Vehicle Registration for EPC & Infrastructure Projects in Poland – Fleet Mobilisation Guide
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A foreign contractor can send 30 vehicles to Poland for an infrastructure project and still find that several of them cannot be put into service. Passenger cars, vans, trucks and specialist vehicles look like one project fleet on an internal asset list. Administratively they are not one case, and the differences between them decide whether the site has working vehicles in week two or week nine.
This guide is written for the people who carry that risk: project managers, mobilisation and fleet managers, logistics, site, procurement and country managers at EPC, construction, energy, road, rail, tunnel and industrial contractors moving vehicles into Poland from Turkey, Germany, Italy, Spain, France, South Korea, China, the United States and elsewhere.
It covers which vehicles need Polish registration, when company vehicles registered abroad can stay on their existing plates, what should be verified before anything is loaded, which vehicle groups need the earliest start, and how to run 10, 20, 30 or 50 vehicles as one controlled workflow while the difficult cases are handled separately.
Key points
- The Polish registration clock is triggered by a physical event, not by a project milestone. The owner must apply for registration within 30 days of bringing the vehicle into Poland from another EU state, or within 30 days of its release for free circulation by the customs authority if it comes from outside the EU (Article 73aa of the Road Traffic Act).
- The 90-day deadline that companies sometimes hear about applies only to businesses whose activity is trading in vehicles. A contractor mobilising its own project fleet has 30 days per vehicle.
- A vehicle registered abroad may be used in Poland if it meets the required technical conditions and carries plates in Latin characters, and the driver must carry the registration document. If that document does not show the driver's right to use the vehicle, the driver must carry a separate document that does (Article 71(5) and 71(5a)).
- Polish law recognises registration of a vehicle entrusted by a foreign legal person to a Polish entity. The registration is handled by the authority competent for the seat of the Polish entity, on the basis of a document confirming the entrustment, rather than a transfer of ownership.
- A truck with mounted equipment subject to technical supervision (loader crane, aerial platform, tank) cannot complete its Polish technical inspection until the technical supervision authority has confirmed the equipment is fit for use. That decision gates the inspection, and the inspection gates the registration.
- Vans and light special vehicles up to 3.5 t brought in from another EU country need a document from the tax office confirming that no excise is payable, even though no excise is actually due. Missing this one-page document stops a registration file that is otherwise complete.
Why vehicle registration belongs in the mobilisation schedule
The registration deadline for a project vehicle starts running on the day the vehicle enters Poland, not on the day the project team gets to the paperwork. Under Article 73aa of the Road Traffic Act the owner must file the registration application within 30 days of bringing the vehicle in from an EU member state, or within 30 days of customs release for a vehicle from outside the EU. Miss it and the authority imposes a penalty by administrative decision: 500 PLN, rising to 1,000 PLN once the delay passes 180 days, assessed vehicle by vehicle.
The penalty is rarely what hurts. What hurts is that a vehicle standing in a yard with an incomplete file is not earning anything on a project with liquidated damages attached to the schedule.
Two features of the Polish process make late starts expensive:
The sequence cannot be compressed. Approval documentation comes before the technical inspection where one is required. A technical supervision decision for mounted equipment comes before the inspection. Excise or customs documentation comes before the registration office will issue the registration decision. None of these steps can be run in parallel with the one that depends on it, and each has its own queue.
A repeated defect scales. One missing document delays one vehicle. The same missing document across nine identical tippers delays the concrete works. The fleet scale changes the character of the problem: at 30 vehicles the risk is no longer an unusual vehicle, it is a systematic documentation error nobody spotted on vehicle one.
When the application is filed and accepted, the office issues a temporary permit and plates, with the permanent registration certificate collected afterwards. That final collection step is worth assigning to somebody by name. On projects it is the task most often left unowned once the vehicles are already working.
Can a foreign contractor deploy its existing fleet to Poland?
Yes, foreign contractors can deploy existing company vehicles to Poland. Whether Polish registration is required, and which route applies, depends on who owns each vehicle, where it is currently registered, how and for how long it will be used in Poland, whether the owner will remain the foreign company, and whether a Polish entity exists to hold or use the fleet.
Polish law is explicit that a vehicle registered abroad may be used on Polish roads if it meets the required technical conditions and carries registration plates using Latin letters and Arabic numerals, with the driver carrying the registration document. There is also a rule that matters specifically to project fleets: if the registration document does not establish the driver's right to use the vehicle, the driver must carry and produce a document that does. On a site where 30 drivers rotate through company vehicles registered to a parent company abroad, that means a standing written authorisation travelling with each vehicle, in a form a roadside patrol can read.
