trek madone 5.2 2010

• Rider Notes

2010 Trek Madone 5.2

A carbon frame aero bike with high-end components and rim brakes.

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A bike with lower gearing will be easier to ride up steep hills, while a higher top end means it will pedal faster down hills.

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Mar 2010 · Lennard Zinn

Two-time world pursuit champion Taylor Phinney is Trek-Livestrong’s marquee rider.

Read Review

Jan 2010 · James Huang

A racier and brawnier feel for the new Madone

Jan 2009 · Mat Brett

Lightweight, stiff and comfortable with superb ride quality

Dec 2008 · VeloNews.com

Well, the manuscript of the third edition of Zinn and the Art of Road Bike Maintenance is due today, and I’ve been burning the midnight and daybreak oil for some time now, especially the last week, to get it done. Still not certain I’ll make it. But somehow, despite not riding or answering the phone these days, I got sucked into answering this question in some serious detail while writing Chapter 8 on cranksets. Back to the book now. Lennard Red crank in a Madone? Dear Lennard,

Jul 2008 · R BA

The Madone totally belies its racing heritage and design intent-it never felt like a race bike. More than anything, it shone as an all-around, long-day-in-the-saddle bike.

Last updated June 29 Not listed for 2,480 days

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Trek Madone 5.2 Road Bike

• OCLV 120 Carbon Frame
• Bontrager Race X Lite
• OCLV 120 Carbon Fork
• Bontrager Race Lite Wheels
• Shimano Ultegra Rear Derailleur
• USER REVIEWS

Light, stiff, gives back the power you put in. Low. Long-lasting. I am writing about the Madone from about 2007 which has a horizontal top bar. I bought it from the Japanese equivalent of ebay because I wanted a bike with a short head tube. Rider body drag is the biggest component of drag apparently at about 60% of total drag, so rather than an aero frame with can shave a percent or two off the 9% of frame drag with a modern aero frame, I would rather get down a degree or two or ten lower, especially now that I have worked out how cyclists used to pedal: forwards and backwards, rather than the current stomp stomp, which makes it much easier to get down low. The other advantage of a low "non-compact" frame is that it forces me to cognise my belly fat. It is like wearing tight jeans. You know when you have eaten too much the day before. This is my second low "aggressive" frame. My other is a Look KG 386 with a similar sized (less than 14cm in the medium 54cm size) head tube. The French Look has a perfectly damped feel. When I go over a bump in the road the vertical movement disappears in a swiftly diminishing suave sinusoid. This Trek however has more bounce. I go over a bump in the road and it almost feels like I am going to take off. The difference in springiness is an advantage however when it comes to pedalling. The Look feels like it is absorbing some of the power I put into the cranks whereas the Trek makes me feel like all power in bounces back. It has more mechanical machismo making the Look feel like a sophisticated stale baguette.

A little bit bouncy. If you don't use the shifters the grease inside may get sticky preventing you from changing down the cassette to the highest gear. Rinsing with lots of brake cleaner and relubricating with a PTF containing lubricant should get the shifters clicking again.

Very smooth and overall sturdy bike for mountain riding and even just casual riding throughout the day. Definitely recommend to anything with an interest or hobby in bike riding. It withstood the test of wear and tear when I used to ride to project sites for my Brick Pavers business.

None that I can think of.

ood smooth shifters. Big wheels, ideal for cruising at high speed. Shocks eat up bumps. Well built. Repositionable handlebars. Good on flat roads, has decent off-road capabilities too. Bakersfield Pro Concrete Pumping

None so far.

Great choice of bike. Light weight, very stiff and good handling. Never encountered trouble for almost a year upon purchasing. Highly recommended from Bathroom Tile Company.

Price? Not really. Let’s be honest, I didn’t have to get a Madone, I chose to get a Madone and isometimes you have to pay to play. Bike is actually a 2006.

custom stickers | print stickers | business printing | printing company

Excellent handling bike that rolls with very little road buzz.

This bike is extremely maintenance intensive due to design flaws in the bottom bracket and headset. It is worse than owning a Porsche or a British sports car and I've owned both and worked on both. You're looking at overhauling the BB at 500-750 mile intervals and replacing the non-drive side bearing at the least. This bike had so many overhauls over 13K miles that even the oversize bearings were too loose a fit. You're looking at 1500-1800 mile interval for the headset and replacing the upper bearing if not both. You definitely better learn how to work on your bike or you're going to be spending $$$'s at the bike shops. The wheels are a low quality wheelset and I ended up having to replace the wheelset after less than 3K miles. After finding numerous flaws with the bike Trek FINALLY replaced it with another model.

great bike second bike i have got first worth 200£ it reacts to everything in ease and speed.

