Desert safari Dubai

Desert safari Dubai

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Desert safari Dubai: the phrase alone conjures a ribbon of bronze dunes, the thrum of a 4x4 engine, and the quiet night sky pricked with stars. It promises adrenaline and stillness in the same breath-an excursion that has become nearly synonymous with visiting the UAE, yet reaches deeper than the social feed snapshots suggest.


The desert here is not an empty backdrop but a living landscape at the edge of a global city. Drive 45 minutes from glass towers and you enter the Arabian Desert, where the wind patterns sculpt dunes that move like slow waves. The best safaris know this is the main event. Quad biking Dubai . The itinerary often starts with a convoy rolling off the tarmac, tires softened to grip the sand. Dune bashing-those rollercoaster climbs and drops-can be as gentle or wild as you choose; experienced drivers read the sand the way sailors read currents, avoiding fragile areas and keeping passengers safe. Between dunes, you might spot a lizard skittering to shade or, in protected zones, a white Arabian oryx lifting its crescent horns against the heat haze.


What happens on a “typical” safari depends on when you go. Morning trips chase the cool air and clean light, swapping campfire dinners for sandboarding runs and camel rides. Evening safaris are the classic: the sun skirts the horizon just as you reach a camp set up to evoke Bedouin hospitality-rugs underfoot, lanterns flickering, the scent of cardamom coffee.

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Overnight safaris slow the whole experience down, giving you time to listen to the desert breathe after the entertainment fades and the generators fall silent.


At camp, the cultural program is part theater, part introduction. You'll often be greeted with dates and Arabic coffee, a small gesture that carries centuries of Bedouin etiquette: in a harsh environment, hosting strangers was survival. Henna artists paint ephemeral vines across wrists. Falconers display the birds that once helped hunters feed families. Performances-Tanoura spinning, sometimes belly dance-reflect a broader Middle Eastern entertainment palette rather than a purely Emirati one; a good guide will distinguish between local heritage and regional additions. Dinner leans toward a buffet that might feature grilled meats, hummus, and sweet, sticky luqaimat, best eaten with your fingers while the sand cools beneath your feet.


Some safaris trade horsepower for heritage. Within the Dubai Desert Conservation Reserve, operators use vintage Land Rovers or more restrained routes to minimize impact, and guides point out native flora that thrives against odds-ghaf trees, hardy shrubs-and track gazelles by their delicate hoofprints. Balloon safaris at dawn lift you into a gentler drama: the sun unspooling across an ochre sea, shadows telescoping as if the desert were breathing. These quieter options suit travelers who prefer storytelling and ecology to adrenaline.


If there's one misconception to temper, it's that the desert is only spectacle. There is a moment-often after sunset, just before dinner-when the wind drops and voices lose their edges. eco friendly dune buggy Dubai half day dune buggy Dubai Turn away from the lights, and you'll notice the sand still radiating the day's warmth through your shoes, the sky deepening to navy, the constellation of Dubai's skyline a faint echo to the north. That hush is the heart of the experience, a reminder that the city grew from this expanse and still draws its bearings from it.


Practicalities matter, and choosing well can make the difference between a box-ticked tour and a memory that lingers. October through April offers the best weather; winter nights can be surprisingly cool, so bring layers. In summer, dawn or late-evening safaris soften the heat. Wear breathable fabrics and closed shoes-sand gets everywhere-and protect yourself with sunscreen, a hat, and sunglasses. If you're prone to motion sickness, request a front seat or opt for a softer drive. Pregnant travelers and those with back or neck concerns should skip dune bashing and choose wildlife or cultural-focused itineraries.

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Reputable operators brief passengers, carry recovery gear, and respect the land; they'll also be clear about what's included and what isn't, from quad bikes to premium beverages.


There's an ethical dimension, too. The desert is resilient but not invincible. Repeated off-track driving can scar dunes and stress wildlife; feeding animals, including falcons, distorts their behavior. Look for operators with conservation commitments, permits for protected areas, and smaller group sizes. Leave no traces: carry your litter, refill water bottles, and resist the urge to collect sand or plants. Cultural respect is as relevant here as in any city-ask before photographing people, dress with modesty in mind, and engage with curiosity rather than consumption.


Critics sometimes argue that desert safaris are commodified, more show than substance. The charge isn't baseless; some camps feel like theme parks. Yet even within the commercial frame, the experience can hold a truthful thread. Hospitality remains a point of pride in the Emirates. The coffee is genuinely roasted and poured with care. The falconer's glove, scarred with use, tells a working story. And the desert itself refuses to be a prop. It shifts, it shimmers, it insists on presence. The best guides act as translators between that world and yours, connecting meteorology to dune shape, linking a bowl of dates to a survival economy, interpreting a star map that guided travelers long before GPS.


In the end, Desert safari Dubai is a brief crossing: from spectacle to stillness, from city polish to elemental textures, from itinerary to encounter. Go with a spirit of attention. Choose thoughtfully.

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Carry the silence back with you, a fine dust that settles into memory, reminding you that beyond the skyscrapers is an old, generous landscape-one that asks only that you tread lightly and look up.


A few quick tips:



  • Book with licensed operators, especially for the Dubai Desert Conservation Reserve.

  • Confirm what's included (dune bashing level, wildlife drive, shows, dinner, beverages, quad biking).

  • Bring a light jacket in winter and a scarf or buff to manage windblown sand.

  • Cash helps for tips, souvenirs, or optional activities; cards aren't accepted everywhere.

  • Drones are restricted; check regulations before you fly.

Can-Am
The logo of the Can-Am Challenge Cup
Category Sports car racing
Country United States, Canada
Folded 1987

The Canadian-American Challenge Cup, or Can-Am, was an SCCA/CASC sports car racing series from 1966 to 1974, and again from 1977 to 1987.

The Can-Am rules were deliberately simple and placed few limits on the entries. This led to a wide variety of unique car body designs and powerful engine installations. Notable among these were Jim Hall's Chaparrals and entries with over 1,000 horsepower.

History

[edit]
The Can-Am race at Edmonton International Speedway in 1973

Can-Am started out as a race series for Group 7 sports racers with two races in Canada (Can) and four races in the United States of America (Am). The series was initially sponsored by Johnson Wax. The series was governed by rules called out under the FIA Group 7 category with unrestricted engine capacity and few other technical restrictions.

