trek domane isospeed creaking

My trek domane is creacking

crankycrank wrote: I'm not an expert on your model but I believe you just pull off the "ISO Speed" labeled sideplates to access the bolt that screws together. You should also try contacting Trek for advice as there may be some special procedure to set the bolt torque or assembly. There may also be an owners manual available for viewing online somewhere.

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What is Trek IsoSpeed Technology?

Part comfort, part suspension, Crank Boutique explains one of Trek’s key pieces of proprietary bicycle technology.

Technology in Short

While compliance and “suspension” systems are now not uncommon for road bikes (see Specialized’s Roubaix and Diverge), arguably Trek were the first mainstream brand to integrate these systems into some of their key models.

• Manufacturer: Trek
• Technology Type: Suspension, Compliance
• Availability: Proprietary – Trek bikes only
• Cost: N/A. Isospeed tends to come only on higher end models
• Current Road/Gravel Models:   Boone ,  Checkpoint ,  Domane ,  Madone

What is Trek IsoSpeed?​

To the casual observer the biggest difference between road and mountain bikes has been the size of the tyre and attached suspension. Over the last few years however, these strict definitions have started to erode in the pursuit of adventure and comfort. With the former 700c tyres get wider every year and the gravel/adventure category mean bigger tyres for everyone. With the latter a number of manufacturers have introduced “suspension” platforms in their road bikes, including BMC, Wilier, Specialized and Trek’s IsoSpeed. 

While the term “suspension” may be mis-leading, the IsoSpeed system is designed to provide riders with more comfort and control over rougher surfaces and was originally designed by Trek to give their bikes and riders an edge in the Classics – e.g. the Paris-Roubaix. The system works by “decoupling” key parts of the bike to provide more compliance and less rigidity – resulting in a more comfortable ride. IsoSpeed is one of the most mature road “suspension” systems out there, debuting in 2012. The Trek IsoSpeed system has two components:

The IsoSpeed Read Decoupler is a essentially a “hinge” that sits between the seat tube and top tube of the bike. On IsoSpeed equipped bikes the seat tube and top tube are not physically attached but are mechanically joined by the rear decoupler. This means that the seat tube has a range of rearward moving helping to absorb the shocks of riding on things like cobbles, rough roads or gravel. There are a couple of implementations of the platform depending on the bike model – the Emonda uses a slightly different implementation with more adjustment along the top tube owing to its unique frame shape and rarefied price point…

The Front Decoupler is slightly more complicated. The Front IsoSpeed is a proprietary headset collar with a rocker that sits in the top of the head tube and bolts into the steerer tube via an assembly that includes a couple of bolts and a preloaded spring. Obviously you won’t be railing berms or going down a double black on it, but this setup allows for a degree of back and forth movement in the steering tube and help to deflect some of the chatter out of the handlebars.

Note that some bikes may have the rear decoupler without the front headset decoupler. IsoSpeed is available across Carbon and Aluminium models in the Domane and Madone ranges. It is also available on a number of Trek CX and gravel models (including Boone and Checkpoint) and some of their XC MTB range. Watch some videos of the system in action below.

This video from Peloton TV is on an older model – check out the classic Dura Ace – but it’s a perfect introduction to how the Isospeed de-decoupler works in practice.

Does Trek Isospeed Work & How Has It Reviewed?

The CrankBoutique team have only had occasion to ride one IsoSpeed equipped bike – a Domane on some very smooth roads south of Sydney. Lovely bike as it was we can’t really comment on its comfort chops on rough roads although we certainly didn’t get any loss of power.

We haven’t found any reviews of the system in isolation, but there are a few comparative reviews of IsoSpeed equipped bikes vs competitors, including Specialized’s Future Shock:

2018 Trek Domane SL 5 Review

“The first time you hit a patch of corrugated or fractured tarmac you understand what IsoSpeed does. Rather than undulations deflecting the front wheel, it absorbs and nullifies the effect of quite big hits, keeping the wheel straight and giving a smoother ride. The rear end removes jarring vibrations that can fatigue muscles faster, helping you ride for longer…IsoSpeed’s bump absorption irons out small undulations to allow the 25mm tyres to grip more consistently, and even though the Bontrager rubber measures 26mm on the 28mm wide rims, if unaware, you’d think you were riding on 28mm tyres.”

2018 Trek Madone SLR 9 Disc Review

I’ve ridden the Trek Madone SLR 9 Disc in various IsoSpeed modes to discover what difference to the rear it would make. I learnt that I probably wouldn’t ride in the stiffest setting as it was a little too harsh at the rear for me.

Towards the middle and softest setting was my preferred mode and I could altogether forget I was riding such a racing machine, let alone an aero road bike that more often than not is too hard to ever be called comfortable. To be frank about the bike’s stiffness, I couldn’t really tell that I was getting anything less from the bike in the softest setting, it still whipped up a storm no problem.

Cycling Weekly

2018 Trek Boone RSL Review

I quickly noticed the compliance provided by the front IsoSpeed decoupler. The front end of the Boone softened the park bumps and helped absorb some of my less-than-stellar moves on singletrack. Especially given my bad back, having some shock absorption on the front improved the ride quality….Smoothing out a ride is one thing, but does the front IsoSpeed handicap actual racing by hindering accelerations out of corners or finishing sprints? I pushed the Boone RSL frame through several practice sprints and found the only limiter to be my lack of sprinting pop.

