trek madone project one 2015

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It's hard to explain the system without using the overused phrase 'vertical compliance', but that's what's on offer here: extra vertical compliance.

Here's a video that explains it from when Trek launched the Domane, the bike that first featured the IsoSpeed decoupler.

So, does the IsoSpeed decoupler work?

In short, yes. The longer version is: yeeeees.

Many aero bikes are, let's face it, fairly uncomfortable. It's hard to persuade their deep-profiled tubes to flex at all in pursuit of comfort. Trek's IsoSpeed system is a clever solution.

If you're familiar with riding a full suspension mountain bike, it's nothing at all like that. Not in the same county. But the IsoSpeed system does smooth over the lumps and bumps to a n appreciable degree. The effect is subtle, but it is noticeable. If you get the chance, take a Madone 9 Series on a test ride and you'll feel it for yourself.

As with most other bikes, you can fit headset spacers to fine-tune the height of the stem, although they're a clam shell design specific to the Madone 9 Series. You can fit larger tyres to add more comfort, too; the bike will take a 28mm width.

Aerodynamics

The Madone 9 Series' other major features are aimed at aerodynamic efficiency. Trek says that this is the fastest aero bike out there. We're upfront about the fact that we can't test aerodynamics, but we can explain what Trek has brought to the party here.

Frame tubes, fork legs and the seatmast are made to Kammtail profiles (Trek calls its profiles Kammtail Virtual Foil, or KVF). In other words, Trek has designed them to slip through the air with as little drag as possible, then chopped the back of those profiles off square to retain most of the aero performance while saving weight, avoiding handling issues in crosswinds, and remaining within the UCI's bike design rules.

One of the most eye-catching features is the front end where the direct-mount centre-pull brake is integrated into the fork. The cable is fully internal, routed down the front of the proprietary steerer tube and through the head tube.

The brakes are from Trek's in-house Bontrager brand and they're designed specifically for this bike. The top of the front calliper is hidden within the head tube. There's not enough space in there for the calliper to move when the fork is turned so Trek has developed what it calls 'Vector Wings' – small flaps that flip up to allow the movement.

Those Vector Wings look quite fragile but I didn't manage to catch them on anything during testing, still less damage them. They are replaceable if you do destroy them in a stack.

The idea of all this front end integration is to ensure continuous airflow towards the down tube.

The top section of the Madone XXX integrated bar/stem is KVF-shaped too, and it's surprisingly comfortable. It fills your palm so there's very little pressure when you rest your hands up there, and the rearward edge is blunt enough that it doesn't dig into the space between your thumb and index finger.

Trek reckons that the new bar saves 34g of drag (the average over 0-20 degrees of yaw) compared with the current Bontrager XXX Aero bar (normalised to 30mph).

The water bottles have been sited to minimise drag, with the one on the seat tube positioned as low as possible, and Trek says that even the 3S chain keeper (the little device that stops the chain coming off the inner chainring) has been designed with aerodynamics in mind.

The new Madone also features a neat little design on the down tube that Trek calls the 'Control Center'. This allows you to make gear adjustments. It houses the front derailleur adjustment dial on bikes with mechanical setups, and it's where the Di2 battery and junction box live on bikes, like our test model, with electronic gears (it is not compatible with Campagnolo EPS). You get access to the trim button through a window in the top. A one-tab release exposes the charging port.

It's about time more brands started hiding that Di2 junction box, and Trek has come up with a great solution while keeping it highly accessible. Full marks!

The rear brake is in a traditional position on the seatstays (higher end models of the last Madone design had a chainstay-mounted brake, but Trek has re-sited it for convenience), and like the front brake it's a centre-pull design, the cable passing through the top tube with a stop at the seat tube.

So, that's a whole lot of aero tech! And this is a very condensed version, believe it or not. As I mentioned, Trek says that all this adds up to make the Madone 9 Series the most efficient aero road bike out there. Other brands make similar claims for their own bikes, of course. I'd suggest you read Trek's white paper for the full in-depth explanation before you spend your cash. 

I spoke a lot about the Madone 9 Series' comfort up top, but that's by no means its only skill. This bike is freaky in that it manages to combine soft seating with a super-fast feel.

You do pay a slight weight penalty for the IsoSpeed system. Putting one tube within another tube and adding a pivot has to add a little weight – there's no such thing as a free lunch – but Trek still claims that a 56cm Madone in an H1 geometry comes in at 950g. Our complete 58cm bike weighs 7.0kg (15.4lb) on the button. Okay, that's not as superlight as some other high-end race bikes out there – Trek's own Emonda is lighter, for example – but it's still pretty light, and aerodynamic efficiency beats a light weight in most situations.

The Madone feels quick and responsive as soon as you climb aboard and fire your legs into action. Our bike – not a standard model but a similar build to the 9.9 (see below) – shoots up to speed quickly and maintains that speed beautifully.

Climbing feels great on this bike. It's punchy on the short, sharp climbs, zippy when you get out of the saddle, and it feels good when you sit down for a long slog with your hands resting on the top of the Madone XXX integrated bar/stem (see above).

Descending is a real buzz. That's partly because the IsoSpeed system helps skim over any bumps and holes in the road, and partly because the bike as a whole is great for pinning it through the tight stuff and high-speed changes of line.

I wouldn't say that the centre-pull Bontrager brakes are right up there with Shimano Dura-Ace in terms of all-out power, but modulation is good so you're not making much of a compromise here.

When it comes to sprinting, the frame feels taut and efficient but that handlebar isn't the stiffest ever. I've found this before with bars that have ultra-squashed top sections. When you're out of the saddle and your hands are on the drops, you can get a bouncing sensation up front as that slim carbon-fibre profile flexes slightly. It's purely down to the bar rather than anything to do with the frame or fork, and I only had this happen when I was giving it my best Greipel moves. Don't get me wrong, it's not the most flexy bar I've ever encountered, but it's not the stiffest either.

Overall, though, the Madone behaves superbly, the best feature being that its high level of comfort keeps you feeling fresher and up for the fight that much longer.

How easy is it to change a brake cable on a Madone 9 Series bike? It's a more complicated job than on a standard bike because both run almost completely internally from the lever to the calliper.

There are no barrel adjusters for the brakes either – you have to use a diddy Allen key to wind each brake pad closer to the rim, so that's something best done at home rather than out on the road.

Taking the bike apart for travel is a bit more complicated than usual too, although Trek gives you full instructions on how to do it painlessly. 

For those reasons, living with a Madone 9 Series bike might be a touch more difficult than usual, but it's nothing you can't handle.

One other potential downside, depending on your point of view, is that many replacement parts you buy will have to come from Bontrager. The brakes are proprietary, for example, and so is the fork, the handlebar and the seatmast. You won't be able to shop around and look for deals from other brands.

Our Madone is built to Trek's low and stretched H1 geometry, although most of the range (see below) come in Trek's H2 fit – slightly less low and stretched but still race-focused.

To put some figures on that, a 56cm Madone 9 Series in an H1 fit has an effective top tube of 56cm and a head tube of 14cm. The same bike in an H2 fit has the same length top tube but a 17cm head tube. The main difference between them is in the stack height (the vertical distance between the bottom bracket and the top of the head tube): 54.9cm versus 57.7cm.