The Group 7 category was essentially a Formula Libre for sports cars; the regulations were minimal and permitted unlimited engine sizes (and allowed turbocharging and supercharging), virtually unrestricted aerodynamics, and were as close as any major international racing series ever got to have an "anything goes" policy. As long as the car had two seats, bodywork enclosing the wheels, and met basic safety standards, it was allowed. Group 7 had arisen as a category for non-homologated sports car "specials" in Europe and, for a while in the 1960s, Group 7 racing was popular in the United Kingdom as well as a class in hillclimb racing in Europe. Group 7 cars were designed more for short-distance sprints than for endurance racing. Some Group 7 cars were also built in Japan by Nissan and Toyota, but these did not compete outside their homeland (though some of the Can-Am competitors occasionally went over to race against them).

SCCA sports car racing was becoming more popular with European constructors and drivers, and the United States Road Racing Championship for large-capacity sports racers eventually gave rise to the Group 7 Can-Am series. There was good prize and appearance money and plenty of trade backing; the series was lucrative for its competitors but resulted, by its end, in truly outrageous cars with well over 1,000 horsepower (750 kW) (the Porsche team claimed 1,500 hp (1,100 kW) for its 917/30 in qualifying trim[1]), wings, active downforce generation, very light weight and unheard of speeds. Similar Group 7 cars ran in the European Interserie series from 1970 on, but this was much lower-key than the Can-Am.

On-track, the series was initially dominated by Lola, followed by a period in which it became known as the "Bruce and Denny show", the works McLaren team dominated for five consecutive seasons (1967-1971) until the Porsche 917 was perfected and became almost unbeatable in 1972 and 1973. After Porsche's withdrawal, Shadow dominated the last season before Can-Am faded away to be replaced by Formula 5000. Racing was rarely close—one marque was usually dominant—but the noise and spectacle of the cars made the series highly popular.

The energy crisis and the increased cost of competing in Can-Am meant that the series folded after the relatively lackluster 1974 season; the single-seater Formula 5000 series became the leading road-racing series in North America and many of the Can-Am drivers and teams continued to race there. F5000's reign lasted for only two years, with a second generation of Can-Am following. This was a fundamentally different series based initially on converted F5000 cars with closed-wheel bodies. There was also a two-liter class based on Formula Two chassis. The second iteration of Can-Am faded away as IMSA and CART racing became more popular in the early 1980s but remained active until 1987.

Can-Am remains a well-remembered form of racing due to its popularity in the 1960s and early 1970s, the limited number of regulations allowing extremely fast and innovative cars and the lineup of talented drivers. Can-Am cars remain popular in historic racing today.

Notable drivers

[edit]

Notable drivers in the original Can-Am series included virtually every acclaimed driver of the late 1960s and early 1970s. Jim Hall, Mark Donohue, Mario Andretti, Parnelli Jones, George Follmer, Dan Gurney, Phil Hill, Denny Hulme, Jacky Ickx, Bruce McLaren, Jackie Oliver, Peter Revson, John Surtees, and Charlie Kemp all drove Can-Am cars competitively and were successful, winning races and championship titles. Al Holbert, Alan Jones and Al Unser Jr. are among the drivers who launched their careers in the revived Can-Am series.

Pioneering technology

[edit]

Can-Am was the birthplace and proving ground for what, at the time, was cutting-edge technology. Can-Am cars were among the first race cars to use sport wings, effective turbocharging, ground-effect aerodynamics, and aerospace materials like titanium. This led to the eventual downfall of the original series when costs got prohibitive. However during its height, Can-Am cars were at the forefront of racing technology and were frequently as fast as or even faster around laps of certain circuits than the contemporary Formula One cars. Noted constructors in the Can-Am series include McLaren, Chaparral, Lola, BRM, Shadow and Porsche.

Manufacturers

[edit]

McLaren

[edit]
A McLaren M1A, one of the early Can-Am competitors that was equally at home in other sportscar series.
McLaren Can Am Chassis restored by Racefab Inc. for vintage racing

McLaren cars were specially designed race cars. The Can-Am cars were developments of the sports cars which were introduced in 1964 for the North American sports car races. The team works car for 1964 was the M1. For 1965 the M1A prototype was the team car and bases for the Elva customer M1A cars. In late 1965 the M1b(mk2) was the factory car in 1966 with Bruce McLaren and Chris Amon as drivers. In 1967, specifically for the Can-Am series, the McLaren team introduced a new model, the M6A. The McLaren M6A also introduced what was to become the trademark orange color for the team. The McLaren team was considered very "multinational" for the times and consisted of team owner and leader Bruce McLaren, fellow New Zealander Chris Amon and another "kiwi", the 1967 Formula One world champion, Denny Hulme, team manager Teddy Mayer, mechanics Tyler Alexander, Gary Knutson, Lee Muir, George Bolthoff, Frank Zimmerman, Tom Anderson, Alan Anderson, David Dunlap, Leo Beattie, Donny Ray Everett, and Haig Alltounian (all from the US), Don Beresford, Alec Greaves, Vince Higgins, and Roger Bailey (UK), Tony Attard (Australia), Cary Taylor, Jimmy Stone, Chris Charles, Colin Beanland, Alan McCall, and Alistair Caldwell (NZ). The M6 series used a full aluminum monocoque design with no uncommon features but, for the times, there was an uncommon attention to detail in preparation by the team members. The M6 series of cars were powered by Chevy "mouse-motor" small-block V8s built by Al Bartz Engines in Van Nuys, California. They were models of reliability. This was followed in 1968 by the M8A, a new design based around the Chevy big-block V8 "rat motor" as a stressed member of the chassis. McLaren went "in house" with their engine shop in 1969. The M8B, M8C, M8D and M20C were developments of that aluminum monocoque chassis. McLaren so dominated the 1967-1971 seasons that Can-Am was often called the "Bruce and Denny show" after the drivers who very often finished first and second. There was even a one-two-three finish at the Michigan International Speedway on September 28, 1969: McLaren first, Hulme second, and Gurney third. Nine months later, Bruce McLaren lost his life, on June 2, 1970, at Goodwood when the rear bodywork of his prototype M8D detached during testing resulting in a completely uncontrollable car and a fatal high-speed crash. Team McLaren continued to succeed in Can-Am after Bruce's death with a number of other drivers, but the works Porsche effort with a turbocharged flat-12 engines and a high development budget meant that they could not keep up with the 917. Although private McLarens continued in the series, the works team withdrew to concentrate on Formula One (and USAC, for several years). Team McLaren went on to become a several time F1 champion and is still a part of that series.

