trek emonda nibali

Vincenzo Nibali’s 2021 Trek Émonda Bike size

This post is dedicated to Vincenzo Nibali’s 2021 Trek Émonda bike size and set up. Consider it as a technical chat over a cup of coffee as there are no pictures of the rider, his bike and/or the rider riding his bike.

Vincenzo Nibali is racing the UCI World tour seasons 2020 and 2021 for the team Trek-Segafredo. He is officially riding the new 2021 Trek Émonda SLR road bike since June 2020. 

The Sicilian pro rider nicknamed the “Shark of Messina” for his fast attacks on critical climbs and sharp handling in downhill led him wins several prestigious stages and races including two Giro D’Italia (2013 / 2016) and one Tour de France (2014). 

I really like Vincenzo Nibali riding style as he is in the line of the stylish Italian riders, well positioned on his bike for effective climbs and fast descent. Only a handful of Pro riders can rival with Vincenzo Nibali in a tight cornered descents, assuming they reached the summit together.

This introduction explains why Vincenzo is racing on Trek’s lightest road bike model, the Émonda SLR Disc 2021.

You might be interested in: Vincenzo Nibali races with team Astana Qazaqstan in 2022

By reading further you will find:

• What is Vincenzo Nibali’s 2021 Trek Bike size ?

Which Trek Émonda to select if you are 1m81?

How did vincenzo nibali set us his trek racing bike .

What is Vincenzo Nibali’s 2021 Trek Émonda Bike size ?

Vincenzo measures 1m81 and has selected the Trek Émonda SLR Disc 2021 bike size 56cm . 

Trek recommend the size 56cm for riders between 1m74 and 1m80. As Nibali is just over the line to the 58cm he has selected the smaller size to benefit from shorter headtube and more reactive bike.

Most Pro Riders select one to two size smaller than what the manufacturer recommends to the general public. 

Not everybody is the same even when measuring an overall 1m81. lower and upped body length is different. Body stiffness is also a factor.

When selecting a smaller frame size the headtube length is shorter which means the cockpit is lower. However the position is easier to adjust on a smaller frame than on a bigger frame size if you are just on the line between two sizes.

Vincenzo frame is the Trek Émonda SLR Disc 2021 size 56cm. The stem is the 110mm long, -7° angle, with a 400 mm Bontrager integrated one piece carbon handlebar. The handlebar height is 105mm lower than the saddle.

His saddle height is set at 758mm precisely and the saddle is positioned far back although the bike is fitted with the Bontrager 20mm set back seat mast.

Nibali uses 172.5mm Sram AXS crank length with Shimano Dura Ace SPD-SL pedals. The Trek Émonda SLR 2021 has a SRAM DUB, T47 threaded, internal bearing.

I am eager to see how the Pirelli tubular tires handle fast descent under the bike of Nibali. Most of fast downhill pro riders are riding on Continental tubulars. It will be interesting to observe the grip quality under extreme use.

Below is the complete specification of Vincenzo Nibali 2021 bike set up:

Frameset:  Trek Émonda SLR Disc 2021, Ultralight 800 series OCLV Carbon, Tapered head tube, Size 56cm, Direct mount disc brakes, H1.5 Fit geometry: 559mm top tube length, 525mm seat tube, 73.3° seat angle, 151mm head tube length, 73.5° head angle, 410mm chainstays, 70mm BB drop, 983mm wheelbase, 40mm Fork rake, 58mm Trail, 768mm standover, 563mm stack. Front brake:  SRAM Red HRD 160mm Rear brake:  SRAM Red HRD 140mm Brake/shift levers:  SRAM Red eTap AXS Front derailleur:  SRAM Red eTap AXS Rear derailleur:  SRAM Red eTap AXS Cassette:  SRAM RED XG 1290 10-28T / 10-33t depending of stage profile. 12 speed Chain:  SRAM RED Crankset:  SRAM Red AXS with Quark 2×12 SRM, 54/41t or 53/39t depending of race profile. 172.5mm length Bottom bracket:  SRAM DUB, T47 threaded, internal bearing Wheelset:  Bontrager Aeolus 4 Tubular Disc 47mm heigh Tyres:   Pirelli Tubulars P-Zero Velo 25c Handlebar:  Bontrager Integrated 420mm width Handlebar tape:  Bontrager Gel Cork Stem:  Bontrager Integrated 130mm -> 110mm length , -7 degree Pedals:   Shimano Dura-Ace PD-R9100 Saddle:   Bontrager Aeolus Pro 250 x 145mm -> Bontrager Carbon Personalized Seat post:  Bontrager Carbon Seatmast 20mm offset Bottle cages:  Bontrager Water Bottle Cage Computer:  Garmin Edge 830 Weight:  7.05kg

What do you think about Vincenzo Nibali’s Trek bike size ? Are you riding the same size of Trek Emonda 2021? Let me know in the comments as I am interested to know about it.

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Crazy light, crazy fast

The all-new Trek Émonda

The Trek-Segafredo team wanted more speed, so Trek engineered some. The all-new Émonda has aerodynamic tube shaping that helps riders go faster than ever on flats and climbs alike. And because Trek refused to sacrifice weight for speed, Émonda still has the incredible lightweight ride quality and balanced handling that made it a racing legend in the first place.

Trek’s fastest climbing bike

The new Émonda SLR frame still weighs less than 700g, but all-new aero tube shaping adds even more speed. It’s 18 seconds per hour faster on an 8% grade!

Our best carbon yet

it takes more material to make aero shapes, but Trek refused to compromise on weight- so Trek developed all-new 800 Series OCLV Carbon from Émonda SLR.

Speedy design details

All new Émonda models have hidden cable routing, most come with aero wheels, and Émonda SLR comes with an Aeolus RSL bar/stem that was purpose-built for it.

“The all-new Émonda is the best bike I have ever ridden”

— Lizzie Deignan

“The all-new Trek Émonda is the absolute best balance between aerodynamics and lightness I’ve found on a bike.”

— Vincenzo Nibali

Customize your ride

Émonda is now available for customization through Project One, so you can put your signature style on Trek’s fastest climbing bike ever. Call us to learn more, and start designing your dream ride today.

Faster everywhere

Aero matters everywhere. Émonda's aero design makes it climb even quicker and fly over flats one minute per hour faster than our previous version.

Sleek cable routing

All of Émonda's brake and shift cables are either internally or invisibly routed for a clean, fast look.

Powerful disc brakes

Flat-mount disc brakes are lighter, smaller, and cleaner than traditional disc brakes. They provide superior performance and stopping power even in harsh conditions.

Fit for racing

Émonda's H1.5 geometry, developed with the Trek-Segafredo pro cycling team, puts the rider in the optimal aero race position.

Explore the Emonda family

Balanced ride quality, superior handling, and the added benefit of free speed thanks to new aero tube shaping. Wrought from our ultralight 500 Series OCLV Carbon.

Lightest, fastest, first up every climb- this bike delivers incredible ride quality and aerodynamic advantage. It's made of all-new 800 Series OCLV carbon and weighs less than 700 grams. 

See Émonda for yourself. Shop online or visit us to get yours.

Gear-obsessed editors choose every product we review. We may earn commission if you buy from a link. How we test gear.

The New Trek Émonda Is Faster Than Ever

Already one of the fiercest climbing bikes available, the new Émonda is even faster thanks to a dose of aero.

