Romanian Journal of Historical Studies Volume II – Issue 2 / 2019

https://romanianjournalofhistoricalstudies.wordpress.com

THE DEVELOPMENT OF THE PORT ACTIVITIES ON

THE ROMANIAN SEA COAST OF THE BLACK SEA
FROM ANTIQUITY TO MODERN TIMES
Iuliana Mirela Glogoveanu 1
1 Ph.D.Student, Doctoral School of Humanities Sciences – "Ovidius" University of Constanta, Romania
E-mail: glogoveanumirela@yahoo.com
Online Published: July 31, 2019

Abstract
Surveillance of commercial and passenger traffic has been and is currently a national security activity involving
the use of a modern infrastructure, which allows the rapid intervention of competent institutions. This has been
a necessity from ancient times for the Dobrogea area, and bears the mark of those who came to these lands to
carry out transport and trade activities in this area of our country. In this context, Romania has evolved with ups
and downs in terms of transportation, navigation and traffic surveillance activities in its maritime and fluvial area.
Key words: port traffic, traffic monitoring and surveillance, shipping, river, maritime, trade, sea port,
waterway.

1. Introduction
The history of the Romanian people was marked by a particular characteristic, due to its very special
geographical position on the European continent. On the territory of our country, in the vicinity of the Western
Black Sea coast, there have appeared and developed - due to the fact that many important commercial routes
have been crossed here since ancient times - important trade routes, trade activities, transportation, and later,
maritime and river traffic control and monitoring activities. These activities have borne over time the imprint of
those who came and lived on the Romanian coast of the old Pontus Euxin and carried out trade and transport
activities. We can also say that trade and transport activities in this area are closely related to the emergence
and development of the maritime and river ports in the Romanian coastal zone.
The importance of routing and port traffic monitoring is great and derives from the necessity to carry out
port life in terms of efficiency and safety.
Trade exchanges have been the engine of the emergence of sea and river transport activities, navigation and
port traffic on the Black Sea coast in the South-East part of Romania. This has happened on the Romanian seaside
area since Antiquity and is still ongoing, and has been favoured by its special geographical position. Its location
at the intersection of important trade routes, the Asian-Western European and the Northeast European-
Mediterranean, and the numerous natural resources have made this area a major trading, shipping and river
transportation hub.
The interest for the topic we present in our study is given by the fact that this field is sporadically debated
from a historical perspective in both Romanian and foreign literature. The reason why we want a presentation
of the evolution of these activities, specific to ports and navigation, results from the fact that they are part of a
complex system of trade and international transport and also of the global monitoring system to which Romania
is an integral part.

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In the present study, we want to demonstrate, using archaeological evidence discovered over time that
port activity as it is today has not emerged suddenly, but is the consequence of all those events, factors and
population that have been present, through history, in the Romanian Black Sea coast.

2. Beginning of trade and transport activities in the Dobrogea area

The Geto-Dacians were engaged in agriculture, trade, land, river and maritime transport on the seacoast of the
Western Black Sea, even before the Greeks arrived at the Pontus Euxin (the Latin name of the Black Sea). Evidence
in this respect is the discoveries from Cernavodă, Medgidia, Istria (Tulcea), which illustrate human activities in
the territory of Dobrogea (the Hamangia culture).1
About the Geto-Dacians, the descendants of the Thracians, speaks Homer the Iliad where he described them
as participants in the Trojan War. He characterizes them as “dazzling, fearless”, taming white and restless
horses.2 He also expresses his admiration for their gold and silver weapons and armaments, proving their
craftsmanship, organization and hierarchy of society, in other words, an economically and socially well-
developed society. Herodotus also gives us information about the Geto-Dacians, calling them “the most powerful
of the Thracians”.3
The founding of the Greek colonies on the Western Black Sea coast represented a turning point in the
evolution of the Traco-Getic settlements in Dobrogea. Histria, Tomis and Callatis were the three Greek cities first
organized as “emporions” (anchorage and transit points) for the ships that came and transited the Black Sea
towards the Mediterranean Sea, being the crossing point of Western Europe to the Orient and vice versa.
Archaeological discoveries in the area of St. Peter and Paul Cathedral and those in the underwater space
show that amphorae, ceramic vessels for transportation and storage, oils, linen from the Mediterranean region
were used in commercial exchanges, and were loaded from native grain, animal skins, fish and slaves. The mere
fact that Herodotus and Homer recall in their works the Geto-Dacians, as the descendants of the Thracians, and
that they had activities specific to the Greek pre-colonization era, leads us to say that our ancestors lived in the
South-Eastern Danube area of our country. Although modestly mentioned, they were involved in trade,
navigation, fishing, maritime and river transportation activities along the Western coast of the Black Sea.
Although there are no documents to prove this, the mere fact that amphorae have been found in the
Mediterranean, coins minted in the cities of Pontus Euxin, as well as the testimonies of Greek historians from
Antiquity, which state that the Greek ports were signalled, buoyed with white rods, and that the signalling was
made with acoustic signals (animal horns, drums) or lights (torches) as well as the fact that their ships anchored
in the ports of Tomis, show that they used the same navigation and signalling systems used by the Greeks.
The Roman domination comes to the Geto-Dacians territories with improvements and additions to what the
Greeks did in Scytia Minor (the name of Dobrogea during the Roman domination). Discoveries from the Romanic
Mosaic Edifice: the large storage rooms and stone arrangements show intense trading activity through the port
of Tomis in particular - whose commercial importance in the North East of the continent and from the Orient, in
the Mediterranean basin, increases considerably. The proof of the Geţi is brought to us by poet Ovidius, who
was exiled to the Pontus Euxin by the will of Emperor Augustus “inter getesques”. He describes the Geţi as having
a “fierce face, a cruel voice, Mars’s whole icon”.4
During this period, the exchanges are diversified, the goods from the local agricultural production, left from
the Dacians to the various corners of the Roman Empire, and brought instead luxury goods (oils, jewellery, wine,