Has a noise to it don't no where its coming from sounds like the seat thats it

just bought this bike it was on sale in intersport 50% off 3450€ to 1700€ it had ben sat there for two years. great find oct 2016 Very Light Reactive for speed sprint I've been riding now 4 months and have my avenge to 35ks an hour live in france lots of hills Limoges started off average 22ks got to 28ks but flying now. recommend to anyone

Strong, solid, well-built and designed machine

As everyone else has mentioned, the saddle stinks. In fact, I can't imagine a normal human being being comfortable on the thing. That being said, think of a saddle as a pair of shoes. You'll want to find something more specific to YOU! As far as the bike itself, it's wonderful! TREK consistently designes equipment that's superior to most. They also stand behind what they make in ways that many don't. I have a little over 10,000 miles on my Madone, and have replaced only tires and the bottom bracket (-bottom bracket at 8500 miles). Both of these components are "expendables". There are "heavy-duty" brackets that you can use, but then the emphasis is on heavy. Be content with the standard set. This is not my first Trek. They've never disappointed, and this Madone is no exception. It's stable and dependable, with no kinky surprises that you discover on some fast downhill (-had this happen once on another brand). You won't be disappointed. -Oh, and I'm a 69 year old veteran rider with a lifetime of riding experience (-still have yet to find that hidden motor that so many talk about).

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Giant, Fuji, and many others

The performance is great on this bike. Light, stiff and very responsive. A great bike to ride.

I replace the Bontrager wheelset after about 10K miles with a Flo 30 wheelset. Seat mast kept slipping till the shop finally used a special grease and discovered that the seat mast bolt should be torqued to 7 N instead of 5 N. The bottom bracket is the biggest weakness of the bike. My bearings lasted about 500-600 miles and you have to overhaul the BB about every one to two months or after riding in the rain. In fact, I won't even ride it when the roads are wet due to having to O/H the BB. A new Trek bearing set with a dust seal got about 800+ miles if overhauled at about 400 miles. Now the frame cups have worn to the point where I now need special Trek oversized brackets.

Performance is outstanding, but I can't give it a high score because of the serious design flaw of the bottom bracket and the poor wheelset. The BB makes for a much more maintenance intensive bike.

Light Weight, very stiff and an all round option

Wheelset, bontrager stock saddle and little bit of shifting issues

My first bike and am overall very happy since I have switched to carbon wheels, it is a good all round bike fast on the flats and climbs well as well. Trek should have given saddle options as the stock bontrager is a waste. Changing it with Selle SMP. Shifting needs minor adjustments many a times on the fly

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So what’s the difference between them? Hold your horses, we’re coming to that. Essentially, the 5.2 Pro has a more race-centric (did we just make that word up?) fit. Our 56cm model has a 140mm head tube compared to 170mm on the standard version for a lower ride position, and a slightly extended reach thanks to a 10mm longer stem. Plus, the 5.2 Pro has a traditional chainset while the straight 5.2 is fitted with a compact for a lower range of gears. However all the angles on both of the bikes are the same performance-oriented build, according to Trek both the bike's should interact with the road in the same way, what's different is the way the bike fits the rider: the Pro is essentially a performance bike with performance geometry and performance fit and the standard Madone is a performance bike with performance geometry, but with a less full-on fit.

So, the standard 5.2 has a more relaxed, sportive-friendly setup – what Trek call their Performance fit, the same as last year’s 5.2 – while the Pro is aimed more at racers.

What’s different?

The 5.2s haven’t altered massively from last year’s models although they do now come with replaceable gear hangers; it’s a whole lot easier to fit a new hanger than to have your frame repaired should it all go horribly wrong. And the hanger is longer than before so it’ll take a larger cassette – up to 28T if you like (a handy bail out gear for the hills if you went for the Pro and its standard 53-39).

Routing to both the front mech and the rear brake has been improved and the colour schemes have been altered, but apart from that Trek have left things pretty much alone this time around.

So what are they like to ride?

The Madones are quick… very quick. Climb aboard and stomp on the pedals and you’re rewarded with a remarkable turn of speed. Maybe it’s just us, but with chunky tubes throughout we’ve always thought that the Madones look pretty heavy. They’re not. Far from it. Our straight 5.2 (56cm model) hit the scales at 7.64kg (16.8lb) while the 5.2 Pro was 7.58kg (16.7lb). And that lack of weight is evident immediately as you accelerate fast up through the gears.

All manufacturers go on about how incredibly stiff their bottom brackets are but with the Madones it really is true… Rather than using a standard system where the bottom bracket bearings screw into but sit outside the frame’s BB shell, Trek house them inside a wider (90mm) shell and place them directly next to the bare carbon. This saves a little weight and also means that you get a colossal junction area where the down tube, seat tube and seat stays meet, so even when you turn on your best crank-bending power, that bottom bracket isn’t going anywhere.