The Takeaway: The Émonda SLR is a benchmark pro race bike—and it’s surprisingly rider friendly.

• It has 183 grams less drag than the previous generation, but the frame is only 33 grams heavier
• There are 10 models starting at $2,699
• SL models ($2,699 to $5,999) have the aerodynamic shaping and features but in a frame that’s about 400 grams heavier than the SLR
• SLR models ($6,699 and up) use a new carbon fiber composite that’s 30 percent stronger than Trek’s previous top-of-the-line carbon.

For Émonda SLR bicycles, Trek will provide an individual handlebar and stem until an updated handlebar/stem combo is available.

Additionally, all customers who bring in their handlebars for replacement will also receive a $100 in-store credit that can be used toward any Trek or Bontrager merchandise through December 31, 2022.

Remember professional road racing ? It’s that thing where super skinny people go unbelievably fast up and down hills and fly over flat roads for hours at a time. It’s been a while since the pros have beat up on each other for our entertainment, but there might, hopefully, be some races on the horizon. When the races do resume, Trek’s pro riders will be aboard its new third-generation Émonda climbing bike. The new Émonda isn’t lighter, but it is faster thanks to a dose of aerodynamic tuning.

.css-1hhr1pq{text-align:center;font-size:1.1875rem;line-height:1.6;font-family:Charter,Charter-roboto,Charter-local,Georgia,Times,Serif;}.css-1hhr1pq em{font-style:italic;font-family:Charter,Charter-styleitalic-roboto,Charter-styleitalic-local,Georgia,Times,Serif;}.css-1hhr1pq strong{font-family:Charter,Charter-weightbold-roboto,Charter-weightbold-local,Georgia,Times,Serif;font-weight:bold;} —Five Cool Details—

Now With Aero

The new Émonda gets a major drag reduction with a tiny weight gain.

Simple Seat Mast

The seat mast has lots of adjustment range, and an easy-to-use saddle clamp.

Light and Slippery

The new Bontrager Aeolus RSL 37 wheels are light, sleek, and stable.

Wide and Threaded

The T47 bottom bracket has a wide stance, and user-friendly threads.

A built-in chain watcher prevents unwanted derailments.

Making the new Émonda frame more aerodynamic wasn’t exactly a tough hurdle as the previous Émonda had virtually zero aerodynamic optimization. But adding meaningful aerodynamic benefit while achieving the frame stiffness expected of a pro-caliber race bike, maintaining the well-regarded handling properties of the previous Émonda, and adding rider-friendly features like a threaded bottom bracket—all with adding only 33 grams (SLR frame, claimed)—is quite a feat.

Below you’ll find my review of the Émonda SLR—I’ve been on it since early March—followed by a dive into the technology and features of the new bike, and a brief model breakdown.

Ride Impressions: Émonda SLR 9 eTap

The Émonda SLR is a tool made to fulfill the needs of some of the world’s best road racers. This bike will never be as comfortable or versatile as a gravel bike. Going fast on pavement and climbing performance are its only goals. These are obvious facts, but that’s the lens through which it must be viewed. And through this lens, it is one of the very best.

The new Émonda was born out of a request from Trek’s pro racers and pitched as the company’s “fastest climbing bike ever.” So little surprise they set me up with the lightest model (the SLR 9 with SRAM Red eTap ), which also has a build kit almost identical to the team’s bikes. It’s also, excepting customized Project One builds, the most expensive model at a buck under 12 grand.

That massive pile of clams gets you an aerodynamic frame with disc brakes, power meter, and wireless electronic shifting that weighs less than 15 pounds (54cm). And that’s with a hefty T47 threaded bottom bracket unit, lustrous paint , clincher wheelset, a chain-watcher, standard butyl tubes, 37mm deep rims, 160mm disc rotors front and rear, and SRAM’s largest Red cassette (10-33). That’s “Holy shit!” impressive.

By cutting drag a ton without adding much weight, it’s hard to argue with Trek’s claim that the new Émonda is faster than the outgoing generation. But if you have any doubts, they’ll be erased when you ride it. This is an explosive bike: it feels as light as a feather and as solid as a steel girder at the same time.

Trek’s Émonda has always been a raw and rowdy bike that feels a little wild and a bit dangerous in precisely the ways you want a race bike to feel: That’s not lost with the added aerodynamics. If anything, the new Émonda is even crisper and punchier than before, which is saying something.

A small downside to all this fury is the Émonda’s smoothness. Light and stiff race bikes aren’t a smooth-riding lot to begin with, but even measured against a stiffer riding genre, the new Émonda is on the firmer end of the scale. Still, it escapes harsh or punishing labels—I did a six-hour ride on the Émonda on the stock 25 tires and didn’t feel worn down by its ride. Swapping to 28s helped a lot (no surprise) and were on the Émonda for the bulk of my testing. I’d suggest reserving the lighter and more aerodynamic stock 25s for racing or PR attempts—assuming good roads—and use 28s as daily drivers.

The Émonda’s handling is excellent. Well, let me caveat that: Road racing geometry is pretty uniform, so whether I’m on a current race bike from Trek, Specialized, Cannondale, Cervélo, Canyon, Colnago, Wilier, Pinarello, BMC, Giant (etc., etc.), I find the broad strokes of their handling feel and performance quite similar. There wasn’t anything about the Émonda’s handling or cornering performance that set any new benchmarks for me, but there wasn’t anything to dislike either.

It was quick and accurate, diving into corners with a light touch. It offered great feedback, so I always knew where I was relative to its and my limits, and I could count on it to be consistent and predictable. It was maybe a touch less settled in bumpy corners than the Specialized Tarmac, but the Émonda never broke traction or skipped. Overall, for such a light bike, the Émonda is remarkably solid and drama free. I’d have no qualms barreling down a technical alpine descent on the Émonda.

I received this test bike in early March, giving me plenty of time to ride it back to back with its primary competition—a Specialized S-Works Tarmac , what I consider the benchmark for aero-ized lightweight bikes. The Tarmac is smoother over the bumps and has a silkier feel overall, but the new Émonda feels more efficient, like it can go faster more easily.

I’ve also ridden a good slice of the Émonda’s competition, including the Canyon Ultimate CF SLX , Colnago V3Rs, Cannondale SuperSix Evo , Cervélo R5, Wilier Zero SLR , Pinarello Dogma F12 . These are all superb bikes, but I feel the Émonda is the class leader. It feels sharper and more explosive than all of them. It feels faster, and that’s what matters most in a race bike. But I also like that the Émonda is pretty straightforward and rider-friendly.

For example, I swapped the stock one-piece bar/stem for a standard stem and round bar. One, I could run a standard bar and stem on this bike, which you can’t say about every modern race bike. And two, I didn’t have to pull any cables, wires, or hoses to make the swap: Again, something you can’t say about all race bikes. For the record, the shape of the one-piece Aeolus bar/stem is great, and the tops are the most comfortable to grab of all the aero-topped bars I've used. The only reason I swapped is my preferred length and width combination (110x40) wasn't available yet.

The BB is threaded, which makes it easier to service and replace than a press-fit (however, I was getting some noise out of the BB area, which I never resolved). The wheels employ standard offset, and it uses regular thru-axles. It’s compatible with pod-style power meters and mechanical shifting. Its signature seat mast is pretty much the only non-standard thing about this frame, and even then, it’s pretty user-friendly. There’s no cutting necessary, height adjustment is ample, the saddle clamp is easy to use, and it’s travel-case friendly.

