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Trek Superfly 9.9 SL XTR Project One review

Custom finished version of a flexible and well proven rig.

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This article originally appeared on BikeRadar

We put Trek's off the peg Superfly FS 9.8SL through its paces a few months ago, and were mighty impressed with what we found. But this custom iteration of the bike takes performance and personalisation to another level.

Frame and equipment: featherlight full-susser, meet kit box of delights

The 9.9 series frame has not only the carbon seatstays of the 9.8, but chainstays too, saving 100g and making this one of the lightest full suspension frames available. It's just 1650g without the Fox rear shock.

While there's a stock 9.9 XTR option, Trek offered us the chance to try its Project One custom program to create our ultimate Superfly. The process starts with choosing a huge range of paint finishes including the ultralight subtle sheen ‘Rainforest Vapor Coat' we opted for.

We picked a 'Rainforest Vapor Coat' for our Project One Superfly. Looks nice, anyhow

You can then run through various transmission options from XT to 2x11 Di2 XTR, Fox or RockShox rear shock and fork options complete with colour coded decals and wheel, cockpit, saddle and seatpost choices from Trek sub brand Bontrager. We chose superlight alloy Race XXX Lite CL wheels but shod with fat 2.35in XR2 treads and a 750mm wide carbon riser and light but cost conscious alloy finishing kit.

That still brought the complete bike in marginally under 10kg, but with more carbon trim and skinny race tyres a hardtail-challenging 9kg is certainly possible.

Ride and handling: a flexible friend, once you get the frame's measure

Despite the fact that it could have been lighter still, our build translated into blistering acceleration and as close to effortless altitude gain as you'll get with full suspension.

However, the ultralight frame and wheels are flexy under sideways loads. That means the front and rear wheels can follow different lines through random rock and root sections, and things get out of shape if you brake or accelerate hard when you're still turning. Learn to accept this and the whip from the frame as it unloads can fire you out of corners. Its snake hipped shimmy will often save it from the biggest speed-eating impacts too.

There's appreciable flex when you snap the Superfly through corners

The twang never exceeded the extra leverage and traction of our bigger bar and rubber choice either, keeping it more planted and technical trail proof than the stock 9.8.

Unlike the Cannondale Scalpel Carbon Team we tested alongside it, you can really feel the shock working to get the wheel out of the way so you're definitely getting a benefit from the rear damper. Pedal and impact response is also controlled enough to leave the rear shock in Trail mode 90 percent of the time, only flicking to Climb or Descend mode for extended climbs or descents.

The fork is easy to sync with the rest of the bike too, keeping it buoyantly balanced rather than a random ricocheting mess. 

Specification Name: Superfly 9.9 SL XTR Project One (15) Built by: Trek Price: £6,555.00

Features Available Sizes: 15.5in 17.5in 19in 21in 23in Bottom Bracket: Shimano PF Brakes: XTR Race 180/160mm IceTec Cassette: Shimano XTR 11-40T Chain: Shimano XTR Cranks: Shimano XTR 32T Fork: Fox 32 Float CTD Adj FIT Factory Stealth 100mm Frame Material: Full OCLV Mountain Carbon Front Hub: Bontrager XXX-Lite TLR Disc 29 Front Tyre: Bontrager XR2 Team Issue TLR 29x2.35in Front Wheel Weight: 1630 Grips/Tape: Bontrager Race Lite single lock Handlebar: Bontrager Rhythm Pro carbon 750mm Head Angle: 70 Headset Type: Cane Creek IS40 Rear Derailleur: Shimano XTR Rear Hub: Bontrager XXX-Lite TLR Disc 29 Rear Shock: Fox Float CTD Factory 100mm travel Rear Tyre: Bontrager XR2 Team Issue TLR 29x2.35in Rear Wheel Weight: 1990 Rims: Bontrager XXX-Lite TLR Disc 29 Saddle: Bontrager Evoke RL Seat Angle: 73.8 Seatpost: Bontrager Rhythm Pro Shifters: Shimano XTR Stem: Bontrager Race X lite 80mm Weight (kg): 9.95 Bottom Bracket Height (in): 13 Chainstays (in): 17.8 Seat Tube (in): 19.02 Standover Height (in): 30.04 Top Tube (in): 23.86 Wheelbase (in): 45.24 Frame size tested: 19in

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Reviewed: Trek Superfly 9.7 mountain bike

The superfly 9.7’s biggest selling point is its frame, and though the parts are modest, it has potential.