CX Magazine

2020 Trek Domane SLR First Ride Review

No doubt about it – the IsoSpeed system is impressive. That said, we question whether so much technology (and compromises in terms of cable routing) are needed to improve comfort. On balance and purely in comfort terms, the answer is probably no. After all, there are other bikes that offer the same or even better comfort levels. However, in terms of individualisation and tuning it to the rider’s weight, the IsoSpeed system offers an effective solution and will wow tech enthusiasts who appreciate the packaging of complex technology into a classic and inconspicuous design. Set up correctly, it results in well-balanced comfort between the front and rear and convincing vibration damping!

Are There any Known issues with Trek IsoSpeed?

Headset Creaking

Some users report that IsopSpeed equipped headsets have excessive creaking – see link above.

Cable Rattle

Some users report that IsopSpeed equipped bikes have excessive cable rattle – see link above.

Bearing Maintenance

Some users report that IsopSpeed equipped bikes required additional bearing maintenance – see link above.

One reply on “ What is Trek IsoSpeed Technology? “

Charles Cox

I bought the 2021 Trek Domane SL5 and have creaking issues in the front end bringing it back to the dealer 2 times already currently in the dealer right now for the third time come on Trek get it right.

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Trek Domane SLR headset / front IsoSpeed decoupler creaking

Moderator: robbosmans

Post by Fisherfreerider » Wed Jul 11, 2018 1:25 pm --> by Fisherfreerider on Wed Jul 11, 2018 1:25 pm

by » Wed Jul 11, 2018 1:25 pm --> by Weenie on Wed Jul 11, 2018 1:25 pm

Post by sennder » Wed Jul 11, 2018 2:59 pm --> by sennder on Wed Jul 11, 2018 2:59 pm

Fisherfreerider wrote: ↑ Wed Jul 11, 2018 1:25 pm The spacers were installed in the correct place. It may not take all four though. Most bikes can be resolved with 2-3. Make sure the compression plug is torqued to 10nm and the heaset top cap to 4nm.

Post by Fisherfreerider » Wed Jul 11, 2018 5:00 pm --> by Fisherfreerider on Wed Jul 11, 2018 5:00 pm

Post by sennder » Wed Jul 11, 2018 5:52 pm --> by sennder on Wed Jul 11, 2018 5:52 pm

Fisherfreerider wrote: ↑ Wed Jul 11, 2018 5:00 pm They come with 2 installed. Not necessarily a creak fix. It was to get proper compression on the headset to fix a knock that would feel loose. I persoanlly run mine with no spacers.

Post by SilentDrone » Wed Jul 11, 2018 5:59 pm --> by SilentDrone on Wed Jul 11, 2018 5:59 pm

Fisherfreerider wrote: The spacers were installed in the correct place. It may not take all four though. Most bikes can be resolved with 2-3. Make sure the compression plug is torqued to 10nm and the heaset top cap to 4nm.

Post by sennder » Thu Jul 12, 2018 1:17 am --> by sennder on Thu Jul 12, 2018 1:17 am

Post by Fisherfreerider » Thu Jul 12, 2018 1:05 pm --> by Fisherfreerider on Thu Jul 12, 2018 1:05 pm

Post by JeanMarc » Sat Jul 28, 2018 11:51 am --> by JeanMarc on Sat Jul 28, 2018 11:51 am

Post by DocAdams » Wed Sep 19, 2018 8:12 pm --> by DocAdams on Wed Sep 19, 2018 8:12 pm

Post by Hawkwood » Wed Sep 19, 2018 8:29 pm --> by Hawkwood on Wed Sep 19, 2018 8:29 pm

Post by sennder » Wed Sep 19, 2018 8:32 pm --> by sennder on Wed Sep 19, 2018 8:32 pm

DocAdams wrote: ↑ Wed Sep 19, 2018 8:12 pm So I take it back to the LBS (why do we have to bother with those anymore?) and all I got was a lecture about how I shouldn't have torn it apart!! I pointed out the delaminations and pretty much got a deer in headlights look. They are checking with Trek on next steps. I took the pedals off and told them to send it back for a refund. Problem is, their 30 day return is for "unused" hardware only. My gut tells me this newer 600 series carbon isn't like the good ole' Wisconsin grade....

Post by Calnago » Wed Sep 19, 2018 9:37 pm --> by Calnago on Wed Sep 19, 2018 9:37 pm

Post by wheelbuilder » Thu Sep 20, 2018 1:28 am --> by wheelbuilder on Thu Sep 20, 2018 1:28 am

Post by TheRich » Mon Feb 04, 2019 12:02 am --> by TheRich on Mon Feb 04, 2019 12:02 am

SilentDrone wrote: ↑ Wed Jul 11, 2018 5:59 pm When I torqued my top cap to 4nm after adding some spacers the headset creaked but only when riding it, where it previously had been silent. I backed off that torque a little and it’s back to silent again. I think 4 nm is too much pressure on the headset for this system. I have a 2018 Domane SLR. Sent from my iPhone using Tapatalk

by » Mon Feb 04, 2019 12:02 am --> by Weenie on Mon Feb 04, 2019 12:02 am

Post by kgt » Mon Feb 04, 2019 7:59 am --> by kgt on Mon Feb 04, 2019 7:59 am

DocAdams wrote: ↑ Wed Sep 19, 2018 8:12 pm IMG_0594.JPG I immediately noticed delaminating of the top carbon layer, underneath the bottom right of the right hand decoupler hole [...] My gut tells me this newer 600 series carbon isn't like the good ole' Wisconsin grade....