Porsche

[edit]
The Porsche 917/30 carried Mark Donohue to the 1973 championship.

The Porsche 908 spyder was used in Can-Am, but was underpowered (350 hp) and mainly used by underfunded teams. It did win the 1970 Road Atlanta race, when the more powerful cars fell out. The 917PA, a spyder version of the 917K Le Mans car, was raced, but its normally aspirated flat-12 was underpowered (530 hp). In 1971 the 917/10 was introduced. This was not turbocharged, but was lighter and had cleaner body work, and Jo Siffert managed to finish fourth in the championship.

For 1972 the 917/10K with a turbocharged 900 horsepower five-litre flat-12 was introduced. Prepared by Roger Penske and driven by Mark Donohue and George Follmer these cars won six of the nine races. In 1972 Porsche introduced an even more powerful car, the 917/30KL. Nicknamed the "Turbopanzer" this car was seen as a monster. With 1,100 or 1,580 horsepower (820/1161 kW in race or qualifying trim)[citation needed] available from its 5.4 litre flat-12 and weighing 1,800 lb (816 kg) with better downforce this car won six of eight races in the 1973 championship.[2] Porsche's dominance was such that engine rules were changed to try to reduce the lack of competition for one marque by enforcing a fuel-consumption rule for 1974. This kind of alteration of rules to promote equality is not unknown in other forms of American motorsport. The category that the car had been created for and competed in was discontinued and in 1975 Donohue drove this car to a closed-course world-speed record of 221 mph (average)(356 km/h) at the Talladega Superspeedway (then called the "Alabama International Motor Speedway"). It was capable of 240 mph (386 km/h) on the straights.[3]

Chaparral

[edit]
Chaparral's infamous 2J "Sucker Car" was banned from Can-Am after 1970, due to its unique downforce-producing fans.

Jim Hall's Chaparrals were very innovative, following his success in the United States Road Racing Championship (USRRC). The 2 series Chaparrals (built and engineered with a high degree of covert support from Chevrolet's research and development division) were leaders in the application of aerodynamics to race cars culminating with the introduction of the 2E in 1966, the first of the high wing race cars. The 2E was a defining design, and the 2G was a development of that basic design. The FIA banned movable aerodynamic devices and Chaparral responded with the 2H 1969. The 2H broke new ground, seeking to reduce drag but did not achieve much success. The 2J that followed was perhaps the ultimate example of what Group 7 rules could allow in a racing car. It was a twin-engined car, with the by-then usual big-block Chevrolet engine providing the driving force, and a tiny snowmobile engine powering a pair of fans at the back of the car. These fans, combined with the movable Lexan "skirts" around the bottom of the car created a vacuum underneath the car, effectively providing the same level of downforce as the huge wings of previous vehicles, without the drag. Although far too mechanically complex to survive in racing environments, the theory was sound, and would appear in Formula One a few years later in the BT46B "Fan Car" of 1978.

Lola

[edit]

The Lola T70, T160-165, T220, T260, and T310 were campaigned by the factory and various customers, and were primarily Chevy powered. The Lola T70 driven by John Surtees won the first Can-Am championship in 1966. Lola continued to experiment with new designs versus McLaren which refined the design each year. The 1971 Lola T260 had some success with Jackie Stewart taking two victories. In 1972 a radical new design, the Lola T310, made its appearance. The T310 was the longest and widest Can-Am car of the era versus the short stubby T260. The T310 was delivered late and suffered handling problems the entire year with its best finish a fourth at Watkins Glen.

Others

[edit]
1974s Shadow DN4A

While McLaren and Porsche dominated the series for most of its existence, other vehicles also appeared. Well-established European manufacturers like Lotus, CRD, in the form of their Merlyn Mk8 Chevrolet, Ferrari and BRM, appeared at various times with limited success, while March tried to get a share of the lucrative market in 1970–71, but could not establish themselves. Ford also flitted across the scene with a number of unsuccessful cars based on the GT40 and its successors. American specialist marques like McKee, Genie and Caldwell competed, alongside exotica like the astonishing four-engined Macs-It special.

British-born mechanic and engineer Peter Bryant designed the Ti22 (occasionally known as the Autocoast after one of the team's major backers) as an American-built challenger to the British McLarens and Lolas. The car made extensive use of titanium in its chassis and suspension, and Bryant experimented with aerodynamics and with early use of carbon-fibre to reduce weight. Although the car was quick it did not achieve consistent success; problems with the team's funding saw Bryant move on to Don Nichols' UOP-sponsored Shadow team. The Shadow marque had made its debut with an astonishing car with tiny wheels and radiators mounted on top of the rear wing designed by Trevor Harris; this was unsuccessful, and more conventional cars designed by Bryant replaced them; Bryant was sidelined when Shadow moved into Formula One but after his departure, turbocharged Shadows came to dominate as Porsche and McLaren faded from the scene.

Decline and revivals

[edit]
Al Holbert driving a VDS-001 in the revived Can-Am in 1982.

The last year for the original Can-Am championship was 1974. Spiraling costs, a recession in North America following the oil crisis, and dwindling support and interest led to the series being canceled and the last scheduled race of the 1974 season not being run.[4]

The Can-Am name still held enough drawing power to lead SCCA to introduce a revised Can-Am series in 1977 based on a closed-wheel version of the rules of the recently canceled Formula A/5000 series. This grew steadily in status, particularly during the USAC/CART wars of the late 70s and early 80s, and attracted some top road-racing teams and drivers and a range of vehicles including specials based on rebodied single seaters (particularly Lola F5000s) and also bespoke cars from constructors like March as well as smaller manufacturers. To broaden the appeal of the series a 2L class was introduced for the last several years—cars often being derived from F2/Formula Atlantic. The series peaked in the early 80s but as the CART Indycar series and IMSA's GTP championship grew in stature it faded. In 1987 the series changed as Indycars started to become a source of cars. The SCCA took away the Can-Am name but the series continued as the Can-Am Teams Thunder Cars Championship. After a single year the teams took the sports bodies off and evolved into American Indycar Series.