I expect so much from a modern high-end pro-level road racing bike that it’s hard to exceed those expectations. It’s rare when a bike does: The Émonda SLR is one of those rare bikes.

Team Request

The new Émonda is partially a result of a request from the Trek-Segafredo race team. “They are one of our primary customers,” said Jordan Roessingh, Trek’s director of road product. “And they started to realize that it’s not just weight, it’s not just stiffness and responsiveness, there’s this other thing—aerodynamics and speed—that’s also really important to be competitive and be faster on the bike. They had been one of the loudest voices saying, ‘We need the lightest-weight, stiffest bike possible.’ And now they started coming back saying ‘We need those things, but we also need the bike to be faster in order for us to be really competitive.’ ”

It is (comparatively) easy to make a light frame, it is easy to make a stiff frame, it is easy to make an aerodynamic frame. Making a frame that’s two of those three things is more challenging: Making a bike more aerodynamic usually makes it heavier, making a bike lighter typically makes it less stiff, etc. Making a frame that is light AND stiff AND aerodynamic enough to satisfy the demands of a top-level professional race team is extremely difficult.

But not impossible. Many brands already make a light, stiff, and aero bike. The Specialized Tarmac is one, as are the Canyon Ultimate, the Cannondale SuperSix Evo, the Cervélo R5, the Wilier Zero SLR, the Pinarello F12, the Scott Addict, and the new Giant TCR . All of them seek to balance the three qualities—light, stiff, and aero—in the pursuit of the ideal race bike, and they all manage the balance differently. The common thread between these bikes: They’re all used by teams that compete against Trek-Segafredo.

Still Light, Now With Aero

The previous generation Émonda SLR Disc , launched in 2017, was an extremely light frame at 665 grams (claimed). But when a frame is already that light, it is much harder to make it even lighter. At least lighter enough to make a meaningful difference.

So, Trek took a different approach to making its climbing bike faster—instead of lighter, it made it more aerodynamic. The new Émonda frame is a touch heavier—yet still extremely light at 698 grams—but the bike has 183 grams less drag than the previous generation.

The important thing to note here is that, though the frame is more aerodynamic, the 183 gram drag reduction is not from the frame only. New wheels and a new aero bar (more info on both below) play a role. The specific setups Trek used to get that 183 gram number are: 2018 Émonda with 28mm-deep Bontrager XXX 2 wheels, and Bontrager XXX Bar/Stem Combo compared to the 2021 Émonda with 37mm deep Bontrager Aeolus RSL 37 Wheels and Bontrager Aeolus RSL Bar/Stem Combo.

Another drag saving upgrade: the housing, hoses and wires for the controls are almost fully inside the frame. They dive into the frame at the head tube passing through the upper headset bearing. The front brake hose runs into the fork steerer and down the left leg before popping out just above the brake caliper. The fork steerer’s flattened sides provide room for the rear brake hose and derailleur control lines to travel down and into the frame. Though it has flattened sides, the fork steerer is still compatible with standard 1 1/8” stems.

The overall drag reduction results in a bike that is 18 seconds per hour faster when climbing an 8.1 percent grade (the average grade of Alpe d’Huez ), and 60 seconds per hour faster on flat roads than the previous Émonda. Trek also claims the new Émonda is 13 seconds per hour faster than a Specialized Tarmac when climbing an 8.1 percent grade (all assuming the rider maintains a constant 350 watts).

Eight Point One Percent

With three qualities—aero, stiffness, weight—that work in opposition to each other, how do you decide how much to optimize one quality when you know it will negatively affect the other two? How aero is aero enough? At what point is improved aerodynamics offset by the weight added to get there?

The team behind the Émonda used a legendary climb to help them decide: Alpe d’Huez. “It represents an extreme example of what most people see on a regular basis when they’re doing a big climbing ride,” said Roessingh, “It’s around an 8 percent grade, and it’s about an hour-long climb for the pros—amateurs might go a little slower. It gives us a good understanding of what the benefit of a drag savings is relative to a weight savings.”

By optimizing the weight and aerodynamic balance around this climb, Roessingh claims the Émonda is faster on Alpe d’Huez and also faster on everything shallower than the famous climb, “which is the vast majority of the environments that most riders are going to ride in, including the team,” said Roessingh. “So if we can say it’s faster up Alpe d’Huez, it’s going to be significantly faster everywhere because the flatter it is, the more aerodynamics benefit you.”

Computer-Aided Optimization

Achieving the weight to the aerodynamic balance of the new Émonda required careful design of each tube shape. Aiding the Émonda’s team was supercomputing horsepower. The abridged and simplified version of the process goes like this: into the computer was fed a rough draft of the shape based on Trek’s aerodynamic experience and other information like UCI regulations. The program then varies the tube’s parameters within a predefined range and spit back several iterations of the shape, each with a different weight to aerodynamic balance. The Émonda’s team evaluated the alternatives and picked the one most suited to its location in the frame and best able to help the frame achieve its overarching goal.

Roessingh says that Trek cannot afford to buy the computing hardware necessary to run the CFD and FEA optimizations (in a timely manner) that helped shape the new Émonda’s tubes. The processing happens in the cloud where Trek rents time on Google, Microsoft, or Amazon’s supercomputers. It’s more affordable than buying a supercomputer. Even so, it is not cheap, “Cloud computing is becoming a relatively significant budget line item for us because we’re doing so many of these optimizations in CFD and FEA and all that processing happens in the cloud.”

The new Émonda’s fork legs, head tube, down tube, seat tube, and seat stays all use a variation of a truncated airfoil. The top tube and chainstays, which have virtually no effect on drag, are optimized almost entirely for stiffness to weight.

In Trek’s line, the new Émonda’s aerodynamic performance is equal to the third generation Domane ; the Madone is still significantly more aero. But while the more aerodynamic Madone is faster in flatter terrain, once the climb hits about 5.5 percent, the lighter Émonda becomes the faster bike. And for many of the Trek-Segafredo team riders—and many amateurs—that means the Émonda is fastest when it matters most: the hardest part of a race or ride, which is almost always on a steep climb.

OCLV 800 Carbon

Getting the new Émonda SLR to be as light as it is while adding aerodynamic shaping would not be possible without employing a new carbon-fiber composite, said Roessingh. The new OCLV 800 composite is 30 percent stronger than Trek’s previous top-of-the-line composite (OCLV 700). Because it is stronger, they can use less: By using OCLV 800, Trek’s team was able to make the Émonda SLR frame 60 grams lighter than if they used OCLV 700.

The Émonda SLR is very cool, but it’s also very expensive (bike prices start at $6,699). For the 99 percenters, there’s the Émonda SL (models start at $2,699).

The SL uses OCLV 500 composite, and the frame is quite a bit heavier than the SLR’s. The SL’s frame comes in at 1,142 grams, with a 380-gram fork (SLR fork weight: 365 grams).

But material (and weight) are the only difference between the SL and SLR.