The Bontrager 9 Series bikes are hi-tech and they come with hi-tech price tags.

The most accessible Trek Madone 9 Series bike is the 9.2, equipped with a Shimano Ultegra mechanical groupset and Bontrager's new Paradigm Elite wheels. It's £4,500.

The 9.5 with a Shimano Dura-Ace mechanical groupset and Bontrager Aura wheels is £6,000 and the Madone 9.9 (available in standard and women's versions) with a Shimano Dura-Ace Di2 groupset and Bontrager Aeolus 5 D3 wheels is £9,000.

All of these bikes come with H2 fit frames.

The Madone Race Shop Limited model, with a frame made from a higher grade of carbon fibre and built to an H1 geometry, Shimano Dura-Ace Di2 and Bontrager Aeolus 5 D3 wheels, is £9,750.

An H2 frameset is £3,350 while a Race Shop Limited H1 frameset (with that higher grade of carbon fibre) is £4,100.

The bike we have here is essentially the Madone Race Shop Limited model, but Trek painted it in road.cc colours for our review. If you happened to want this colour (or any other colour/finish), you'd need to go through Trek's Project One programme that allows you to customise both the spec and the finish. 

As cyclists we get used to having hyperbole thrown our way by bike brands releasing what are actually pretty ordinary bikes, but the Madone 9 Series backs up Trek's claims with a fabulous performance out on the road. This is a bike that's genuinely very different from the norm – and not just different for the sake of being different. The technology on display here contributes to a bike that's very fast and very comfortable.

If I had a bottomless pot of cash available to buy a high-end race bike (if only!), this is where I'd be spending my money right now. If you do have the money and can live with the fact that maintenance in some areas is more complicated than usual, the Madone 9 Series deserves a place somewhere near the top of your wish list.

Stunningly good bike that offers a fabulous mix of speed and comfort, although, as usual, the top-end tech comes at a price

road.cc test report

Make and model: Trek Madone 9 Series Project One

Size tested: 58cm, custom finish

About the bike

State the frame and fork material and method of construction. List the components used to build up the bike.

Frame 700 Series OCLV Carbon, KVF (Kammtail Virtual Foil) tube shape, Madone IsoSpeed, Micro-adjust seat mast, E2, BB90, invisible cable routing, Control Centre, precision water bottle placement, Aero 3S chain keeper, DuoTrap S compatible

Fork Madone KVF full carbon, carbon E2 asymmetric steerer, carbon dropouts, integrated brake and stem

Sizes 50, 52, 54, 56, 58, 60, 62cm

Frame fit H1

Wheels Bontrager Aeolus 5 TLR

Tyres Bontrager R4 Hard-Case Lite, 220tpi, aramid bead, 700x25

Shifters Shimano Dura-Ace Di2, 11-speed

Front derailleur Shimano Dura-Ace Di2, braze-on

Rear derailleur Shimano Dura-Ace Di2

Crank Shimano Dura-Ace, 53/39 (double)

Cassette Shimano Dura-Ace, 11-28, 11-speed

Chain Shimano Dura-Ace

Saddle Bontrager Paradigm XXX, carbon rails

Seatpost Madone micro-adjust carbon seatmast cap, 25mm offset

Handlebar Madone XXX Integrated Bar/Stem, KVF profile, Invisible cable routing, OCLV carbon, VR-CF

Stem Madone XXX Integrated bar/stem, OCLV Carbon, 7-degree, aero top cap pocket, w/Blendr computer & light mounts

Headset Madone integrated, stainless cartridge bearings, sealed, 1-3/8in top, 1.5in bottom

Brakeset Madone aero, integrated, direct mount

Bar tape Bontrager Supertack tape

Tell us what the bike is for, and who it's aimed at. What do the manufacturers say about it? How does that compare to your own feelings about the bike?

It's a full-on race bike. Trek divides its road line into three: Emonda for those wanting light weight, Domane for those wanting comfort, Madone for those wanting aerodynamics.

Trek says: "Madone is the ultimate fusion of power, aerodynamics, ride quality and integration. There are no two ways about it: the first true super-bike is a marvel of road bike engineering.

"Every detail of Madone is engineered for unprecedented futuristic performance, ride quality and efficiency, putting every single watt you earn toward demolishing your competition."

Frame and fork

Tell us about the build quality and finish of the frame and fork?

Excellent quality.

Tell us about the materials used in the frame and fork?

Our frame and fork are made from 700 Series OCLV carbon fibre. In truth, the 600 used for most of the other 9 Series bikes is very similar in terms of properties and weight.

Tell us about the geometry of the frame and fork?

Ours came in Trek's low and stretched H1 fit. 9 Series Madones are also available in a slightly more relaxed H2 fit (see review for details).

How was the bike in terms of height and reach? How did it compare to other bikes of the same stated size?

The H1 fit is fairly low. If your back doesn't like an aggressive position, go for the H2.

Riding the bike

Was the bike comfortable to ride? Tell us how you felt about the ride quality.

Very comfortable. That's one of the bike's key characteristics.

Did the bike feel stiff in the right places? Did any part of the bike feel too stiff or too flexible?

It felt stiff around the bottom bracket and the head tube. The only place I noticed a lack of stiffness was in the handlebar when I was sprinting; there was a small amount of bouncing there when riding hard out of the saddle with my hands on the drops.

How did the bike transfer power? Did it feel efficient?

Yes, it felt efficient around the bottom bracket and through the centre of the bike.

Was there any toe-clip overlap with the front wheel? If so, was it a problem?

A small amount. Not a problem.

How would you describe the steering? Was it lively, neutral or unresponsive? Neutral to lively.

Tell us some more about the handling. How did the bike feel overall? Did it do particular things well or badly?

I enjoyed descending on this bike thanks to the IsoSpeed decoupler and good manoeuvrability.

Which components had the most effect (good or bad) on the bike's comfort? would you recommend any changes?

The main feature that leads to the bike's comfort is the frame's IsoSpeed decoupler.

Which components had the most effect (good or bad) on the bike's stiffness? would you recommend any changes?

I thought the handlebar could have been stiffer, but it's proprietary. I'd only want to change it if I was a sprinter.

Which components had the most effect (good or bad) on the bike's efficiency? would you recommend any changes?

The wheel stiffness is good and the same goes for the chainset.

I thought the handlebar could have done with being stiffer for sprinting.

The drivetrain

Wheels and tyres, your summary.

Did you enjoy riding the bike? Yes

Would you consider buying the bike? If I had the money, no doubt about it.

Would you recommend the bike to a friend? Yes

Use this box to explain your score

This exceptional bike boasts some novel tech that really moves the ride forward. So many bikes are simply variations on a theme, but Trek has brought genuinely new tech first to the Domane and now to the Madone. This bike is a clear 9 for performance.

Unfortunately, all that tech adds to the price and it'll take a while to trickle down to more affordable levels.

