurance registration, then the attestation, and only then international work. Its deadline is published, unlike the work permit's.
Forklift work is a state qualification in Poland rather than an employer authorisation. The certificate comes from the technical supervision authority after an examination before that authority's own commission, and the qualification is rechecked every five years. It is a transferable national document, so an employer can reasonably ask to see one instead of issuing their own permission.
ADR certificates are issued by the marszalek wojewodztwa for the place where the examination was held, run for five years, and need a refresher course and examination inside the final twelve months. Let one lapse and the driver repeats the full basic course.
Winter equipment catches people out in the other direction. Poland has no legal requirement to fit winter tyres, which surprises operators who assume the climate implies a rule. Several countries a Polish lorry routinely drives into do require them in winter conditions, so the obligation travels with the route rather than with the vehicle's home country. Confirm the position for the destinations before dispatch rather than assuming the Polish rule applies abroad.
Two operating rules shape a driver's week enough to belong in the advert. Driving bans apply to vehicles and combinations above twelve tonnes and do not apply to buses: the evening before a public holiday, most of the day on the holiday itself, and in the summer period Friday evening, Saturday morning into the early afternoon, and most of Sunday. The Saturday ban is unusual in Europe and it is the one planners work around, because it lands in the middle of a working day.
Electronic tolling covers vehicles above three and a half tonnes and every bus regardless of weight, on selected motorway, expressway and national road sections, through the free application, a fitted locator or an on board unit. Rates were indexed upward and the tolled network extended.
Two Polish cities operate a clean transport zone and a third has been formally obliged to create one without yet doing so. Scope and thresholds differ, one of the zones has been through the courts, and an operator should confirm the current position with the city rather than with a route planner before building a schedule around it.
Kraków operates a clean transport zone covering the area inside its fourth ring road, roughly three fifths of the city. The published thresholds for vehicles above three and a half tonnes are at least Euro 4 on petrol and at least Euro 6 on diesel, with an hourly charge for non-compliant vehicles whose owners sit outside the city. The zone has been litigated. It survived a challenge in the voivodeship administrative court with three provisions declared invalid, and that ruling is not final, because a cassation appeal has gone to the Supreme Administrative Court. Those thresholds are what the resolution published, covering lorries and buses. What could not be established is whether they currently bind goods vehicles, because the struck provisions and the pending appeal leave exactly that question open. Confirm it with the city before you promise anyone city centre work.
Create a clear driver vacancy containing the role, location, licence category, experience, schedule, pay information and employment conditions.
Promote suitable driver vacancies through FastDriver.eu and relevant driver audiences.
Receive applications and candidate information for genuine vacancies published by your company.
Request platform assistance with reaching potentially relevant driver profiles based on the information supplied by the employer.
Receive process guidance and document coordination when a selected international candidate requires a work permit, a declaration or a residence title.
Request practical assistance relating to candidate arrival, documentation and onboarding preparation when included in the agreed service.
Choose vacancy promotion or supported Pay Per Hire options based on hiring volume and required assistance. Commercial terms must be confirmed before a service begins.
Employers in Małopolskie can use FastDriver.eu to find drivers, advertise genuine vacancies and receive applications through a specialised European driver job portal.
The employer starts by submitting company details, work location, driver category, required licence, number of vacancies, experience level, working schedule, pay information and proposed start date.
The vacancy can then be prepared and promoted to relevant drivers through the platform, alongside the current driver vacancies already open.
Candidates apply for suitable positions. The employer reviews their information, conducts interviews and makes the final hiring decision.
FastDriver.eu does not become the employer. It is not a recruitment agency and not an agencja pracy tymczasowej. It does not replace the company's legal responsibility for candidate verification, employment contracts, remuneration or working conditions.
Employers that can consider international drivers should clearly state whether permit process guidance, accommodation or relocation assistance is available.
This information must reflect the employer's actual offer. It must not be added only for search visibility.
Tell us how many drivers you need, the base or town they work from, the licence category, experience, routes, language requirements and proposed employment conditions.
Our team reviews your company details and checks that the vacancy contains what a Polish driver needs in order to apply with confidence: the category written as kat. C+E, whether the work is krajowy or miedzynarodowy, the rotation system and crewing, the tachograph card requirement, and a single gross monthly range rather than a base figure that reads as badly paid.
The vacancy is prepared, published and promoted according to the selected employer option.
Drivers apply through the platform. The employer reviews applications, communicates with suitable candidates and arranges interviews.
The employer makes the final hiring decision, verifies the candidate and signs the employment contract directly with the selected driver.
When separately agreed, FastDriver.eu may provide permit process guidance, document coordination and relocation preparation for eligible international candidates.
Complete and accurate information helps drivers understand the opportunity and allows the platform team to publish the vacancy correctly.
Do not request unrelated information.
FastDriver.eu provides the digital platform and any separately agreed support services.
The employer is responsible for confirming the vacancy, independently verifying each selected candidate, checking licence categories and the kod 95 entry, and meeting all Polish employment obligations.
FastDriver.eu does not issue government approvals.
FastDriver.eu cannot guarantee applications, candidate availability, candidate suitability, interview attendance, hiring, permit approval, visa approval, licence recognition, processing time or continued employment.
All vacancies must be genuine, current, lawful and accurate.