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2023 Trek Domane SLR review: A tauter ride, but some curious loose threads

Trek’s latest iteration of its domane all-roader packs more performance than ever, but there are also some big missteps that give me pause..

Heading out the door? Read this article on the new Outside+ app available now on iOS devices for members! >","name":"in-content-cta","type":"link"}}'>Download the app .

Story Highlights

What it is: The fourth generation of Trek’s groundbreaking endurance road bike.|| Frame features: 800-series OCLV carbon fiber construction, IsoSpeed rear pseudo-suspension, down tube storage compartment, built-in chain watcher, T47 threaded bottom bracket, front and rear fender mounts, three bottle mounts, top tube feed bag mount, fully concealed cable routing.|| Weight: 1,193 g (claimed, 56 cm frame only); 427 g (claimed, fork only); 7.54 kg (16.62 lb) as tested, 52 cm size, without pedals.|| Price: US$13,200 / AU$18,500 / £13,400 / €14,500.|| Highs: Superb rear-end ride quality, stiff and efficient-feeling under power, excellent handling, sleek aesthetics, competitively weight.|| Lows: Ride quality still a little imbalanced, creaky IsoSpeed/seatpost area, exposed headset bearing, internal housing rub, disappointing tires.

The Trek Domane has been one of the best-selling endurance road bikes since it first arrived on the scene way back in 2012, largely owing to its innovative IsoSpeed rear pseudo-suspension system. IsoSpeed lives on in the bike’s fourth generation, and it’s not only more cleverly package than ever, but it’s housed in what is clearly the most performance-packed iteration to date. 

The last few months have proven the latest Domane SLR to be a formidable competitor in the hotly contested all-road market. But part of me wonders if some of the earlier versions’ approachability has been lost in the never-ending quest for more speed, and there are a couple of disconcerting missteps that proved annoying during testing, and somewhat concerning for the long haul, too.

A primer on the latest Domane

IsoSpeed has defined the Domane since its inception, and the brilliance and elegance of its design still has no equal in the industry. 

Most bikes offer rear-end comfort with a combination of seatpost and seat tube flex; that phenomenon has been well understood for quite some time. But by adding a physical pivot at the seat cluster, IsoSpeed allows the seatpost and seat tube to bend far more under bump loads than with a more typically rigid connection. Later iterations of IsoSpeed would introduce a level of adjustability to the system so that riders could more carefully fine-tune the ride quality to their preferences (and weight), and Trek would eventually introduce a front-end analog to help balance out the comfort level between the two ends.

Whereas the previous Domane’s rear IsoSpeed system had an adjustable spring rate that allowed riders to tweak the flex characteristics to their liking, this latest version has a fixed tune that Trek says is roughly the same as the old version’s softest setting (since that’s apparently where most people ran it, anyway). The change yields a more neatly visually integrated and appealing arrangement since all of the flexy bits are now entirely tucked away inside the top tube. 

In addition, there are big changes with the seatpost – or rather that it has one at all. Up until now, all higher-end Domanes used Trek’s so-called no-cut seatmast design, with a carbon fiber cap or seatpost stub that clamped to an extended seat tube stub. According to Trek, that was only way to get as much flex from the system as its designers wanted. However, this latest L-shaped IsoSpeed architecture allows for all of the desired flex while using a more conventional (and far more convenient) telescoping seatpost.

But what happened to Front IsoSpeed, you’re wondering? Based on steerer tube flex, that system was never as effective as the corresponding rear design, and with the move from standard 28 mm-wide tires to 32 mm-wide ones, the added air volume supposedly cancels out Front IsoSpeed’s nominal comfort gains so Trek says there wasn’t any point in using it anymore. 

As you might expect, those structural simplifications result in some healthy weight savings, which is more than welcome since the third-gen Domane wasn’t exactly light. According to Trek, the fourth-generation Domane frameset sheds about 300 g (0.66 lb). Claimed weight for a painted 56 cm frame is 1,193 g, and the matching fork adds another 427 g – still not exactly feathery, but not bad at all, particularly when you consider all of that IsoSpeed hardware hidden inside.

Nevertheless, that figure becomes a little more palatable when you consider everything else that comes along with it.

As before, the Domane sports nominally aero tube shaping, although it’s more pronounced now with more aggressively flat-backed profiles that presumably cut through the air with greater efficiency. Trek has also retained the convenient storage hatch in the down tube located under the bottle cage mount, with plenty of room for snacks and repair essentials, and even perhaps a layer or two depending on how carefully you pack. 

The previous generation’s semi-concealed cable routing has been more refined this time around with a fully hidden setup that enters the frame through the upper headset bearing and tucks in against the steerer tube, instead of the separate port behind the stem and more exposed cabling used on the old Domane. Headset bearing replacements will still be a pain (more on this in a bit), but thankfully, those control lines are at least run along the underside of the bar and stem – not through them – so swapping either of those components will be a mostly trivial process measured in minutes instead of hours.