Aeolus Bar Stem

While a ton of work made the Émonda’s frame tubes faster, a big chunk of the new bike’s drag savings comes from the one-piece Aeolus bar stem. It alone is responsible for 70 grams of the Émonda’s 183-gram drag reduction. This means that if a traditional stem and round bar are installed on the new Émonda, its drag advantage over the previous-generation bike drops to 113 grams. And it means that you can make any bike with a round bar and traditional stem significantly more aerodynamic by merely installing the Aeolus. Retail price is $650.

The integrated Aeolus is made of carbon-fiber composite, of course, with a claimed weight of 297 grams (42x120). It’s offered in 14 length and width combinations, from 44x120 to 38x80. Hoses, housing, and wires run externally for easier service and repairs, but in a groove that keeps them out of the wind. A bolt-on plate keeps the control lines tucked and organized where they turn off the bar tops to run in line with the stem.

The Aeolus employs a mount that works with Bontrager’s line of Blendr accessories for mounting computers and lights.

Aeolus 37 Wheels

Another new Bontrager product rolling out with the Émonda is the Aeolus 37 wheelset. It comes in two models: the Aeolus RSL 37 (1,325 grams/pair, $2,400) and the Aeolus Pro 37 (1,505 grams/pair, $1,300).

The RSL 37 is claimed to be lighter than Zipp’s 32mm-deep 202, yet more aerodynamic and more stable than Zipp’s 45mm-deep 303. Both wheels are disc brake only (only Center Lock interface), tubeless compatible, use DT-Swiss internals, have no rider weight limit, and come with a lifetime warranty.

Surprisingly Rider Friendly

Though the new Émonda is clean and integrated looking and uses high-performance standards, it is also remarkably rider-friendly. Cables, hoses, and housing run externally on the one-piece Aeolus bar/stem for easier repair and service (with one exception: wiring for a Shimano Di2 or Campagnolo EPS bar-end junction box runs partially inside the bar). If you prefer a more traditional cockpit, it can be run with a standard bar and stem with 1⅛-inch steerer clamp.

The bottom bracket uses the threaded T47 standard , which is compatible with almost all common crank-axle standards.

Front and rear thru-axles are standard 12x100 and 12x142mm, and the wheels employ a standard dish. The standard flat mounts for the brake calipers are compatible with 140, 160, or 180mm rotors.

Tire clearance is officially 28mm, but that’s with a ton of extra space. I fit 32mm tires in the Émonda with ease.

And though all models do use a seat mast, it’s a no-cut variety with lots of adjustment range.

H1.5 Geometry

Trek did offer its top-of-the-line race bikes in the aggressive H1 geometry for riders seeking an ultra-long and low geometry, or H2 which was an endurance fit. The new Émonda is offered only in H1.5, which splits the difference between H1 and H2. The result is pretty typical dimensions for a modern race bike—a 54cm Émonda H1’s geometry is remarkably similar to a 54cm Specialized Tarmac.

There are eight sizes starting at 47cm and topping out at 62cm.

There are 10 models of the new Émonda. SL models start at $2,699 and are priced up to $5,999. SLR models start at $6,699 and go up to $11,999.

Only SLR models come with the Aeolus integrated bar/stem stock; and only the Émonda SL 7 ($5,499) and up come with the Aeolus 37 wheelset.

The new Émonda is a disc brake-only platform.

Project One

The new Émonda is in Trek’s Project One paint and parts personalization program. If that’s not luxe enough for you, Trek’s Project One Ultimate program allows you to work with a designer to come up with a one-of-a-kind finish, and Trek will source any parts you want for your new bike.

Trek Émonda SLR 9 eTap

A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling , Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race. 

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Crazy light, crazy fast

The all-new Trek Émonda

The Trek-Segafredo team wanted more speed, so Trek engineered some. The all-new Émonda has aerodynamic tube shaping that helps riders go faster than ever on flats and climbs alike. And because Trek refused to sacrifice weight for speed, Émonda still has the incredible lightweight ride quality and balanced handling that made it a racing legend in the first place.

Trek’s fastest climbing bike

The new Émonda SLR frame still weighs less than 700g, but all-new aero tube shaping adds even more speed. It’s 18 seconds per hour faster on an 8% grade!

Our best carbon yet

it takes more material to make aero shapes, but Trek refused to compromise on weight- so Trek developed all-new 800 Series OCLV Carbon from Émonda SLR.

Speedy design details

All new Émonda models have hidden cable routing, most come with aero wheels, and Émonda SLR comes with an Aeolus RSL bar/stem that was purpose-built for it.

“The all-new Émonda is the best bike I have ever ridden”

— Lizzie Deignan

“The all-new Trek Émonda is the absolute best balance between aerodynamics and lightness I’ve found on a bike.”

— Vincenzo Nibali

Customize your ride

Émonda is now available for customization through Project One, so you can put your signature style on Trek’s fastest climbing bike ever. Call us to learn more, and start designing your dream ride today.

Faster everywhere

Aero matters everywhere. Émonda's aero design makes it climb even quicker and fly over flats one minute per hour faster than our previous version.

Sleek cable routing

All of Émonda's brake and shift cables are either internally or invisibly routed for a clean, fast look.

Powerful disc brakes

Flat-mount disc brakes are lighter, smaller, and cleaner than traditional disc brakes. They provide superior performance and stopping power even in harsh conditions.

Fit for racing

Émonda's H1.5 geometry, developed with the Trek-Segafredo pro cycling team, puts the rider in the optimal aero race position.

Explore the Emonda family

Balanced ride quality, superior handling, and the added benefit of free speed thanks to new aero tube shaping. Wrought from our ultralight 500 Series OCLV Carbon.

Lightest, fastest, first up every climb- this bike delivers incredible ride quality and aerodynamic advantage. It's made of all-new 800 Series OCLV carbon and weighs less than 700 grams. 

See Émonda for yourself. Shop online or visit us to get yours.

Nibali and Mollema confirmed for Giro-Tour double

Ciccone to lead at Vuelta after riding the Giro, Pedersen and Stuyven lead Classics squad as Trek-Segafredo reveal their plans for 2021

Trek-Segafredo have confirmed their team leaders' major goals for 2021, with Vincenzo Nibali and Bauke Mollema to ride the Giro d’Italia and the Tour de France, while Giulio Ciccone will join them in Italy in May before leading at the Vuelta a España.

Former world champion Mads Pedersen and Omloop Het Nieuwsblad winner Jasper Stuyven will lead Trek-Segafredo in the spring Classics and then join Nibali and Mollema in the eight-rider Tour squad to chase stage victories.

Trek-Segafredo men’s and women’s teams have gathered in Denia, Spain for a pre-season training camp that will last until January 25. The men’s team will reveal more about their goals and ambitions for the 2021 season later on Monday.  

2021 team preview: Trek-Segafredo Ciccone set to move into Grand Tour leadership role in 2021 Trek-Segafredo reveal men's and women's jerseys for 2021

Nibali won the Giro in 2013 and 2016 but struggled to compete against his younger rivals last October, finishing seventh overall behind winner Tao Geoghegan Hart (Ineos Grenadiers). However, his coach Paolo Slongo is convinced Nibali can still be competitive in Grand Tours during a normal season.

Mollema and Ciccone will share leadership with Nibali at the 2021 Giro, taking the pressure off the Sicilian. Nibali is then expected to target stage victories at the Tour before leading Italy at the Tokyo Olympics. His contract with Trek-Segafredo ends in 2021 but he is keen to race one final season. He has been linked to with a move to Ineos but he could also end his career at Trek-Segafredo.  