The Q factor – the distance between the cranks – remains standard. And replacing the bearings when they wear out won’t be a problem: common standard-sized bearings to fit Shimano, SRAM, Bontrager, Campag and FSA are available.

With a 30mm shorter head tube and a 1cm longer stem, the 5.2 Pro puts you into a flatter and more aerodynamic ride position than the standard 5.2. You certainly feel that it’s a lower, head-led set-up. And with your body accounting for much more drag when you’re riding than the bike itself, that’s an important consideration if every second counts for you.

In other words, you will go a little faster on the Pro… as long as you’re comfortable in the more aggressive position. If you find it too low and start getting backache, the speed advantage quickly diminishes. It’s not like the Pro has an extreme ride position, though. Most people will get on with it fine. It’s more a question of ride character: do you want racy or slightly more relaxed? You pays your money and you takes your choice on that one.

Whichever model you go for, the 5.2s offer a stable, planted ride and a generous helping of ‘give’ in the frame keeps poor road surfaces from leaving you battered and bruised. Trek reckon this has a lot to do with their seat mast design – a carbon sleeve that clamps to the outside of the extended seat tube. Unlike some other systems, it doesn’t require cutting to length – which saves you some work and is handy if you ever want to sell the bike on. You choose from two different seat mast lengths and three different offsets in order to get the right fit.

The seat mast design requires only 30mm of overlap with the frame and it doesn’t need to be overbuilt and so, as well as saving weight, it can flex more than in a traditional system. It also means that, if you haven’t got one already, you should invest in a torque wrench because you really want to get the clamping bolts tightened just right to prevent any damage.

This all results in smooth ride quality meaning that not only do you continue feeling good at the end of long rides, you can carry on getting the power in when your ride-mates are wilting. And that’s always good news.

Hit the hills and the lack of weight helps the Madones stay ahead of the pack. Bontrager’s Race Lite wheels are reasonably – though not incredibly – stiff and they’re lightweight (1,015g f, 1,417g r, complete with skewers and tyres fitted). The18 flat bladed spokes up front and 20 at the rear held the rims straight throughout testing too – no drama there.

The slightly lower front end of the 5.2 Pro means you can get right over the top to wrestle it about that little bit easier on the killer gradients, but you might prefer the gearing of the straight 5.2 when things get really steep. Although both come with Shimano Ultegra SL cranks, the 5.2’s is a compact with 50/34T chainrings up front and a 12-25T cassette (it’s also available as a 52/39/30 triple); the Pro model comes with a traditional 53/39T setup matched to an 11-25T cassette. So, if you struggle on the climbs or you just want the confidence of low gears for winching up the steep stuff late in the day, the straight 5.2 could be the one for you.

Those Ultegra SL gears, second in Shimano’s groupset hierarchy behind Dura-Ace, worked flawlessly throughout testing. Lightweight and simple to use whether you’re on the hoods or the drops, they’re hard to fault, and the ice grey looks add a little something too.

Both bikes are excellent descenders largely thanks to the Bontrager Race X Lite fork which holds things steady through tight twists and turns. Built with carbon legs and crown, it’s very light weight and the lower section of the aluminium steerer is 1 1/2in in diameter rather than the usual 1 1/8in for added strength and rigidity. Steering is super-accurate so you get the confidence to abandon caution and attack everything full-on. Even hard braking at the last second isn’t a problem – and the Ultegra SL callipers pack a lot of power.

Both Madones offer an excellent blend of speed and comfort with genuine performance innovations like the integrated bottom bracket system and the aero seat mast design setting the bikes apart from the crowd. Two-and-a-half grand is a lot to spend on an Ultegra SL-equipped rig but you are getting a pretty special frame and forks package here. Should you go for the straight 5.2 or the Pro version? We’d be on the Pro because we prefer both the more racy geometry and the bigger gearing, but if you are a compact fan, and there are a few of them around here, and want a more standard set-up the straight 5.2 is the sound choice.

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Mat has been in cycling media since 1996, on titles including BikeRadar, Total Bike, Total Mountain Bike, What Mountain Bike and Mountain Biking UK, and he has been editor of 220 Triathlon and Cycling Plus. Mat has been road.cc technical editor for over a decade, testing bikes, fettling the latest kit, and trying out the most up-to-the-minute clothing. We send him off around the world to get all the news from launches and shows too. He has won his category in Ironman UK 70.3 and finished on the podium in both marathons he has run. Mat is a Cambridge graduate who did a post-grad in magazine journalism, and he is a winner of the Cycling Media Award for Specialist Online Writer. Now over 50, he's riding road and gravel bikes most days for fun and fitness rather than training for competitions.

