trek silque 2016 price

• Rider Notes

2016 Trek Silque SL Women's

A carbon frame women’s race bike with high-end components and rim brakes. Compare the full range

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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.

Silque SL Women's

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May 2016 · VeloNews.com

Trek’s Silque SSL begs to tackle long adventure rides and mountainous centuries. With an especially tall head tube (193mm, size 56cm) and relaxed

Read Review

Apr 2016 · William Tracy

The Silque is an ideal choice for women who love riding long or who just want to be comfortable each time they hop on a bike.

Feb 2016 · Sarah Kesteven

The undisputed benchmark for smooooooth long distance speed from the women’s-specific bike originator. Buy if you want the smoothest, most comfortable distance devouring machine available

Limousine comfort, deceptively quick, fantastic female fit

No disc brake option

Sail over the bumpiest roads on the Trek Silque SLX

The Silque is the latest addition to Trek's women's-specific road bike range and in this review Caz Whitehead puts the Silque SLX through its paces. Trek has been creating "Women's Specific Design" (WSD) frames for some time now but the Silque is a brand new addition to the line-up. Designed with the aim of combining

Compliant, versatile and light; could easily hold its own in a race or head out for a full day in the hills

May 2014 · Dean Campbell

Trek bikes unveiled a new women’s road bike aimed at making riding easier and more comfortable, especially over longer distances. Dubbed the Silque and

Last updated June 29 Not listed for 2,501 days

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Trek Silque SL review

Unique road-smoothing ride lives up to its name

Mick Kirkman

Sarah Kesteven

Limousine comfort, deceptively quick, fantastic female fit

No disc brake option

Trek was the first major brand to introduce ‘Women’s Specific Design’ (WSD) bikes nearly 20 years ago, and the range now covers 15 different road bikes – spanning entry-level to superbike realms – as well as 14 mountain bikes and seven city bikes.

Thanks to the Silque, Trek is ahead of the curve if you’re looking for the smoothest road ride possible – and this Ultegra equipped SL is a particularly strong example of this unique bike.

Pivotal plushness

Perhaps the most remarkable part of this genuinely radical frame is that it’s easy to totally miss the parts that make it unique. Visually the only trace of the ‘IsoSpeed decoupler’ is a small rubber ‘spray deck’ around the junction of the top tube and the seat tube that pierces straight through it. There’s another rubber wrap around the sides and underside of the top tube too and that’s what hides the crucial pivot that pins the two tubes together.

Trek's unique IsoSpeed technology allows the seatpost to pivot

Yes, we did say pivot. Rather than a standard fixed joint between the vertical and horizontal axis of the frame, the Silque (like it’s Domane unisex equivalent) uses a pivot that lets the seat tube flex back and forth as the bike rattles across rough roads.

Related: Trek Domane 5.2

Curved, flattened ‘leaf spring’ seat stays add vertical compliance between the rear wheel and the IsoSpeed pivot too. The carbon sheet arrangement used in the tapered E2 fork has a lot of vertical forgiveness too, giving an impressively consistent luxury limousine feel to both ends of the bike.

Whatever Trek’s extremely experienced (the brand was among the first carbon frame producers) OCLV carbon designers have done with the layup of the carbon layers, it definitely works – as any eerily smoothed potholes or ironed out washboard gravel sections will prove immediately.

Stress relief

While Trek has remained tight-lipped about where the inspiration for the IsoSpeed Decoupler concept came, from we can remember watching a conventional rigid alloy test frame in one of its Wisconsin HQ labs being stress tested for frontal impacts. This was achieved by flexing the forks backwards and forwards in exactly the way hitting a pothole, rock or ridge in the road would do and we can still remember just how much the lower part of the seat tube bulged forwards and the top tube arced upwards as the fork tips were pumped backwards and forwards.

The front end isn't far off the back's limousine smoothness

Whether it was watching this very test and seeing the potential gains of letting the two axes of the bike move independently rather than fighting against each other that former the IsoSpeed seed we obviously don’t know. However, the theory of letting the two tubes flex with minimal restriction definitely works in practice, to let impact energy flow through the bike much more easily.

Related: Trek Silque SSL women's endurance road bike

As the bike is effectively free to move wherever it wants under the saddle it also replicates exactly the ‘hover just above the saddle’ technique that powerful riders use for the cobbled sections of classic races like Paris Roubaix. The difference is the Silque doesn’t rely on you to lift up slightly over knobbly sections; the design just lets the frame float between you and battering road surfaces, adding even more to its fatigue-reducing efficiency.