What that rule does not settle is how long a vehicle can stay on foreign plates while it is based permanently at a Polish site. The registration obligation in Article 73aa attaches to a vehicle "brought into" Poland, and whether a particular vehicle is brought in or is simply operating temporarily in international traffic is a question of facts: ownership, duration, where the vehicle is normally based, and how it is used. There is no bright-line rule that converts at month six or month twelve. For a 24-month deployment this is exactly the question to settle before shipment rather than after a roadside check.
The questions to answer before choosing a route
- Who owns each vehicle, and will that still be true during the project?
- Where is each vehicle currently registered, and is that registration being kept, suspended or ended?
- Which Polish entity exists (subsidiary, branch, project office) and what is its registered address?
- Is the vehicle used by the foreign company or placed at the disposal of the Polish entity?
- How long will it stay, and what happens to it at demobilisation?
- What is the vehicle category, and does it change the answer?
The entrusted-vehicle route many contractors miss
Polish registration is normally carried out by the authority competent for the owner's seat. There is a separate rule for exactly the EPC situation: where a vehicle is entrusted by a foreign natural or legal person to a Polish entity, it is registered by the authority competent for the seat of that Polish entity, and the registration file is based on a document confirming the entrustment instead of a proof of ownership.
A foreign contractor does not necessarily have to sell its fleet to its Polish company in order to register it in Poland. The entrustment route keeps ownership abroad while giving the Polish entity the standing to register and operate the vehicles. It has consequences that belong in the same decision: the Polish holder of an entrusted, Polish-registered vehicle is the one carrying local obligations attached to it, including tax on means of transport for trucks above 3.5 t, tractor units and heavier trailers.
There is a second competence rule worth knowing if your Polish presence is a branch or a separate project organisation rather than a head office: for an entity with separated organisational units, registration may be handled by the authority competent for the seat of that unit, on the application of its head, when authorised by the owner. In Warsaw, registration matters for foreign companies with branches are handled by the district office covering the company's registered address.
A registration decision also needs a demobilisation plan. Moving 30 vehicles onto Polish plates changes what has to happen when the project ends and the fleet goes home or is sold. Decide it once, at mobilisation, for the whole fleet.
Split the fleet before you split the paperwork
A project fleet should be classified by vehicle type and documentation status before mobilisation. Vehicles belonging to the same contractor do not automatically follow the same Polish registration route. Thirty vehicles on one purchase order can easily be six administrative populations, and the difference is not their value or their size.
Work through the list and put every vehicle into one of these groups. It changes what you request from each supplier, and it changes which vehicles need attention first.
| Vehicle group | Typical examples | Check first | Typical mobilisation risk |
|---|---|---|---|
| Passenger cars (M1) | Management cars, crew cars, 4x4 site cars | CoC, ownership, engine capacity and drivetrain | Excise applies to passenger cars; the rate depends on engine capacity and drivetrain, and the payment confirmation is needed before registration |
| Vans and light goods vehicles (N1) | Panel vans, crew vans, welfare vans | CoC, subtype entry, gross vehicle weight | Brought in from the EU, these need a tax-office document confirming no excise is payable, which many teams do not budget time for |
| Pickups | Double-cab 4x4s | Tariff classification of the actual build, not the foreign registration entry | A pickup registered abroad as a goods vehicle can still be a passenger car for excise purposes |
| Trucks and tractor units (N2/N3) | Tippers, flatbeds, tractor units | Approval document covering the completed vehicle, axle loads, dimensions | Excise does not apply above 3.5 t, but tax on means of transport does once the vehicle is Polish-registered |
| Trailers and semi-trailers (O) | Low loaders, tippers, tankers | Approval documentation, plated weights, the combination it will run in | Treated as a separate registration case from the towing vehicle; often forgotten on the VIN list entirely |
| Special-purpose vehicles | Concrete pumps, mobile cranes, generator and service vehicles | Vehicle type and subtype to be recorded, final-stage documentation | Classification affects tax and permitted use, and is far harder to correct after registration |
| Multi-stage and bodybuilt vehicles | Mixers, tippers with fitted bodies, truck-mounted cranes | Which document covers the vehicle as delivered, not the chassis | Chassis CoC in the file, completed vehicle undocumented |
| Vehicles without clear EU approval | Non-EU specification builds, modified vehicles | Whether EU type approval exists for that exact specification | An individual approval procedure has to be started, and it is not a same-week process |
| Non-EU origin vehicles | Turkish, Chinese, Korean, US builds | Customs release, approval status, CN classification | Customs, tax and approval questions arrive together and the 30-day clock starts at release |
| Site machines | Wheeled excavators, loaders, rollers limited to 25 km/h | Design speed | These are not registered at all, and preparing registration files for them wastes weeks |
That last row is worth checking early because it moves work off the critical path. Machines limited by design to 25 km/h are slow-moving vehicles in Poland, they receive no plates and no registration certificate, and the requirements that do apply to them are technical condition, marking and compulsory insurance. The dividing line and the exceptions are set out in our guide to construction vehicle registration in Poland.