1 Puiu Hașotti, Epoca neolitică în Dobrogea, (Constanța: Tomitana Library, 1997), 16-20.
2
Homer, Illiada, trad. George Murnu, (Bucharest: Casa Școalelor, 1923), 414-415.
3 Herodot, Istorii Vol.I, trad. Felicia Vanț-Ștef, Adelina Piatkowski, (Bucharest: Scientific Publishing House, 1961), 345.
4
Ovidius, Tristele, Izvoare privind istoria României, trad.Vladimir Iliescu,Virgil C. Popescu,Gheorghe Ștefan, (Bucharest: Publishing House
Republicii Populare Române, 1964), 299-301.
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materials such as baize fabrics etc.).5 The Roman domination period adds to the development and expansion of
river and maritime transportation in the Tomitan area, linking the Western provinces of the Roman Empire with
the East and North Territories, unconquered by the Romans.
New methods of anchoring and loading and unloading of goods are added; signalling of shores was done
with light means for periods with low visibility. There is a whole functioning apparatus dealing with port activity.

3. Transports from the Danube and the Black Sea in the Middle Ages
In the Medieval period, the significant imprint on the territories between the Danube and the sea is caused
by the frequent invasions of the migratory peoples and the Ottoman rule. The reorganization of the ports after
the Aurelian Withdrawal, the organization of the population of the old Roman province in front of the invasions
of the migratory peoples has the effect of diminishing the trade activities in the area, and brings focus on defence
against invaders instead.
The effect was disastrous because many of the professions that brought prosperity and made these places
thriving were disappearing or were being forgotten, like: plant culture - especially crops, livestock breeding, in
one word - agriculture, the production of commodity goods, crafts, trade and, implicitly, transport and
navigation. In medieval times, Dobrogea its maritime and Danubian ports, although not used to the same
capacity as in the past, losing their “brilliance” from the Antiquity, were used as transit gates for Genoese,
Venetian, Ruguzian merchants and, last but not least, for those from the new Ottoman Empire. 6
Evidence to these merchants who had warehouses in the Port of Constanţa are the writings of the time
belonging to the foreign travellers of that period. Also important are the Portuguese Ragusa (coastal maps) and
various trade documents of the Genoese and Venetian merchants. The merchants of the Ragusa were able to
obtain from Constantine the Great certain facilities for the merchandise traded in the Port of Constanta (which
adopts and changes the name of “Tomis” to “Constanta” after that of the great emperor), facilities that they
maintain after Dobrogea comes under the Ottoman rule.7
The Ottoman merchants (Muslims) also had commercial facilities, which effectively led to a monopoly over
the port activity in the Western Black Sea. The one who provides us with information about activities in the
Küstende Port (the Turkish name for the Port of Constanta) is the famous historian and geographer, traveling
through the Ottoman Empire, Evylia Celebi. The commercial traffic changed slightly from the Port of
Constantinople (as it was called by the Venetians and Genoese) to the ports on the Danube River and those from
its mouths to the sea (Giurgiu, Sulina, Chilia).
Regarding the Medieval period, it is worth mentioning that, although for a while, Dobrogea and its ports,
including those on the Danube, were under the rule of their rightful owners - namely, the Romanian rulers of
Wallachia: Mircea the Elder (1389-1390), Vlad Ţepes (1462), Michael the Great (1599-1601). They have probably
perceived the importance of Dobrogea and of the maritime and river ports in regard to the economic
development of the territories in which they lived, worked, and not so many times, sacrificed the men of the
Romanian people.
With the information given to us by the maps and navigation map of the Genoese, Venetian and Raguzian
sailors, as well as by those found in the writings of the time, we find that they had business, deposits,
warehouses, storage facilities in the enclosure or in the vicinity of the port. We can reaffirm that they brought
with them to our lands, customs, rules and part of the technology they used in their ports of origin.

