For Pomorskie Employers
Pomorskie puts two container ports, a refinery, the paper mill at Kwidzyn and a pharmaceutical plant at Starogard Gdański inside one driver's commuting radius, and its registered unemployment sits below the national rate. Employers here recruit against each other rather than from a surplus. Boxes off the Gdańsk and Gdynia terminals are advertised as transport krajowy, Monday to Friday, at a level that elsewhere in Poland needs international mileage to reach. FastDriver.eu carries the vacancy to drivers already screening on depot and rotation.
Vacancies published in your own name • Applications arrive direct, never through a placement • Work authorisation guidance under a separate agreement
Two seaports, one conurbation, and a hinterland of paper, pharmaceuticals and retail stock. Gdańsk moves liquid fuels and boxes at scale. Gdynia takes trailers and short sea feeders. Both feed road work that begins and ends at a terminal gate.
A vacancy here should name prawo jazdy kat. C+E, say whether the kwalifikacja wstępna przyśpieszona and the code 95 entry are already held or will be funded, and state the rotation in the title the way the boards do. Publish it at www.fastdriver.eu/jobs/poland and read the replies yourself.
Nothing on this site is agency work. FastDriver.eu is a job board for drivers, not a recruitment agency and not an agencja pracy tymczasowej: no candidate sits on our books, no driver is placed with you, and the employment relationship is yours from the first interview.
Here is the trap for anyone importing experience into this region. The one requirement Trójmiasto container employers screen on is time spent loading and unloading at port terminals, and that is exactly what a foreign CV cannot evidence and what the Polish qualification course does not teach. An experienced driver from outside the EU arrives needing the course, the test and the terminal apprenticeship. Cost all three before you advertise, and start from the Poland employer page.
Five shapes of work account for most of what employers in Pomorskie advertise, and the port sets the rhythm of four of them.
Domestic container haulage, transport krajowy across the country, run from inland depots such as Tczew to the Gdańsk and Gdynia terminals. Prawo jazdy kat. C+E, karta kierowcy, and experience loading containers at ports stated as a condition rather than a preference. The gate slot brings the night work.
Transport międzynarodowy on a stated rotation, advertised locally either as a system 2/2 or as a vehicle assigned to one driver. Prawo jazdy kat. C+E, a valid passport, current badania lekarskie and badania psychologiczne, the code 95 entry. Candidates compare the home pattern long before they compare the band.
Curtainsider work on palletised and general cargo out of Trójmiasto distribution stock, mostly transport krajowy. Prawo jazdy kat. C+E with the goods qualification entry. General cargo through Gdańsk has been rising steadily while coal falls away, and the road leg of it rarely leaves Poland.
Trailer work around Gdynia, where ro-ro volumes rose by more than eighteen per cent on new short sea services towards Scandinavia, Iberia and the UK. Prawo jazdy kat. C+E. Whether it counts as transport krajowy or międzynarodowy depends on whether the driver sails, so say which.
Plant linehaul: paper out of International Paper Kwidzyn, pharmaceutical product out of Polpharma at Starogard Gdański, retail stock out of the LPP operation in Gdańsk. Prawo jazdy kat. C+E, largely transport krajowy, on fixed collection windows that candidates read as predictability.
Candidates here screen on depot before pay, because a Tczew start and a Gdańsk start are different jobs. Say which one you mean, and say what the night work and the weather exposure amount to.
Trójmiasto is the market. Gdańsk, Gdynia and Sopot run together, and a driver judges a vacancy here by which of the three he reports to. Tczew sits roughly thirty kilometres inland from Gdańsk on the A1, and the depot evidence points there rather than into the port estate itself. Pruszcz Gdański holds Trójmiasto-serving warehousing that the national market reports never break out separately.
The A1 is the spine. Boxes and general freight leave the quay on it southwards towards Toruń, Łódź and the Czech border, and a driver based in Tczew is already sitting on it.
The S6 is finished across this voivodeship. Słupsk and the central coast sit on expressway in both directions now, towards Gdańsk one way and the Szczecin area the other, which is new enough that a coastal round trip is worth re-planning.
The S7 runs south east towards Elbląg, Olsztyn and Warsaw. That is how a Pomorskie fleet reaches the thinner regions inland, and the volumes going that way are not port volumes.
Named schemes are thin in the reporting. 7R Park Gdańsk III was completed recently and a second 7R scheme is listed as under construction, although the same report's regional table shows nothing under construction at all in the zone.
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 local habit worth copying. Container haulage off the Gdańsk and Gdynia terminals is advertised here as transport krajowy, Cała Polska, even though every load starts at a deep sea quay, and the screening line is not a rotation system but experience loading and unloading containers at ports. Write the depot, the terminal pair and the weather expectation into the advert. That is what candidates in this region actually compare.
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 Pomorskie 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.
Rail capacity at the Northern Port in Gdańsk is being expanded under a thirty-year lease over more than twenty-six hectares of Deepwater land: a second siding with seven tracks able to take trains up to 750 metres, delivered in stages, with the stated aim of pushing more boxes by rail towards Czechia, Slovakia and Ukraine. No capacity figure and no completion date were published with it, so an employer reading that as a fall in drayage demand is running ahead of the evidence.
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Employers in Pomorskie 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.
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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.
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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.
Three shapes, on the adverts verified for this page. Domestic container haulage from the Gdańsk and Gdynia terminals, run from inland depots. International kat. C+E work on a stated rotation, with a passport requirement. General and palletised distribution out of Trójmiasto warehousing. Neither domestic nor international dominates, which is unusual in Poland: elsewhere one of the two is clearly the default.