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It’s easy to look at this bike and imagine an old Gary Fisher logo in place of Trek’s mark. I mean that as the highest compliment.

Quibble all you like about who invented the mountain bike. One thing’s certain: Gary Fisher played a huge role in popularizing 29” wheels, now the must-have size in nearly any off-road discipline.

His experience with his own brand, which is now rolled into Trek’s lineup, is apparent, giving this simple, middle-of-the-road hardtail an excellent personality.

Most mountain bikers need at least a couple hands to count the number of parts they break or replace any given season, but the frame is usually a constant. That is the Superfly 9.7’s biggest selling point, and though the parts are modest, it has real potential.

A fine frame

Trek doesn’t specify the particulars of their carbon construction, aside from claims that it’s thoroughly designed and tested to be used in an off-road frame.

Talk all you like about carbon, but the geometry is really what makes the Superfly sing. As soon as I hopped aboard the bike, its West coast heritage slapped me in the face like a wave off the Marin headlands.

In a few words, the 9.7 is long, low, slack, and fun. Having ridden some 29ers with 70-degree-plus head tube angles, our medium tester’s 69.3 degrees was comfortable and confident. For comparison, the Specialized Stumpjumper HT line has a 71.5-degree head angle. Trek also insists on a custom-offset fork to complete its G2 geometry.

The Superfly’s top tube length and reach are slightly longer than the Stumpjumper’s, and both lines have the same chainstay length — 435mm. It seems that the Trek gets most of its 1,160mm wheel base from the slacker head tube, making it 88mm longer than the Stumpjumper.

Interestingly, the Superfly’s bottom bracket drop is 5.5mm less than the Stumpjumper, meaning that the pedals sit slightly higher in the frame.

Aside from that detail, Trek’s bike is a longer, slacker machine than most ordinary cross-country race bikes.

Passable parts

To be charitable, the 9.7’s components are adequate. I’ve often found SRAM’s lower-end mountain bike shifting to be a bit clunky and slow to respond, and this pairing of X7 shifters and an X9 rear derailleur is no different. Trek does deserve credit for speccing a Type 2 rear derailleur with a clutch to eliminate nearly all chain noise.

The wheels are also humble — Bontrager rims and blue anodized hubs, which may not stand the test of time from a fashion standpoint. The cartridge bearing internals, however, are reassuring. The wheels are tubeless-ready, which is an essential upgrade, so it’s nice that the Trek is ready for it.

I’ll come right out and say that all 29er hardtails should have 100mm travel forks. Yes, the Fox Float 32 on the 9.7 was equipped with the Evolution damper, which is noticeably inferior to the higher-end FIT damping. But the extra cushion goes a long way to taming rough trail. The CTD lever was helpful to provide a firm ride on paved climbs, but I’d trade that for a damper that supports the middle of the travel any day. I’d lower the pressure to get top-end suppleness, only to be punished by excess brake dive and overly linear stroke.

Shimano SLX disc brakes are one of the finest aspects of this bike’s build. It’s remarkable how Shimano can deliver basic, affordable brakes like these, which are within striking distance of its XTR models.

Unfortunately, our Shimano HG62 cassette did not do as well. I destroyed it by somehow shifting the chain between the third and fourth largest cogs. It may have been a freak occurrence. It was certainly the first time for this unlucky tester.

Am I being too critical of the components? At $3,150, the Superfly 9.7 is certainly not targeted as an entry-level model. This is the type of bike a junior or collegiate racer would buy to enjoy for many years of pinning on plates. Surely they deserve a more reliable drivetrain and a capable fork.

The wheels are an easy upgrade that almost any racer expects to make. I did so myself with this test bike, improving the ride with some ENVE M50s. The faster acceleration and surefooted steering was an improvement. Those wheels also shaved a pound off the Superfly’s 25-pound stock weight. However, the most noticeable way to improve the bike’s feel is to convert the tires to tubeless, a much less expensive alternative to carbon wheels.