Overall rating: 9 /10

About the tester

Age: 43   Height: 190cm   Weight: 75kg

I usually ride:    My best bike is:

I've been riding for: Over 20 years   I ride: Most days   I would class myself as: Expert

I regularly do the following types of riding: commuting, club rides, sportives, general fitness riding

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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. 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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23 comments.

Hi all , I am flying to Italy and need a box for my 9 SRS anyone help , I  can't remove aero bars or front brake brgds Ade 

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Hey, can I ask you the saddle height on this 58 cm frame ? Can't figure out how a 58cm would look like with my 78,8cm saddle height (i hesitate between 56 and 58 on a H1 frame)

This is best porn I've seen in a while.

I just wish it came at a smidgeon of the price.

Any mechanics out there tell me whether they could get Campag EPS to "work" on this frame?

Not keen on the colour.

I think it's a lovely looking bike, and hats off to Trek for trying to do something genuinely interesting. In the flesh it's a striking looking ride. Possibly a tad overengineered, but I look forward to the one they'll release in a couple of years that's going to be simpler and cheaper.

So, is the Domane going to go then? Or will I just be sold to sportivistes??

People keep refering to new tech, but those brakes are essentially a rework of Campag Delta. Not really trying to dis Trek, but there's a whole lot of marketing going on here...

stealth wrote: So, is the Domane going to go then? Or will I just be sold to sportivistes?? People keep refering to new tech, but those brakes are essentially a rework of Campag Delta. Not really trying to dis Trek, but there's a whole lot of marketing going on here...

Don't worry! Domane is definitely not going anywhere. The Madone is a very different platform to suit a different rider type. Although it has the IsoSpeed, it's not as compliant as the Domane.

We now have three different bikes to match the needs of different riders. Some want to maximise comfort without sacrificing performance. That's Domane. Some want to be as aero as possible (and still comfortable), that's Madone. And for those who prioritise weight, that's Emonda.

TrekBikesUK wrote: stealth wrote: So, is the Domane going to go then? Or will I just be sold to sportivistes?? People keep refering to new tech, but those brakes are essentially a rework of Campag Delta. Not really trying to dis Trek, but there's a whole lot of marketing going on here...

Don't worry! Domane is definitely not going anywhere.

slightly off topic, but are there (imminent) plans to add the Domaine Series 6 disc to the Project One custom builder or release it as a frameset?

I have a domane and can confirm that the Isospeed decoupler really works.

I have only the original 2.0 version with steel frame, but it's the most comfortable bike I've ever ridden - better than my specialized Roubaix Expert which cost well over twice as much.

Not been of fan of trek road bikes for a while - but this is nice!

Lovely colour, horrendous looks.

The iso speed seat post on this is hideously over engineered...3 posts going on there.. Ergo post by LOOK does it better for over a decade....

And no matter what instructions they give you for travel it will be a prick to take apart and reassemble... high end TT bike users have found that and the manufacturers are starting to address it..

and whilst running a new inner cable will be straight forward, replacing the outers will be a shocker... for the home wrench just time consuming, for those using shops bloody expensive...

I'm fine with all of this, top end tech takes more effort and money to run.. but lets not pretend its not the case...

shadwell wrote: The iso speed seat post on this is hideously over engineered...3 posts going on there.. Ergo post by LOOK does it better for over a decade.... And no matter what instructions they give you for travel it will be a prick to take apart and reassemble... high end TT bike users have found that and the manufacturers are starting to address it.. and whilst running a new inner cable will be straight forward, replacing the outers will be a shocker... for the home wrench just time consuming, for those using shops bloody expensive... I'm fine with all of this, top end tech takes more effort and money to run.. but lets not pretend its not the case...

Only two posts. The seat mast is connected to the the same tube that runs down the inside of the aero tube. This inner post is the IsoSpeed.

Travel is not nearly as difficult as with a bike like the Speed Concept. Providing that the bike is assembled properly, there will be enough inner cable and housing to allow the bars to be removed from the stack, and turned sideways.

Experience mechanics can build a complete Madone in around an hour to an hour and a half, once they've followed the manual on the first ones they build, so changing cables isn't as difficult as it might seem.

Ultimately, this bike isn't more or less difficult to build that most others. It's just different, and thus requires mechanics to read the manual and follow it to the letter a few times, and once they've done that it will be pretty seamless to build.

Also, even with the IsoSpeed tube, the complete bike weight of those being used by Trek Factory Racing is 6.9kg.

I really like it, though I think it looks better in the darker shades.

And I don't you can compare any of the major brands top end offerings price-wise with Canyon (or any other direct sales brand).

I think this is a really interesting bike, and particularly like all the integration. They've produced a number of original, distinctive features that do differentiate it. I'm sure some of these features filter down eventually, but I think £3,350 for a frameset is about what we'd all expect. Isn't it?

I've got a 5 series madone and just love the way it rides, particularly going downhill.

I admire the degree of innovation and I am slowly falling in love with the Madone although being a Specialized Venge rider. What could have been the motivation behind going through all the pain and designing such a new brake combo, especially when considering that disc brakes are about to make it to the peloton? Can anybody tell?

It's not even got a back light!

So I just have to comment here to win one, right?

Just sold a Domane (brilliant bike) and started racing this year so looking for a top spec race frame for 2016. I'm Treks target market-sold on the isospeed. Am I buying a Madone.....NOPE!

That price is RIDICULOUS. £4300 for the frame the pro's race.

Canyon Ultimate SLX for me (a frame the pro's race) £1600.

The Aeroad may be a better comparison (more aero) but is only £500 more and that includes the aero bar/stem.

Ginsterdrz wrote: That price is RIDICULOUS. £4300 for the frame the pro's race.

You can get a 9 Series Madone in Project One, with full Ultegra and aero wheels for around £5300. That can go lower still if you use RXL wheels instead of Aura wheels. Project One will go live for the Madone on Thursday, so you can play around with configurations yourself.

Just out of curiousity, what do you think would be a reasonable price for something that has so much new tech on it?

TrekBikesUK wrote: Just out of curiousity, what do you think would be a reasonable price for something that has so much new tech on it?

new tech is surely part and parcel of improving /updating bike models; some years see a bigger change than others, sometimes incremental, sometimes more substantial. While Trek has reduced prices on many 2016 bikes, I'm surprised to see such a price hike on the new top Madone compared to the previous top end 7.9 frameset which is currently listed at £3000 on your website.

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First Ride Review: 2014 Trek Madone 7-Series Project One

A little lighter, a smidgeon smoother

This article first appeared on BikeRadar .

Trek says the updated Madone 7-Series is more comfortable, offers better rear brake performance, and is lighter than ever before - supposedly down to just 725g for a 56cm sample finished in the company's ultra-svelte U5 Vapor Coat paint scheme. We haven't had a chance to tear our sample down to check the chassis weight yet but our early rides suggest that the other two claims hold true.

Ride and handling: Smoother under fire

Ride quality has gotten better on this latest Madone although it's a subtle improvement. Whereas the previous one offered a reasonably firm but somewhat wooden feel, this edition has a little more blood flowing through its veins with a livelier and springier personality along with a little less jarring over bigger pavement imperfections - and that's even before we switched to 25mm tires. It's still no magic carpet, mind you, but we nonetheless found the new Madone 7-Series a willing partner during a 5 ½-hour day in the Dolomites. Four big passes - including 2,900m (9,540ft) of vertical gain - left us physically drained but far from beat-up.