Because terminal work is a separate competence and they know it. Gate slots and vessel schedules don’t keep office hours, so the advert asks for experience loading and unloading containers at ports, accepts night work, and is explicit about the weather. In most Polish voivodeships, that requirement would mean nothing. Here it decides the shortlist.
Domestic, as advertised. One Tczew depot runs sea containers from the Gdańsk and Gdynia terminals across Poland. It describes the role as transport krajowy, with Monday-to-Friday availability and a single forwarder behind the work. In that advert, the driver also travels to the vehicle at his own expense, which is the sort of line candidates notice before they notice the band.
Not realistically. Registered unemployment here runs below the national rate, and average wages are higher than in Zachodniopomorskie, Kujawsko-Pomorskie, or Warmińsko-Mazurskie, which a northern operator might otherwise consider. The port also hires domestic drivers at pay levels that elsewhere required international mileage. Benchmark against local container and distribution work rather than against a national domestic average, because that is who you are bidding against.
Three were verified from published adverts. PKS Gdańsk-Oliwa, recruiting international kat. C+E drivers on a rotation or with a vehicle assigned to one driver. RABBIT Adam Niedzielski, domestic container work from a Tczew depot. WIR TRANSPORT in Gdańsk, kat. C+E on either an employment contract or umowa zlecenie. All three adverts had expired when I read them, so treat the bands as reference points.
It has. The last constructed stretch toward Słupsk opened recently, in three parts after the Lębork bypass, and the expressway now runs unbroken from near Szczecin to the southern edge of Gdańsk. Coastal distribution west of Trójmiasto used to be a national road job. Guidance written much before that opening still describes a bottleneck that has gone.
In sboxes, it is, and that was a first in the port’s history. Total tonnage fell over the same period, with coal, coke and grain all lower. Ro-ro went the other way and rose by more than eighteen per cent on new shipping services. So the work is changing shape rather than simply expanding, and the additions landed in trailer and feeder work.
The warehouse reporting treats Trójmiasto as a single zone and doesn’t split out Gdańsk, Gdynia, Tczew, or Pruszcz Gdański, which hides where the stock sits. Zone stock runs to 1,961,100 square metres, with vacancy at 6.5 per cent, and asking rents here match the Bydgoszcz and Toruń market, which is as high as northern Poland goes. Driver adverts place depots inland rather than within the port estate.
The licence, and nothing else. A valid national licence from outside the EU and EEA carrying C, C+E, D, or D+E can be exchanged for a Polish licence in the appropriate category: the act sets no category bar, and the implementing regulation expressly contemplates heavy combinations. The professional qualification does not travel with it in Polish law; recognition is nothing about qualification obtained outside the EU, so it iis treatedas starting from scratch. How long does a third-country driver have to exchange a licence in Poland?
Six months from establishing residence, against a normal residence test of 185 days, after which the foreign document stops being valid here. Almost nobody publisheshowe the clock is counted in practice: the road transport inspectorate counts the stay from the date the residence card was issued, not from the day the driver says he arrived. Date it from the card.
The code 95 entry on the Polish licence, with its expiry date. Adverts across the market ask instead for a kurs na przewóz towarów or for odpowiednie kwalifikacje, and a course certificate proves only that a course was passed. Ask for the licence entry, the karta kierowcy, and current badania lekarskie and badania psychologiczne as a pair, since they are issued together and advertised that way.
Higher than the statutory minimum, and not because of a wage rule. The contribution mechanism that makes international work affordable applies only when monthly income exceeds the average wage, and the contribution base can never fall below it. Hence, the average wage becomes the relevant economic floor. It is more than double the statutory minimum. Pay below that of comparable Polish staff is separately a refusal ground on the permit.
As one gross monthly range marked brutto / mies., naming umowa o pracę and pełny etat. That is the market standard now, and the components sit within the range rather than beside it: stała podstawa wynagrodzenia, premia za wyniki, premia uznaniowa, nadgodziny. Local container adverts also quote a daily rate alongside the band, which tells a candidate the work is paid per completed turn.
File the work permit for employment by a Polish operator as ZC-WWZPP (formerly type A) on praca.gov.pl. Paper filings are not considered, and attachments require a qualified signature (profil zaufany or podpis osobisty). The voivode decides; jurisdiction is fixed on the filing date; the permit runs for up to three years, and the stated start date cannot be more than twelve months after filing. No decision deadline is published anywhere official.
Twenty-one on the accelerated qualification, which is the market default for kat. C+E. Eighteen is possible only with the full kwalifikacja wstępna, double the hours of the accelerated course. Unrestricted coach work starts at 24, dropping to 23 with the accelerated qualification. Age appears in the conditions of employment as well as on the licence, so the employer carries it.
Last, not first. GITD issues it and requires social insurance registration, which means the driver must already be employed. The order is: work authorisation, then entry and residence, then employment and insurance registration, then the attestation, and only then international carriage of goods. Its statutory deadline is published, unlike the permit’s: a month, extended in particularly complex cases.
Publish the vacancy with the depot named, the rotation stated and the pay in one gross monthly band. Candidates in Pomorskie treat a start in Gdańsk, in Gdynia and in Tczew as three different jobs, because that is what they are.
Employers in Pomorskie recruit, select and employ their drivers directly. FastDriver.eu carries the advert and nothing else.