Another upgrade I made was a Stages power meter, which is becoming an essential training tool, even for mountain bike racers.

Taking it to the trail

Performance on paper doesn’t always equate to performance on dirt, and in some ways, the 9.7 makes that point.

I forgot about its hefty (for a hardtail) weight once it started snapping through corners and pumping fast rollers. As I’ve alluded to, the geometry gives this bike a great personality on the trail, letting you open things up on fast descents, keeping your body weight back just far enough on the steeps, and somehow avoiding any 29er sluggishness.

It’s rare to find a cross-country bike as playful as this, but the Superfly was happy to pop off jumps and whip around berms. Once terrain got rougher, things became a little less cheerful, especially with the fork’s shortcomings, but the bike loyally stayed on line. Perhaps that’s a testament to the carbon construction, as well as the 142x12mm rear thru-axle.

Once the fun ended and the work began, the Superfly was capable. It responded well as I hammered out of corners on steep climbs, rarely betraying its weight. I also enjoyed the fairly rangy top tube in the races I did. It encouraged me to stretch out a bit more, also helping to keep weight over the front wheel on steep pitches.

Is it super enough for you?

When it comes to high-speed riding and racing, the Superfly 9.7 is pretty hard to beat. You can overcome its components’ shortcomings with a few key upgrades, but you might be better off spending an extra $730 to get the 9.8 model.

However, if your riding and racing happens primarily in a place like New England where the corners, rock gardens, trees, and competition are all very tight, make sure to get a test ride on the Superfly. Its laid-back west coast personality is great in many settings, but it might not be sharp enough for every course.

Price: $3,150 Weight: 25 pounds Pros: Fun, comfortable geometry and personality. Great frame construction, reliable brakes. Cons: Underwhelming shifting and fork. Might not handle quickly enough for certain tastes. trekbikes.com

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Trek Superfly 9.6 2015 Technical specs and features

General specs of trek superfly 9.6 bicycle, wheels and breaking system, frame and body specifications, gearing specs, trek superfly 9.6 fork system data, other specs of trek superfly 9.6, trek superfly 9.6 picture, superfly 9.6 bike comparison.

Trek Superfly 9.6 VS Cannondale F29 2

Trek Superfly 9.6 VS Specialized Hotrock 24 XC Boys

Trek Superfly 9.6 VS KHS Sixfifty 500 L

Trek Superfly 9.6 VS Specialized Hardrock Sport Disc 26

Trek Superfly 9.6 bike review

Trek produced the Superfly 9.6 bike in 2015 and can be classified as a Mountain bike bicycle, this exact model costs in american market arround $2,409.99. Superfly 9.6 bike is available in many sizes such as 15.5 (inches), 17.5 (inches), 18.5 (inches), 19.5 (inches), 21.5 (inches) and 23 (inches). Trek Mountain bike Superfly 9.6 can be found in a few colors, among these colors Carbon Smoke and Volt Green . This bike is equiped with Bontrager XR1 Expert tires while the rims are manufactured by Bontrager Mustang Elite Tubeless Ready 28-hole. Trek equiped this exact model with Shimano Deore hydraulic disc braking system and Bontrager sealed cartridge bearing, 15mm alloy axle, centerlock, Bontrager sealed cartridge bearing, alloy axle, centerlock hubs. To guarantee the comfiest ride Trek used Carbon Fiber material for the frame. Bontrager Low Riser, 31.8mm, 5mm rise high strength material is used on the handlebar of this Superfly 9.6 to ensure the perfect handling while the stems are made of Bontrager Race Lite, 31.8mm, 7 degree. For the smoothest biking experience FSA F2000, 36/22 is used on this bicycle linked to KMC X10 chain that is easily replaceable as stated by Trek , the whole system is connected to a high reliability Shimano Deore, 10 speed gear shift levers.

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Trek Superfly

• AUS $ NZD $ USD $ CAD $ GBP £ EUR €

Size / 15.5", 17.5", 19", 21", 23"

At a glance

Where to buy.