Trek says the updated Madone's beefed-up chain stays lend a more solid foundation for the bottom bracket-located, direct mount rear brake caliper and truth be told, brake performance is undoubtedly improved over the Madone 6-Series we reviewed earlier this year. However, we also upgraded this time around to Shimano Dura-Ace calipers instead of the Bontrager house-brand ones so it's difficult - if not impossible - to isolate the effect of the new chain stay shape.

We noted some slight front brake rub when climbing out of the saddle on our 2013 Madone tester and we're happy to report that there was no similar issue this time around. However, we did notice a substantial amount of rear brake rub but only after switching to a set of very stiff, deep-section carbon fiber tubular wheels. We'll continue to investigate this issue as we delve further into testing as it's not something we observed with the stock Bontrager Aeolus 3 D3 carbon clinchers supplied with our tester.

That all being said, the Dura-Ace setup actually works very well. There's ample power, excellent control, and a lighter and silkier lever feel where there was once far too much friction and sponginess. The rear caliper's location still makes it occasionally tricky to set up but Trek at least seems to have tightened up the tolerances on the head tube-mounted housing stop, which incorporates an easy-to-use barrel adjuster and quick-release function.

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Trek hasn't messed much with the Madone elsewhere and for the most part, that's just fine. Overall stiffness still feels around the middle of the scale with good snap under power and precise handling. As we've frequently mentioned in the past, frame geometry feels spot-on. The bike's confident high-speed stability had us comfortably rocketing down passes at 80km/h (50mph) while the solid front triangle and excellent braking let us scrub speed late before diving hard into tight downhill corners.

We went with the more aggressive H1 fit and felt right at home with just a handful of headset spacers but riders looking for a more upright feel can simply go with the taller front end of the H2 variant.

Frame: a familiar formula

There's very little to distinguish the 2014 Madone 7-Series from the 2013 edition from a visual standpoint. The driveside chain stay is noticeably bigger than before and now has a pronounced step as it approaches the dropout, the fork tips are now made of molded carbon fiber instead of aluminum, and that's about it.

Otherwise, it's familiar stuff, including truncated Kamm tail tube shaping throughout, a tapered 1 1/8-to-1 1/2in head tube, a 90mm-wide bottom bracket with molded-in bearing seats, and Trek's trademark no-cut semi-integrated seatmast.

Cable routing is once again internal and convertible between mechanical and electronic drivetrains with similar entry and exit locations as last year - meaning we still wish the input stops up front were moved a little further back to create a smoother path when using very low and/or short stem setups. Trek looks to have refined the exit port for the rear brake, though, as the cable no longer drags on the aluminum housing stop.

Finish quality on our custom painted Project One 'real fire' frame was excellent and particularly impressive given the size of Trek's operations.

We unfortunately weren't quite as impressed with the quality of those new carbon fiber fork tips, though. The fit is curiously sloppy around the axle and we've been struggling with wheel alignment throughout our first few weeks of testing.

As you read this, our test bike is en route back to Trek to be evaluated.

Equipment: Awesome Dura-Ace 9000 group, great wheels and finishing kit

We continue to be blown away by Shimano's latest Dura-Ace 9000 group - it's everything the previous 7900 group should have been but wasn't. Shift quality both front and rear is silky smooth with a light lever action and extremely precise movement that's highly reminiscent of the iconic 7800 generation. Front shifts are particularly good with incredibly positive chain engagement. We still wouldn't mind shorter lever throws but aside from that, the shifting is virtually flawless.

Critics are quick to discount the new direct brake mount but now that we've been able to sample a setup with high-quality calipers, there's not much to complain about. It's certainly a tidier setup - at least up front, in this case - as as the arms are offset less from supporting structure to which they're bolted, there's less flex under very hard braking, too. Details aside, the most important thing to note here is that they work exceptionally well. In addition to the power and modulation comments we made earlier, lever feel is fantastic, too - even with the somewhat squishy carbon-specific Bontrager cork brake pads.

Speaking of Trek's house brand, the rest of the Bontrager bits on our tester have been excellent so far - as one would hope considering we hand-picked each one through the Project One custom program.

The molded carbon fiber Race XXX Lite stem is rigid and light but it's the Race X Lite IsoZone carbon handlebar that's really impressive with its relatively thin foam pads that sit in slight recesses on the tops up to the hoods and on the drops. They don't add much in terms of girth but they're quite effective at quieting vibration. We'd even say it's almost the equivalent of switching from 23mm-wide tires to 25s.

Though they're not cheap, the Aeolus 3 D3 carbon clinchers have been excellent all-rounders - both on this bike and in previous encounters. They're pretty light and quick to spin up, quite stiff and snappy, and have very good braking performance in dry conditions. They're quite stable in blustery conditions, too, although it'd be nice if they were tubeless compatible.

The Bontrager Paradigm XXX Carbon saddle is utterly fantastic. The firm shell and high-density foam provide excellent support on long days and the excellent shape is supremely comfortable, too. We rolled the dice and set out on three days in the Dolomites without allowing sufficient time to get used to the thing and thankfully, we had no ill effects as a result.

Total weight for our 52cm H1 test rig was just 6.32kg (13.93lb) without pedals.

Price: US$10,579.98 Weight: 6.32kg (13.93lb, 52cm H1, without pedals) Available sizes: H1: 50, 52 (tested), 54, 56, 58, 60, 62cm; H2: 50, 52, 54, 56, 58, 60, 64cm Available colors: Project One custom Pros: Brilliant handling, improved ride comfort, very light, good stiffness Cons: Rear brake rub, sloppy-fitting fork tips BikeRadar verdict: TBD pending longer-term testing and test bike evaluation from Trek More information: www.trekbikes.com

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RBA Test: Trek Project One Madone

The 2012 season was a big one for Trek when they unveiled a completely redesigned Madone mere months after debuting the race-winning Domane with its impressively effective IsoSpeed decoupler rear-suspension design. Earlier this year Trek called and spoke of an updated Madone in the works and asked if we’d be interested in ordering a new Madone 7 test bike through their unique Project One custom- build program. ‘A new Madone already?’ we asked ourselves. Well, not exactly.

THE FRAME When Trek went away from the standard seatstay-mounted rear brake on the Madone in favor of the direct-mount design on the chainstays, it helped them achieve their goal of increasing the bike’s aerodynamics, but they never could provide the braking power in the rear that we’ve become accustomed to. A new rear-end layup meant to improve rear braking power is the bike’s most notable change. And although visually it’s nearly identical to the previous design, the keenest of eyes will notice a size increase to the driveside chainstay. All other tube shapings stay the same, including the Kamm Tail Virtual Foil downtube, seat tube and fork blades, which allow Trek to achieve superior aerodynamics over a round or square tube without an added weight penalty. In terms of frame weight, the new Madone drops 25 grams, putting it with the industry super-lights at a claimed 725 grams (56cm with U5 Vapor Coat paint).