The 34-year-old Mollema fractured his wrist in a crash during stage 13 of the 2020 Tour, with surgery ending his season early. The team said he will look to add a Giro stage win to his previous successes at the Tour and Vuelta, before he joins Nibali at the Tour. 

Mollema finished fifth at the 2019 Giro and his consistency has seen him finish in the top ten three times at the Tour de France. He is also likely to be part of the Netherlands team for the hilly road race at the Tokyo Olympics        

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Ciccone struggled at the 2020 Giro after recovering from COVID-19 just before the race but he could be Trek-Segafredo’s best rider for the general classification in 2021 if Nibali and Mollema opt for stage victories. The 26-year-old has won two stages during six appearances at his home Grand Tour, and he won the climber’s competition in 2019 while supporting Nibali. 

Trek-Segafredo confirmed that Ciccone will be given a clear leadership role for the Vuelta.

In the cobbled Classics, Jasper Stuyven and Mads Pedersen will lead a strong squad that also includes Quinn Simmons, Edward Theuns and experienced domestiques Kiel Reijnen and Koen de Kort.    

Pedersen won Gent-Wevelgem in October with a clever ride that saw him outmanoeuvre rivals Mathieu van der Poel and Wout van Aert, while Stuyven impressed in the spring by winning Omloop Het Nieuwsblad.

They have been included in Trek-Segafredo’s provisional team for the Tour de France, leaving four places on the eight-rider line-up to be confirmed nearer the race.   

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Stephen is the most experienced member of the Cyclingnews team, having reported on professional cycling since 1994. He has been Head of News at Cyclingnews since 2022, before which he held the position of European editor since 2012 and previously worked for Reuters , Shift Active Media , and CyclingWeekly , among other publications.

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Crazy light, crazy fast

The all-new Trek Émonda

The Trek-Segafredo team wanted more speed, so Trek engineered some. The all-new Émonda has aerodynamic tube shaping that helps riders go faster than ever on flats and climbs alike. And because Trek refused to sacrifice weight for speed, Émonda still has the incredible lightweight ride quality and balanced handling that made it a racing legend in the first place.

Trek’s fastest climbing bike

The new Émonda SLR frame still weighs less than 700g, but all-new aero tube shaping adds even more speed. It’s 18 seconds per hour faster on an 8% grade!

Our best carbon yet

it takes more material to make aero shapes, but Trek refused to compromise on weight- so Trek developed all-new 800 Series OCLV Carbon from Émonda SLR.

Speedy design details

All new Émonda models have hidden cable routing, most come with aero wheels, and Émonda SLR comes with an Aeolus RSL bar/stem that was purpose-built for it.

“The all-new Émonda is the best bike I have ever ridden”

— Lizzie Deignan

“The all-new Trek Émonda is the absolute best balance between aerodynamics and lightness I’ve found on a bike.”

— Vincenzo Nibali

Customize your ride

Émonda is now available for customization through Project One, so you can put your signature style on Trek’s fastest climbing bike ever. Call us to learn more, and start designing your dream ride today.

Faster everywhere

Aero matters everywhere. Émonda's aero design makes it climb even quicker and fly over flats one minute per hour faster than our previous version.

Sleek cable routing

All of Émonda's brake and shift cables are either internally or invisibly routed for a clean, fast look.

Powerful disc brakes

Flat-mount disc brakes are lighter, smaller, and cleaner than traditional disc brakes. They provide superior performance and stopping power even in harsh conditions.

Fit for racing

Émonda's H1.5 geometry, developed with the Trek-Segafredo pro cycling team, puts the rider in the optimal aero race position.

Explore the Emonda family

Balanced ride quality, superior handling, and the added benefit of free speed thanks to new aero tube shaping. Wrought from our ultralight 500 Series OCLV Carbon.

Lightest, fastest, first up every climb- this bike delivers incredible ride quality and aerodynamic advantage. It's made of all-new 800 Series OCLV carbon and weighs less than 700 grams. 

See Émonda for yourself. Shop online or visit us to get yours.

Trek Emonda SL6 Pro review

Trek's latest GC/climbing bike has undergone an aero transformation, but has it helped?

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The radical changes brought about in this new Emonda frame are somewhat hampered within the SL range owing to the heavier nature of the frame and subsequent ride quality of the 500 Series OCLV carbon. It is a solid all-round performer and there's no getting away from the fact the ride quality provides a good balance of efficiency and ride comfort. It's just if you were looking for an improvement on the ride of the previous model you'll need to hold off and get one of the higher level SLR models to truly see improvements.

Efficient power transfer

Excellent handling prowess

Compliant ride

New SL frame has lost some of the excitement of the existing Émonda

Heavy for a 'climbing' bike

You can trust Cycling Weekly. Our team of experts put in hard miles testing cycling tech and will always share honest, unbiased advice to help you choose. Find out more about how we test.

Trek recently released a brand new re-imagining of the Emonda, the brand's lightweight climbing/GC model platform, featuring a drastically aero-ised chasis. The model family is split into a higher tier SLR and the lower SL range that this SL6 Pro sits in, the critical difference is in the carbon layup and the enhanced integration sported by the SLR range.

The frame on the Emonda SL6 Pro is constructed of Trek's own 500 Series OCLV carbon fibre. This carbon layup might be heavier than the newly showcased ultra light 800 Series OCLV of the top level SLR Émonda's but is considerably more economical to produce, helping keep the SL range prices in a much more affordable tier.

>>> The Trek Madone gets an update, but you won't spot it

The new Emonda features a completely new set of tube shapes, most of which have gone down the aero route. But Trek is at pains to keep the comparisons to the Madone aero race bike to a minimum; this isn’t simple a ‘Madone Lite’. Rather than being the same elongated shapes as found on a proper aero race bike, the aero shaping of the Emonda’s tubes is much more subtle and is based around the principle of unsteady aerodynamics.

>>> Best road bikes reviewed

In this case it’s more about how drag is affected through wind gusts and other factors at slower speeds than the usual 45km/h, after all, not even pros climb at these speeds. There are still the characteristic truncated airfoil shapes that we associate with aero frames but the effect is far less dramatic and produces a frame that still has a traditional look.

Trek Madone SLR9 Disc review

Trek hasn’t jumped on the dropped seatstay bandwagon with the new frame either, preferring to stick to a set of widely spaced yet aero shaped, thin seat stays.

The new frame also enjoys a little more integration, bringing it more in-line with the Madone. All models now see the cable routing brought neatly into the frame at the front of the headtube keeping the front end profile as slippery as possible.

The other notable feature of the new frame is a wholesale move to the T47 bottom bracket standard . This style marries the reliability of a threaded shell with the capability of running larger diameter internal bearings and enables Trek to maintain its characteristic wide and efficient bottom bracket stance.

The new Emonda range has also been designed with Trek’s middle-ground H1.5 geometry ensuring a set of numbers that sits it half way between the ultra-aggressive pro H1 and its laid back and relaxed, endurance specific H2 geometry. A tall stack of split spacers under the stem provides plenty of height adjustment for a wide range of rider requirements.

And finally, keeping the Emonda in a pretty rigid user set Trek has bucked another trend and limited tyre clearance to just 28c putting the focus of the bike purely on road going high performance.