Tire clearance is officially unchanged, although that’s not a big deal considering it was already very good. Trek says just about any 700c tire with a 38 mm hot stamp on it will fit, and prior experience has not only demonstrated those claims to hold true, but that they’re often pretty conservative. Thoroughly hidden front and rear fender mounts are integrated into the frame and fork, and even with those installed, you can supposedly still fit 700×35 mm tires underneath without any trouble. 

Geometry-wise, it’s an interesting mix of road racer agility and endurance bike stability.

Up front, the steering is almost as quick as the Madone – quicker in some sizes, in fact – although that’s tempered somewhat by the more stretched-out rear end and longer wheelbase. And in a clear nod to stability, the bottom bracket drop is a ground-scraping 75-80 mm as compared to the Madone’s 68-72 mm figure. As expected, the rider position is more relaxed than what Trek uses on its road racing bikes, with more upright stack and shorter reach dimensions across the board. Neither is remotely extreme, though, so most riders shouldn’t have much issue achieving a reasonably aggressive position should they want one.

Trek sent to me a flagship Domane SLR 9 eTap model to test, built with the company’s fanciest 800-series OCLV carbon fiber blend, a SRAM Red eTap AXS wireless electronic groupset, and speedy Bontrager Aeolus RSL 37 aero carbon clinchers wrapped with 32 mm-wide Bontrager R3 Hard-Case Lite tires. Completing the spec sheet are a carbon-railed Bontrager Verse Short Pro saddle and a Bontrager Pro IsoCore carbon fiber handlebar.

Actual weight for my 52 cm sample is 7.54 kg (16.62 lb) without pedals or accessories, and retail price is a heady US$13,200 / AU$18,500 / £13,400 / €14,500.

Still dominant?

I think I’ve ridden every generation of Domane at this point, and have always been struck by its unusually smooth ride quality (at least out back). Simply put, IsoSpeed works just as it’s claimed to, and the extent of its effectiveness is something that can only be fully appreciated in person.

That still carries through to this fourth-generation model, although the overall feel isn’t the same as in years past.

The rear end is still astonishingly comfortable, and far more so than you’d expect given the chunky-looking chain- and seatstays. Smaller-amplitude stuff is wiped out almost completely, and even nastier square-edged impacts are impressively neutralized. Basically, the way you ride IsoSpeed is to stay seated on just about everything and let the bike do the work for you. There’s also an admirable lack of bounciness while pedaling, and yet despite the obvious flex in the system, I was surprised by the amount of (good) textural feedback coming up through the rear end. Mind you, it’s nowhere near as as talkative as many other bikes out there, but it’s an acceptable tradeoff for the cushiness.

Despite losing the Front IsoSpeed system, this new Domane also strikes me as more balanced than before. The rear end is still more comfortable than the front – as has been the case with every Domane since its inception – but it’s not as stark a contrast as it used to be most of the time. I can’t say if this is due to the larger stock tires (which I ran at just 52/54 psi front/rear for my 73 kg build) or the semi-flexy Bontrager IsoCore carbon handlebar, but either way, ditching the weight and complication of the Front IsoSpeed system is a welcome update.

I say “most of the time”, though, because while the Domane does feel more balanced to me on tarmac, the huge down tube, top tube, and head tube proportions make for an absolutely punishing experience if you hit anything remotely substantial. Whereas that rear IsoSpeed setup can just flex more when needed, there’s no such relief up front, and huge jolts come up through your hands if you’re not paying attention and slam into something at speed.

Overall, the impression I get is this latest-generation Domane has a sportier personality to it and it no longer seems content to just be a comfy endurance road bike. Instead, it’s looking to provide a lot of comfort to riders who want to be out all day, but who also aren’t willing to completely give up a more performance-minded feel.

Whether that’s a good thing will depend on your perspective, but it’s something to keep in mind regardless.

Sticking to that whole performance front, the new Domane is indeed very eager under power. As you’d expect given the proportions of the thing, it’s very stiff and efficient-feeling when you step on the gas, with nary a hint of flex down below. It’s a similar story up front with that huge head tube area confidently resisting any undue twisting when you rise out of the saddle for a sprint or steep uphill pitch. 

The Domane’s diet plan has paid dividends, too. Granted, 7.54 kg is still a touch on the heavy side for a top-tier carbon fiber road bike with a SRAM Red eTap AXS groupset and shallow carbon fiber clinchers, but it’s a sizable improvement nonetheless and more than fair given everything Trek has packed in here. That rear end genuinely does ride better than just about anything else out there, and while the down tube storage hatch undoubtedly adds a few grams, I’d argue it’s more than offset by the convenience factor. 

Put another way, I never finished a test ride complaining about the bike’s weight.

Nor did I have any complaints whatsoever about the Domane’s handling. The quick steering geometry may seem odd for a bike in this category, but it does work. The Domane feels agile and nimble, and eagerly turns into corner when asked. After that initial response, though, that more stretched-out rear end and the longer wheelbase work together to slow things down so you never feel like you’re diving too hard toward the apex; just initiate the turn and let the tires take a set, then carve your way through. It’s wonderfully intuitive.