Specifications

• Frame OCLV Mountain Carbon w/E2 tapered head tube, BB95 bottom bracket, Carbon Armor, G2 Geometry
• Wheels Bontrager sealed cartridge bearing, 15mm alloy axle front hub; Bontrager sealed cartridge bearing, alloy axle rear hub w/ Bontrager AT-850 32-hole double-walled rims
• Wheel Size 29"
• Tires Bontrager 29-1 Expert, 29x2.20"
• Crank Shimano Deore, Shimano M552, 42/32/24
• Bottom Bracket BB95, 95.5mm, press-fit
• Front Derailleur Shimano SLX, Shimano SLX, direct mount
• Rear Derailleur Shimano XT, Shimano Deore XT Shadow
• Shifters Shimano Deore, Shimano Deore, 10 speed
• Brakeset Shimano Deore, Shimano M596 hydraulic disc brakes
• Handlebar Bontrager Low Riser, 31.8mm, 5mm rise, 9 degree sweep
• Saddle Bontrager Evoke 2, chromoly rails
• Seatpost Bontrager Rhythm Elite, 27.2mm, zero offset
• Stem Bontrager Race Lite, 31.8mm, 7 degree
• Headset Cane Creek IS-3, E2, alloy cartridge

Q: Where to buy a 2013 Trek Superfly?

The 2013 Trek Superfly may be purchased directly from Trek .

Q: What size wheels does the 2013 Trek Superfly have?

The 2013 Trek Superfly has 29" wheels.

Q: What size 2013 Trek Superfly should I get?

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Trek Superfly review

Proven and well-natured performer

justin loretz

Trek, or more specifically Gary Fisher, were the first big name to really ‘get’ 29ers. This understanding of the big-wheel phenomenon is clear from their design philosophy. Their bikes look different and ride differently to other 29ers.

• Highs: The Superfly is easy to ride fast and easy to ride slow
• Lows: It needs a bigger front tyre
• Buy if... You want a go-anywhere, do-anything racer with upgrade potential

Trek’s commitment to carbon is one of the longest-standing in the industry. Their Optimum Compaction Low Void (OCLV) monocoques have 20 years of iterative tweaks to offer frames that are stiff, light and blessed with a comfort factor that makes many other bikes feel like church pews.

Gary Fisher’s G2 geometry reduces trail (the distance between a line to the floor through the centreline of the steerer and a line falling vertically to the ground), which Trek use to increase steering stability. Many mountain bikers like this characteristic, as it enhances performance and confidence on steep or loose surfaces. Add in a tapered head tube for a stiffer front end and a wide, strong, press-fit BB90 bottom bracket, and the Superfly frame is ready for your power.

The Shimano transmission and brakes mix eye-catching XT rear and SLX front derailleurs, a non-series triple chainset, SLX brakes and that solid workhorse, a RockShox Reba fork. The rest of the bike is a trip through the Bontrager catalogue, with everything from grips to tyres from the Trek component arm. No one liked the overuse of blue anodising, which cheapens an otherwise tidy bike. We’d like a slightly more aggressive front tyre too.

All of our testers commented upon the Superfly's easy-riding nature. It goes exactly where it’s pointed, exploiting whatever grip the fast-rolling 2.2in Bontrager 29-1 tyres can find. The Trek gets you doing the basics right – climbing in the saddle without having to over reach, carving turns, railing around uphill switchbacks and letting you take liberties on line choice. Not having to jig about in the saddle to bring both wheels into play is refreshing.

This bike has a proven track record for performance, with the same frame being ridden to numerous World Cup podium spots. That the Trek was also popular with less experienced riders speaks volumes – it has a true pedigree not just as a speed machine, but for riding on dirt. There are more glamorous bikes, but few that ride as well as the Superfly.

This article was originally published in What Mountain Bike magazine, available on Apple Newsstand and Zinio .

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Samara Oblast, Russia

The capital city of Samara oblast: Samara .

Samara Oblast - Overview

Samara Oblast is a federal subject of Russia located in the southeastern part of European Russia, in the middle reaches of the Volga River, part of the Volga Federal District. Samara is the capital city of the region.

The population of Samara Oblast is about 3,132,000 (2022), the area - 53,565 sq. km.

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Samara oblast coat of arms.

Samara oblast map, Russia

Samara oblast latest news and posts from our blog:.