5 Alexandru Vulpe, „Moștenirea timpurilor îndepărtate” in Mircea Petrescu-Dîmbovița (ed.), Istoria României, Vol I, (Bucharest: Editura
Enciclopedică, 2001), 800-801.
6 Valentin Ciorbea, Portul Constanța de la antichitate la mileniul III, (Constanța: Europolis, 2001), 53-63.
7
Alexandru P. Arbore, „Câteva însemnări etno-istorice asupra Dobrogei în veacul de mijloc-Raguzanii”, Analele Dobrogei, no.2 ,
(Constanța,1922): 36-47.
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Recognized as skilled sailors in Genoa, Venice, Ragusa, who had businesses in the Port of Kustende, they
used methods of anchoring, loading and unloading, routing, cabotage8, protection and shelter of ships in the
event of a storm. The same methods and facilities were used in the Romanian maritime and river ports, although,
perhaps not to the size of their native ports, but the huge quantities of grain, animals, fish, salt, honey, or wood
that the statistics of those times give us, and the historical estimates of historians make us believe that the
harbour activity and traffic monitoring existed, as this cannot be done without port facilities.

4. Port activities that triggered the emergence of radio-telecommunications in the modern age
The Great Industrialization, which began in the second half of the 17th century, echoed in the provinces
inhabited by Romanians. For the territories between the Danube and the Black Sea, the modern age meant, first
of all, the departure from the Ottoman domination and the joining to the body of the country. In this context,
wide economic and social movements take place in both Western Europe and in the Balkans region that, in the
Romanian provinces, took form in the 1848 Revolution. The Union of Walachia with Moldavia and the 1877
Independence War, are other historical events that marked the steps made by Romania on the road of economic
and social modernization.
The beginning of the 19th century is marked by concerns regarding the organization and structuring on new,
modern principles of the Romanian port area. In this respect, it began to be increasingly visited by Romanian and
foreign specialists (engineers, economists, army specialists, journalists and politicians), who also conducted some
studies on the necessity, opportunity, efficiency and prospects of setting up in the future of a modern port that
is “designed for the Orient and a source of wealth for the country” as King Carol I of Romania said when its
foundation was casted in 1896.
In 1839, British Consul, Robert Gilmour Colquhoun said that by expanding the buildings that were in the
Port at that time, the number of ships anchoring in the Port could be increased. Also important are the
considerations of Ion Ionescu de la Brad who, at the request of the Ottoman authorities, in the Diary of
Constantinople, illustrated in an original way the economic importance of the Port for the trade carried out in
the Romanian Centres and the necessity of a plan for its arrangement, by building a pier for sheltering ships that
anchor in the Port.
In 1855, the idea of building a communication route between the Danube and the Black Sea (the Danube-
Black Sea Canal prototype) was shaped by the economic and technical analyses, which will materialize only with
the beginning, in 1857, by the Ottoman authorities’ concession to the British “Danube and Black Sea Railway
Company and the Küstendge Harbour Company Ltd.” for the arrangement and construction of the new port
facilities and for the Constanţa-Cernavodă railway line.9 The port facility works concerned the construction of a
mooring front of 200 m long wooden sheds and two dams, warehouses and halls for goods storage.
The main countries to which the cereals, timber, cheeses and animal skins from Dobrogea went were:
England, Greece, Russia, Austria, while lambs, rams, salt, honey were going to the Istanbul market. Cotton
returned from England, footwear from Austria, spirits from France.
The construction of the Genoese Light, replacing the old stone, by the enthusiastic Englishmen who visited
Constanţa around the 1850s, is essential for the development towards which the old Pontus Euxin was heading
in the second half of the seventeenth century.10 After gaining national independence in 1877, Dobrogea returned
to Romania. The Port of Constanta along with the river ports, entered a new stage of expansion and

8
Council Regulation (EC) No 1072/2009 of the European Parliament and of the Council of 21 October 2009 on common rules for access
to the international road haulage market - Official Journal of the European Union L 300/72, 14.11.2009.
9
E.B. Lazarovici, „Construcția și exploatarea Portului Constanța”, in Analele Dobrogei, nr.1, (Constanţa, 1920), 43-100.
10 Petre Covacef, Povestea Farului Genovez, (Constanța: Ex Ponto, 2003), 114-115.