In 1991, after 18 months of development, a Shelby Can-Am series was created using a production line of Sports bodied cars designed by Carroll Shelby powered by a 3.3 litre Dodge V6. The series ran for five years before it was dropped by the SCCA. A large number of cars were relocated to South Africa and ran from 2000 onwards.

The name was once again revived in 1998, when the United States Road Racing Championship broke away from IMSA. Their top prototype class was named Can-Am, but the series would fold before the end of 1999 before being replaced by the Grand American Road Racing Championship. The Can-Am name would not be retained in the new series.

Circuits

[edit]

Champions

[edit]
Year Driver Team Car
1966 United Kingdom John Surtees United Kingdom Team Surtees Lola T70-Chevrolet
1967 New Zealand Bruce McLaren United Kingdom Bruce McLaren Motor Racing McLaren M6A-Chevrolet
1968 New Zealand Denny Hulme United Kingdom Bruce McLaren Motor Racing McLaren M8A-Chevrolet
1969 New Zealand Bruce McLaren United Kingdom Bruce McLaren Motor Racing McLaren M8B-Chevrolet
1970 New Zealand Denny Hulme United Kingdom Bruce McLaren Motor Racing McLaren M8D-Chevrolet
1971 United States Peter Revson United Kingdom Bruce McLaren Motor Racing McLaren M8F-Chevrolet
1972 United States George Follmer United States Penske Racing Porsche 917/10
1973 United States Mark Donohue United States Penske Racing Porsche 917/30 TC
1974 United Kingdom Jackie Oliver United Kingdom Shadow Racing Cars Shadow DN4A-Chevrolet
1975–1976 No series
1977 France Patrick Tambay United States Haas-Hall Racing Lola T333CS-Chevrolet
1978 Australia Alan Jones United States Haas-Hall Racing Lola T333CS-Chevrolet
1979 Belgium Jacky Ickx United States Carl Haas Racing Lola T333CS-Chevrolet
1980 France Patrick Tambay United States Carl Haas Racing Lola T530-Chevrolet
1981 Australia Geoff Brabham Belgium Team VDS Lola T530-Chevrolet / VDS 001-Chevrolet
1982 United States Al Unser Jr. United States Galles Racing Frissbee GR3-Chevrolet
1983 Canada Jacques Villeneuve Sr. Canada Canadian Tire Frissbee GR3-Chevrolet
1984 Republic of Ireland Michael Roe United States Norwood/Walker VDS 002-Chevrolet / VDS 004-Chevrolet
1985 United States Rick Miaskiewicz United States Mosquito Autosport Frissbee GR3-Chevrolet
1986 Canada Horst Kroll Canada Kroll Racing Frissbee KR3-Chevrolet
1987 United States Bill Tempero United States Texas American Racing Team March 85C-Chevrolet

Under 2 Litre class champions

[edit]
Year Driver Team Car
1979 United States Tim Evans United States Diversified Engineering Services Lola T290-Ford
1980 United States Gary Gove United States Pete Lovely VW Ralt RT2-Hart
1981 United States Jim Trueman United States TrueSports Ralt RT2-Hart
1982 Sweden Bertil Roos United States Elite Racing Marquey CA82-Hart
1983 Sweden Bertil Roos United States Roos Racing School Scandia B3-Hart
1984 United States Kim Campbell United States Tom Mitchell Racing March 832-BMW
1985 United States Lou Sell United States Sell Racing March 832-BMW

References

[edit]
  1. ^ Nevison, Robert (director) (2008). CAN-AM: The Speed Odyssey (documentary).
  2. ^ http://www.wspr-racing.com/wspr/results/canam/canam1973.html 1973 Can Am results
  3. ^ "Donohue Hits 221 for Closed Course Record". Daytona Beach Morning Journal. AP. August 10, 1975. p. 1B. Retrieved April 24, 2015.
  4. ^ Lyons, Pete (1995). Can-Am. Osceola, Wisconsin: Motorbooks International. p. 240. ISBN 0-7603-0017-8.

Bibliography

[edit]
  • Can-Am, Pete Lyons, Motorbooks International
  • Can-Am Races 1966–1969, Brooklands Books
  • Can-Am Races 1970–1974, Brooklands Books
  • Can-Am Racing Cars 1966–1974, Brooklands Books
  • Can-Am Challenger, Peter Bryant, David Bull
[edit]
  • CanAm History site Archived 2005-08-31 at the Wayback Machine
  • Can-Am History, by Michael Stucker
  • Bruce McLaren Trust Official site
  • Can-Am Results 1966-1986
  • CanamCircus by Stéphane Lebiez
  • Historic Can Am
  • The History of the Canadian - American Challenge Cup

 

 

Polaris
 
Location of Polaris (circled)
Observation data
Epoch J2000      Equinox J2000
Constellation Ursa Minor
Pronunciation /pəˈlɛərɪs, -ˈlær-/;
UK: /pəˈlɑːrɪs/[1]
α UMi A
Right ascension 02h 31m 49.09s[2]
Declination +89° 15′ 50.8″[2]
Apparent magnitude (V) 1.98[3] (1.86 – 2.13)[4]
α UMi B
Right ascension 02h 30m 41.63s[5]
Declination +89° 15′ 38.1″[5]
Apparent magnitude (V) 8.7[3]
Characteristics
α UMi A
Spectral type F7Ib + F6V[6]
U−B color index 0.38[3]
B−V color index 0.60[3]
Variable type Classical Cepheid[4]
α UMi B
Spectral type F3V[3]
U−B color index 0.01[7]
B−V color index 0.42[7]
Variable type suspected[4]
Astrometry
 
Radial velocity (Rv) −17[8] km/s
Proper motion (μ) RA: 44.48±0.11[2] mas/yr
Dec.: −11.85±0.13[2] mas/yr
Parallax (π) 7.54±0.11 mas[2]
Distance 446.5±1.1 ly
(136.90±0.34 pc)[9]
Absolute magnitude (MV) −3.6 (α UMi Aa)[3]
3.6 (α UMi Ab)[3]
3.1 (α UMi B)[3]
 