Five gates every project vehicle has to pass
Each gate is a different authority, a different document and a different lead time. A vehicle is registration-ready when all five are clear, and mobilisation planning is mostly a matter of finding out which gate each vehicle is stuck at.
- Is it a registrable vehicle at all? Registration applies to motor vehicles, agricultural tractors, mopeds and trailers. Design speed, not size or weight, decides whether a machine belongs here.
- Is there an approval document covering the vehicle as delivered? A certificate of conformity for the completed vehicle, a final-stage CoC, or an individual vehicle approval. This is where multi-stage builds fail.
- Who will be the Polish owner or keeper, and where is that entity seated? This determines the competent office and the representation documents, and it has a lead time of its own.
- What does the tax and customs side require before the office will register it? Excise payment confirmation, a no-excise-obligation document, or customs release documentation, depending on the vehicle and its origin.
- Does anything mounted on the vehicle need a separate technical decision first? Cranes, platforms, tanks and pump booms run on a parallel track that gates the technical inspection.
Gates two and five are the ones that produce project delays, because both involve third parties the contractor does not control: the bodybuilder and the technical supervision authority. Gates three and four are administrative and predictable once someone owns them.
EU-registered, EU-purchased and non-EU vehicles are three different risk paths
Origin changes the documents, the taxes and the technical route. Treating "imported" as one category is the most common planning error on a mixed fleet.
Vehicles already registered in another EU country
This is the easiest population, and the one where the paperwork is genuinely lighter. A registration certificate issued by an EU member state authority does not have to be translated, although the office may require translation of national entries whose codes are not part of the harmonised set. Where a valid roadworthiness test is documented in the foreign registration certificate, a fresh Polish technical inspection may not be required before first registration.
Those exemptions have carve-outs that hit project fleets precisely: they do not extend to vehicles carrying equipment subject to technical supervision, to vehicles equipped for the carriage of dangerous goods, or to right-hand-drive vehicles. In other words, the company cars pass through lightly and the interesting vehicles do not.
Excise does not apply to trucks above 3.5 t. It does apply to passenger cars, and for vans, goods vehicles and special vehicles up to 3.5 t acquired in the EU the registration file must contain a tax-office document confirming that there is no excise obligation. That document is free of stamp duty and quick to obtain, and it still stops files every month because nobody asked for it.
Vehicles purchased new inside the EU
New vehicles bring their own tax questions on the acquisition side and are usually well documented on the approval side, since the manufacturer issues the certificate of conformity for the vehicle as sold. The thing to verify is that the CoC describes the vehicle you are actually buying, including any equipment fitted before delivery by anyone other than the vehicle manufacturer.
Vehicles imported from outside the EU
Here the sequence starts earlier and the clock starts at customs. The registration file requires customs import clearance documentation, and the 30-day deadline runs from release for free circulation. Duty and import VAT follow the tariff classification of each vehicle, which is not always the classification the exporting country used, so landed cost should be checked per vehicle type rather than per shipment.
The approval question is separate and usually larger. A vehicle built to a non-EU specification may have no EU type approval for that exact version, in which case an individual vehicle approval procedure applies before Polish registration is possible. That procedure involves a technical service and the Director of TDT and it cannot be improvised inside a mobilisation window. What matters is not where the vehicle was built but which market it was built and documented for. The distinction, and what to send for an initial assessment, is covered in vehicle registration in Poland without an EU CoC, with the specific Chinese-market case in Chinese vehicle registration in Poland.
For a batch of identical non-EU vehicles, one representative vehicle should be assessed before the batch is bought or shipped. A documentation problem confirmed on vehicle one is a purchasing decision; the same problem discovered on vehicle twenty is a project delay.