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This is one of the finest reviews I have seen yet on the Madone, or any bike for that matter. It mentions the technical details but doesn't feature them. Instead this review gives a more practical overview of the bike as it pertains to the rider. It's nice to know about the unique seat mast design and the internal BB system but what does that mean to the rider in terms of feel, fit, finesse, and efficiency? Instead of dazzling us with technical jargon, this review nails down what the rider needs to know to make a decision. Kuddos to the reviewer for a nicely written piece.

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This review is spot on - the madone is a comfortable, yet light and responsive bike.

three things though - a) the 12cm standard seastmast has a limited range, and if you need the 16cm seatmast to gain a correct fit - budget £120 for this.

b) I'm surprised you didn't mention the uncomfortable racelite saddle that comes with it - this was the first thing I changed. Even a £20 charge spoon will be better.

c) my madone had an annoying 'crack' from the BB area when applying force to the pedals - this seems to have disappeared after the LBS regreased the bearings, but others have had similar problems.

nevertheless, relatively small niggles in an otherwise excellent bike.

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Trek Madone 5.2 review

We really like the old Madone, the new 5.2 is even better

The Madone has undergone many changes in its four-year history, but this is the first major redesign since Lance Armstrong rode the first one to victory in the 2003 Tour de France.

The new Madone 5.2 is a completely new ride and one that looks set to be a prominent stage winner well into the future. It couldn't have got off to a better start with Contador winning the 2007 Tour De France on a relabelled 5.2.

Geometry remains the same, Trek weren't bold enough to mess with the measurements of the original, and we're glad they didn't, because the stable character of the old bike is what made it so popular. But what a different machine it is. The biggest difference comes from the overall increase in stiffness, especially at the front. It's also lighter; integrating the bottom bracket, headset, fork and seatmast and using 40 per cent fewer joints helps shed valuable grams (Trek claim it's 250g lighter).

That increased stiffness does not rob the frame of any comfort. The bike felt incredibly comfortable and sure-footed. Even after six hours in the saddle the only ache was coming from weary legs. It's hard to break the Madone from its stable line, and it holds on to the road incredibly well. In the presentation, Armstrong even likened it to the feel you get from riding a motorbike.

Thankfully, that solid feel doesn't rob the bike of any life. Shift into race mode and the all-round stability and unshakable front encourages an aggressive style and dares you to challenge the bike's underlying stability. Simply put, the new Madone is lighter, stiffer and faster.We really like the old Madone, the new one is even better.

The new Madone 5.2 had to be something special and one that built on previous versions. Three years in development, Trek's approach was to build a totally new platform. Gone is the forward sloping top-tube that had fans and detractors in equal numbers. The top-tube now slopes the usual way and brings the design in line with other compact frames. OCLV (optimum compaction low void) stays, as does the bonded, lugged construction, with fewer joints, meaning less weight.

Naming the range has been simplified, from the old OCLV 55, 110, 120 GSM (grams per square metre) grading to a simpler OCLV Red, OCLV Black, OCLV White, Red being the most expensive, high modulus carbon, through to OCLV White, which uses standard-modulus carbon. All red and white frames are made in the USA.

Bottom bracket

The new Madone is centred around the core of the frame's seat cluster, seat-tube and bottom bracket shell, and has been designed to bolster front-end stiffness. Trek have done this by getting rid of the standard BB shell and have gone for an integrated bottom bracket design; 90mm wide, it does away with external bearing cups - instead, integrated bearings sit directly against the carbon shell.

Crank compatibility isn't an issue as all crank configurations are catered for, Q-factor (distance between pedals) is also unaffected. It's a simple and neat solution and gives designers more freedom to experiment with oversized tube profiles. It's a bigger, stiffer and lighter bottom bracket assembly.

Front end and fork

One of the most noticeable changes from the old Madone is the increase in front-end stiffness. The contoured down-tube flows from the wide BB shell and curves into an oversized head-tube.

Like the bottom bracket shell, the design integrates bearings directly against and into the carbon frame. The Precision Fit Sockets (Trek's technical term) are moulded in at the same time as the tubes, which eliminates the need for secondary machining or the bonding of alloy inserts into the frame like the old Madone.

The oversized head-tube uses a 1.5-inch lower bearing (the same size as downhill mountain bikes) and a more standard 1-1/8-inch bearing for the upper assembly.

Gone is the seatpost in favour of a mast. The added advantage of the Madone's mast over other similar bikes (Look, Time, Ridley) is that this one doesn't need cutting to size. Instead, a cap with seat clamp sits atop the mast and can be adjusted for height. Available in two sizes, 120mm and 160mm, the system has the same height range as the old Madone with its 250mm seatpost.

The seatmast design on high-end carbon frames could well be the standard in the near future. Not only does it allow designers to shed a bit of weight but it also does away with the need for a traditional round seat-tube. This permits more complex tube profiles. The Madone's seatmast has a slight curve to it and the design of the clamp moves the mast away from stress areas and also imparts a degree of flex for added comfort.