While the Madone joins an elite group in terms of weight, it stands alone among major brands in the fact that its OCLV carbon frame is made in the U.S. at Trek’s Waterloo, Wisconsin, facility. Something as distinguishing as this should get some attention, but for whatever reason, it gets very little. A small ‘Made in the USA’ sticker on the seat mast is all that acknowledges its origin, while ‘Designed in Waterloo, Wisconsin’ stickers on the seatstays occupy much more premium real estate. In addition to the various Project One paint options, two head tube lengths are available on the Madone: the H1 and a longer H2 version. We opted for the shorter H1 (3cm shorter on a 56cm frame), which allowed us to get into our ideal position with 1.5cm of spacers under the stem.

THE PARTS ‘Go wild’ was what we remember hearing Trek say when it came time to building our Madone test bike through Project One. Without a doubt, the P1 build program is the most complete custom-build program available in the industry today. And to maximize the opportunity, we invited RBA readers to play a role in our ‘Build Your Dream Bike’ contest. We had nearly 500 entries, with no two bikes exactly the same, thanks to Project One’s thousands of color combinations available for the frame, as well as a selection of SRAM, Campagnolo and Shimano groups, and all the Bontrager wheels, handlebars, stems and saddles to choose from. There were also options of SRM and Quarq power meters, ceramic bottom bracket bearings, in addition to color choices for handlebar tape, hood covers and cable housing.

For the build, we went with the latest Shimano Dura-Ace Di2 9070 drivetrain, along with their little-seen dual-post brakes, Bontrager Aeolus 3 carbon clinchers, XXX Lite handlebar and stem, along with a Paradigm XXX saddle. The whole package weighed in at just 14.2 pounds (56cm). Pricing for a stock Madone 7 Series starts at $7199, or $4399 as a frameset, but our Project One build was a ‘wild’ $12,463.

THE RIDE Let’s face it, the most notable feature of the new Madone is the fix to the chainstays to bring back needed stiffness and braking power. And that’s a good thing, because the 2012 version we rode suffered in both departments-although the poor braking could also be blamed on the janky in-house Bontrager brakes. Happily, our bike’s Dura-Ace post-mount brakes helped deliver a noticeable improvement in rear braking power compared to last year’s Madone. Although overall power is still slightly less than a standard seatstay- mounted Dura-Ace 9000 caliper setup, what the Madone and its brake design give up in sheer maximum power, they make up for with superior modulation, allowing us to better use what it does have.

On the road, the Madone is a pleasure to ride in any situation. It’s clear that although designed as a race bike, Trek believes that compliance is of equal importance in the bike’s DNA as the stiffness-to-weight ratio. Even with the 1 1/8-inch to 1 1/2- inch tapered head tube, the Madone has the smoothest ride of any non-endurance style road bike on the market. This isn’t necessarily something new to the Madone and is in fact aided by the Ride Tuned seat mast that gives it an extra level of compliance compared to a standard seatpost. Unlike other integrated seatpost designs that give minimal saddle-height adjustment, the Madone offers 6cm of adjustment. Combining the smooth ride with a longish 99.3cm wheelbase and impressive torsional rigidity from the head tube all the way to the rear dropouts, it handles high-speed corners with a graceful ease. This was a much-appreciated trait when barreling down serpentine descents through the Alps during the L’Etape du Tour.

THE VERDICT When you drop this kind of money on a bike with this kind of price, making any sort of concessions on performance is a deal-breaker. Fortunately, the Madone’s updates are spot-on. The improved rear braking and overall torsional stiffness let you take advantage of the rest of the bike’s skill set-a superb ride quality with exceptional handling. Although the Madone’s brakeless seatstays give it a unique look as is, Trek’s Project One paint and component options are something few others in the industry can come close to providing. The U.S.- made 6 Series Madone also receives the same frame updates and starts at $4599 for the complete or $3599 as a frameset.

PUNCH LINES ? Real individuality courtesy of Project One ? American-made-why not celebrate it? ? Top-of-the-line Madone could bankrupt a small country STATS Price: $12,463 (as tested) Weight: 14.2 pounds Sizes: 50, 52, 54, 56 (tested), 58, 60, 62cm For more info: Trek Bikes Road Bike Action

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The 2016 Trek Madone 9-Series Project One Blew Us Away

First-ever aero road bike to recieve unanimous praise from our testers

The second thing you should know is that everyone at Bicycling who has ridden the bike loves it. It's rare for a test bike to receive unanimous praise; in fact, it's never happened before with an aero road bike .

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Our testers are also unanimous on what they like about this Madone. One evaluation summed up the praise I heard from all seven riders we put on the bike: "It's one of those bikes that just feels incredibly fun to ride—speedy and snappy, but also surprisingly stable and comfortable." The Madone incorporates Trek's IsoSpeed Decoupler (bendy seat tube). And besides feeling fast, this aero bike is more compliant and comfortable than many road-race bikes.

It is expensive. Models start at $6,000 and hit more than $13,000 in Trek's Project One program, through which we chose the parts for our tester and ordered up this flamingo- pink paint job . The integration forces riders to make sacrifices (don't like the aero handlebar? Tough). And the bike does amplify drivetrain and road noises. Still, this is one of the most remarkable bikes you can buy and one of the best Trek has ever produced.

     Related: Pro Cyclists Debut 2016 Trek Madone 9-Series

Price : $13,471 (as tested) Weight : 16.1lbs (54cm)

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2015 Trek Madone Project one 400 series 56 cm road bike

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Trek Madone 9.0 review

A magic carpet ride — if you can fit within the parameters

Ben Delaney / Immediate Media

Ben Delaney

Tangibly fast and blatantly comfortable, very good braking for aero calipers, well-thought-out integration

Steep price, tight fit parameters, toe overlap

The Trek Madone is the most comfortable aero bike I've ridden by a long shot, and its ultra-clean front end and massive, sculpted tubing deliver not only a fast but a luxuriously quiet ride. There are no sloppy cables whistling in the wind here.

The catch? This magic carpet comes with a tight fit window: the front end is a touch high for a race bike, the seatmast's vertical adjustment is limited, and the front wheel has toe overlap and a limited turn radius. But if you fit, you will fly.

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Trek Madone 9.0 highlights

• Same frame and fork as $12,000 / £12,000 / AU$13,499 Madone 9.9
• Normal stem and adjustable aero handlebar
• Shimano Ultegra group with Madone Aero brakes
• Bontrager Aeolus Comp Tubeless Ready 50mm wheels
• 50-62cm sizes, four color options
• $3,999 / £3,500 / AU$5,499

One Madone that breaks (a little) free of certain fit constraints

In late 2015 Trek overhauled the Madone as an ultra-aero race machine, with not only cables but the brakes themselves hidden from the wind. The bike received plaudits from several cycling outlets includin g BikeRadar for its aero performance and its comfort, thanks largely to Trek's IsoSpeed flex design, which allows the seat tube and seatmast to flex as one.

But while the bike managed to avoid the typical pitfall of early aero bikes — they're fast, but they ain't comfy — it did proceed with a typical aero compromise of ergonomic adjustability in favor of an ultra-clean integrated bar/stem that is demonstrably faster.

