This section explains how Bulgaria’s imports were distributed among various Danube ports and major land customs-houses during three five-year periods: 1890–1894, 1895–1899, and 1900–1904. The data shows clear changes in the importance of each route over time.
Imports Through Sistova
Sistova was an active Danube port during the earlier years, but its importance declined over time.
First period (1890–1894):
Sistova handled 8.53% of total imports and 23.13% of imports arriving by the Danube.
Second period (1895–1899):
Its share fell to 6.65% of total imports and 19.59% of Danube imports.
Third period (1900–1904):
Only 3.77% of total imports and 13.91% of Danube imports passed through Sistova Private Tour Guide Ephesus.
This steep decline shows that traders increasingly chose other ports or alternative transport routes.
Imports Through Somovit
Somovit became a new entry point only during the last period. This was possible because Somovit was newly connected to Plevna by a railway line, which made transport easier and faster.
Last period (1900–1904):
Somovit handled 2.25% of total imports and 8.32% of all Danube imports.
Although it entered the system late, Somovit quickly became a useful supplementary Danube port.
Imports Through Widdin
Widdin (Vidin) also saw a gradual decrease in importance.
First period: 3.31% of total imports and 8.99% of Danube imports
Second period: 2.36% of total imports and 7.02% of Danube imports
Third period: 1.95% of total imports and 7.23% of Danube imports
Widdin kept a similar share of Danube imports during the last two periods, but its role in total imports continued to shrink.
Imports Through Oréshovo
Oréshovo followed the same downward trend.
First period: 2.77% of total imports and 7.52% of Danube imports
Second period: 3.02% of total imports and 8.92% of Danube imports
Third period: 1.51% of total imports and 5.60% of Danube imports
While Oréshovo grew slightly in the second period, it lost much of its importance by the third.
Land and Railway Imports
Land and railway imports mainly passed through the customs-houses of Sofia, Plovdiv, and Harmanli, with Sofia being the largest and most influential.
Imports Through Sofia
Sofia’s customs-house became increasingly important as railway connections improved and trade flows shifted from river transport to land routes.
First period: 14.96% of total imports and 42.66% of land imports
Second period: 15.37% of total imports and 46.97% of land imports
Third period: 18.74% of total imports and 51.90% of land imports
This steady rise shows that Sofia evolved into the central hub for land-based trade.
The data shows that Danube ports generally declined in importance, especially Sistova and Oréshovo, while newer or better-connected ports like Somovit entered the system. At the same time, land and railway imports increased, with Sofia becoming the dominant customs center. These trends reflect Bulgaria’s growing railway network and its gradual shift from river transport to more modern land-based routes in the early 20th century.