Race and Performance fit >The new Madone will be available in two frame types. The geometry stays the same but the fits change. The Race fit has a lower head-tube, whereas the Performance fit gains 30mm in height to bring you more upright. If you're more of an all-round, high mileage sort of rider we would recommend going for the Performance fit over the Race. Women-specific WSD models also feature a shorter top-tube.

Verdict >From our experience Trek have brought the Madone into a new era. The dullness of the original model has been banished and the only minor criticism of the bike is that it looks a bit like a Specialized or Orbea but the similarty stops there.

Specification - Trek Madone 5.2 >Replacement value £2,250/$3,680

Frame and forks >Size tested: 54cm >Sizes available: 50, 52, 54, 56, 58, 60, 62cm >Weight as tested: 7.3kg/16.1lb no pedals >Frame: Trek 120 OCLV Carbon >Frame weight: 1,070g/2.4lb >Fork: Bontrager RaceLite Carbon >Fork weight: 427g/0.9lb

Bike dimensions >Top-tube: 53cm/20.9in >Chainstays: 41cm/16.1in >Wheelbase: 97.5cm/38.4in >Head-tube angle: 73 >Seat-tube angle: 75 >Fork offset: 4.5cm/1.8in >Trail: 6cm >B/b height: 26.4cm/10.4in >Standover height: 72cm/28.3in >Braze-ons: 2 water bottle >Frame alignment >Head tube: Perfect >Rear triangle: Perfect >Fork: Perfect

Transmission >Chainset: Shimano Ultegra SL 50/34T 172.5mm (also available in Ultegra triple) >Bottom bracket: Integrated >Freewheel: Shimano Ultegra SL >Chain brand: Ultegra w/ KMC quick link >Derailleurs: Shimano Ultegra SL >Gear levers: Shimano Ultegra SL STI >Pedals: None >Gear ratio (in)

Wheels >Front & Rear: Bontrager Race Lite >Tyres: Bontrager Race X Lite, 700x23c >Wheel weight: f: 1,040g; r: 1,460g

Other components >Handlebar stem: Bontrager Race X Lite, 31.8mm Handlebars: Bontrager Race Lite VR, 42cm Headset: Cane Creek IS-2 integrated with 1.5in lower bearing >Saddle: Bontrager Race Lite Seatpost: Carbon seatmast cap Brakeset: Shimano Ultegra SL

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Results have arrived, trek madone 5.2 road bike - 2010, 52cm, item #brd14246, condition: pre-owned used condition with signs of use but functions as intended. backed by tpc's risk-free return policy..

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• Trek Madone 5.2 WSD 2010

Bike summary

Bike components.

OCLV Black Carbon

Suspension Fork

Bontrager Race X Lite w/E2 aluminum steerer, carbon crown and legs

Rear Derailleur

Shimano Ultegra

Front Derailleur

Shift levers.

Shimano Ultegra STI, 10 speed

Shimano Ultegra 11-28, 10 speed

Shimano Ultegra 50/34 or 52/39/30

Bontrager Race Lite

Bontrager Race X Lite AC, 700x23c

Shimano Ultegra w/Shimano Ultegra STI levers

Bontrager Race X Lite, 7 degree, 31.8mm

Bontrager VR WSD, 31.8mm

Cane Creek IS-2 Integrated w/cartridge bearings, sealed, alloy; 1-1/8" top, 1.5" bottom

Bontrager inForm Race Lite WSD

Carbon seatmast cap

Bike geometry

Model overview.

Madone 5.2 WSD belongs to the Trek Madone model. Trek launched 360 bikes of this model so far. You can easily view all of the Trek Madone bikes models from 2010 , here .

Make sure you wear a helmet on every ride, and that your bike performs well. In short, this means checking the tires, brakes, and chain to make sure everything is in good working order.

Aero bikes average price

According to our calculations, the average cost of an Aero bike that is reliable is 4211 $ . However, you could also get a good Aero bike even if you pay a lower amount than the average price. To sum up, when you purchase your bike, make sure to check if it has reviews, and also do some components research.

Madone 5.2 WSD components

Fork material.

The fork on this bike is made out of carbon, so, it won’t add up to much weight to your bike. However, the price you have to pay for a carbon fork is considerably higher.

When it comes to wheels, the Madone 5.2 WSD bike is equipped with the 700c aluminum model. There is no doubt, that 700c wheels are very popular on all road bike models. However, while they give you great speed and control, these wheels are not so bump-friendly.

Stopping the bike when needed, it’s essential for your safety. This bike has Rim brakes. Rim brakes deliver an average performance overall. However, they have problems in wet conditions.

