A C310 PLT NOTICED A TRUCK AND MAINT PERSONNEL ON THE OPPOSITE RWY END AT A CTAF ARPT. THE PLT EXECUTED A GAR AND RETURN TO LAND.

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ARRIVING INTO ZZZ1 FROM THE S; LNDG ON RWY; MADE ANNOUNCEMENT ON CTAF 15 MI OUT; 10 MI OUT; 4 MI FINAL; AND SHORT FINAL. VMC CONDITIONS PREVAILED. HOWEVER; I WAS ON AN IFR FLT PLAN. ON SHORT FINAL; A MAINT TRUCK ENTERED THE RWY AT THE OPPOSITE END OF THE RWY THRESHOLD. I WAS HOPING HE WOULD SEE ME AND WOULD EXIT THE RWY. WHEN I WAS OVER THE NUMBERS FOR RWY; AT ABOUT 50-75 FT; VEHICLE STILL HAD NOT EXITED THE RWY. I SUBSEQUENTLY INITIATED A GAR TO RE-ENTER THE PATTERN (L DOWNWIND). I DO NOT KNOW IF THE EQUIP/MEN HAD A RADIO; BUT HAD THEY BEEN MONITORING CTAF; THEY WOULD HAVE KNOWN I WAS COMING. FURTHER; IT APPEARED BY THE MARKINGS ON THE TRUCK THAT THEY WERE NOT ARPT AUTH VEHICLES; BUT PVT CONTRACTORS. ALSO; SINCE MEN AND EQUIP ARE NOT INDICATED ON D-NOTAMS; AND THERE IS NO WX RPTING OR OTHER; I HAD NO WAY OF GETTING THE NOTAM FOR EQUIP ON THE RWY. I WAS NOT GIVEN ANY LCL NOTAMS BY FSS (THE LCL FSS FOR THAT AREA); AND ARPT ADVISORIES WERE UNAVAILABLE. I COULD HAVE PREVENTED THE INCIDENT BY OVERFLYING THE FIELD; BUT TIME WAS AN ISSUE; AND INSTEAD; I CHOSE TO INTERCEPT THE FINAL COURSE OR THE GPS APCH; USING THE VFR WX AT ABC AND XYZ FOR REF. I COMMUNICATED MY INTENTIONS AND MADE 2-WAY CONTACT WITH THE OTHER ARR IN THE AREA ABOUT 10 MI BEHIND ME; BUT TO THE N. IN SUMMARY; I SHOULD HAVE OVERFLOWN THE FIELD; AND DONE A VISUAL INSPECTION OF THE FIELD; THE CONTRACTORS SHOULD HAVE BEEN MONITORING CTAF; AND FSS SHOULD HAVE TOLD ME THAT THERE WERE MEN/EQUIP ON THE RWY.