For context, most major companies with a high-end aero bike sell it with some form of integrated bar/stem, for the same reason: it's aerodynamically faster than a round bar and normal stem by a significant margin. Most companies claim at least a 4-watt improvement. (A good aero bike has a total drag number in the 70-watt range.)

And while integrated bar/stem cockpits work well for many riders, some people would prefer particular bar shapes, or bar angles, or at least the ability to make changes. With an integrated design, you get what you get.

The Madone 9.0 is the first Madone to come with separate bar and stem components. Yes, it's marginally slower in a wind tunnel, but you can easily adjust the bar angle or, like I did, replace the stock stem as needed.

Front and rear fit constraints — versus the competition

Like most of the other Madone bikes, the 9.0 comes in Trek's H2 fit. The lower H1 fit is only available in Project One, which adds $1,500 to the price.

As such, the Madone 9.0 has a slightly taller stack height than other aero bikes. Stack is the vertical difference between the top of the head tube and the center of the bottom bracket. Front-end height comparisons are often done with head-tube measurements, but this doesn't account for differences in various bikes' bottom bracket heights.

For comparison in size 56cm bikes, Canyon's Aeroad has a stack of 55cm, Specialized's Venge ViAS a 56.4cm and Cervélo's S5 a 56.5cm to the Madone's 58.2cm.

All the Madone sizes have a relatively tight saddle adjustment window. The 56cm bike has a saddle height range of 67-76cm.

For me, at 6ft with short legs, I had the saddle all the way up to 76cm and a 120cm stem all the way down, and would have appreciated another centimeter or two of handlebar drop. Fit, of course, is highly personal — just be sure the bike always fits you, whatever it is!

Aero brakes: decent power and, gasp, a delight to work on

Trek isn't the first company to experiment with hiding the brake calipers from the wind, but I believe they have done the best job thus far. By extending the frame's front section to house the front brake cable, Trek reduced drag substantially compared with bolting a standard caliper on the front of the fork.

The little cuckoo-clock panels flip open when you turn the bars, allowing the brake and housing room to move. (No cuckoo bird pops out, though, unfortunately.)

I hate rim calipers positioned underneath a frame's bottom bracket. At best, they are a chore to work on, and quickly gather grime. At worst, they are a literal drag, causing brake-pad rub when out of the saddle. Trek keeps the Madone's rear brake where it should be — up on the seatstays.

The power is decent for a rim brake. A Dura-Ace caliper it ain't, but modulation is predictable. The spectrum of aero brakes runs from horrible/dangerous to pretty good. These are pretty good. I tested the bike quite a bit with carbon wheels as well, where the power is adequate when used with SwissStop pads.

Perhaps most surprising to me was how easy it is to work on the brakes. Swapping and then adjusting the pads is easier than on most standard calipers. Seriously. In the absence of a barrel adjuster, Trek has a screw to adjust width on each side, and another to adjust toe angle.

Ride quality: a magic carpet

By now, you have probably seen enough aero-drag graphs and charts to understand that aero shapes are faster than round shapes, especially at higher speeds. I did not take the Madone into a wind tunnel, but my friend Dan Cavallari at VeloNews did. You can get his data and conclusions versus the Specialized Venge ViAS here . I did take the bike out for a few hundred miles, often on fast group rides and solo jaunts, and the thing is tangibly faster than a round-tubed bike with box-section wheels. During the year I switch between a number of test bikes, and the back-to-back rides really highlight differences.

Two things stand out with the Madone. It's fast! (Of course, your body position is the major factor here. But with that normalized, the Madone is perceptibly quick.) And two, it is more comfortable than many standard road bikes, never mind aero bikes, thanks to the full-flexing seatmast and seat tube.

I have an older Scott Foil that I love racing crits on, and while I ride it on dirt roads, it's not my first choice for mixed-surface riding. The Madone, on the other hand, I'd take on any ride.

With Trek's stout BB90 chassis, you still get plenty of firm pedaling efficiency when in and out of the saddle.

The wheel depth of the Bontrager Aerolus Comp 5's is manageable in crosswinds. I rode the bike on many gusty days and did a few days with Mavic's new 65mm Comete Pro Carbon SL tubeless wheels . On one fast group ride, I managed to plow straight into a pothole deep enough to crack the Mavic rear rim . After checking everything out — and opening the rim brake caliper — I rode back home without incident. Would I have crashed on a stiffer aero bike? Who knows. But I can say it is nice to have a forgiving frame underneath you when unexpected bumps and holes appear.

Wheels and components

The Bontrager Aeolus Comp 5 wheels can be set up tubeless but come with 25mm standard clinchers and tubes. Although not as light as all-carbon hoops, the aerodynamics of the metal-rim-with-carbon-fairing design are very similar. And you get the more consistent braking of an alloy track. A downside is that they can take in water at the spoke holes. (There is a hole on the side to release the water.)

Current-edition Shimano Ultegra continues the Japanese company's fine tradition of an excellent second-tier group that for all intents and purpose functions very much like Dura-Ace but with a few more grams. My one gripe with the mechanical Ultegra is how the inner shift lever on the lefthand control can pop slightly outside the primary brake lever on rattling roads. It doesn't affect performance at all, but it's annoying. Dura-Ace levers don't do this.

One curious spec choice is the compact 50/34t crank. When paired with the 11-28t cassette this is a great everyday setup, but it seems like amateur racers, in particular, would be drawn to such an aero bike. They might want, if not necessarily need, a 52/36t crankset. If this is a concern, it is likely that your local Trek dealer could swap it out for you. I suspect that, like the H2 geometry, Trek studies customer fit data carefully, and makes decisions based on the bulk of rider numbers.

Bottom line: Certainly the most comfortable and among the fastest aero bikes on the market

The Trek Madone fuses two seemingly incompatible traits: it is a very fast and very comfortable bike. The 9.0 build is the most inexpensive — but still not cheap — model, and the only one with separate and therefore adjustable stem and handlebar.

If you want to look at third-party aero numbers, check out Dan Cavallari's VeloNews piece where he put the top-end Madone against the top-end Specialized Venge ViAS in the A2 Wind Tunnel and found the Venge to be faster . For context, A2 found both to be faster than Cervélo's S5.

The fit, as discussed, is Trek's H2 geometry, which is slightly higher at the front end than other aero bikes. As with Trek's Emonda, a lot of riders will get toe overlap on the Madone, because of its short and sharp front end. So investigate carefully before you buy — but if everything fits, I doubt you will be able to find a bike as fast and comfortable as this one.

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Since there is no such thread - i will make it.  

The two tower of the 'Village' are great, but all the designs of the Medical Center are terrible.  

909 said: The two tower of the 'Village' are great, but all the designs of the Medical Center are terrible. Click to expand...