Trek Madone models from 2024

Trek madone models from 2023, trek madone models from 2022, trek madone models from 2021, trek madone models from 2020, trek madone models from 2019, trek madone models from 2018, trek madone models from 2017, trek madone models from 2016, trek madone models from 2015, trek madone models from 2014, trek madone models from 2013, trek madone models from 2012, trek madone models from 2011, trek madone models from 2010, trek madone models from 2009, trek madone models from 2008, trek madone models from 2007, trek madone models from 2006, trek madone models from 2005, trek madone models from 2004.

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Product Key Features

• Wheel Size 700C
• Features Adjustable Seat, Fenders, Pump
• Bike Type Road Bike
• Color Black
• Material Carbon Fiber, Aluminum
• Suspension Type No Suspension
• Model Trek Madone

Carbon Fiber 58cm Frame Road Racing Bikes

Trek carbon fiber road racing bikes, 58cm frame bikes, trek road bike bikes, trek carbon fiber bikes, trek mountain bike carbon fiber bikes.

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In Transit: Notes from the Underground

Jun 06 2018.

Spend some time in one of Moscow’s finest museums.

Subterranean commuting might not be anyone’s idea of a good time, but even in a city packing the war-games treasures and priceless bejeweled eggs of the Kremlin Armoury and the colossal Soviet pavilions of the VDNKh , the Metro holds up as one of Moscow’s finest museums. Just avoid rush hour.

The Metro is stunning and provides an unrivaled insight into the city’s psyche, past and present, but it also happens to be the best way to get around. Moscow has Uber, and the Russian version called Yandex Taxi , but also some nasty traffic. Metro trains come around every 90 seconds or so, at a more than 99 percent on-time rate. It’s also reasonably priced, with a single ride at 55 cents (and cheaper in bulk). From history to tickets to rules — official and not — here’s what you need to know to get started.

A Brief Introduction Buying Tickets Know Before You Go (Down) Rules An Easy Tour

A Brief Introduction

Moscow’s Metro was a long time coming. Plans for rapid transit to relieve the city’s beleaguered tram system date back to the Imperial era, but a couple of wars and a revolution held up its development. Stalin revived it as part of his grand plan to modernize the Soviet Union in the 1920s and 30s. The first lines and tunnels were constructed with help from engineers from the London Underground, although Stalin’s secret police decided that they had learned too much about Moscow’s layout and had them arrested on espionage charges and deported.

The beauty of its stations (if not its trains) is well-documented, and certainly no accident. In its illustrious first phases and particularly after the Second World War, the greatest architects of Soviet era were recruited to create gleaming temples celebrating the Revolution, the USSR, and the war triumph. No two stations are exactly alike, and each of the classic showpieces has a theme. There are world-famous shrines to Futurist architecture, a celebration of electricity, tributes to individuals and regions of the former Soviet Union. Each marble slab, mosaic tile, or light fixture was placed with intent, all in service to a station’s aesthetic; each element, f rom the smallest brass ear of corn to a large blood-spattered sword on a World War II mural, is an essential part of the whole.

The Metro is a monument to the Soviet propaganda project it was intended to be when it opened in 1935 with the slogan “Building a Palace for the People”. It brought the grand interiors of Imperial Russia to ordinary Muscovites, celebrated the Soviet Union’s past achievements while promising its citizens a bright Soviet future, and of course, it was a show-piece for the world to witness the might and sophistication of life in the Soviet Union.

It may be a museum, but it’s no relic. U p to nine million people use it daily, more than the London Underground and New York Subway combined. (Along with, at one time, about 20 stray dogs that learned to commute on the Metro.)

In its 80+ year history, the Metro has expanded in phases and fits and starts, in step with the fortunes of Moscow and Russia. Now, partly in preparation for the World Cup 2018, it’s also modernizing. New trains allow passengers to walk the entire length of the train without having to change carriages. The system is becoming more visitor-friendly. (There are helpful stickers on the floor marking out the best selfie spots .) But there’s a price to modernity: it’s phasing out one of its beloved institutions, the escalator attendants. Often they are middle-aged or elderly women—“ escalator grandmas ” in news accounts—who have held the post for decades, sitting in their tiny kiosks, scolding commuters for bad escalator etiquette or even bad posture, or telling jokes . They are slated to be replaced, when at all, by members of the escalator maintenance staff.

For all its achievements, the Metro lags behind Moscow’s above-ground growth, as Russia’s capital sprawls ever outwards, generating some of the world’s worst traffic jams . But since 2011, the Metro has been in the middle of an ambitious and long-overdue enlargement; 60 new stations are opening by 2020. If all goes to plan, the 2011-2020 period will have brought 125 miles of new tracks and over 100 new stations — a 40 percent increase — the fastest and largest expansion phase in any period in the Metro’s history.