15 February, 2020 / Syzran - the view from above .

4 April, 2019 / Cities of Russia at Night - the Views from Space .

26 January, 2018 / Samara - the view from above .

4 December, 2017 / Stadiums and Matches of the World Cup 2018 in Russia .

21 November, 2016 / Park of the History of Equipment in Tolyatti .

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History of Samara Oblast

The territory of the present Samara region became part of the Russian state in the middle of the 16th century, after the Kazan and Astrakhan khanates were conquered by the Russian state. In the 17th-18th centuries, the territory around the middle Volga was colonized by migrants from other regions of Russia and foreigners (in particular, the Volga Germans).

The intensified colonization of the region began only in the second half of the 18th century. From the mid 19th century, this region experienced economic growth. Samara became an important center of the Russian domestic grain market, which led to the development of trade and industry in the city. In 1851, Samara became the center of Samara guberniya (province).

In 1935, Samara was renamed into Kuybyshev (the historical name was returned in 1990). In Soviet times, industrialization had a serious impact on the development of the region. Construction of plants producing explosives, poisonous substances and ammunition began in the town of Chapayevsk.

During the Second World War, the region became one of the centers of the defense industry of the USSR. In 1941, an oil processing plant was put into operation in Syzran providing the army with fuel. Several aviation plants were evacuated to Kuybyshev from Moscow and Voronezh. They started production of “Il-2” attack aircraft.

More Historical Facts…

In 1942, a railway passed through Syzran to supply Soviet troops during the Stalingrad Battle. In 1941-1943, diplomatic missions of foreign countries to the USSR were located in Kuybyshev (Samara). In 1941, there were plans for transferring the capital of the country to Kuybyshev in case the German troops capture Moscow.

In the 1950s-1960s, this region was one of the leading centers of oil extracting in the USSR. In 1945-1951, Kuybyshev and Novokuybyshev oil processing plants were built. At the same time, construction of Zhiguli hydroelectric power station was resumed. It was put into operation in 1955. Because of this construction, the town of Stavropol was flooded and was rebuilt in a new place and received a new name - Tolyatti.

Later, the construction base created during the construction of Zhiguli hydroelectric power station was used to create a series of other large industrial enterprises in Tolyatti - “KuybyshevAzot” mineral fertilizer plant, “Tolyattikauchuk” synthetic rubber plant (1964-1966), the Volga Automobile Plant (1970), and the largest in the country and the world manufacturer of ammonia “TolyattiAzot” (1979).

At the same time, aviation production was expanded. Kuibyshev Aviation Plant began production of the most mass Soviet passenger medium-haul aircraft Tu-154. The Soviet rocket space program orders were also fulfilled at this plant (“Progress” rockets).

In the post Soviet period, due to saved economic potential, Samara oblast has become one of the main economic centers of the country.

Samara Oblast views

Samara Oblast scenery

Author: Dmitriy Siryachenko

Winter in Samara Oblast

Author: Ochin Vladimir

Author: Alexander Urgalkin

Samara Oblast - Features

Samara Oblast stretches from north to south for 335 km, and from west to east - for 315 km. The climate is moderately continental. The average temperature in July is plus 20.7 degrees Celsius, in January - minus 13.8 degrees Celsius.

The largest cities and towns of the region are Samara (1,137,000), Tolyatti (685,600), Syzran (163,000), Novokuybyshevsk (98,400), Chapaevsk (70,100), Zhigulevsk (50,000), Otradny (47,000).

The main resources of the Samara region are oil, natural gas, shale oil, various building materials, water resources. The local industry is presented by about 400 large and medium plants and over 4,000 small ones. The most developed industries are machine building (automotive industry) and metalworking, fuel, electric power, chemical and petrochemical, non-ferrous metallurgy.

AvtoVAZ is the largest manufacturer of cars in Russia and Eastern Europe. TogliattiAzot is the largest producer of ammonia in the world (about 8-10%). The 300-kilometer section of the main ammonia pipeline Togliatti-Odessa passes through the territory of the region.

Crop production specializes in the cultivation of wheat, barley, millet, buckwheat, sunflower, vegetables, and potatoes. Livestock is represented by production of cattle meat and milk, pigs, poultry.