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development, practically transforming from a medieval port into a new, modern one, capable of bringing “wealth
for the whole country”.11
The construction of the Cernavoda Bridge (1890-1895) - the work of engineer Anghel Saligny, which was
designed as a bridge between the sea and the Danube, as well as with the rest of the Romanian provinces,
represented an impetus for the start of modernization works in the Port of Constanta in 1896.12 The project was
started by engineer I.B. Cantacuzino and continued by two other exceptional engineers: Gheorghe Duca and
Anghel Saligny, the latter bringing important modifications (dredging works, the construction of the broad dams
- the one at the entrance of the Port and the Southern one, the oil reservoirs and the silos). The project was
finished in 1909.13
The development of the Port infrastructure continues in the interwar period, adding the floating dock, the
maize drier and the administrative building. Unfortunately, the effort made before the outbreak of the two world
wars made the city of Constanta and the Port targets for enemy aviation. Specific for the interwar period are the
developments in the Port infrastructure, but also the frequent social conflicts that were reflected in the activity
carried out in the Port of Constanta.14 The modernization works of the Port continue, following the project of
engineer Anghel Saligny, which brought a new, modern, futuristic breath, one could say, to Constanta - that
barely came through the Middle Ages. In this context, begins the construction of a 10 m deep basin, mooring
docks (more precisely 8 of them), there is still draining to increase the mooring space (the dams were 2544 m
long), the junction surface was 200,000 square meters and that of the harbour platforms of 142 ha. All these
were served by an electric crane with a capacity of 40 t, as well as smaller tonnage equipment.
It is also worth mentioning that the export value was far ahead of import, making Constanta a port based
on raw materials export and on finished products import.15 A feature of this period is the specialization of port
docks for various exported or imported products: berries no.128-135 for timber, 36-38 for minerals and coal, 20-
27 for cereal and animal products, AF for petroleum products, 0-1 for military activities and 2 to 5 and 6 to 10
for metal products, respectively post office. The main countries where the products were exported were: Great
Britain, Holland, Belgium, Italy, Germany (for cereals such as barley, oat, wheat or corn), the timber went to
Germany, Spain, Syria, Greece, Egypt the United Kingdom and France. Flour, sugar, salt, fruit, cattle were also
exported.
Imports, substantially less than exports, came from the UK, the Netherlands, France, and Italy and contained
a wide variety of goods: lemons, oranges, figs, coffee, tea, cocoa, confectionery products, and oils. Also, during
this period began US automobiles imports; machine tools, hardware products were imported from Belgium and
Germany. The year 1935 was essential for the Port’s development, as the Royal Maritime Station, the passenger
terminal, was inaugurated and people came here to embark to various destinations around the world.16
At the beginning of the First World War, we can say that Romania was in full economic growth. Romania’s
economic industrialization was started and unfolded. The measures taken by the country’s leaders at that time
aimed at bringing the rural population to the major cities of the country, where the foundations of large industrial
centres were laid. This was possible due to the increase in the number of the rural population and its tendency
to migrate in the urban area, as well as the fact that the agricultural production of that period did not cover the

11
Dana Lascu, „Cum a inaugurat Regele Carol I, acum 107ani, Portul Constanța. Povestea actelor pe care comuniștii le-au scos din zidul
portului’’, Ziua de Constanța, (27.09.2016), https://evz.ro/cum-a-inaugurat-regele-carol-portul-constanta-acum-107-ani-1.html,
(accessed on 15.05. 2019).
12 Aurelia Lăpușan, Ștefan Lăpușan, Tiberiu Bîrda, Cernavodă 1995, (Constanța: Mondograf, 1995), 82-132.
13 Petre Covacef, Portul Constanța-Portul lui Anghel Saligny, (Constanța: Publishing House Administrația Portului SA Constanța, 2004), 87-

95.
14 Bogdan Mitric, Gheorghe Alecu, Moraru Iuliana, Raporturile juridice de muncă ale lucrătorilor portuari și ale personalului ambarcat,

(Constanța: Publishing House Companiei Naționale Administrația Porturilor Maritime Constanța, 2004), 32-46.
15 Marioara Cojoc, Orașul-Port Constanța dincolo de realizările primei jumătăți a secolului XX, (Constanța: Publishing House Companiei

Administrația Port Constanța, 2007), 9-20.