Facts: 14 lines Opening hours: 5 a.m-1 a.m. Rush hour(s): 8-10 a.m, 4-8 p.m. Single ride: 55₽ (about 85 cents) Wi-Fi network-wide

Buying Tickets

• Ticket machines have a button to switch to English.
• You can buy specific numbers of rides: 1, 2, 5, 11, 20, or 60. Hold up fingers to show how many rides you want to buy.
• There is also a 90-minute ticket , which gets you 1 trip on the metro plus an unlimited number of transfers on other transport (bus, tram, etc) within 90 minutes.
• Or, you can buy day tickets with unlimited rides: one day (218₽/ US$4), three days (415₽/US$7) or seven days (830₽/US$15). Check the rates here to stay up-to-date.
• If you’re going to be using the Metro regularly over a few days, it’s worth getting a Troika card , a contactless, refillable card you can use on all public transport. Using the Metro is cheaper with one of these: a single ride is 36₽, not 55₽. Buy them and refill them in the Metro stations, and they’re valid for 5 years, so you can keep it for next time. Or, if you have a lot of cash left on it when you leave, you can get it refunded at the Metro Service Centers at Ulitsa 1905 Goda, 25 or at Staraya Basmannaya 20, Building 1.
• You can also buy silicone bracelets and keychains with built-in transport chips that you can use as a Troika card. (A Moscow Metro Fitbit!) So far, you can only get these at the Pushkinskaya metro station Live Helpdesk and souvenir shops in the Mayakovskaya and Trubnaya metro stations. The fare is the same as for the Troika card.
• You can also use Apple Pay and Samsung Pay.

Rules, spoken and unspoken

No smoking, no drinking, no filming, no littering. Photography is allowed, although it used to be banned.

Stand to the right on the escalator. Break this rule and you risk the wrath of the legendary escalator attendants. (No shenanigans on the escalators in general.)

Get out of the way. Find an empty corner to hide in when you get off a train and need to stare at your phone. Watch out getting out of the train in general; when your train doors open, people tend to appear from nowhere or from behind ornate marble columns, walking full-speed.

Always offer your seat to elderly ladies (what are you, a monster?).

An Easy Tour

This is no Metro Marathon ( 199 stations in 20 hours ). It’s an easy tour, taking in most—though not all—of the notable stations, the bulk of it going clockwise along the Circle line, with a couple of short detours. These stations are within minutes of one another, and the whole tour should take about 1-2 hours.

Start at Mayakovskaya Metro station , at the corner of Tverskaya and Garden Ring,  Triumfalnaya Square, Moskva, Russia, 125047.

1. Mayakovskaya.  Named for Russian Futurist Movement poet Vladimir Mayakovsky and an attempt to bring to life the future he imagined in his poems. (The Futurist Movement, natch, was all about a rejecting the past and celebrating all things speed, industry, modern machines, youth, modernity.) The result: an Art Deco masterpiece that won the National Grand Prix for architecture at the New York World’s Fair in 1939. It’s all smooth, rounded shine and light, and gentle arches supported by columns of dark pink marble and stainless aircraft steel. Each of its 34 ceiling niches has a mosaic. During World War II, the station was used as an air-raid shelter and, at one point, a bunker for Stalin. He gave a subdued but rousing speech here in Nov. 6, 1941 as the Nazis bombed the city above.

Take the 3/Green line one station to:

2. Belorusskaya. Opened in 1952, named after the connected Belarussky Rail Terminal, which runs trains between Moscow and Belarus. This is a light marble affair with a white, cake-like ceiling, lined with Belorussian patterns and 12 Florentine ceiling mosaics depicting life in Belarussia when it was built.

Transfer onto the 1/Brown line. Then, one stop (clockwise) t o:

3. Novoslobodskaya.  This station was designed around the stained-glass panels, which were made in Latvia, because Alexey Dushkin, the Soviet starchitect who dreamed it up (and also designed Mayakovskaya station) couldn’t find the glass and craft locally. The stained glass is the same used for Riga’s Cathedral, and the panels feature plants, flowers, members of the Soviet intelligentsia (musician, artist, architect) and geometric shapes.

Go two stops east on the 1/Circle line to:

4. Komsomolskaya. Named after the Komsomol, or the Young Communist League, this might just be peak Stalin Metro style. Underneath the hub for three regional railways, it was intended to be a grand gateway to Moscow and is today its busiest station. It has chandeliers; a yellow ceiling with Baroque embellishments; and in the main hall, a colossal red star overlaid on golden, shimmering tiles. Designer Alexey Shchusev designed it as an homage to the speech Stalin gave at Red Square on Nov. 7, 1941, in which he invoked Russia’s illustrious military leaders as a pep talk to Soviet soldiers through the first catastrophic year of the war.   The station’s eight large mosaics are of the leaders referenced in the speech, such as Alexander Nevsky, a 13th-century prince and military commander who bested German and Swedish invading armies.