Tourism in Samara Oblast

There are 19 monuments of archeology, more than 1,200 cultural monuments, 11 theaters, and 58 museums on the territory of the Samara region. The cities of Samara, Syzran and Tolyatti are included in the List of Historical Settlements of the Russian Federation.

The most developed areas of tourism: sightseeing tourism, cruises along the Volga River, medical and recreational, ecological, event, rural, and ethnographic tourism, caving tourism, bicycle and horse routes.

The most interesting sights:

• The buildings of the Samara Drama Theater and the Samara Opera and Ballet Theater,
• Stalin’s Bunker, House with Elephants, Klodt Mansion, Zhigulevsky Brewery in Samara,
• Samara Space Museum,
• Church of Sergius of Radonezh in Chapaevsk,
• Kremlin, Sterlyadkin Mansion in Syzran,
• Church of the Kazan Icon of the Mother of God in the village of Verhnee Sancheeleevo,
• Museum of the History of Technology in Tolyatti,
• House-museum of Ilya Repin in the village of Shiryaevo,
• Sarbai Center of Folk Crafts in the village of Sarbai,
• Center for Historical Modeling “Ancient World” with the dwellings of the Stone and Bronze Ages,
• Zhiguli State Nature Reserve and Samarskaya Luka National Park - a UNESCO World Heritage Site. The Zhiguli Mountains are the largest mountain range in the region and, at the same time, one of the most beautiful places in Russia.

Annual festivals taking place in the Samara region:

• All-Russia festival of the author’s song named after Valery Grushin (the first weekend of July),
• “World of Bards” (in the end of August),
• Festival of electronic music and extreme sports GES FEST (the second week of July),
• “The Battle of Timur and Tokhtamysh”,
• “Steppe races in the Samara estate of Leo Tolstoy”,
• International festival “Drums of the World” (June),
• Holiday “Syzran tomato” (mid-August),
• “Holiday of a cherry pie” in the village of Shiryaevo,
• International festival “Theatrical Circle” in Tolyatti,
• Festival of Classical Ballet named after Alla Shelest.

Samara oblast of Russia photos

Nature of samara oblast.

Field road in the Samara region

Dandelions in Samara Oblast

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Samara Oblast landscape

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Am Trakt Mennonite Settlement (Samara Oblast, Russia)

• 1 Am Trakt Mennonite Settlement – 1897
• 2 Bibliography
• 3 Cite This Article

Am Trakt Mennonite Settlement, formerly located in the province of Samara (formerly Kuibyshev from 1935 until 1991) on the Volga River, Russia, was established by Mennonites from Prussia in 1853. When, in 1847, Prussia passed a conscription law, Claas Epp Sr. and Johann Wall were delegated to investigate settlement possibilities in Russia . The Russian government granted the application for 100 Mennonite families of Prussia to settle in Russia, under the condition that each family make a down payment of 350 talers to the Russian embassy in Berlin, which was to be repaid after settlement, deducting expenses incurred by the government in connection with it. The settlers were to be model farmers for the surrounding population, and were promised free exemption from military service for 20 years, after which time they were expected to pay taxes for the exemption. Every family received 160 acres of land.

The first 22 families under the leadership of Epp and Wall left Prussia in the fall of 1853. They spent some time in the Molotschna settlement until the delegates had located the land for settlement, which was located near the Tarlyka River and its tributary, the Malyshevka, on a tract of land used as a road to haul salt ( Salztrakt ) with sufficient pasture land. In the fall of 1853 the first nine families, coming directly from Prussia, arrived and stayed over winter in the village of Privolynaya. In the spring they established Hahnsau . Köppental was founded in 1855. By 1880 all 10 villages had been established: Hahnsau , Köppental , Lindenau, Fresenheim, Hohendorf, Lysanderhöh , Orloff, Valuyevka, Ostenfeld , and Medemtal.

Am Trakt Mennonite Settlement – 1897

• Settlers of Hahnsau moved to Central Asia in 1880-81.