16 Valentin Ciorbea, Evoluția Dobrogei între 1918-1944, (Constanța : Ex Ponto, 2005), 114-120.

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social and consumption needs of the population. Another statistic of the time shows that the revenues from the
resources did not cover the expenditures of the population, requiring it to be oriented towards finished products,
the price of which was much higher. The result was the beginning of a vast process of development of the
country, a plan that stretched over a period of 100 years. This project started in 1918 with the development of
the railways, the systemization of the transport routes, the development of the waterways (specifically the Port
of Constanta), the production of the machinery (Malaxa), the construction of the steel mill in Galaţi, the Iron
Gates hydroelectric power station, the dam of Bicaz, the electrification of cities, the development of the gas
network, the extraction and production of petroleum products, the construction of the Danube-Black Sea Canal.
Another specific feature of this period is the union activity. There are different forms of organization of
seafaring and port staff. Among the forms of association and organization of the port workers we mention the
unions: “Emancipation”, “Princess Maria”, the “Prince Mihai Association”, under the tutelage of the National
Liberal Party, and “Mihai Eminescu Union”, directed by the National Peasant Party.17 It is worth mentioning that,
although the problems in protecting the working conditions of the workers, the economic and social conditions
were not the very best either. The trade unions more often started to divide, because of internal disputes, which
only benefited the employers who did not take any steps to remedy or improve working conditions in the port
area.18
The imminent beginning of the First World War and the uncertain international situation, as well as the
increased interest of the great powers, the increasing power of the future Soviet Union, the rise of the Nazi
movement in Germany - from the point of view of the former claims on the Romanian territories during the
Austro-Hungarian Empire, as well as other interests on the Middle East of the great powers in Europe and the
American continent (France, England, USA), put the former territories of the late Ottoman Empire at their will.
It is worth noting for the interwar period that, in the Romanian industry and economy, starts the transition
from the production of industrial products (machines, machinery) used in the framing of the Romanian economy
to the production of weapons, holding on the spot, and finally stopping the modernization process in which
Romania was involved at the beginning of the century. That is why the idea of surveillance and monitoring of the
commercial and military traffic in the Port of Constanţa area became more noticeable.
That is why in 1936 the Radio-Telegraph School was set up, which was preparing officers to work under
cover. In addition to their military training, the techniques of shooting, filming, dactyloscopy, the technique of
writing with invisible ink, radio-telegraphy, and techniques of using the TFF (wireless telegraph) were also part
of their training. The uncertain situation in the Romanian economy, the frequent attacks on the national security
of the Hungarian irredentists in Transylvania, the Ukrainian emigrants, the Bulgarian livelihood in the Dobrogea
area, led to the establishment on the territory of Romania of the information and counter-information zones in
Constanta, Timisoara, Iasi, Chişinău, Cernăuţi, Satu-Mare, Arad, Suceava, Bucharest, using the TFF, which is even
today the basis of the traffic monitoring activities.
Another feature of the interwar period is that the Port of Constanţa was, more or less forcibly, in the theatre
of war operations between the giant German war machine, the Allies (England, France) and the Eastern Soviets,
who found it appropriate to give the West’s reply on Romanian territory.
What is important to note is that after the end of the Second World War the consequences were felt,
materializing in massive material destruction in the port infrastructure, railway infrastructure and of the frail
industry that had developed in our country before the start of the First War World. Another important fact is the
destruction and robbery in industry, transport and generally in Romania’s economy, was continued after August
23rd 1944 until 1947 by the Soviet “liberating” troops, who sought to treat Romania as an occupied territory and