The SL6 Pro sits near the top of the SL range and as such has a a pretty decent spec sheet. A mechanical Shimano Ultegra is the least we would expect at the +£3,000 price point and we don't need to point out how reliable and consistent it is in providing smooth shifting and braking.

As with the entire Emonda range the SL6 Pro runs on Bontrager wheels; Aeolus Elite 35 to be precise. These feature a carbon 35mm depth and complement the new 'aero' frame without compromising too much on weight and climbing ability. They feel stiff under power and spin up to speed relatively quickly. There are lighter and faster wheels that would suit the new frame but at this price point the Aeolus Elite is spot on. The tyres are Bontrager as well, in this instance 25mm R2 Hardcase Lite tyres. These are not Bontrager's fastest tyres, more classed as an everyday tyre with plenty of puncture protection.

In a complete whitewash the entirety of the finishing kit is also provided by Bontrager. Unlike the integrated carbon bar/stem of the higher end SLR models, the SL6 Pro is fitted with a standard aluminium handlebar and separate stem, allowing for much simpler cockpit customisation. Despite the more ordinary setup the cable routing is still really neat underneath the stem without needing any additional housing.

The Émonda maintains the 'reversed' seat post, with a larger diameter seatpost mast fitted over the seat tube. This allows for plenty of adjustment plus further lengths are available if needed. The Bontrager Aeolus saddle also stands out for being incredibly comfortable even when sat right on the nose.

I was curious to see if the new Emonda was able to improve on the ride quality of the highly rated existing version and the short answer is yes, well kind of....

The first thing to note is that in this new guise, the lower SL version I have on test feels a little chunky at over 8 kilograms - not something you expect when the bike's raison d'etre is all about low weight and climbing. However a total mass doesn't always equate to an anchor of a ride experience and this is true of the Émonda.

Trek has managed to provide a level of stiffness around the bottom bracket that enables the Émonda to deliver in its promise of rewarding effort. Granted it takes less effort to maintain speeds on flat and rolling terrain, much like the Madone aero bike, and I'm certain it is a 'faster' bike than the last version. But I can't help but feel that this new design has stifled some of the existing model's lively and exciting ride nature - it feels like using adjectives such as solid and dependable is more appropriate, almost like the Domane endurance bike.

Trek's relaxing of the geometry on the Emonda has increased its ability to keep you comfortable and riding hard on a long ride and I had no issue taking on some challenging and long routes around Dorset and South Wales. The tall stack of shaped and split spacers sit the cockpit a little too high for my personal preference but luckily I was able to drop the stem height by using some standard spacers on top of the stem, without needing to cut the steerer. This put a little more weight on the front wheel which enabled me to descend the Émonda with aplomb and happily stuff it into downhill corners at high speed without any of the vague feeling that can come with a front end that is a touch too high.

Climbing is where the Emonda should thrive and it certainly is no slouch on your typical British climb, however it doesn't set the tarmac alight and the near eight kilo weight does neuter the Émonda's ability to counter attack when your riding mates try to accelerate away from you on a climb.

It feels like I'm being a little harsh and critical of the Emonda SL6 Pro, after all in most respects it is a solid all-rounder and I have enjoyed my time riding the bike over the last few months. It's a great looking bike and I expect most riders will be satisfied with the performance, it's just I feel it has a lost a little of the magic the old version had. If you are looking for the sort of engaging ride the Emonda is known for I suspect you would need to save your pennies and opt for one of the lighter SLR options and certainly if it was my money that would be what I would need to do.

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James Bracey's career has seen him move from geography teacher, to MBR writer, to Cycling Weekly's senior tech writer and video presenter. He possesses an in-depth knowledge of bicycle mechanics, as well as bike fit and coaching qualifications. Bracey enjoys all manner of cycling, from road to gravel and mountain biking.

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Vincenzo Nibali cements 7th overall

The Trek-Segafredo leader tips his hat to his teammates and a younger generation who made the 103rd edition of the Giro d'Italia a thrilling spectacle.

Vincenzo Nibali crossed the final finish line of the 2020 Giro d’Italia, his last effort of the three-week Grand Tour, and sealed up seventh place overall.

But the day belonged to the younger generation in a fierce battle to see who would win the 103rd edition in a winner-takes-all 15.7-kilometer race against the clock.  In the end, 25-year-old Tao Geoghegan-Hart bettered 24-year-old Jai Hindley to claim the biggest victory of his career.

When looking at the goal for this year’s Giro, there is no doubt Trek-Segafredo fell short. The team was assembled to support leader Vincenzo Nibali in achieving a podium spot in Milan – and optimistically the top step.

Although there was no podium in this year’s race – no mountains jersey or stage win like 2019 – if determination and effort were the defining criteria of success, the team came through the three weeks, especially at three men down, with top marks.

“We close this Giro fully aware that we have left no stone unturned to achieve the best result. We cannot blame anything to Vincenzo and the rest of the guys; there is no doubt that everyone has given what they could,” agreed Trek-Segafredo General Manager Luca Guercilena.

“At the start, we had a very ambitious goal that, until the last day, we chased with the utmost effort. We must accept with serenity the verdict of the road, congratulating those who went stronger but not forgetting some factors that have conditioned our team performance, such as losing the essential contribution of three riders of [Giulio] Ciccone, [Gianluca] Brambilla and [Pieter] Weening.

“We will have time to analyze with objectivity the performance in this strange and unordinary season,” Guercilena continued. “One element, however, is clear: the confidence in our riders. The dedication that we have seen in this Giro must be the push to relaunch in the coming season. And Vincenzo Nibali, with his talent, determination, and professionalism, will undoubtedly be a fundamental element for our restart.”

For Trek-Segafredo leader Vincenzo Nibali there was nothing more to say than what was expressed out on the roads of this year’s Giro.  While the two-time Giro champion’s effort was equally commendable compared to previous years, the younger generation’s, simply put, was better.

“It was a difficult, complicated year, in which we had to reinvent everything from preparation in the reduced calendar, without forgetting the final approach to the Giro,” explained Nibali. “The result of this Giro must be accepted as it is. It was different from the expectations I had, and at the same time, I had to deal with a group of young climbers to whom I applaud the beautiful performance, first of all, to the winner Tao Geoghegan Hart.

“Now it is time to close this year, both from a sporting and human point of view. Then the time will come to take stock with coaches and team, to analyze what has been and, above all, to plan what will be.”

All-new Émonda

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Elisa Longo Borghini is double Tricolore champion!

After winning the time trial title in August, the Trek-Segafredo rider solos to victory in the Italian National Road Championship, earning both coveted Tricolore jerseys.

The ultimate featherweight The Émonda is the lightest road bike in our line-up and the first up every climb. We scrutinised every inch of this legendary race bike to offer ultimate ride quality and balanced handling without compromising weight. Complete with fast and light aerodynamic tube shaping, the Émonda helps riders go faster than ever on flats and climbs alike.

Our fastest Émonda, by the numbers The newest Émonda SLR is faster than its predecessor (and its competition) on almost any climb. And the steeper the grade, the bigger the benefit. Here’s how it stacks up to the previous Émonda SLR:

60 seconds per hour faster on flats

18 seconds per hour faster at 8% grade, 182 grams of drag saved.