Employers must not request unlawful recruitment or application payments from candidates.
Registered unemployment here sits below the national rate, and average gross pay in the national economy is higher than in neighbouring Śląskie. Competitive pay is therefore the entry ticket, and the available pool is thin. The redeeming feature is demography: the population is essentially flat, and Kraków itself grew between the last census and the latest estimates, setting it apart from Śląskie.
A valid national licence carrying the heavy categories does convert. The act entitles the holder to a Polish licence in the appropriate category and sets no category restrictions, and the implementing regulation expressly contemplates heavy combinations in the exchange. The professional qualification does not convert, as Poland has no recognition mechanism for it. The licence is a document. The qualification is a course, a test and an entry.
It is not, and this is an avoidable recruitment failure. Only the national document can be exchanged, and an international driving permit is not one. A driver who lands with the permit and left the national licence at home has nothing to exchange and nothing to drive on. Ask for the national document at the interview, not at the depot gate.
Six months from establishing residence, compared with the normal residence test of 185 days. After that, the foreign licence is no longer valid here. Enforcement has tightened: the road transport inspectorate has been checking third-country drivers much more closely; it counts the stay from the date the residence card was issued. A driver past the deadline can be stopped from driving, with the vehicle secured at the carrier’s cost, and the transport manager can be fined.
What matters is whether the document matches the Vienna Convention model and its data scope, not whether the country merely signed. If it matches, the exchange needs no examination at all. Everything else routes through the theoretical part of the state examination, with a sworn translation attached—never the practical part, and never a fresh course. EU, Swiss and EEA licences are exempt from both. Ukraine and Belarus are confirmed convention states; for anything else, route the question to the licensing office.
Twenty-one in practice. The accelerated initial qualification is the market default for C and C+E, and it starts at 21, which also happens to be the base age for the category. The full initial qualification opens C and C+E at eighteen, but it runs for four times as many hours, so very few career changers take it and very few employers fund it.
Oświęcim and Brzeszcze are in Małopolskie, and that section opened with a three-and-a-half-tonne weight limit because of nearby works. An open expressway that a heavy combination cannot use is worse than no expressway, because press coverage and route-planning software both show it. The report is about a year old, and tthe limit’s lifting istied to another section connecting to National Road 44. Verify before you quote.
It can, on two grounds worth knowing before the hire. The exchange is refused if the issuing authority abroad cannot confirm the licence data, or if the Polish authority learns that the rights under that licence were withdrawn. Any restriction carried on the foreign document carries over to the Polish one. So ask in the interview whether the licence has ever been suspended and whether the issuing authority can respond to a verification request.
Not for much longer, on the published plan. The last section of the eastern bypass was due imminently when this page was written, after which the S7 is meant to run on the eastern and southern bypass instead. Check the current signposting before you rely on either arrangement. The Mistrzejowice interchange is still being built with a single carriageway open in each direction, which is its own constraint.
Read the KOD 95 expiry before anything else, because the qualification runs on a five-year periodic training cycle counted from the qualification certificate. The training is delivered in blocks, one covering the goods categories and one covering passenger work. A driver who stayed out of road transport long enough to miss the obligation has to complete it before returning to work. A gap in the CV is not the problem. A gap in the entry is.
Not honestly, and the gap is worth stating. The park listings name developers and tenant sectors, not individual tenants, so no distribution employer here can be named from them. We couldn’t obtain a Małopolskie or Kraków warehouse market total to compare against the Silesian figure, and we also couldn’t find cargo tonnage for Kraków airport. Benchmark against the job adverts you can read, not a market report you cannot.
One gross monthly range marked brutto / mies., with umowa o pracę and pełny etat named. Observed ranges put the floor of a domestic advert on the statutory minimum and the top at full rotation earnings, so candidates read the ceiling as conditional. Note one local wrinkle: at least one operator here prices domestic and international work identically, which means scope alone is not a pay signal in this voivodeship.
Require a written contract before work starts, in a language the driver understands if Polish isn’t one of them, keep that version on file, and keep a sworn Polish translation of any foreign-language contract. Submit the signed contract to the authority through praca.gov.pl before you entrust the work. Give the driver written information about the right to join a trade union. Check the residence document before work starts and keep a copy.
It is the one document Polish employers consistently ask for, and it is not the check that matters. A card for the digital tachograph says nothing about whether the driver may lawfully perform commercial carriage. What proves the entitlement is live is the kod 95 entry on the Polish licence, read together with its expiry date. Ask for both, and read the expiry on the second one.
Thinly, and the honest answer beats a flattering one. Freight in the far south is light while tourist traffic is heavy, and our sources can’t name a single freight employer below Myślenice. The work that does exist sits on the corridor rather than in the resorts, which means a mountain job is usually a Kraków job with a long southern leg attached. Price the leg, not the scenery.
Process guidance and document coordination are available under a separate agreement, and that is the limit. The starosta at the driver’s place of residence decides on the exchange, a WORD handles the qualification test, and neither takes instructions from a job board. We cannot promise recognition, a processing time or an outcome, and we would not trust anyone who did.
Advertise the Kraków vacancy with the category, the rotation and an honest line on where the vehicle may go. Drivers here screen on city access before pay, and an advert that answers it first gets read first.
Recruitment, selection and employment all stay with the employer in Małopolskie.