Silque by name…

The wheels and tyres can be converted for tubeless running with a snap fit rim strip too, potentially smoothing out the ride even further as well as adding self healing puncture protection.

Epic ride kindness

While the smoothness of Trek’s Domane/Silque bikes is relatively well known, the question we got asked over and over again about the bike was whether it feels soft and bouncy when pedalling too. It’s a fair question, as many flexible aftermarket seatposts we’ve used get tiresome in their twang if you’re cranking a gear round slowly on a climb.

Out of the saddle, you're disengaged from the seatpost flex, and the frame is plenty rigid enough

Happily there’s very little trace of the back-and-forward movement of the Silque saddle in the pedal stroke, and the very wide-range rear cassette with it’s 32t bottom cog means you’ll rarely have to grunt gears round slowly to provoke it. Because the ride softening mechanism is centred around the saddle, things feel reasonably firm when you stand up and – even with the extra pivot hardware and complexity it’s not a bad overall weight. All this adds up to a bike that wouldn’t be our first choice for QOM hunting on hills (Trek’s superlight Emonda WSD would definitely be in the running for that) but certainly doesn’t struggle getting to the summit.

The long wheelbase and traction enhancing smoothness make for very surefooted descending confidence too, and while there’s no disc option on any of Trek’s WSD road bikes, the Ultegra SLR-EVs are some of the best rim brakes you’ll find on a normal production bike. While it isn’t the most dynamic ‘have a go hero’ machine the docile handling also underlines the Silque’s wonderfully forgiving ‘carry you home’ character so if you’re looking to extend your epic rides resumé in 2016 and beyond you’d be hard pressed to find a kinder bike to do it on.

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The Silque Women's range is completely new to Trek's line-up and fits between the Endurance Race and Performance Race Women Specific Design (WSD) ranges. Interestingly on Trek's website the Silque range features in both the Endurance and Performance Race sections, perhaps trying to appeal to both types of rider? Either way, the Silque's new geometry is built around a taller head tube, shorter top tube, shorter chain stays and a racier fork than the Domane, yet they still share the IsoSpeed decoupler technology and all the comfort that brings. There is no doubt the Silque firmly treads the ground between and also overlaps both race machine and comfy endurance bike genres.

The frame is beautifully made from Trek's high end OCLV 6 Series carbon and comes ready prepped for electronic gears, with ports for cable routing and internal battery position in the seat mast, perfect should you wish to upgrade later. The high-tech carbon composition gives the Silque a very different ride feel from the Domane. I found it more compliant and capable of handling rough roads better and yet surprisingly responsive when the road kicked up.

This is where the good stuff in combining endurance comfort and a snappier ride gets exciting. Even fitted with skinnier 23mm tyres, I felt there was hardly any road buzz or vibration up through the frame. Luckily I had both bikes on test at the same time, so comparisons between the Domane and Silque were duly noted, and although the geometry numbers speak volumes, it's how the ride feels that ultimately matters.

On first ride the steering felt a bit unsteady especially on slow corners but once we dropped the stem right down more controlled steering prevailed - with a taller head tube it was a pretty obvious adjustment to make. Out and out racers may not enjoy the taller front end position and may miss the control a more aggressive position offers, but the Madone is probably what they should be looking at in that case.

The Silque delivered well in terms of pedal power directly equating to speed and forward thrust, and with a light frame weight it sure likes to climb too. It was definitely a sporty ride and I enjoyed blasting down steep hills on the drops.

I'm a big fan of the IsoSpeed decoupler, the independent top-tube and seat-tube system that allows both tubes to move separately and acts as a form of suspension. Rough roads are soaked up and vertical compliance is greatly increased, meaning that over long distances body fatigue is definitely limited and my backache was reduced dramatically.

Sleek lines are maintained thanks to the internal cable routing and as we previously mentioned, should you wish to upgrade to electronic gearing it's ready and waiting. Further features include the 'seat mast', a system whereby the seat-post fits over the seat-tube rather than the traditional post inside the seat-tube scenario. This method uses less material and is therefore lighter, yet gives a stronger junction with up to 10cm of height adjustment - just don't forget to use the torque wrench provided.

The E2 head tube tapers from 1 1/2in lower bearing to 1 1/8in upper bearing and has an asymmetrical shape from side to side, while is claimed to provide extra stiffness under steering loads. The fork is another work of beauty and being full carbon from steerer to dropout, it's light and matches the quality of the frame perfectly.