The medical centre looks like a bunch of Quality St boxes stacked next to eachother, not good at all!  

those are nice projects but I don't like The Medical one.  

i removed first picture. i think second design is final.  

http://www.m-2.ru/themes/default/message.asp?folder=1870&matID=19772 Japanese architect Kiyonuri Kikutake is working on new residential project for Mirax Group corporation. Mirax is planning to build it on the bank of Moscow-river on west of Moscow. There are two different versions currently considering by Mirax. First is tower over 70 storeys tall and second with less than 70 storeys.  

i would have thought those 3 hospital towers would be linked by skybridges to make it easier to move patients around as for the towers themselves, they're not briliant but they're not bad either i like the other 2 projects more though  

I'll withhold judgement on the three medical centre towers until I can see a better render.  

some news, shortly Inteko announced project of business complex on west of Moscow. Setun' Hills is 24 hectares area where will be build 570 thousand sq m business center. This project estimated in $700-800mln. It was presented on MIPIM. ------------------------------------------------------------------------------ RIGroup announced project of 100 thous sq m business complex near Krokus-City in Myakineno (main business center of moscow province on 66-68 kilometers of MKAD freeway, so called Moscovia-City. at least 1mln of sq m). Esitimated cost is $100mln ------------------------------------------------------------------------------ Owners of WBD foodstuffs company announced project of business complex in Big City on territory of 4th moscow milling factory. Buying and moving factory to another placed costed them $100mln. Project of 1mln sq m business complex is estimated in $1bln. And in $1,5-2bln if with highrise construction. ------------------------------------------------------------------------------ Development investments in Moscow reached $25,2bln in 2005. It is 64,4% more than in 2004.  

The towers of the medical center have the really nice look and I don't understand why the other guys don't like it  

I really like the village development. it is amazing, how many towers are currently going up or being planned in moscow. no other city in europe can beat that.  

very nice proyects for a great city !!  

Coth are those 3 medical buildings going to be hospitals, If so I think they are going to be the highest hospital buildings in the world ?  

Yes, possibly will be tallest if will be built. But i'm not sure this design is taller of 143 meters. However, only 37 thous out of 190 thous sq m will be for medical usage. Other will be rehabilitation center, recreation zone, kindergarten and apartments.  

^well since they are approved I suppose they are going to build it ?  

:sleepy: beeeeeeeee  

coth said: some news, shortly Inteko announced project of business complex on west of Moscow. Setun' Hills is 24 hectares area where will be build 570 thousand sq m business center. This project estimated in $700-800mln. It was presented on MIPIM. ------------------------------------------------------------------------------ RIGroup announced project of 100 thous sq m business complex near Krokus-City in Myakineno (main business center of moscow province on 66-68 kilometers of MKAD freeway, so called Moscovia-City. at least 1mln of sq m). Esitimated cost is $100mln ------------------------------------------------------------------------------ Owners of WBD foodstuffs company announced project of business complex in Big City on territory of 4th moscow milling factory. Buying and moving factory to another placed costed them $100mln. Project of 1mln sq m business complex is estimated in $1bln. And in $1,5-2bln if with highrise construction. ------------------------------------------------------------------------------ Development investments in Moscow reached $25,2bln in 2005. It is 64,4% more than in 2004. Click to expand...

The new scans help to understand better the project of the business centre and to consider better its basic details and advantages, but it would be desirable to learn more about the project Thanx for the scans coth…  

Courchevelle said: Last project look awesome !! How far along are the two closer structures? Is it far from the Kremlin? Click to expand...

Skyman said: The new scans help to understand better the project of the business centre and to consider better its basic details and advantages, but it would be desirable to learn more about the project Thanx for the scans coth… Click to expand...

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8 Projects that Exemplify Moscow's Urban Movement

• Written by Marie Chatel
• Published on July 27, 2016

When it comes to urbanism these days, people’s attention is increasingly turning to Moscow . The city clearly intends to become one of the world’s leading megacities in the near future and is employing all necessary means to achieve its goal, with the city government showing itself to be very willing to invest in important urban developments (though not without some criticism ).

A key player in this plan has been the Moscow Urban Forum . Although the forum’s stated goal is to find adequate designs for future megacities, a major positive side-effect is that it enables the city to organize the best competitions, select the best designers, and build the best urban spaces to promote the city of Moscow. The Forum also publishes research and academic documents to inform Moscow’s future endeavors; for example, Archaeology of the Periphery , a publication inspired by the 2013 forum and released in 2014, notably influenced the urban development on the outskirts of Moscow, but also highlighted the importance of combining urban development with the existing landscape.

Concluding earlier this month, the 2016 edition of the Moscow Urban Forum focused on smart cities and the impact of technology on the ways we interact with people and use public infrastructure and civic spaces. The 2016 Forum invited city officials, urbanists, and architectural practitioners – including Yuri Grigoryan from Project MEGANOM ; Pei Zhu from Studio Pei Zhu ; Hani Rashid from Asymptote ; Reinier de Graaf from OMA ; Yosuke Hayano from MAD Architects ; and Kengo Kuma from Kengo Kuma Architects – to share about their knowledge and experiences in urban design. With the city looking forward to the built results of the latest Forum, we take a look back at some of the major developments in Moscow that have emerged in the past five years.

1) Gorky Park and Garage Museum

In 2010 the city government decided to improve Muscovites’ urban environment and create public spaces, and Gorky Park was the first project of note. The Russian equivalent of Central Park, it used to attract masses of tourists to its amusement park, but no residents would spend time there. Its reconstruction began in 2011 and featured infrastructure for strolling, sport, work, culture and leisure.

Inside the park lies the Garage Museum of Contemporary Art , a landmark building from the Brezhnev communist era which was renovated and transformed by OMA in 2015. The Dutch firm kept the original structure “as found,” only repairing elements from its prefabricated concrete walls – often clad with brick and decorative green tiles. Instead, the redesign focused on a double-skin facade of polycarbonate plastic that enclosed the original structure and preserved it from decay.

2) Zaryadye Park, Diller Scofidio + Renfro

Due to open in 2018, Zaryadye Park designed by Diller Scofidio + Renfro is probably one of Moscow ’s most cutting-edge projects. Located next to the Kremlin, the Red Square, and St Basil’s Cathedral, the project embodies what the architects calls “Wild Urbanism.” The project notably includes four artificial microclimates that mimic Russian landscape typologies: the steppe, the forest, the wetland and tundra. “It is a park for Russia made from Russia,” as Charles Renfro explains , in that “it samples the natures of Russia and merges them with the city, to become a design that could only happen here. It embodies a wild urbanism, a place where architecture and landscape are one.”

3) Moscow Riverfront, Project Meganom

Russian firm Project Meganom has also designed an ambitious project for Moscow ’s riverfront. Their masterplan also aims for a dialogue between the built and natural environment. A series of linear green spaces follow the river, and lines for pedestrians, cyclists, cars, and public transport are clearly delineated, improving the use of the public squares. River embankments are also transformed to function as areas for activities, communication, education and creativity nodes for public gathering.

4) Krymskaya Embankment, Wowhaus Architecture Bureau

Wowhaus Architecture Bureau recently transformed the 4-lane road at Krymskaya Embankment into a landscape park that connects Gorky Park with Krymsky bridge. The area used to be deserted, but is now reactivated with distinct transit and sport zones, as well as pavilions for artists’ exhibitions. Wave-shaped bicycle ramps, paths, and benches feature on the artificial landscape, which is also used for sledding, skiing, and skating in the winter.

