Novorossiysk Sea Port (, NSP) is one of the largest ports in the Black Sea basin and the largest in Krasnodar Krai. At 8.3 km, the NSP berthing line is the longest among all the ports of Russia. The port is located on the Northeast coast of the Black Sea, in the Tsemes Bay (also called Novorossiysk Bay). The bay is ice-free and open for navigation all year round. However, in winter the navigation occasionally stops due to the hazardous northeastern bora wind. The Tsemes Bay allows deep-draft vessels up to 19 m, and the inner harbour up to 12.5 m. The liquid bulk terminals depth range from 8.4 to 15.6 m, suitable for tankers with a deadweight of up to 250,000 tons, like Suezmax-class vessels.
Description
The Port of Novorossiysk is located at the crossroads of major international transport corridors between Russia and the Mediterranean Sea, the Near East, Africa, Southern Asia, Southeastern Asia, North and South America. NSP is the final destination for several international highways, such as the Trans-Siberian Railway, TRACECA, North-South International Transport Corridor, and Pan-European International Transport Corridor No. 9.
In the mid-2010s, NSP was the largest port in Russia and the Black Sea basin and the third largest in Europe. In 2011 it accounted for 21% of total cargo turnover in the country. By 2017 the port had 89 berths with a total length of 15,627 m, its annual capacity for the same year was estimated at 208,793 thousand tons. Bulk liquid cargo (oil and oil products) constituted a major part of the yearly turnover (160,688 thousand tons), followed by 37,509 thousand tons of dry cargo and 883,000 TEU containers. The Port of Novorossiysk mainly handles grain, coal, mineral fertilizers, timber, oil and oil products, containerized, food, and general cargo. In 2014 the total turnover amounted to 121.59 million tons, including 720,000 TEU, the largest value for the Black Sea basin and the second-highest in Russia. Total berth length in NSP equals 8.3 km. The territory is separated into several areas: three cargo terminals (East, West, and Central), a passenger area and the Sheskharis oil harbour.
History Russian Empire Novorossiysk and the Port in the middle of the 19th century The Adrianople Treaty of 1829 concluded the Russo-Turkish War of 1828–29 between Russia and Ottoman Empire, transferring the Sujuk Bay and the rest of the Black Sea coast under Russian domain. To defend these newly acquired territories the government fortified the coastline with numerous forts and strongholds. Among them was the fortress in Sujuk, founded on 12 September 1838. On 14 January 1839, it received the name Novorossiysk (a derivative of recently acquired territories) by a special order of state Minister of War. Later, Nicholas I of Russia issued a decree, assigning the name ‘Novorossiyskaya’, or ‘Tsemesskaya’, to the bay (after its tributary). Another royal decree (signed on 30 June 1845) initiated the construction of a new trade port. In 1846, the Novorossiysk fortress became a town.
In 1846, the port handled 109 foreign (mainly Turkish) vessels with various cargo — leather, cotton threads, tobacco, crockery, fruit, vegetables, and sugar. Russian vessels delivered construction supplies, salt, and wine. Rye, wheat, butter, salo, honey, and highland merchandise were exported. First warehouses were built from local worked stone. Loading/unloading were performed on a roadstead — launches and feluccas were used for on-water freight, while horse-drawn carriages served for inland transportation. At that time, Novorossiysk was separated from Krasnodar Krai and other rich provinces, thus it was excluded from major trade on the Russian market. During the Crimean War the town was destroyed.
Late 19th to early 20th centuries
In 1872, Alexander II issued a royal decree, appointing a committee to research and locate proper sites for new sea ports at the Black Sea coast. In 1874, the committee reported that because of the strong bora winds the Tsemes Bay could serve as the main port, thus it was advised to be used for the construction of a cabotage port. Several alternative projects were offered but never implemented. The proximity of Vladikavkaz Railway played a decisive role in site choice, it was planned to connect the bay with the inland transport chains via future Tikhoretsk — Novorossiysk conjunction. The Imperial Ministry of Railways offered several projects of the future port to the State Council. The approved project's construction required 3.5 mln roubles, while the planned cargo turnover was estimated at 30 mln poods.
The construction site located at the North-West part of the Tsemes Bay, less imposed to strong winds. The project included building miscellaneous facilities — a breakwater with a light-house at the South-West side, wharfs, utility railroads, bridges, paved roads, 2 track cranes, lighting and water supply. The infrastructure for personnel included a canteen, a kitchen, hospitals, workshops, and barracks. In 1866 the plan, overall budget and working conditions were approved by the Special Committee on Commercial Ports. On 8 August 1888, the first vessel sailed off to the new port — a French ‘Mingreli’, loaded with grain. A short time before the railroad conjunction between the port and Novorossiysk had been put into operation. By 1895 new berths (East, West and several state-owned) were opened, one of them was soon taken on lease by ‘Chernomorsky Cement’ company. The enterprise entered the cement market with raw materials from recently discovered Novorossiysk marl pits. In general, private capital played a major part in Novorossiysk Port development. For instance, Vladikavkaz Railway Society investments reached 15 mln roubles, twice more than the total value of all Novorossiysk industrial objects.