Position (relative to α UMi Aa)
 
Component α UMi Ab
Epoch of observation 2005.5880
Angular distance 0.172″
Position angle 231.4°
Position (relative to α UMi Aa)
 
Component α UMi B
Epoch of observation 2005.5880
Angular distance 18.217″
Position angle 230.540°
Orbit[9]
Primary α UMi Aa
Companion α UMi Ab
Period (P) 29.416±0.028 yr
Semi-major axis (a) 0.12955±0.00205"
(≥2.90±0.03 AU[10])
Eccentricity (e) 0.6354±0.0066
Inclination (i) 127.57±1.22°
Longitude of the node (Ω) 201.28±1.18°
Periastron epoch (T) 2016.831±0.044
Argument of periastron (ω)
(primary)
304.54±0.84°
Semi-amplitude (K1)
(primary)
3.762±0.025 km/s
Details
α UMi Aa
Mass 5.13±0.28[9] M
Radius 46.27±0.42[9] R
Luminosity (bolometric) 1,260[11] L
Surface gravity (log g) 2.2[12] cgs
Temperature 6015[7] K
Metallicity 112% solar[13]
Rotation 119 days[6]
Rotational velocity (v sin i) 14[6] km/s
Age 45 - 67?[14][15] Myr
 
 
α UMi Ab
Mass 1.316[9] M
Radius 1.04[3] R
Luminosity (bolometric) 3[3] L
Age >500?[15] Myr
α UMi B
Mass 1.39[3] M
Radius 1.38[7] R
Luminosity (bolometric) 3.9[7] L
Surface gravity (log g) 4.3[7] cgs
Temperature 6900[7] K
Rotational velocity (v sin i) 110[7] km/s
Age 1.5?[14][15] Gyr
Other designations
Polaris, North Star, Cynosura, Alpha UMi, α UMi, ADS 1477, CCDM J02319+8915
α UMi A: 1 Ursae Minoris, BD+88°8, FK5 907, GC 2243, HD 8890, HIP 11767, HR 424, SAO 308
α UMi B: NSV 631, BD+88°7, GC 2226, SAO 305
Database references
SIMBAD α UMi A
  α UMi B

Polaris is a star in the northern circumpolar constellation of Ursa Minor. It is designated α Ursae Minoris (Latinized to Alpha Ursae Minoris) and is commonly called the North Star. With an apparent magnitude that fluctuates around 1.98,[3] it is the brightest star in the constellation and is readily visible to the naked eye at night.[16] The position of the star lies less than 1° away from the north celestial pole, making it the current northern pole star. The stable position of the star in the Northern Sky makes it useful for navigation.[17]

Although appearing to the naked eye as a single point of light, Polaris is a triple star system, composed of the primary, a yellow supergiant designated Polaris Aa, in orbit with a smaller companion, Polaris Ab; the pair is almost certainly[14] in a wider orbit with Polaris B. The outer companion B was discovered in August 1779 by William Herschel, with the inner Aa/Ab pair only confirmed in the early 20th century.

As the closest Cepheid variable, Polaris Aa's distance is a foundational part of the cosmic distance ladder. The revised Hipparcos stellar parallax gives a distance to Polaris A of about 432 light-years (ly) (133 parsecs (pc)), while the successor mission Gaia gives a distance of 446.5 ly (136.9 pc) for Polaris B[9][a].

Stellar system

[edit]
Polaris components as seen by the Hubble Space Telescope

Polaris Aa is an evolved yellow supergiant of spectral type F7Ib with 5.4 solar masses (M). It is the first classical Cepheid to have a mass determined from its orbit. The two smaller companions are Polaris B, a 1.39 M F3 main-sequence star orbiting at a distance of 2,400 astronomical units (AU),[18] and Polaris Ab (or P), a very close F6 main-sequence star with a mass of 1.26 M.[3] In January 2006, NASA released images, from the Hubble telescope, that showed the three members of the Polaris ternary system.[19][20]

Polaris B can be resolved with a modest telescope. William Herschel discovered the star in August 1779 using a reflecting telescope of his own, one of the best telescopes of the time.[21]

The variable radial velocity of Polaris A was reported by W. W. Campbell in 1899, which suggested this star is a binary system.[22] Since Polaris A is a known cepheid variable, J. H. Moore in 1927 demonstrated that the changes in velocity along the line of sight were due to a combination of the four-day pulsation period combined with a much longer orbital period and a large eccentricity of around 0.6.[23] Moore published preliminary orbital elements of the system in 1929, giving an orbital period of about 29.7 years with an eccentricity of 0.63. This period was confirmed by proper motion studies performed by B. P. Gerasimovič in 1939.[24]

As part of her doctoral thesis, in 1955 E. Roemer used radial velocity data to derive an orbital period of 30.46 y for the Polaris A system, with an eccentricity of 0.64.[25] K. W. Kamper in 1996 produced refined elements with a period of 29.59±0.02 years and an eccentricity of 0.608±0.005.[26] In 2019, a study by R. I. Anderson gave a period of 29.32±0.11 years with an eccentricity of 0.620±0.008.[10]

There were once thought to be two more widely separated components—Polaris C and Polaris D—but these have been shown not to be physically associated with the Polaris system.[18][27]

Observation

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Variability

[edit]
A light curve for Polaris, plotted from TESS data[28]

Polaris Aa, the supergiant primary component, is a low-amplitude population I classical Cepheid variable, although it was once thought to be a type II Cepheid due to its high galactic latitude. Cepheids constitute an important standard candle for determining distance, so Polaris, as the closest such star,[10] is heavily studied. The variability of Polaris had been suspected since 1852; this variation was confirmed by Ejnar Hertzsprung in 1911.[29]

The range of brightness of Polaris is given as 1.86–2.13,[4] but the amplitude has changed since discovery. Prior to 1963, the amplitude was over 0.1 magnitude and was very gradually decreasing. After 1966, it very rapidly decreased until it was less than 0.05 magnitude; since then, it has erratically varied near that range. It has been reported that the amplitude is now increasing again, a reversal not seen in any other Cepheid.[6]

The period, roughly 4 days, has also changed over time. It has steadily increased by around 4.5 seconds per year except for a hiatus in 1963–1965. This was originally thought to be due to secular redward evolution across the Cepheid instability strip, but it may be due to interference between the primary and the first-overtone pulsation modes.[20][30][31] Authors disagree on whether Polaris is a fundamental or first-overtone pulsator and on whether it is crossing the instability strip for the first time or not.[11][31][32]

The temperature of Polaris varies by only a small amount during its pulsations, but the amplitude of this variation is variable and unpredictable. The erratic changes of temperature and the amplitude of temperature changes during each cycle, from less than 50 K to at least 170 K, may be related to the orbit with Polaris Ab.[12]

A 4-day time lapse of Polaris illustrating its Cepheid type variability.