A bike and a half

The official tire clearance figures naturally raise the question of if the Domane can also serve as a light-duty gravel bike. In short: absolutely. In fact, that’s how I ended up spending much of my time on this thing.

As is typical for Trek, those clearance figures are rather conservative, and a set of 40 mm-wide Schwalbe G-One Allrounds (39 mm actual width on these Bontrager rims) went on with no issues whatsoever. Although some people might not be fully comfortable with how close things start to get to the SRAM front derailleur battery, there’s room to spare everywhere else. Assuming conditions aren’t too muddy, I suspect most people wouldn’t have any problems.

Either way, the Domane proved to be right at home on dirt roads and smoother gravel stretches. That somewhat firm ride on the road tires smoothes out with the increased air volume of the gravel ones, and the longer wheelbase lends an air of confidence when you start sliding around a bit. The more road-like frame geometry also makes for a bit of a rally car feel in terms of handling on loose surfaces, and while some might interpret that as scary, more skilled riders will likely just find it to be a lot of fun. 

A Domane wouldn’t be my first choice if you’re primarily looking for a gravel bike, but if you’re after more of a mixed-terrain rig or your “gravel” is more like a network of decently maintained dirt roads, I’d certainly consider it.

As much as Trek nailed a lot of the fundamentals here, I was surprised by how many issues I encountered with my test sample.

For one, that IsoSpeed system may be super cushy, but mine also creaked incessantly. In fact, it was so loud on bigger bumps that it almost seemed like the frame was coming apart. Going along with that was persistent seatpost slipping, which I was only able to (mostly) remedy with a generous helping of friction paste and by slightly over-torquing the binder wedge. Trek says this is a known issue with bikes from early production runs and simple to fix.

“This is a known issue as we discovered supply wasn’t making it to spec. We have since made changes to compensate for the manufacturing variations. If this happens to a customer, we direct them to a local Trek dealer who can easily/quickly swap out the new, correct part for free and get them back riding on the road without the issue.”

Regular CyclingTips readers will already know I’m no fan of fully internal cable routing, although the setup Trek uses here is worthy of some light praise. The lines don’t actually go through the bar or stem, so both are blissfully easy to swap if necessary. And as compared to the layout of the previous-generation Domane, this one looks way cleaner.

That said, headset bearing replacement is still a concern with any routing setup where the lines pass through the upper bearing. Of course, that’s only a problem when it comes time to replace the bearing. But unfortunately, that’ll likely be a more frequent job given that this upper bearing is almost completely exposed to the elements (and the lower one isn’t much better). As is the case with any bike that has a similar layout, replacing headset bearings often requires new brake hoses (or at least fittings), new bar tape, and a lot of labor, so if you regularly ride in the wet and are considering a Domane, I’d advise either setting aside a sizable chunk of money for regular bike shop visits or getting really good at doing the work yourself. 

“The logic behind the design is that we’ve noticed we infrequently see our customers change their headsets,” a representative from Trek replied when I asked about this. “We’ve also seen very few related issues. For example, for all our road bikes dating back to 2013 with similar integration as Domane, we’ve received approximately ten warranty issues related to this.”

That may very well be, but just because customers don’t change their headset bearings doesn’t mean they shouldn’t be changed, and just because something isn’t submitted for a warranty claim doesn’t mean there isn’t a maintenance issue inherent to the design. Would it really be that hard to add a couple of lip seals here?

I may not win the war on hidden cable routing (sadly, that ship has sailed), but I’m still going to scream from the rooftops that brands should at least pair those rats’ nests with either more durable headset bearings or better seals. In this case, there’s neither.

Speaking of internal routing, I also noticed the rear brake hose rubbing inside the frame when turning the bars at not-overly-extreme angles. Will this be an issue over time? That’s hard to say, but most experienced shop mechanics will probably have tales to share of brake and derailleur lines slowly sawing through poorly protected areas of various mountain bike carbon fiber frames over the years. I can’t say for sure that this will happen here – and this certainly isn’t an issue limited to Trek – but it’s something I worry about regardless, particularly given it’s potentially inside the frame where no one will be regularly looking for it. 

This particular test bike was also a convenient reminder that threaded bottom brackets can still creak, as mine occasionally did under particularly hard pedaling. That said, threaded systems are at least easy to fix (a layer of plumber’s tape and some grease does wonders) – and I would have, had one of the dozen cup tools in my tool cabinet actually fit. 

For the most part, there aren’t too many surprises here. 

The SRAM Red eTap AXS stuff is great, and Trek has wisely gone with the versatile 2x configuration with 46/33T chainrings and a 10-33T cassette that provides a mountain-taming 1:1 climbing ratio. 

The Bontrager wheels are excellent: light and snappy, modestly aero, super stable in crosswinds, incredibly easy to set up tubeless, reliable DT Swiss hub internals. You get the point.

I can’t say I was a fan of the Bontrager R3 Hard-Case Lite tires wrapped around them, though. They’re decently grippy, and prior experience has demonstrated them to be impressively long-lasting. But they’re also tangibly slow (confirmed by our friends at Bicycle Rolling Resistance ) with a thick and stiff casing that makes for a less-than-inspiring ride quality. The bike deserves better.

It was a similarly mixed bag on the finishing kit.