USSR In the Russian Civil War, NSP was severely damaged in fights between the Red and the Volunteer Army. Later, under Bolshevik control the port was nationalized. In 1921—1922 it made a significant impact on food supplies to the victims of severe famine in Volga Region. That contribution was honoured with an Order of the Red Banner of Labour. Later, NSP was awarded the same order for raising the wreck of ‘Elbrus’ oil-carrier, sank in the years of World War I. The infrastructure and total cargo turnover recovered gradually. While in 1920 the turnover was only 16 mln thousand tons, by 1923 it grew to 1.2 mln. By 1926 all the berths were reconstructed and put into operation, including a newly built coal pier (later named ‘Importniy’). In 1926-30 the Port of Novorossiysk doubled the pre-war grain shipment amount, then during the Second Five-year Plan it doubled the total turnover. Some wooden berths were replaced with reinforced concrete, a new harbor basin was constructed for cabotage fleet, an embankment and an ice-box were added.
By 1940, NSP had become one of the leading ports in South USSR. It comprised 4 loading areas, import and cement docks, a cabotage area and the West Embankment (106.5 ha). There were 41 operating berths with a total length of 4.69 km, the staff rose to 2076 port workers (including 509 lumpers). In 1940, the NSP handled 416 vessels and processed 1554 thousand tons of cargo. Upon the outbreak of World War II the port served for evacuation, shipped ammunition and weapons to the battle front line. The bravery and courage of the port workers were acknowledged and honoured with state medals. By 1943 only one berth of all NSP facilities remained intact. The State Defense Committee ordered the reconstruction to begin, as soon as 1 October 1944, NSP was officially reopened. However, the complete reconstruction was finished only in 1950. By the middle of the 1960s, new facilities were added — ‘Shirokiy’ dock, ‘Sheskharis’ oil terminal, a passenger harbor station, workshops, and even a Sailors' Palace.
Russian invasion of Ukraine
In its defense against the Russian invasion of Ukraine Ukraine has repeatedly attacked the Port of Novorossiysk with drones and missiles. An attack in November 2025 set fire to oil export infrastructure including pumping stations, berthed tankers and pipelines, halting oil exports from the port. Following the attack, the State Department expressed its displeasure with Ukraine, stating that the attack did hurt US business interests.
Infrastructure Vessel traffic management Safe navigation in the waters of NSP is supported by Vessel Traffic Service (VTS) solution by Rosmorport. The local system includes VTS Centre and four remotely controlled radio technical posts (RTP) — ‘Doob’, ‘Penay’, ‘Gelendzhik’, and ‘Youzhnaya Ozereevka’. Doob RTP is installed in the proximity of Doob Lighthouse 95 m above sea level, it serves for detection and observation of approaching vessels and backs up Penay RTP. The latter is located at the front Penay range marker 35 m above sea level, providing direct visual of Novorossiysk bay. Penay RTP backs up Doob RTP performance for distance range. In its turn, Gelendzhik RTP stands at the South-East slope of the Doob mountain 301 m above sea level. It serves for distance range observation of vessel approach and backs up Youzhnaya Ozereevka RTP. Youzhnaya Ozereevka secures observation of the Caspian Pipeline Consortium in operational responsibility area and its approaches.
The mentioned RTPs detect vessels at a range up to 15–20 miles, determine coordinates, velocity, and direction. In case of possible emergency all obtained data is sent to the Central VST operator and other vessels within range. All vessels are obliged to enter and move in NSP water area only under Novorossiysk VTS permission.
Major facilities Novorossiysk Timber Port Before the Russian Revolution no Russian Black Sea ports had specialized timber handling terminals. However, NSP historically processed various timber cargo flows to the Near East. In 1929—31 the very first terminal for timber export was put into operation at the port of Novorossiysk, comprising warehouses, log yards, and special berths. As soon as in 1940—41 the company was shut along with a complete cease of foreign trade via NSP. By 1945 a new timber yard was opened at the Port of Novorossiysk. The state company, managed by Glavsnables (General Directorate for Wood and Timber Supply), handled hardwood timber deliveries from Romania. By 1956 the yard was reorganized into Novorossiysk timber port under the management of USSR Ministry for Paper and Timber Industries.
USSR Ministry of Forest Economy granted 8 mln roubles on expansion and development of the timber harbour. It was targeted on trade with Mediterranean and Middle Eastern countries with an estimated export volume of 250 thousand m3 and 100 thousand m3 import. In the following years, the terminal capacity grew rapidly. In 1958 the Timber Port of Novorossiysk total turnover reached 415 thousand m3, by 10 years it boosted up to 1700 (including 850 thousand m3 of timber cargo).
By 1980 the Timber Port covered 56.8 ha and became an enterprise of federal importance. It was equipped with 30 various cranes (portal, frame, tower, railway, etc.), the timber terminal had 2 separate lines for lumber drying and bundling, grading and sorting machines, and a whole fleet of machinery (52 electric and truck loaders, 33 lumber trucks, 9 transporter trains, etc.). In 1992 NSP went public and was renamed into Novoroslesexport, later privatized. Then it began operating as a diverse harbour, handling various cargo. The first container terminal was launched in 1999. In 2006 Novoroslesexport was acquired by the NMTP Group.
Novorossiysk Shipyard