Research reported in Science suggests that Polaris is 2.5 times brighter today than when Ptolemy observed it, changing from third to second magnitude.[33] Astronomer Edward Guinan considers this to be a remarkable change and is on record as saying that "if they are real, these changes are 100 times larger than [those] predicted by current theories of stellar evolution".

Torres 2023 published a broad historical compilation of radial velocity and photometric data. He concludes that the change in the Cepheid period has reversed and is now decreasing since roughly 2010. Torres notes that TESS data is of limited utility: as a survey telescope, TESS is optimized for dimmer stars than Polaris, so Polaris significantly over-saturates TESS's cameras. Determining an accurate total brightness for Polaris from TESS is extremely difficult, although it remains suitable for timing the period.[34]

Furthermore, apparent irregularities in Polaris Aa's behavior may coincide with the periastron passage of Ab, although imprecision in the data prevents a definitive conclusion.[34] At the Gaia distance, the Aa-Ab closest approach is 6.2 AU; the radius of the primary supergiant is 46 R, meaning that the periastron separation is about 29 times its radius. This implies tidal forcing upon Aa's upper atmosphere by Ab. Such binary tidal forcing is known from heartbeat stars, where eccentric periastron approaches cause rich multimode pulsation akin to an electrocardiogram.

Szabados 1992 suggests that, among Cepheids, "phase slips" similar to what happened to Polaris in the mid 1960s are associated with binary systems.[35]

In 2024, researchers led by Nancy Evans at the Harvard & Smithsonian published a study with fresh data on the inner binary using the interferometric CHARA Array. They improved the solution of the orbit: combining CHARA data with previous Hubble data, and in tandem with the Gaia distance of 446±1 light-years, they confirmed the Cepheid radius estimate of 46 R and re-determined its mass at 5.13±0.28 M. The corresponding Polaris Ab mass is 1.316±0.028 M. Polaris remains overluminous compared to the best Cepheid evolution models, something also seen in V1334 Cygni. Polaris's rapid period change and pulsation amplitude variations are still peculiar compared to other Cepheids, but may be related to the first-overtone pulsations.[9]

Evans et al also tentatively succeeded in imaging features on the surface of Polaris Aa: large bright and dark patches appear in close-up images, changing over time. Follow up imaging campaigns are required to confirm this detection.[9] Polaris's age is difficult to model; current best estimates find the Cepheid to be much younger than the two main sequence components, seemingly enough to exclude a common origin, which would be quite unlikely for a triple star system.[14][15]

Torres 2023 and Evans et al 2024 both suggest that recent literature cautiously agree that Polaris is a first overtone pulsator.[34][9]

Role as pole star

[edit]
Polaris azimuths vis clock face analogy.[36]
A typical Northern Hemisphere star trail with Polaris in the center.
Polaris lying halfway between the asterisms Cassiopeia and the Big Dipper.

Because Polaris lies nearly in a direct line with the Earth's rotational axis above the North Pole, it stands almost motionless in the sky, and all the stars of the northern sky appear to rotate around it. It thus provides a nearly fixed point from which to draw measurements for celestial navigation and for astrometry. The elevation of the star above the horizon gives the approximate latitude of the observer.[16]

In 2018 Polaris was 0.66° (39.6 arcminutes) away from the pole of rotation (1.4 times the Moon disc) and so revolves around the pole in a small circle 1.3° in diameter. It will be closest to the pole (about 0.45 degree, or 27 arcminutes) soon after the year 2100.[37] Because it is so close to the celestial north pole, its right ascension is changing rapidly due to the precession of Earth's axis, going from 2.5h in AD 2000 to 6h in AD 2100. Twice in each sidereal day Polaris's azimuth is true north; the rest of the time it is displaced eastward or westward, and the bearing must be corrected using tables or a rule of thumb. The best approximation[36] is made using the leading edge of the "Big Dipper" asterism in the constellation Ursa Major. The leading edge (defined by the stars Dubhe and Merak) is referenced to a clock face, and the true azimuth of Polaris worked out for different latitudes.

The apparent motion of Polaris towards and, in the future, away from the celestial pole, is due to the precession of the equinoxes.[38] The celestial pole will move away from α UMi after the 21st century, passing close by Gamma Cephei by about the 41st century, moving towards Deneb by about the 91st century.[citation needed]

The celestial pole was close to Thuban around 2750 BCE,[38] and during classical antiquity it was slightly closer to Kochab (β UMi) than to Polaris, although still about 10° from either star.[39] It was about the same angular distance from β UMi as to α UMi by the end of late antiquity. The Greek navigator Pytheas in ca. 320 BC described the celestial pole as devoid of stars. However, as one of the brighter stars close to the celestial pole, Polaris was used for navigation at least from late antiquity, and described as ἀεί φανής (aei phanēs) "always visible" by Stobaeus (5th century), also termed Λύχνος (Lychnos) akin to a burner or lamp and would reasonably be described as stella polaris from about the High Middle Ages and onwards, both in Greek and Latin. On his first trans-Atlantic voyage in 1492, Christopher Columbus had to correct for the "circle described by the pole star about the pole".[40] In Shakespeare's play Julius Caesar, written around 1599, Caesar describes himself as being "as constant as the northern star", although in Caesar's time there was no constant northern star. Despite its relative brightness, it is not, as is popularly believed, the brightest star in the sky.[41]

Polaris was referenced in the classic Nathaniel Bowditch maritime navigation book American Practical Navigator (1802), where it is listed as one of the navigational stars.[42]

Names

[edit]
This artist's concept shows: supergiant Polaris Aa, dwarf Polaris Ab, and the distant dwarf companion Polaris B.