CoC and approval documents: what to verify per vehicle
A certificate of conformity is not a specification sheet. It connects one individual vehicle to an approved type, and it answers a question about a defined state of completion.
For an EPC fleet, three checks are worth making on every vehicle that is not a standard factory-delivered car or van:
- Does the CoC cover the vehicle as it now stands? Compare the VIN, the vehicle category, the plated weights and the body description against what is actually on the ground.
- Was anything fitted after the manufacturer issued the document? Under EU type-approval rules, multi-stage approval also applies to complete vehicles converted or modified by another manufacturer after completion. A crane, a tipper body or a tank fitted post-delivery changes which document is needed.
- If approval was granted individually rather than by type, where was it granted? An EU individual vehicle approval and a national individual approval issued by another member state do not have the same standing in Poland, and the latter needs a recognition step.
For a multi-stage vehicle, the documentation for the original chassis and the documentation for the completed vehicle answer different questions. Registration readiness is assessed against the final vehicle presented for registration.
Special-purpose and multi-stage vehicles need the earliest start
Mixers, pumps, tippers with fitted bodies, truck-mounted cranes and service vehicles are the population that decides whether the mobilisation plan holds. They carry three risks at once.
The approval document covers the chassis. This is the single most common cause of a stalled file, and the document is usually genuine. It simply resolves an earlier stage of the build than the one standing in the yard. The final-stage manufacturer, not the chassis manufacturer, is the party to chase.
Mounted equipment gates the inspection. A technical inspection of a vehicle with equipment subject to technical supervision may only be carried out once a document from the technical supervision authority confirming the equipment is fit for use has been presented. That track runs in parallel with everything else and has to be started separately, by someone who knows it exists. Vehicles equipped for carrying dangerous goods, such as site fuel bowsers and bitumen tankers, carry an additional approval layer of their own.
Bodybuilder documentation exists only in the manufacturer's language. Sworn translation is required for foreign-language documents in the registration file, and bodywork documentation is rarely classed internally as a registration document, so it is rarely sent for translation until it is late.
None of this is unusual work. It is simply work with a lead time, which is why it belongs six to eight weeks before deployment rather than in the week the vehicles arrive.
How to organise registration for 10, 20, 30 or 50+ vehicles
Every vehicle keeps its own registration file. What scales is the workflow around those files.
Build the master VIN list before the first vehicle ships
One row per vehicle, populated by the people who hold the source documents rather than by the project office guessing. The list is not an asset register: it is a document-status register. If a field cannot be filled in, that is the finding, and it is more useful than an empty column.
Include trailers. They are separate registration cases and they are the item most often missing from the first version of every project fleet list.
Separate the standard route from the exception route
Twenty-eight straightforward vehicles should not wait administratively for two difficult ones. Split the fleet into a standard route, where documentation supports a normal registration process, and an exception route for vehicles that need additional analysis: missing or chassis-only CoC, multi-stage construction, non-EU origin, unusual classification, inconsistent documents, unresolved ownership.
This is a project-management method, not an official categorisation. Polish authorities do not recognise "standard" and "exception" fleets. What they do is process each file on its merits, which is precisely why mixing the two into one submission batch slows the good files down.
Give every blocker a name, an owner and a date
A blocker without an owner is a status, not a task. In practice the owners sit in four different organisations: head office, the Polish project entity, the transporter and the vehicle supplier or bodybuilder. Unclear responsibility between those four is a more common cause of delay than any individual missing document.
Project Fleet Readiness Matrix
This is not an official government form. It is a working control document for the mobilisation team, and its purpose is to answer one question for any vehicle at any moment: what is preventing this VIN from being registered, and who is fixing it?
| Column | What it records |
|---|---|
| VIN | The identifier everything else is checked against |
| Vehicle category | M1, N1, N2, N3, O, special purpose |
| Make / model / body | Including the body fitted and by whom |
| Current registration country | Or "unregistered / new" |
| Owner | Legal owner, not the operating department |
| EU / non-EU origin | Built and documented for which market |
| CoC / approval status | Chassis, completed vehicle, individual approval, none |
| Final-stage documentation | Bodybuilder documents held, requested or missing |
| Technical supervision | Required for mounted equipment, in progress, issued, not applicable |
| Technical inspection | Required, exempt, booked, passed |
| Customs / tax status | Customs release, excise paid, no-excise document, not applicable |
| Polish registration status | Not started, submitted, registered |
| Temporary document | Issued, expiry date |
| Permanent document | Outstanding, collected |
| Blocker | One line, plain language |
| Next action and owner | Named person, named organisation, date |
Two conventions make the matrix work in practice. Fill the blocker column with what is missing rather than with a status word, because "pending" is not information. And review it against the shipping schedule, not the registration schedule, since the only genuinely cheap fix is the one applied before a vehicle is loaded.