That Bontrager Verse Short Pro saddle? Awesome. Tons of support for all-day riding and an excellent shape that minimized soft-tissue pressure and chafing. I’d almost put this head-to-head with a Specialized Power, in fact. It’s good stuff.

But that handlebar… pass (at least for me). I generally love traditional-bend bars, but this one just never felt right in my hands. The 75 mm reach dimension should be fine but it feels short in reality, and the drops feel oddly deep with a curvature that doesn’t mesh well with my large-sized palms. And the corresponding tape was pleasantly grippy, but almost too grippy if you don’t like to wear gloves, and could’ve used more padding. 

Details matter

Overall, I think Trek did a great job on the core attributes of this fourth-generation Domane. It’s back to a more reasonable weight after a couple of generations of overindulgence, it’s very unusually comfortable, the handling is superb, and it’s no stranger to going fast. The convenience of those double fender mounts and the extra bottle and bag mounts – not to mention the down tube storage – are big plusses, too. 

In short, it’s a lovely bike to ride all day, and on a wide range of road surfaces.

Bikes are more than just short-term thrills, though, and the creaking and slipping in the seatpost area, the exposed headset bearing, and that internal brake hose rub just make me wonder about what issues might persist long-term. I’ve heard from Trek dealers that a retrofittable part revision has since corrected the seatpost problem, but those other two concerns still give me pause. If Trek can address those as well, I’d happily declare this Domane a winner. But until then, I’d carefully wear the pros and cons before plunking down your wallet on this one.

More information can be found at www.trekbikes.com .

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\"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"key takeaways: li\u00e8ge-bastogne-li\u00e8ge 2024\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-racing\/key-takeaways-liege-bastogne-liege-2024\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"key takeaways: li\u00e8ge-bastogne-li\u00e8ge 2024\"}}\u0027>\n key takeaways: li\u00e8ge-bastogne-li\u00e8ge 2024\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"kona bikes bails on sea otter classic with no explanation","url":"https:\/\/velo.outsideonline.com\/news\/kona-bikes-bails-on-sea-otter-classic-with-no-explanation\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/kona-bikes-bails-on-sea-otter-classic-with-no-explanation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"kona bikes bails on sea otter classic with no explanation\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/news\/kona-bikes-bails-on-sea-otter-classic-with-no-explanation\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"kona bikes bails on sea otter classic with no explanation\"}}\u0027>\n kona bikes bails on sea otter classic with no explanation\n \n \n \n \n \n\n \n \n \n \n \n\n \n "},{"title":"sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more","url":"https:\/\/velo.outsideonline.com\/road\/road-gear\/sea-otter-randoms-limited-edition-saddle-updated-ritte-salsa-e-bike-and-more\/","markup":" \n \n\n\n \n\n \n \n >\", \"path\": \"https:\/\/velo.outsideonline.com\/road\/road-gear\/sea-otter-randoms-limited-edition-saddle-updated-ritte-salsa-e-bike-and-more\/\", \"listing_type\": \"recirc\", \"location\": \"list\", \"title\": \"sea otter randoms: limited edition saddle, updated ritte, salsa e-bike and more\"}}\u0027>\n \n \n \n \n \n \n\n \n \n\n \n\n \n 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The new Trek Domane: Lighter, more comfortable and versatile for the season ahead

Revamped isospeed and added peripherals for the fourth generation of the endurance bike.

Trek has launched its fourth generation Domane SL and SLR. The newest version of the ride is aimed at the high performance-minded racer, but also comes with the ability to be used on adventures outside of the peloton. As well as the SL and SLR, the Domane will also come in a pure racer–oriented version, the RSL. This frame has been tested by the Trek-Segafredo team at the WorldTour level in Europe. It’s seen a win at Paris-Roubaix by Italian pro Elisa Longo Borghini. There’s been a number of changes to the Domane: the IsoSpeed system is different; there’s been a decrease in weight; and the cockpit has been improved. Riders also have the ability to add peripherals for epic all-day rides.

Refined IsoSpeed for better comfort

One of the big improvements with the new Domane is the upgrade to its IsoSpeed tech. The system that reduces vibrations from the road to decrease fatigue is lighter on the fourth-generation Domane. As opposed to earlier versions, the new IsoSpeed is non-adjustable, as Trek engineers found that most riders would set their levels of damping and then forget them. The new Domane has also removed the IsoSpeed from the front end, which also contributes to its reduced weight.

The new Domane also has a seatpost clamp integrated into the top tube, creating a much cleaner look. The seatmast of the gen-three bike is gonie. The new seatpost is D-shaped for additional aero gains, and available in 280-mm and 320-mm lengths.

The three frames: RSL, SL and SLR

All three members of the new Domane family have similar aero benefits. The SL and SLR are identical when it comes to frame shapes and features.The difference lies in the carbon material used. The SL uses OCLV 500, and the SLR uses the higher-quality OCLV 800. Both rides will have upgrades in the tube department, using truncated airfoil shapes, making it the fastest Domane yet.

Weight-wise, all frames are quite a bit lighter. The SLR shaves 700 g, and the SL 300 g. Both of the frames use a more relaxed endurance geometry compared with the H1.5 design on both the Émonda and Madone. With a higher top tube and extended wheelbase, the SLR and SL aim to provide enhanced comfort for longer rides. The RSL, which is only available as a frame, will use the H1.5 geometry to retain race-specific handling. The RSL frameset has a nearly identical tubeset to the SLR, with the exception of the tighter angles.