The modern name Polaris[43] is shortened from the Neo-Latin stella polaris ("polar star"), coined in the Renaissance when the star had approached the celestial pole to within a few degrees.[44][45]

Gemma Frisius, writing in 1547, referred to it as stella illa quae polaris dicitur ("that star which is called 'polar'"), placing it 3° 8' from the celestial pole.[44][45]

In 2016, the International Astronomical Union organized a Working Group on Star Names (WGSN)[46] to catalog and standardize proper names for stars. The WGSN's first bulletin of July 2016 included a table of the first two batches of names approved by the WGSN; which included Polaris for the star α Ursae Minoris Aa.[47]

In antiquity, Polaris was not yet the closest naked-eye star to the celestial pole, and the entire constellation of Ursa Minor was used for navigation rather than any single star. Polaris moved close enough to the pole to be the closest naked-eye star, even though still at a distance of several degrees, in the early medieval period, and numerous names referring to this characteristic as polar star have been in use since the medieval period. In Old English, it was known as scip-steorra ("ship-star").[citation needed]

In the "Old English rune poem", the T-rune is apparently associated with "a circumpolar constellation", or the planet Mars.[48]

In the Hindu Puranas, it became personified under the name Dhruva ("immovable, fixed").[49]

In the later medieval period, it became associated with the Marian title of Stella Maris "Star of the Sea" (so in Bartholomaeus Anglicus, c. 1270s),[50] due to an earlier transcription error.[51]

An older English name, attested since the 14th century, is lodestar "guiding star", cognate with the Old Norse leiðarstjarna, Middle High German leitsterne.[52]

The ancient name of the constellation Ursa Minor, Cynosura (from the Greek κυνόσουρα "the dog's tail"),[53] became associated with the pole star in particular by the early modern period. An explicit identification of Mary as stella maris with the polar star (Stella Polaris), as well as the use of Cynosura as a name of the star, is evident in the title Cynosura seu Mariana Stella Polaris (i.e. "Cynosure, or the Marian Polar Star"), a collection of Marian poetry published by Nicolaus Lucensis (Niccolo Barsotti de Lucca) in 1655. [citation needed]

Ursa Minor as depicted in the 964 Persian work Book of Fixed Stars, Polaris named al-Judayy "الجدي" in the lower right.

Its name in traditional pre-Islamic Arab astronomy was al-Judayy الجدي ("the kid", in the sense of a juvenile goat ["le Chevreau"] in Description des Etoiles fixes),[54] and that name was used in medieval Islamic astronomy as well.[55][56] In those times, it was not yet as close to the north celestial pole as it is now, and used to rotate around the pole.[citation needed]

It was invoked as a symbol of steadfastness in poetry, as "steadfast star" by Spenser. Shakespeare's sonnet 116 is an example of the symbolism of the north star as a guiding principle: "[Love] is the star to every wandering bark / Whose worth's unknown, although his height be taken."[57]

In Julius Caesar, Shakespeare has Caesar explain his refusal to grant a pardon: "I am as constant as the northern star/Of whose true-fixed and resting quality/There is no fellow in the firmament./The skies are painted with unnumbered sparks,/They are all fire and every one doth shine,/But there's but one in all doth hold his place;/So in the world" (III, i, 65–71). Of course, Polaris will not "constantly" remain as the north star due to precession, but this is only noticeable over centuries.[citation needed]

In Inuit astronomy, Polaris is known as Nuutuittuq (syllabics: ᓅᑐᐃᑦᑐᖅ).[58]

In traditional Lakota star knowledge, Polaris is named "Wičháȟpi Owáŋžila". This translates to "The Star that Sits Still". This name comes from a Lakota story in which he married Tȟapȟúŋ Šá Wíŋ, "Red Cheeked Woman". However, she fell from the heavens, and in his grief Wičháȟpi Owáŋžila stared down from "waŋkátu" (the above land) forever.[59]

The Plains Cree call the star in Nehiyawewin: acâhkos êkâ kâ-âhcît "the star that does not move" (syllabics: ᐊᒑᐦᑯᐢ ᐁᑳ ᑳ ᐋᐦᒌᐟ).[60]

In Mi'kmawi'simk the star is named Tatapn.[61]

In the ancient Finnish worldview, the North Star has also been called taivaannapa and naulatähti ("the nailstar") because it seems to be attached to the firmament or even to act as a fastener for the sky when other stars orbit it. Since the starry sky seemed to rotate around it, the firmament is thought of as a wheel, with the star as the pivot on its axis. The names derived from it were sky pin and world pin.[citation needed]

Distance

[edit]

Since Leavitt's discovery of the Cepheid variable period-luminosity relationship, and corresponding utility as a standard candle, the distance to Polaris has been highly sought-after by astronomers. It is the closest Cepheid to Earth, and thus key to calibrating the Cepheid standard candle; Cepheids form the base of the cosmic distance ladder by which to probe the cosmological nature of the universe.[62]

Distance measurement techniques depend on whether or not components A and B are a physical pair, that is, gravitationally bound. If they are, then their estimated distance can be presumed to be equal.[b] Gravitational binding of this pair is well supported by observations, and the presumption of common distance is widely adopted in historical and recent estimates.[64][65][66][26][67][62][14][9]

For most of the 20th century, available observation technologies remained inadequate to precisely measure absolute parallax.[68][62] Instead, the main technique was to use theoretical models of stellar evolution for both main sequence and giant stars, combined with spectroscopic and photometric data to estimate distances. Such modeling relies on theoretical assumptions and guesses, and contains much systematic error and statistical uncertainties in population data. Even by 2013, these techniques were still struggling to achieve even 10% precision in either main sequence[69] or Cepheid[14] modeling.

Further progress was thus limited until the advent of Hipparcos, the first instrument able to engage in all-sky absolute parallax astrometry.[68] Its first data release was in 1997.