One more stop clockwise to Kurskaya station,  and change onto the 3/Blue  line, and go one stop to:

5. Baumanskaya.   Opened in 1944. Named for the Bolshevik Revolutionary Nikolai Bauman , whose monument and namesake district are aboveground here. Though he seemed like a nasty piece of work (he apparently once publicly mocked a woman he had impregnated, who later hung herself), he became a Revolutionary martyr when he was killed in 1905 in a skirmish with a monarchist, who hit him on the head with part of a steel pipe. The station is in Art Deco style with atmospherically dim lighting, and a series of bronze sculptures of soldiers and homefront heroes during the War. At one end, there is a large mosaic portrait of Lenin.

Stay on that train direction one more east to:

6. Elektrozavodskaya. As you may have guessed from the name, this station is the Metro’s tribute to all thing electrical, built in 1944 and named after a nearby lightbulb factory. It has marble bas-relief sculptures of important figures in electrical engineering, and others illustrating the Soviet Union’s war-time struggles at home. The ceiling’s recurring rows of circular lamps give the station’s main tunnel a comforting glow, and a pleasing visual effect.

Double back two stops to Kurskaya station , and change back to the 1/Circle line. Sit tight for six stations to:

7. Kiyevskaya. This was the last station on the Circle line to be built, in 1954, completed under Nikita Khrushchev’ s guidance, as a tribute to his homeland, Ukraine. Its three large station halls feature images celebrating Ukraine’s contributions to the Soviet Union and Russo-Ukrainian unity, depicting musicians, textile-working, soldiers, farmers. (One hall has frescoes, one mosaics, and the third murals.) Shortly after it was completed, Khrushchev condemned the architectural excesses and unnecessary luxury of the Stalin era, which ushered in an epoch of more austere Metro stations. According to the legend at least, he timed the policy in part to ensure no Metro station built after could outshine Kiyevskaya.

Change to the 3/Blue line and go one stop west.

8. Park Pobedy. This is the deepest station on the Metro, with one of the world’s longest escalators, at 413 feet. If you stand still, the escalator ride to the surface takes about three minutes .) Opened in 2003 at Victory Park, the station celebrates two of Russia’s great military victories. Each end has a mural by Georgian artist Zurab Tsereteli, who also designed the “ Good Defeats Evil ” statue at the UN headquarters in New York. One mural depicts the Russian generals’ victory over the French in 1812 and the other, the German surrender of 1945. The latter is particularly striking; equal parts dramatic, triumphant, and gruesome. To the side, Red Army soldiers trample Nazi flags, and if you look closely there’s some blood spatter among the detail. Still, the biggest impressions here are the marble shine of the chessboard floor pattern and the pleasingly geometric effect if you view from one end to the other.

Keep going one more stop west to:

9. Slavyansky Bulvar.  One of the Metro’s youngest stations, it opened in 2008. With far higher ceilings than many other stations—which tend to have covered central tunnels on the platforms—it has an “open-air” feel (or as close to it as you can get, one hundred feet under). It’s an homage to French architect Hector Guimard, he of the Art Nouveau entrances for the Paris M é tro, and that’s precisely what this looks like: A Moscow homage to the Paris M é tro, with an additional forest theme. A Cyrillic twist on Guimard’s Metro-style lettering over the benches, furnished with t rees and branch motifs, including creeping vines as towering lamp-posts.

Stay on the 3/Blue line and double back four stations to:

10. Arbatskaya. Its first iteration, Arbatskaya-Smolenskaya station, was damaged by German bombs in 1941. It was rebuilt in 1953, and designed to double as a bomb shelter in the event of nuclear war, although unusually for stations built in the post-war phase, this one doesn’t have a war theme. It may also be one of the system’s most elegant: Baroque, but toned down a little, with red marble floors and white ceilings with gilded bronze c handeliers.

Jump back on the 3/Blue line  in the same direction and take it one more stop:

11. Ploshchad Revolyutsii (Revolution Square). Opened in 1938, and serving Red Square and the Kremlin . Its renowned central hall has marble columns flanked by 76 bronze statues of Soviet heroes: soldiers, students, farmers, athletes, writers, parents. Some of these statues’ appendages have a yellow sheen from decades of Moscow’s commuters rubbing them for good luck. Among the most popular for a superstitious walk-by rub: the snout of a frontier guard’s dog, a soldier’s gun (where the touch of millions of human hands have tapered the gun barrel into a fine, pointy blade), a baby’s foot, and a woman’s knee. (A brass rooster also sports the telltale gold sheen, though I am told that rubbing the rooster is thought to bring bad luck. )

Now take the escalator up, and get some fresh air.

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