The SL and SLR aim to be a one-bike-does-all type of ride. “It’s for the weekend racer, but also long rides on weekends, light gravel, fast group rides or gran fondos,” Jordan Roessingh, Trek’s director of road bikes, explains. “It balances light weight, speed and comfort. It’s one bike that can do everything.”

With tire clearance coming in at 35 mm for the RSL and 38 mm for the SLR and SL, the bike will be able to accommodate some wider tires, hence the added opportunity to ride it on some mixed terrain.

Although it’s not certainly not labelled as a gravel bike, the bike offers some versatility for the racer who wants to head out on some adventures on mixed terrain, as well, Roessingh explained. The SL and SLR also come with hidden mudguard mounts, which means you can use full-coverage mudguards, and your legs and caboose won’t get any spray if you hit any muddy puddles. Another add-on for the SL and SLR is a top-tube bag mount, making it a complete bike for long rides where you need to stash some more snacks. The SL and SLR will both have internal storage on the frames for puncture kits, while the RSL will not, for additional weight savings.

The Domane went through rigorous testing by some of the best pros. Borghini took various prototypes of the bike on some of the toughest terrain, including the cobbles of Paris-Roubaix. Ultimately, the finished product exceeded her expectations. “The new Domane, I like the compromise between the stiffness and softness on the cobbles,” the 2022 Paris-Roubiax winner says. “I like that you can launch after a corner, sprint well and it’s lighter. It’s also more agile in the peloton. I can say with confidence that we had the best technical equipment at Roubaix this year.”

Streamlined cockpit

The SL and SLR feature the new RCS Pro integrated stem for increased aero benefits, as well as easier maintenance. The new stem is compatible with other road models, but not with the Madone SLR bar and stem. It does however, create a cleaner front end with brake and gear cables routed through the stem, while still giving users the ability to change the component easily.

The Canadian prices of the new fourth-generation Trek Domane

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New Trek Domane is lighter and faster with a simplified IsoSpeed system and improved aerodynamics

Trek says the fourth generation is the fastest Domane it has ever made, but claims it still has the same cushioned ride

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Specifications and pricing

While the new Trek Domane isn’t the first road bike to receive a facelift in the pursuit of a ‘lighter and faster’ outcome, attempting this while maintaining the all-day comfort the bike is known for required quite the balancing act.

Both the fourth generation Domane SL and SLR frames have been redesigned to make them close to 300g lighter than the outgoing models. Trek claims that it's also the fastest Domane it's ever made. However, despite this new “performance tilt”, it is still billed as being as compliant and as versatile as the previous Domane . The result is a bike that appears equipped to walk the tightrope with not just assurance but a little swagger too. 

“It feels like a performance road bike,” says Jordan Roessingh, director of road bikes at Trek, “and you still maintain all the benefits of the previous versions".

Those benefits, namely comfort and capability, were achieved through the combination of clearance for tyres as wide as 38mm and IsoSpeed technology that further ironed out the bumps in the road. Combined they gave the Domane its place in the Trek road bike line as a multi-faceted endurance bike.

Both remain, although the Isospeed system has been overhauled in the pursuit of reduced weight and greater simplicity. Its now a ‘rear-end’ system only; the front end IsoSpeed has been removed entirely while the rear is now non-adjustable, with Trek saying that its feedback from Domane users told them the adjustability function was rarely used. 

If this may point to the new Domane being less comfortable than previous iterations, Trek are confident that the well-cushioned ride remains. It says the IsoSpeed on the new SLR bikes is set to mirror the previous system in its “most comfortable setting”, while the SL uses the shift from seatpost to top-tube positioning of IsoSpeed to its advantage, with the compliance “tuned” to each individual frame size. This also allows for the introduction of a new integrated seatpost clamp that adds to a cleaner aesthetic that’s maintained across the bike as well as a D-shaped post that is said to improve the bike’s aerodynamic performance.

The reduction in weight, aided in part by the refinements to the IsoSpeed system, aims to make for a faster and more responsive Domane - SLR builds are said to be as much as 700g lighter than the outgoing models, while SR builds shave around 300g off the total weight. The bike has always been designed with long days in the saddle in mind, but the desire to make it applicable for long and fast days out led Trek to not only focus on frame material but tube shapes too. Both the SL and the SLR feature updated Kammtail Virtual Foil (KVF) shapes for improved aerodynamics, including the aforementioned KVF seatpost that’s available in two lengths - 280mm and 320mm - and two offsets - 5mm and 20mm.

There’s a newly integrated cockpit that hides cables and hoses from the wind, too. The RCS Pro stem is used across all the SL and SLR builds and, as well as improving aerodynamics, is designed to be simple to set up and adjust. As for the handlebars, the SL models are equipped with Bontrager’s alloy Elite IsoZone VR-SF, while the SLR comes with the carbon Pro IsoCore VR-SF. Like the new Madone released earlier this year, a top cap replacement is also available, which makes the Domane compatible with any 31.8mm bar and stem combination.

While the SL and the SLR share the same frame design, the materials differ. The SL uses Trek’s 5000 OCLV carbon, while the SLR now benefits from the upgraded 8000 OCLV carbon. 