Why project fleets miss the mobilisation date
Everything on one route. The assumption that 30 vehicles from one contractor follow one procedure. It survives until the first special vehicle reaches the office. Check earlier: segment the fleet and confirm the route per group before shipment.
Shipping before reviewing. Transport does not improve a documentation problem, it just relocates it and starts the 30-day clock. Check earlier: review one representative document set per vehicle group.
Chassis approval mistaken for final-vehicle approval. The file contains a genuine certificate that answers the wrong question. Check earlier: ask the supplier for the document covering the completed vehicle, and ask for the document itself rather than confirmation that one exists.
Technical supervision discovered late. The inspection is booked, the vehicle arrives, and the station cannot complete the inspection without the supervision decision for the crane or the tank. Check earlier: list every item of mounted equipment at the specification stage and start that track separately.
Non-EU approval issues found after arrival. The vehicle is in Poland, the individual approval route applies, and the procedure needs a technical service and a report before anything can be submitted. Check earlier: confirm whether EU type approval exists for that exact specification, using the VIN rather than the model name.
Inconsistent identification data. VIN, plated weights or technical data that do not agree across the invoice, the registration certificate and the data plate. Check earlier: compare the three against each other on one vehicle from each batch.
Documents arriving after the vehicles. Common where the supplier posts originals or the bodybuilder issues documentation after despatch. Check earlier: make document despatch a delivery condition, not a courtesy.
Nobody owns the permanent registration certificate. Vehicles go into service on temporary documents and the permanent certificates sit uncollected. Check earlier: assign collection and tracking to one named person at the start.
No Polish keeper decided. The entity that will own or hold the fleet, its registered address and its authorisation documents are settled after the vehicles are already in the country. Check earlier: this is an organisational decision with a lead time, and it belongs in the mobilisation plan next to site setup.
An example fleet mobilisation timeline
This is a planning framework, not a set of statutory deadlines. Only two clocks in it are legal: the 30-day registration deadline and the excise deadlines for vehicles that are subject to excise. Everything else is project scheduling and can be compressed or extended according to how the fleet is sourced.
| When | Work |
|---|---|
| 6–8 weeks before deployment | Assemble the master VIN list. Request documents from every supplier, including bodybuilders. Confirm which entity will own or hold the fleet in Poland |
| 4–6 weeks | Segment the fleet by category and documentation status. Identify exception vehicles. Assess one representative vehicle per group |
| 2–4 weeks | Resolve document gaps at source. Start approval and technical supervision tracks for special and multi-stage vehicles. Commission translations. Prepare representation documents |
| Before shipment | Confirm which vehicles are registration-ready and which are not. Hold or re-sequence the ones that are not, if the schedule allows |
| On arrival | Customs formalities where applicable. Excise and no-excise documentation. Technical inspections in the order the supervision decisions permit |
| Registration phase | Submit standard-route vehicles in batches. Run exception vehicles on their own track |
| After first registrations | Track temporary documents against expiry and collect permanent registration certificates. Close out remaining exception cases |
The reason the sequence starts eight weeks out has nothing to do with Polish administration being slow. It is that the documents you need most are held by third parties in other countries, and the request takes longer than the procedure.
Project fleet pre-deployment checklist
- Master VIN list complete, including trailers and machines that will not be registered
- Vehicle category and subtype confirmed per vehicle, from the documents rather than from internal naming
- Ownership chain documented for every vehicle, including any intermediate purchase
- Polish owner or keeper decided, with registered address and representation documents prepared
- Approval document identified per vehicle, covering the vehicle as it will be delivered
- Bodybuilder and final-stage documentation requested, in writing, with a date
- Mounted equipment listed and the technical supervision track started
- Tax and customs position established per vehicle group, not per shipment
- Translations commissioned, including bodywork and equipment documents
- Exception vehicles identified, separated and individually owned
- Collection of permanent registration certificates assigned to a named person
When local registration support in Poland is worth having
Not every project needs a local partner for this. A contractor deploying six identical EU-registered vans with complete documentation into an established Polish subsidiary has an administrative task, not a problem.
