The geographical position of Dobrogea, along with traditional transpor-
tation activities led to a focus of the transportation companies and employees within this specific field, especially in Constanta. Therefore, in Constanta we have the greatest part of employers from transportation field (over 500), with more than 30.000 employees, according to Census in 2002. In Tulcea, the number of employers is less than 50, with almost 5.000 employees. Both dis- tricts have most of employers and employees from transportation concen- trated in the districts’ residence: Constanta and Tulcea (INS, 2003, processed electronic data). The transport infrastructure led to the configuration of transport and
storage areas within urban settlements. The port areas present two subtypes: complex (large, medium sized
and small) and simple. The large complex port areas are characterized by two specific facilities: piers; moorings for large ships; high capacity multiple desti- nation warehouses – and apart from these a complementary railway and mo- torway network. The port area Constanta is included in this category. In the perspective of the increasing traffic on the Danube-Black Sea Channel and the formation of a free area along side it, we can have in the future, the same type of port areas at Medgidia and Basarabi. Tulcea and the other port cities are characterized by small complex port areas, with limited specific facilities and low freight traffic, with a complemen- tary access to railways and secondary motorways. There is one exception, Sulina, where the port area has a simple char-
acter because it does not benefit from the access to different types of trans- portation, due to the geographical position of the city. Transport – storage areas of maximum complexity will stretch beyond
the administrative limits of the city, in connection with promoting a free area. Such an area is foreseen to be accomplished along site the Danube – Black Sea channel, which will include the port area Constanta South and the Mihail Kogalniceanu airport. All these particularities make the contour of the place and the impor- tance of the role of transport activities within this historical region of Romania.
The place of transport infrastructure of Dobrogea within national net- work and the development strategy
As mentioned earlier, starting with 1878, when Dobrogea became part
of Romania, a series of steps were undertaken in order to connect this region to the rest of the national territory. After 1990, in the new political, economical and social context, espe-
cially in the period preceding Romania’s UE ascension, Dobrogea was in- cluded in the national and European circuit, by connecting it to the European transport corridors, fourth corridor with a multimodal and water transport char- acter (seventh corridor- Danube, including the Danube – Black See Channel)
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