More OCLV carbon forms the Bontrager Race X Lite IsoZone handlebar designed to accommodate female riders with a shallower drop and provides added comfort thanks to the sensibly positioned IsoZone pads. This all adds to the comfort and integrates well with the WSD geometry and fit philosophy – to ride smoother, ride longer, ride faster.

A full Shimano Ultegra group set provides fault free shifting and braking. My only criticism is aimed at the poor quality plastic screw used to adjust brake lever reach - an essential feature for small hands requiring a comfortable and safe ride.

Ultimately the Silque stands out as another commitment by Trek to provide women riders with more options in their high end bike range and prove they are leading the way once again. Plus in terms of value, you get loads of bike for your money.

Compliant, versatile and light; could easily hold its own in a race or head out for a full day in the hills

road.cc test report

Make and model: Trek Silque SLX

Size tested: 52cm, Blue

About the bike

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

Frame - Trek's 600 Series OCLV frame

Fork - Trek's full carbon road fork

Wheelset - Bontrager Race Tubeless Ready

Tyres - Bontrager R3 Hard-Case Lite, 700 x 23c

Brakes - Shimano Ultegra

Chainset - Shimano Ultegra, 50/34 (compact)

Chain - Shimano Ultegra

Cassette - Shimano Ultegra 11-28, 11 speed

Rear Derailleur - Shimano Ultegra, braze-on

Front Derailleur - Shimano Ultegra

Shifters - Shimano Ultegra, 11 speed

Handlebars - Bontrager Race X Lite IsoZone, OCLV Carbon, VR-SF shallow drop, 31.8mm

Stem - Bontrager Race X Lite, 31.8mm, 7 degree

Handlebar Tape - Bontrager Microfiber tape

Headset -Integrated, cartridge bearings, sealed, 1-1/8" top, 1.5" bottom

Saddle - Bontrager Affinity 2 WSD

Seatpost - Bontrager Ride Tuned Carbon seatmast cap, 20mm offset

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?

The Silque is positioned in both Trek's Endurance Race and Performance Race range, which sounds a bit confusing but actually means it closes the gap between the relaxed geometry comfortable endurance and performance race bike markets. As an ex-racer who now prefers a comfy yet spritely ride, the Silque is right on target.

Frame and fork

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

Beautifully crafted 600 Series OCLV Carbon with WSD-tuned IsoSpeed and full carbon fork. The frame features an assymetric shaped E2 headtube (1-1/8" top, 1.5" bottom) and BB90 bottom bracket; internal cable routing and integrated system should you wish to upgrade to electronic gears; 3S chain keeper; DuoTrap compatible; and Ride Tuned seatmast.

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

The 600 Series OCLV carbon fibre feels a big step up from the Domane.

Tell us about the geometry of the frame and fork?

It's on the racy side of endurance albeit with a high headtube, and relaxed ride position.

Riding the bike

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

The stiffness of the frame gives a spritely ride and the quality of the OCLV carbon is obvious from the first pedal stroke, yet it was the compliant nature and shock-absorbing qualities that surpised us most. This is by far the smoothest carbon WSD bike we've tested yet and being a fan of the IsoSpeed decoupler system we already expected a high level of comfort. The stakes have been raised once again and the Silque is top of our comfort list for a long distance ride.

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

Definitely efficient and fast to respond when laying down the power.

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

It's been years since I've ridden a bike with a head tube tall enough to allow a gap between the down and top tubes, and the taller cock-pit took a bit of getting used to when steering round tight corners. Nothing a couple of rides and dropping the stem couldn't sort easily - I took out all but one of the steerer spaces. The Silque climbs really well, in and out of the saddle and it's not shy to get going on the flat or descents either.

The drivetrain

Wheels and tyres.

Anything else you want to say about the componentry? Comment on any other components (good or bad)

We had some issue with the reach adjustment of the brake levers. The adjustment screw inside the hood is a plastic screw that lasted a few turns of the screwdriver. Coupled with the adjustment being only just sufficient for my average sized women's hands it's a big thumbs down to Shimano on this front. Everyone with small hands - men and women alike - would benefit from Shimano making a slightly scaled down STI lever.

Your summary

Did you enjoy riding the bike? The more I rode the Silque the more I enjoyed the smooth and compliant nature of the frame and fork.

Would you consider buying the bike? Yes.

Would you recommend the bike to a friend? Yes.

Overall rating: 8 /10

About the tester

Age: 41   Height: 5ft 5inches   Weight: 56kg

I usually ride: Specialized Ruby   My best bike is:

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

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

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2018 Primetime Emmy & James Beard Award Winner

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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