Trek weren’t satisfied to leave it there, though. Its desire to make the Domane more performance oriented led to the creation of the Race Shop Limited (RSL) model. Available as a frameset only, it features the US brand’s more aggressive H1.5 racing fit used on both the Madone and the Emonda. This means it's substantially lower at the front end than the SL and SLR; a comparison of the geometry charts show that a 54cm RSL has a stack height of 52.7cm compared to the SL and SLR’s 57.5cm. It also forgoes the integrated downtube storage featured on both these frames as well as reducing tyre clearance to 35mm. 

Designed for the Trek-Segafredo WorldTour teams, it first surfaced at Paris-Roubaix earlier this year, with Elisa Longo Borghini piloting it to victory in the Femmes edition of the race. A debut to remember, Longo Borghini spoke after the win of the Domane RSL’s blend of “stiffness and softness” over the cobbles as well as its agility when riding in the peloton; no doubt music to the ears the Trek designers tasked with juggling making the bike lighter and faster without compromising its comfort.

While a top spot on the podium is vindication for the Domane’s redesign and the kind of exposure that money can’t buy, the bike’s broader success is likely to be rooted in the experience of the weekend warrior. With this in mind, the SL and the SLR balances the performance enhancements with practical features, including hidden mudguard mounts, bosses for a top tube bag and the aforementioned internal frame storage.

Together they should help make the Domane, at any of its many price points, as capable as ever. When combined with the generous tyre clearance, endurance geometry and IsoSpeed cushioning, it suggests a bike adept at handling all that’s thrown at it, from inclement weather to poor road surfaces to grueling century rides. 

“It’s one bike that allows you to do everything,” says Roessingh. On first glance at least, it appears he could well be right.

Pricing starts at £3,300 / $3,499 for the Madone SL 5 , which features Bontrager Paradigm SL wheels and a mechanical Shimano 105 groupset.

The Madone SL 6 costs £4,400 / $4,699.99 spec'd with 12-speed Shimano 105 Di2 and Bontrager Paradigm Comp 25 wheels. It’s also available with a SRAM Rival eTap AXS groupset, which retails at £4,800 / $5,299.

The SL 7 is also offered with both Shimano and SRAM electronic groupsets - 12-speed Ultegra and Force eTap AXS. The wheelset is Bontager’s carbon rimmed Aeolus Pro 37. The Ultegra build is priced at £6,400 / $6,829.99, while the SRAM equipped model costs £7,250 / $7,499.99.

The Madone SLR 6 is the entry-level model using the 8000 series carbon frameset. It’s again available with a choice of two groupsets, SRAM Rival eTap AXS and Shimano 105 Di2, and the Aeolus Pro 37 carbon hoops. Prices are £7,500 / $8,399.99 and £7,000 / $7,999.99 respectively.

The SLR 7 uses the same Aeolus Pro 37 wheelset but the groupset offerings move up a tier to SRAM Force eTap AXS and Shimano 12-speed Ultegra Di2. Prices are £9,000 / 8,549.99 for the Ultegra build and £9,500 / $9,699.99 with Force eTap.

The SLR 9 is the flagship model and is available with both SRAM Red eTap AXS and Shimano 12-speed Dura-Ace Di2. The wheelset on both models are again Bontrager’s Aeolus Pro 37. Prices are £12,500 / $13,199.99 and £12,000 / $12, 749.99 respectively.

The RSL is available as a frameset only and retails at £4,500 / $4,199.99. The SL and SLR are also offered as framesets, retailing at £2,700 / $2,499 and £4,500 / $4,199.99.

For more information on the Trek Domane SL, SLR and RSL visit trek.com

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Luke Friend has worked as a writer, editor and copywriter for twenty five years. Across books, magazines and websites, he's covered a broad range of topics for a range of clients including Major League Baseball, the National Trust and the NHS. He has an MA in Professional Writing from Falmouth University and is a qualified bicycle mechanic. He has been a cycling enthusiast from an early age, partly due to watching the Tour de France on TV. He's a keen follower of bike racing to this day as well as a regular road and gravel rider. 

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Moscow destroyed by the Bolsheviks in the autumn 1917

2 Comments · Posted by Sergei Rzhevsky in History , Photos

Armed coup, organized by the Bolsheviks in the autumn 1917, that marked the beginning of Soviet power is most commonly associated with St. Petersburg (then called Petrograd).

However, not everyone knows that Moscow was the place of long and heavy fighting in those days. The Bolsheviks fired at the Kremlin and many central buildings, real battles were fought in the streets, hundreds of people were killed.

Some historians think that the battles in Moscow were the beginning of the Civil War in Russia.

The following photos can give some idea of what was happening in Moscow in the autumn 1917. Photos by oldmos.ru

Tags:  Moscow city

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Powerful meteorite explosion in the sky over Chelyabinsk >>

Ludmilla Sejko · June 19, 2013 at 5:44 pm

I don’t see that much damage.

They obviously had a quarrel with the Church. If I lived then, I would of been Bolshevik. Does that mean “Bolshe and vek”? (as in more times?)

Nick Gurr · December 1, 2022 at 12:27 am

“Does that mean “Bolshe and vek”? (as in more times?)” – yes, as in ‘deny my bread ration more times’ – gread weight loss for fatties. ;)

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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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