The settlement consisted of 37,800 acres. The settlers of Hahnsau and some of the other villages moved to Central Asia in 1880-81, under the leadership of Claas Epp Jr . The village pattern deviated somewhat from that of the Mennonite villages of the Ukraine . Because the farmers who settled here brought some money, the settlement prospered economically, although the soil was not quite as good as in the Ukraine and in spite of periods of drought. They raised primarily wheat and rye, although barley, oats, and other crops were common. Later they became expert in selecting the most suitable seeds for the territory. Studies of their achievements were made repeatedly by Russian writers even after the Revolution. Their agricultural machinery was in part imported and in part made in local Mennonite factories. Especially well known was the Epp factory of Köppental. The Mennonites also became known for their breeds of horses and cattle.

Culturally the Mennonites of the Am Trakt settlement developed rapidly. They established elementary schools, and many of their youth attended secondary schools in the Ukraine . Before World War I they established a secondary school at Köppental. They had a mutual aid treasury, fire and theft insurance, as well as accident insurance. The settlement had its own administration. The two outstanding Oberschulzen, Johann D. Dyck (1866-1884) and Johann Bergmann (1884-1896), made outstanding contributions to the economic and cultural progress, achieved particularly in 1900-14. In 1908 a cheese factory was established. In 1910 an agricultural association was founded which sponsored an agricultural fair in 1913, and the educational system was improved. Five thousand additional acres were purchased for young couples.

At the outbreak of World War I the young Mennonite men were drafted and served in the zemstvo organization in hospital work. The families who lost their breadwinners were remunerated by the settlement. When the Volga German Autonomous Soviet Socialist Republic was organized in 1924, the Am Trakt Mennonite settlement became a part of this Republic. D. J. Klassen and J. J. Dyck represented the Mennonites for a time in the legislature. During the period of drought and starvation, the Mennonites of the settlement as well as the population in general were helped by the Mennonite Central Committee , represented by C. F. Klassen and Peter Fröse.

After the hardships of the trying years, the agricultural life of the Mennonite settlement was revived during 1923-27. The Malyshevka Agricultural Association was organized in 1923, which specialized in the selection of seeds and making them available far beyond the settlement. The land of the Mennonite settlement was distributed according to the size of the family and the available agricultural machinery. The settlement took an active part in the efforts of the Allrussischer Mennonitischer Landwirtschaftlicher Verein . Johann L. Penner was the first chairman of the district council after the Revolution; he was succeeded by A. A. Fröse. The young men of military age were at this time freed from military service, after the sincerity of their religious conviction had been examined.

Some Mennonites immigrated to Canada . By 1927 there was a trend toward a more radical Communist program. Around 1929 the settlement had a Mennonite population of about 2,000. Many of the Mennonite leaders were exiled at this time and later just as in the other Mennonite settlements. When Germany invaded Russia, the Volga Republic was automatically dissolved and most of the population exiled to Asiatic Russia , thus ending the Am Trakt Mennonite settlement.

Bibliography

Am Trakt. Eine mennonitische Kolonie im mittleren Wolgagebiet . North Kildonan, 1948.

Dyck, Johannes J. Am Trakt: a Mennonite Settlement in the Central Volga Region . Winnipeg, MB: CMBC Publications, 1995.

König, Lothar. Die Deutschtumsinel an der Wolga . Dülmen, 1938.

Cite This Article

Krahn, Cornelius. "Am Trakt Mennonite Settlement (Samara Oblast, Russia)." Global Anabaptist Mennonite Encyclopedia Online . 1959. Web. 26 Aug 2024. https://gameo.org/index.php?title=Am_Trakt_Mennonite_Settlement_(Samara_Oblast,_Russia)&oldid=170114 .

Krahn, Cornelius. (1959). Am Trakt Mennonite Settlement (Samara Oblast, Russia). Global Anabaptist Mennonite Encyclopedia Online . Retrieved 26 August 2024, from https://gameo.org/index.php?title=Am_Trakt_Mennonite_Settlement_(Samara_Oblast,_Russia)&oldid=170114 .

Adapted by permission of Herald Press , Harrisonburg, Virginia, from Mennonite Encyclopedia , Vol. 4, pp. 743-744. All rights reserved.

©1996-2024 by the Global Anabaptist Mennonite Encyclopedia Online. All rights reserved.

• Mennonite Settlements in Russia

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