Trek’s fastest climbing bike The newest generation Émonda SLR frame still weighs less than 700 g, but all-new aero tube shaping adds even more speed.

Our best carbon yet

It takes more material to make aero shapes, but we refused to compromise on weight – so we developed all-new 800 Series OCLV Carbon for Émonda SLR.

Speedy design details

The latest Émonda models have hidden cable routing, most come with aero wheels and the Émonda SLR comes with an aerodynamic Aeolus RSL bar/stem.

Incredible performance, unbeatable price The Émonda SL delivers the same legendary performance and aerodynamic tube shaping as Émonda SLR, but it’s built with 500 Series OCLV Carbon that’s still lightweight without weighing heavy on your wallet.

Explore the Émonda family

Enjoy balanced ride quality, superior handling and the added benefit of free speed thanks to new aero tube shaping wrought from our ultralight 500 Series OCLV Carbon.

Our lightest and fastest Émonda – this bike delivers incredible ride quality and aerodynamic advantage. Its frame is made of all-new 800 Series OCLV Carbon and weighs less than 700 grams.

Looking for a budget-friendly high-performance bike? The Émonda ALR is our lightest aluminium road bike that handles and climbs like its pricier carbon cousins.

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A History of Moscow in 13 Dishes

Featured city guides.

Shooter Files by f.d. walker

Street Photography Tips, Interaction, Travel, Guides

Apr 24 2017

City Street Guides by f.d. walker: A Street Photography Guide to Moscow, Russia

*A series of guides on shooting Street Photography in cities around the world. Find the best spots to shoot, things to capture, street walks, street tips, safety concerns, and more for cities around the world. I have personally researched, explored and shot Street Photography in every city that I create a guide for. So you can be ready to capture the streets as soon as you step outside with your camera!

At over 12 million people, Moscow is the largest city in Russia and second largest in Europe by population ( Istanbul is #1). An urban, cosmopolitan metropolis with more than enough glitz and glam to cater to the elite, but without losing its fair share of Soviet era roughness around the edges. It can be fast paced, brash, busy, and trendy like other big cities, but it has its blend of West meets Russia atmosphere and beauty that provides plenty of unique interest. The Red Square is as famous as it gets, but there’s so much more to this city, including the most beautiful subway system you’ve ever seen. It would take years to capture all of Moscow, but that means you have an endless amount of areas to discover.

So here’s a Street Photography guide so you can be ready to capture all that Moscow has to offer before you even arrive!

• Patriarch’s Pond
• Old Arbat Street
• Maroseyka Street
• Tverskoy Boulevard

Top 5 Street Spots:

1. red square.

The Red Square is the most famous square in not just Russia, but all of Eastern Europe. The name actually doesn’t come from the color of the bricks or communism, but from the name in Russian, Krásnaya, once meaning “beautiful” before its meaning changed to “red.” This large plaza is what you see on the cover of guide books and magazines for Moscow, with St. Basil’s Cathedral being the center piece next to Lenin’s Mausoleum surrounded by the Kremlin Wall. Of course, the Red Square attracts hordes of tourist due to the main attractions, but all that activity around an interesting atmosphere does provide street photo opportunities. It’s also the central square connecting to the city’s major streets, providing a good starting point to explore outward.

You’ll also find the popular pedestrian only Nikolskaya Street connecting the Red Square to Lubyanka Square. This line of expensive shops includes plenty of activity, while also leading you to another popular square. Filled with history rivaling any city, the Red Square and surrounding areas are the heart and soul of Russia.

2. Patriarch’s Ponds

Patriarch’s Ponds is one of the most exclusive neighborhoods in Moscow. Despite the name being plural, there’s only one large pond, but it’s worth a visit with your camera. It’s a popular spot for locals and expats to come relax or take a stroll around the pond. You get an interesting mix of young and old too, from young love to “babushkas” feeding pigeons. It’s a very peaceful park atmosphere in one of the nicer areas within the city center, while bringing enough activity for street photography. 

The pond is shallow and in the winter becomes a popular spot for ice-skating too. The area is also well-known for the location in the famous Russian novel, The Master and Margarita. 

3. Old Arbat (Stary Arbat)

Old Arbat is the most famous pedestrian street in Moscow, and dating back to the 15th century, also one of its oldest. Originally, it was an area of trade, but soon became the most prestigious residential area in Moscow. During the 18th century, Arbat started attracting the city’s scholars and artists, including Alexander Pushkin. Cafes lined the streets and impressive homes filled the neighborhood. Since then, New Arbat street was created as a highway in the area, while Old Arbat was paved for a 1km pedestrian only walkway.

Due to the historic buildings, famous artists that lived here, and the bohemian atmosphere, Old Arbat has become a big attraction for tourists today. Now, there’s a mix of cafes, restaurants, souvenir shops, street performers, street merchants and other attractions for visitors, and some locals, to come enjoy. It can get really busy here and there’s usually something interesting going on so it’s a good street to come walk with your camera for guaranteed life.

4. Gorky Park

One of the most famous places in Moscow is Gorky Park. The official name is Maxim Gorky’s Central Park of Culture & Leisure, which gives you an idea of what goes on here. When built, it was the first of its kind in the Soviet Union. Divided into two parts, it stretches along Moscow River. One end contains fair rides, foods stands, tennis courts, a sports club, a lake for boat rides, and more. This end brings more active life due to its number of attractions, while the other end is more relaxed, where you’ll find gardens, trees, older buildings, and an outdoor amphitheater.

Gorky Park attracts mostly locals so it’s a good spot to capture the non-tourist side of Moscow life. Muscovites come here to escape the city and unwind in a picturesque setting. The park remains alive outside of the warmer months too, especially when the lake turns into the city’s largest outdoor skating rink. I’d recommend taking the metro out here to spend at least half a day exploring the massive park’s life with your camera.

5. Maroseyka Street

Maroseyka Street is a popular area not too far from the Red Square. The long, winding street turns into Pokrovka and is lined with restaurants, cafes, bars and places to stay. It’s actually where I like to stay when I’m in Moscow due to its location and solid street photography opportunities itself. You have Kitay-gorod station near and if you keep walking southwest, you’ll get to the Red Square. But if you walk northwest, as it changes to Pokrovka, you can find a long street of activity for photography with its own interesting atmosphere.

6. Tverskoy Boulevard

Tverskoy Boulevard is the oldest and longest boulevard in Moscow, beginning at the end of Nikitsky Boulevard, and finishing at Pushkin Square, a spot to come for activity itself. The boulevard is made up of two avenues, with pedestrian walkways in-between. You’ll find grass, shrubbery, trees, benches and more walking it’s almost kilometer length. Many people come here to enjoy some relaxation, walk their dog, or just to use it to walk wherever they’re going. Its center location also provides a nice place to walk with your camera near plenty of other spots you’ll want to check out anyway.

Sample Street Walk:

For a full day of Street Photography, covering some of the best spots, you can follow this sample street walk for Moscow:

• Start your morning walking around the Red Square (1), while exploring the surrounding area, including Nikolskaya Street
• Then walk northwest to Patriarch’s Ponds (2) and slowly walk the pond and surrounding area with your camera
• Next, walk east to the Pushkin Monument and stroll down Tverskoy Boulevard (6)
• Once Tverskoy Boulevard (6) ends, it will turn into Nikitsky Boulevard. Follow this down until you get to the start of Old Arbat Street (3), across from Arbatskaya station
• After you’re done walking down Old Arbat Street (3) for more street photography, spend some time checking out Moscow’s beautiful metro stations
• To finish off the day with more street photography, get off the metro near Red Square (1) again, Maroseyka Street (5) or wherever you’re staying for the night.