17 Cristian Cealera, „Scurtă istorie a Portului Constanţa (V): Import-export şi perioada interbelică”, Ziua de Constanţa, (30 octombrie 2018),

https://www.ziuaconstanta.ro/stiri/invitati/scurta-istorie-a-portului-modern-constanta-iv-import-export-si-perioada-interbelica-
672434.html, (accessed on 20.05.2019).
18
Alecu Alexandrescu, Drept maritim, (Constanța: Publishing House Companiei Naționale Administrația Porturilor Maritime SA Constanța,
2003), 87-88.
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the Romanians as enemies under occupation.19 The notes of General Măcelariu are also to be mentioned, who
said that the Soviets treated the Romanian army and the Romanian soldiers as prisoners and not as allies.20
Another blow given to the Romanians after the end of the Second World War, which practically kneeled the
Romanian economy and industry, was the signing and acceptance by the communist leaders at that time of the
agreement on the establishment of the Sovromes, in order to officially manage the debt recovery of Romania
towards the Soviet Union and thus accepting the status of a country under the “administration” of the Soviet
Union.21
The companies and areas concerned were those in transport, shipping, petroleum, and ores. The first
company founded on this scheme was Sovrom-Transport, a shipping company that took over the main transport
and navigation routes: Constanţa, Brăila, Galaţi and Giurgiu. This had only limited the port and navigation activity
and, implicitly, the traffic and surplus traffic, and offered for exploitation the Romanian territory to the officers
and officials designated by the Soviet Union.
After Sovrom-Transport, followed Sovrom-Petroleum, which exploited the Prahova valley oilfield, Sovrom-
Coal, in the Jiu Valley, Sovrom-Tractor, Sovrom-Metal, which extracted the iron ore from Resita. The 11-year
existence of these “companies” has only led to poverty of the country’s resource, to be the outlet of the outdated
the USSR equipment, and to give Romania a Soviet-controlled development of the industry and economy, based
on the model imposed by them. This prototype has also been applied to the surveillance of traffic in the
Romanian airspace. Everything has passed under the close control of the Soviet Union. In this respect, the traffic
passed under the strict control of the Romanian Army, supervised closely by the Soviet Army, and the Romanian
Army officers were forced to train at the Soviet party school, which trained the specialists who created the
republican apparatus from the communist period, starting with 1965.
After that gloomy period, Romania is entering another stage in the evolution of naval navigation and radio
communications.

5. Conclusions
We can say that the management and monitoring of the port activities has a special importance, which is
due to the necessity of carrying out the port activity under conditions of increased efficiency and accuracy. The
geographical position of Romania, located in the important trade route zone for both Europe and Asia, has led
to the emergence of economic and trade exchanges, transport and traffic management in the Romanian Black
Sea coast. This has happened since Antiquity and continues today. The emergence and development of the port
traffic monitoring activity was determined by the emergence and development of the Ports of the Danube and
the Black Sea and were carried out according to the model of those who came and settled in this area of our
country.
The present study presents the historical evolution and the factors that influenced the emergence and
development of trade, transport and navigation, as well as traffic monitoring in the Romanian Black Sea coast.
This has helped us to demonstrate that there have always been activities of trade, transport, navigation on
the Romanian seacoast, which have attracted the emergence and development of other types of specific
activities such as port traffic management. All these are necessary to better understand the importance of the
port activities in the national economy, their role in terms of national security and their place in the great
commercial and maritime world system.

19 Valentin Ciorbea, Portul Constanța între tradiție actualitate și perspective, (Constanța: Publishing House Companiei Administrația
Porturilor Maritime Constanța, 2007), 225-229.
20
Ana Dordea Petre, Dobrogea, Evoluția Portului Constanța pe drumul refacerii (1945-1957), Documentary Fund Dobrogea of Yesterday
and Today, Virtual Library, 21.04.2018, https://www.ziuaconstanta.ro/.../scriedobrogea-evolutia-portului-constanta-pe-drumul-,
(accessed on 30.05.2019).
21 Dorin Țimonea, ,,Cum au funcționat Sovromurile, malefica unealtă stalinistă prin care sovieticii au prădat România de 2 miliarde de

dolari”, Adevărul, (17.10.2015), https://adevarul.ro/locale/alba-iulia/cum-functionat-sovromurile-malefica-unealta-stalinista-sovieticii-

pradat-romania-2-miliarde-dolari-1_5621073df5eaafab2cb98078/index.html, (accessed on 20.05.2019.
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Navigation is a complex field, but unfortunately the traffic monitoring branch is little known and exploited,
especially by young people. For this reason, the study we have undertaken has become an attempt to make
known its origin, development and benefits to and for the civil society.

Bibliography
Alexandrescu, Alecu. Drept maritim. Constanța: Publishing House Companiei Administrația Porturilor
Maritime Constanța, 2003;
Arbore, P., Alexandru. Câteva însemnări etno-istorice asupra Dobrogei în veacul de mijloc-Raguzanii.
Constanţa: Analele Dobrogei, 1922;
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