1, Rose-Marie Puşcaciu2, Mirela Mihalache3, Viorica Puşcaciu4
Abstract: We hereby try to approach some aspects about the port traffic, analyzing this activit y from the
marketing point of view, on the one side, and looking at the ports as entities which represented real emblems,
symbols of economic and social d evelopment, cities like Galai, Brila, Tulcea, being zones which were
wholly identified with the port activity, on the other side. This analysis is necessary in the context of the
favorable geographical placement of Romania, which benefits both of the Danube river road, and also the
Black Sea. Despite of all these historical and geographic aspects, and also of some directions of developing
the commercial Romanian fleet in the past period, the Danube ports are going on a regress stage. In order to
catch the n ow on quantitative and qualitative changes over which are on this market, we consider necessary
an incursion in the inter-war period, basing both on the tradition of these maritime and river ports, and on the
assertion of Joseph Schumpeter as per which the economic aspects can be studied by history, theory and
statistics. The conclusion of the study points to that the port activities estimated by the tonnage shipped in
these sea-Danube ports regressed, and the Romanian fleet is now almost absent, non-existent. We firmly
underline the necessity of a national strategy in this field.
Keywords: market; ports; port traffic; commercial fleet; foreign trade
The Adrianopole Peace of 1829 gives to the Romanian principalities a series of commercial liberties,
which up to that moment were cornered the market by the Ottoman Empire. As result of this situation,
the Danube ports Brila and Galai gain the status of free-ports, with all the privileges issuing from
this regime, that is the attracting of the cargo quantities from Romanian principalities, but also from
other territories in order to be exported or imported on the market. Due to the historical and
geographical conditions, these ports which allowed the access of the maritime at is Brila focused on
the cereals market, and Galai on wood and general cargoes. Furthermore, Brila had the supremacy
for the export tonnage, while Galai that of the imports. (Buse, 1976, p. 66)
Even if for many centuries Brila had status of Turkish “vilayet”, scoring gaps in its development
comparing with other cities, it succeeded not only to recover the differences in development, but also
to become a real “pole” of development on the level of the principalities, it became a favorite zone,
from a under-privileged one.
1 Professor, PhD, “Danubius” University of Galati, Romania, Address: 3 Galati Blvd, Galati 800654, Romania, Tel.:
+40.372.361.102, fax: +40.372.361.290, E-mail: email@example.com.
2 Assistant Professor, PhD, “Danubius” University of Galati, Romania, Address: 3 Galati Blvd, Galati 80 0654, Romania,
Tel.: +40.372.361.102, fax: +40.372.361.290, Corresponding author: rosemarie.puşcaciu@univ-danubius.ro.
3 Assistant Professor, PhD in progress, “Lumina” University of Bucharest, Romania, Address: os. Colentina no. 64b, Sector
2, Bucharest, Romania, Tel.: +4 021.240.30.22, Fax: +4 021.240.30.33, E-mail: firstname.lastname@example.org.
4 Professor, PhD, “Lumina” University of Bucureşti, Romania. Address: os. Colentina no. 64b, Sector 2, Bucharest,
Romania, Tel.: +4 021.240.30.22, Fax: +4 021.240.30.33, E-mail: email@example.com.