3 Things I’ll Remember about Shooting in Moscow:

1. museum metro.

The Moscow metro system was the first underground railway system in the Soviet Union and today includes 203 stations across 340km of routes. The elaborate system has some of the deepest stations in the world too, with escalators that seem to go on forever. None of this is what makes it so special, though. Many of its stations feel like stepping inside a museum, making it without a doubt the most interesting and beautiful metro system I’ve been in.

When built, Stalin wanted to make the metro stations “palaces for the people” with marble, chandeliers, and grand architecture. The best part is the variety of architecture and styles used, making many of the stations a completely different experience visually. You could easily spend a whole day traveling the stations and there are even tours available for people who wish to do just that. My advice, though, would be just to buy a ticket and hop on and off at different stations, while exploring different lines. The museum-like surrounding mixed with the crowds of characters can make for a great photography experience.

Since there are so many stations, here are some of my favorites to check out:

• Novoslobodskaya
• Mayakovskaya
• Elektrozavodskaya
• Komsomolskaya
• Ploschad Revolyutsii
• Dostoyevskaya
• Prospekt Mira

2. Moscow is Big

It’s no secret that Moscow is a big city, but it can feel even bigger with how spread out much of it is. This is especially true if you compare it to cities outside of Asia. If I compared it to cities in Europe, I’d probably say only Istanbul would warrant more time to really discover the depths of this city. Most only explore around the Red Square and surrounding area, but that is such a small part of the city. Although, that central area does give you plenty to see on its own.

Fortunately, I had a good friend living in the city to show me around, but it opened up my eyes even more to how much there is to discover in Moscow. It’s a big city with a variety of atmosphere that can take you from “east” to “west” and trendy to rugged depending on where you go. I’d imagine you’d have to live here a while to really know the city.

3. Cosmopolitan Mix of East meets West

Modern skyscrapers mixed with amazing architecture, a world-class metro system with museum-like beauty, trendy fashion and chic clubs, Moscow is a rich mix of Russian culture and history in a more western cosmopolitan package. There is a push to keep the Russian culture, while also pushing forward with a modern metropolis the whole world will envy. This comes with an impressive skyline, that continues to grow, and endless modernities, but with soviet nostalgia and atmosphere mixed in for good measure.

Mixed in with this grand western cosmopolitan atmosphere, is a strong national pride in Russia. This includes their famous leader, Vladimir Putin. Maybe no other place will you see a country’s leader more often. All over, from the pricey tourist shops to the underground walkway stalls, you’ll find goods with Putin’s likeness covering them. From t-shirts to magnets to Matryoshka dolls. There’s a strong national pride that can be seen around the city, which also extends to their leader. Moscow is many things. It’s East meets West, modernizations meets Soviet era, and a whole lot more.

What To Do For a Street Photography Break?:

Eat at a stolovaya.

Stolovayas are Russian cafeterias that became popular in the Soviet days. You grab a tray and walk down the line of freshly prepared local dishes, and select whatever you want from the chefs. They’re usually inexpensive and a much better value than restaurants, while giving you the opportunity to try from a wide selection of everyday Russian food. They’re also very tasty. I always include some borsch on my tray and go from there. The places themselves are all over Moscow and usually come with Soviet-era aesthetics to complete the experience.

Street Safety Score: 7

*As always, no place is completely safe! So when I talk about safety, I’m speaking in general comparison to other places. Always take precaution, be smart, observe your surroundings and trust your instincts anywhere you go!

Being the 2nd largest city in Europe with over 12 million people, you’re going to have your dangerous areas, but for the most part, it feels safe walking around. Russia is statistically higher in crime compared to most of Europe, but this generally doesn’t apply to tourists and visitors. Around the Red Square and surrounding city center, you should feel completely safe walking around. Pick pocketing can happen, but no more than other touristic places. I always explore Moscow freely without coming across too much to worry about. It’s a spread out city, though, so of course it matters where you are. Just use basic street smarts, know where you are and Moscow shouldn’t give you a problem. 

People’s Reaction Score: 7

Moscow is fast paced, big city life, which usually means people aren’t too concerned with you, or your camera. I don’t find people notice or pay much attention to me when I’m out taking photos in Moscow. For the most part, people just go about their day. You shouldn’t get too many looks or concern. But it can depend on the area you are in. The more you stick out, the more you might get noticed with suspicions. I’ve never had any problems in Moscow, or Russia, but just be careful who you’re taking a photo of if you get out of the city center. Other than that, it’s about average for reactions. 

Street Tips:

Learn the alphabet .

Much of Moscow, including the metro system, doesn’t use english. The Russian alphabet uses letters from the Cyrillic script, which if you aren’t familiar with it and don’t know the sounds, can be hard to decipher the words. This is most important for street names and metro stops when trying to get around. It can save confusion and make it easier getting around if you learn the basic alphabet. At the very least then, you can sound out the words to see which are similar in the english conversion, which can help matching them to maps. When out shooting street photography, getting around is as important as anything. So save yourself some time and frustration by learning the Russian Alphabet.

Use the metro

While Saint-Petersburg feels very walkable for a city its size, Moscow can feel very spread out, even for its bigger size. Outside of the Red Square area, you can have plenty of walking before getting anywhere very interesting, so you’ll need to take the metro a lot if you really want to explore the city. Maps are deceiving here too, it will always be further than it looks.

Another reason it’s less walkable than Saint-Petersburg is its completely different set-up. Moscow’s streets are mostly contstructed in rings with narrow, winding streets in-between. This is common with medieval city cities that used to be confined by walls, but you usually don’t have it in a city this massive. Saint-Petersburg has a more grid-like pattern that also uses the canals to help you know your way around. When it comes to navigating on foot in Moscow, it can be more difficult, so bring a map and take the metro when needed. It’s why Moscow’s metro carries more passengers per day than the London and Paris subways combined.

Explore other areas if you have time

Moscow is really big. While most people stay around the Red Square within the Boulevard Ring, there’s so much more to the city. I covered some other spots outside of this circle, but if you really want to see the city, you’ll need time. If you do have time, some other areas I’d check out first are Zamoskvarechye, along some of the south and western Moscow.

Inspiration:

For some more inspiration, you can look through the Street Photography of Moscow photographer Artem Zhitenev  and check out 33 of my photos taken in Moscow .

Conclusion:

Moscow’s name brings a certain mystique, but once you’re there it might bring a different atmosphere than you expect. It’s big and sprawling, but beautiful in many ways. It can feel like a European capital on a grand scale, but you can definitely find its Russian side in there.

The urban sprawl of Moscow can be intimidating, but give it enough time and you’ll be rewarded with plenty to discover. All with the world’s best metro system to take you around.

I hope this guide can help you start to experience some of what Moscow contains. So grab your camera and capture all that Moscow has to offer for Street Photography!

If you still have any questions about shooting in Moscow, feel free to comment below or email me!

(I want to make these guides as valuable as possible for all of you so add any ideas on improvements, including addition requests, in the comment section!)

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