5) Hermitage Museum and ZiL Tower in Moscow, Asymptote Architecture

New York architectural firm Asymptote Architecture are currently building two projects, a 150-meter residential tower and a satellite facility for St Petersburg’s well-known Hermitage Museum , where modern and contemporary art collections will be displayed. Situated in one of Moscow ’s oldest industrial areas, Asymptote’s buildings will lie in place of a Constructivist factory – which explains why the museum was reportedly inspired by El Lissitzky's "Proun" painting, as the terrace interior clearly shows.

6) “My Street”

“My Street” is the largest-scale program led by Moscow ’s government. The project aims to create about 50 kilometers of new pedestrian zones within the city center and periphery. The extensive program aims to solve parking issues, renovate street facades, and repair sidewalks and walkways with delimited areas for public transports, cars, cyclists, and pedestrians. “My Street” also requires a strong governance strategy and coordination; led by the Strelka Institute’s consultation arm KB Strelka , the project also involves 17 Russian and foreign architecture practices that were all individually in charge of one street, square or group of streets. Notable architects include the German firm Topotek 1 , the Dutch group West 8 , and the Russian firm Tsimailo , Lyashenko and Partners.

7) Moscow Metro

Moscow Metro is an architectural masterpiece that has been elaborated on since the 1920s. Its stations from the Stalin era are known for their unique designs with high ceilings, elaborate chandeliers and fine granite and marble cladding. To ensure that Moscow Metro remains an emblem of the city’s urban culture and powerful transportation system, the city’s government organized various competitions for the renovation of some Metro stations. Russian-based practice Nefa Architects was chosen to redesign Moscow’s Solntsevo Metro Station, while Latvian firm U-R-A will transform Novoperedelkino Subway Station . New stations are also being built, including two stations by Russian firms Timur Bashkayev Architectural Bureau and Buromoscow which should be completed by the end of 2018.

8) Luzhniki Stadium

Luzhniki Stadium is Moscow ’s main venue for sporting and cultural events. With Russia hosting the 2018 FIFA World Cup , the stadium should reflect Moscow’s intent to become a leading megacity, which is why $540 million has been spent on construction works. Its renovation mainly focuses on the roof and seating areas, and the capacity is planned to increase up to 81,000 seats. Works will be completed by 2017.

Find out more information and talks on Moscow’s urban development and the future of megacities on Moscow Urban Forum’s YouTube channel .

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Shop new & used Trek Madone bikes at TPC - The Pro's Closet. Find reviews, specs, weight info, prices and size charts on various models (SLR 9, 7) and popular years (2018, 2021, etc). Read our Trek Madone Quick-Take Review below.

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Trek madone 3rd party reviews ,   trek madone size chart, 2022 trek madone review - a tpc rider's quick take.

• Aero masterclass
• Trek engineers locked themselves in a wind tunnel with this bike. Every curve, edge, and component shouts aerodynamics. From the IsoFlow tech to the one-piece aero bar and stem this bike is designed for slicing through air.
• IsoFlow Comfort
• One of the standout features of the Madone is Trek’s IsoFlow technology, which makes for a forgiving ride, especially on longer epics. IsoFlow helps the seatmast flex, soaking up road vibrations. It’s rare for a speed-focused road bike to excel in comfort, yet here we are.
• Integrated everything
• In the Madone, the term "fully integrated" is taken to new heights. From the cables to the cockpit, everything is tucked away, contributing not just to aerodynamics but also to a jaw-dropping aesthetic.
• Speed and beauty come at a cost. The Madone’s premium price could act as a barrier for many. It's a serious investment, and budget-friendly aero options are out there.
• Price: $7,999 (SLR 6)
• Weight woes
• Despite the carbon fiber frame and components, the Madone isn't a featherweight in its category. It's a solid build, but riders focused on climbing might find it a tad on the heavier side.
• Weight: 17lbs (56cm)
• Versatility questions
• While the Madone excels on flat terrain and downhill blasts, it's not the most versatile option for a wide range of riding conditions. Climbers and those who encounter varying terrain may find it limiting.

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Moscow hopes to become first 5G city by 2020

One of the 5G network will be a speed of 100 megabits per second for residents of large cities.

The Moscow mayor's office is in talks with a consortium of mobile operators over the possibility of developing 5G networks, the Kommersant daily reported on April 7. The government is determined to make the project an attractive investment for the operators and hopes the Russian capital will have 5G networks in 2020. 

Moscow’s telecom market is divided between four major players: Russian companies Megfon, VimpelCom, and MTS, plus European Tele2 – which entered the fray in 2015. A query from RBTH about a 5G consortium received an optimistic response from Megafon and Tele2, but VimpelCom and MTS decided not to answer. 

"The consortium may lay the foundation for the joint development of this technology by all the operators," said Konstantin Prokshin, head of strategic communications at Tele2.

The support of the authorities is important for telecom operators because such issues as equipment deployment and power supply can often be solved only with the government’s help, explained Yulia Dorokhina, head of the press service at Megafon.

2018 World Cup and rivalry with London

City of London Corp., which runs London's financial center at the municipal level, has announced its plans to switch to the 5G standard as soon as it becomes available, writes The Financial Times. The company has signed a multimillion dollar wireless Internet upgrade contract with Cornerstone, which is owned by the Vodafone and O2 telecom operators.

Global capitals will be competing with each other over which of them will become the first to switch to 5G, said Konstantin Prokshin. The pace at which new technologies are introduced suggests that Moscow can indeed become one of the leaders in the development of 5G, he added. "Moscow's mobile market is one of the most developed in the world, with a low average cost of services and high quality," Prokshin pointed out.

During the 2018 FIFA World Cup in Moscow and St. Petersburg, Megafon plans to set up 5G test zones, Yulia Dorokhina said. "One of the main advantages offered by the new network is its huge capacity. The client receives high-quality signal in places of mass gathering of people – stadiums, railway stations, traffic jams," she added.

What is known about 5G today

Exact 5G specifications are still being developed, but one of them – as identified by the Next Generation Mobile Networks alliance – will be a speed of 100 megabits per second for residents of large cities.

"So far, some disparate research experiments have been conducted. What exactly the 'fifth generation' will provide is not quite clear," said Vladimir Korovkin, head of Innovations and Digital Technologies at the Moscow School of Management Skolkovo.

He added that the focus of 5G developers is not to increase the bandwidth of the channel, but to provide a guaranteed high-speed signal and density of coverage. "Both these features are important for mass use of M2M (machine to machine) networks," Korovkin explained.

One of the crucial questions is who will be producing the technical equipment and how the link to international networks will work. For the first time, Chinese companies, in particular Huawei, are taking an active part in creating a new standard, Korovkin pointed out. For example, Megafon has successfully tested mobile data transmission at 1 Gbit/s using Huawei equipment and at 5 Gbit/s during network equipment tests with the Finnish company Nokia, Dorokhina said.

Read more: Russians believe their life would not change without Internet>>>

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