It becomes worth having local support when the fleet is mixed, when vehicles come from outside the EU, when specialist vehicles were completed by a bodybuilder, when the Polish entity is new, or when nobody in the project organisation has time to sit inside the procedure while the site is being set up. The practical value is not the trip to the registration office. It is knowing on day one which of the 30 vehicles are ordinary, which two are not, and what specifically has to be obtained for the second group before anyone books transport.
AkcyzaWarszawa.pl handles vehicle registration in Warsaw and the surrounding area, with excise and imported-vehicle documentation support across Poland, including fleets, non-EU vehicles, special and multi-stage vehicles and cases requiring approval procedures. The scope for company projects is set out on our page for vehicle registration and import services for companies in Poland.
8. FAQ
Can a foreign company register project vehicles in Poland? Yes. Registration is handled by the authority competent for the seat of the owner, and there is a specific route for vehicles entrusted by a foreign company to a Polish entity, which are registered by the authority competent for that Polish entity's seat on the basis of a document confirming the entrustment. What has to be decided first is which entity will own or hold the fleet in Poland and what its registered address is, because that determines the competent office and the representation documents.
Can an EPC contractor keep using vehicles already registered in another EU country? A vehicle registered abroad may be used in Poland if it meets the required technical conditions and carries plates in Latin characters, and the driver must carry the registration document plus, where that document does not show the right to use the vehicle, a document that does. Whether a particular vehicle can stay on foreign plates for the duration of a project is a separate question that depends on ownership, how long it stays and how it is used, and it should be confirmed per vehicle before mobilisation rather than assumed for the fleet.
Does every vehicle in an infrastructure project fleet need the same documents? No. A passenger car, a van, a 40-tonne tractor unit, a trailer and a concrete pump have different approval, tax and inspection positions. The most useful early step is to group the fleet by category and documentation status, because that tells you which vehicles are ordinary and which need work before anything is loaded.
Can 30 company vehicles be registered together? They are registered individually, with an individual file per VIN, but they can be run as one workflow: shared company documentation, one representation structure, batched submissions and central status tracking. What should not be shared is the timetable of the difficult vehicles. Keep the exceptions on a separate track so they do not hold up the rest.
What should be checked before project vehicles are shipped to Poland? VIN, vehicle category, owner, current registration country and status, the approval document covering the vehicle as delivered, bodybuilder documentation for anything fitted after the chassis, plated weights and dimensions, and the customs or excise position for the vehicle's origin. The value of doing it before shipment is that most of these can still be fixed by the seller, the manufacturer or the bodybuilder while they still want the transaction to complete.
Does an EU-approved truck chassis guarantee that the completed vehicle can be registered? No. A chassis certificate of conformity resolves an earlier stage of the build. If a mixer drum, tipper body, crane or pump was fitted afterwards, the question is what covers the vehicle in its final state: final-stage approval documentation from the manufacturer that completed it, or an individual vehicle approval.
Can a construction vehicle without an EU CoC be registered in Poland? Often yes, but not by the same route. Where there is no EU type approval for that specification, an individual vehicle approval procedure may apply, involving a technical service and the Director of TDT. Whether it applies depends on whether the vehicle is new or was previously registered abroad, what market it was built for and what documentation exists, which is why the assessment should be done on documents, before purchase where possible.
Can a representative handle Polish registration procedures for a foreign contractor? Yes, where the authorisation documents are prepared correctly. The individual registration file for each vehicle still has to be complete, but the company does not need to send its own staff to registration offices, and for a mixed fleet the more valuable part of local involvement usually happens earlier, during the document review.
9. CTA
Preparing a fleet for a Polish project?
Before transport is booked, send the fleet list with: VINs, vehicle categories, makes and models, current registration countries, ownership details, available registration documents, and CoC or approval documentation for the specialist and bodybuilt vehicles. For a larger fleet, one representative document set per vehicle group is enough to start.
We will come back with the fleet split into two groups: vehicles that can follow a straightforward registration route, and vehicles that need additional review, with what specifically has to be obtained for each of the second group and from whom.
The earlier this happens, the more of it can still be solved by the seller, the manufacturer or the bodybuilder rather than by your project team in Poland.
AkcyzaWarszawa.pl — kontakt@akcyzawarszawa.pl — +48 509 274 704 Vehicle registration in Warsaw and the surrounding area. Excise and imported-vehicle documentation support across Poland.
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