Selected distance estimates to Polaris
Published Component Distance Source Notes
ly   pc
1966 B (359)[c] (110)[c] Fernie[64] Photometry and modeling of B[c]
1977 B (399)[d] (122)[d] Turner[65] Photometry and modeling of B[d]
1978 A 356* 109* Gauthier and Fernie[66] Modeling extinction and Cepheid evolution of A
1996 B 359* 110* Kamper[26] Photometry and modeling of B, reproducing prior estimates
1997 A 431±29 132±9 Hipparcos[70] All-sky/absolute[68] parallax observations, of the primary variable[e]
2004-2013 A, B 307±13 94±4 Turner/Turner et al Cepheid evolution modeling[30], cluster kinematics and ZAMS fitting[30][67], photometry and modeling of B[67], spectral line ratios of A calibrated on yellow supergiants[62]
329±10 101±3
323±7 99±2
2007[f] A 432±6 133±2 Hipparcos[2][69] All-sky/absolute parallax observations, revised analysis, of the primary variable[f]
2008 B 357* 109.5* Usenko & Klochkova[7] Photometry and modeling of B
2014 A >385 >118 Neilson[71] Cepheid evolution modeling, independent of any distance prior
2018 B 521±20 160±6 Hubble, Bond et al.[14] Relative[68] parallax of the wide component referencing photometrically-calibrated background stars
2018 B 445.3±1.7 136.6±0.5 Gaia DR2[72] All-sky/absolute[68] parallax observations, of the wide component[g]
2020 B 446.5±1.1 136.9±0.3 Gaia DR3[5][9] All-sky/absolute parallax observations, of the wide component[h]
^ * This estimate didn't state its uncertainty

After the arrival of the Hipparcos data, the distance to Polaris and consequent analysis of its Cepheid variation was controversial. The Hipparcos distance for Polaris was broadly but not universally adopted.[20] Immediately, the Hipparcos data for the nearest few hundred Cepheids appeared to clarify Cepheid models and to clear up then-tension in higher rungs of the distance ladder.[70] However alternatives remained; particularly by Turner et al, who published several papers between 2004 and 2013.[62]

Stellar parallax is the basis for the parsec, which is the distance from the Sun to an astronomical object which has a parallax angle of one arcsecond. (1 AU and 1 pc are not to scale, 1 pc = about 206265 AU)

In 2018, Bond et al[14] used the Hubble Space Telescope to provide an alternate direct measurement of Polaris's parallax; they summarize the back-and-forth:

However, Turner et al. (2013, hereafter TKUG13)[62] argue that the parallax of Polaris is considerably larger, 10.10 ± 0.20 mas (d = 99±2 pc). The evidence cited by TKUG13 for this “short” distance includes (1) a photometric parallax for Polaris B based on measured photometry, spectral classification, and main-sequence fitting; (2) a claim that there is a sparse cluster of A-, F-, and G-type stars within 3° of Polaris, with proper motions and radial velocities similar to that of the Cepheid, for which the Hipparcos parallaxes combined with main-sequence fitting give a distance of 99 pc; and (3) a determination of the absolute visual magnitude of Polaris based on line ratios in high-resolution spectra, calibrated against supergiants with well-established luminosities. [...]

[...]

In a critique of the TKUG13 paper, van Leeuwen (2013, hereafter L13)[69] defended the Hipparcos parallax by presenting details of the solution, concluding that “the Hipparcos data cannot in any way support” the large parallax advocated by TKUG13. Using Hipparcos data, L13 also questioned the reality of the sparse cluster proposed by TKUG13, presenting evidence against it both from the color versus absolute-magnitude diagram for stars within 3° of Polaris, and their non-clustered distribution of proper motions. Lastly, L13 examined the absolute magnitudes of nearly 400 stars of spectral type F3 V in the Hipparcos catalog with parallax errors of less than 10%, and showed that the absolute magnitude of Polaris B would fall well within the observed MV distribution for F3 V stars, based on either the Hipparcos parallax of A or the larger parallax proposed by TKUG13. Thus, he concluded that the photometric parallax of B does not give a useful discriminant.

— [14]

Bond et al go on to find a trigonometric parallax (independent of Hipparcos) that implies a distance further-still than the "long" Hipparcos distance, well outside the plausible range of the "short" distance estimates.

The next major step in high precision parallax measurements comes from Gaia, a space astrometry mission launched in 2013 and intended to measure stellar parallax to within 25 microarcseconds (μas).[74] Although it was originally planned to limit Gaia's observations to stars fainter than magnitude 5.7, tests carried out during the commissioning phase indicated that Gaia could autonomously identify stars as bright as magnitude 3. When Gaia entered regular scientific operations in July 2014, it was configured to routinely process stars in the magnitude range 3 – 20.[75] Beyond that limit, special procedures are used to download raw scanning data for the remaining 230 stars brighter than magnitude 3; methods to reduce and analyse these data are being developed; and it is expected that there will be "complete sky coverage at the bright end" with standard errors of "a few dozen μas".[76]

Gaia DR2 does not include a parallax for Polaris A, but a distance inferred from Polaris B is 136.6±0.5 pc (445.5±1.7 ly),[72] somewhat further than most previous estimates and (in principle) considerably more accurate. There are known to be considerable systematic uncertainties in DR2.[77]

Gaia DR3 significantly improved both the statistical and systematic uncertainties, although the latter remain numerous and on the order of 10–60 μas[63]; the new estimate is 136.9±0.3 pc (446.5±1.1 ly) using the baseline parallax zeropoint correction.[5][9][h]

Gaia DR4 (expected December 2026) will further improve the statistical and systematic uncertainties in general, and the data pipelines for variable and multiple stars in particular.[78] Multistar orbital solutions will become available, greatly aiding the study of Cepheids and Polaris, and in particular, may enable solving the outer AB orbit.[9]

[edit]

Polaris is depicted in the flag and coat of arms of the Canadian Inuit territory of Nunavut,[79] the flag of the U.S. states of Alaska and Minnesota,[80] and the flag of the U.S. city of Duluth, Minnesota.[81][82]

Vexillology

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Heraldry

[edit]

Ships

[edit]
  • The Chinese spy ship Beijixing is named after Polaris.
  • USS Polaris is named after Polaris
[edit]

See also

[edit]
  • Extraterrestrial sky (for the pole stars of other celestial bodies)
  • List of nearest supergiants
  • Polar alignment
  • Sigma Octantis
  • Polaris Flare
  • Regiment of the North Pole

Notes

[edit]
  1. ^ If A and B are a physical pair, then they share the same parallax; see #Distance
  2. ^ Their minimum spatial separation is the angular separation: 0.09 mrad (18.2 arcseconds), i.e. 0.009% of their distance from Earth; it could be higher (2x-5x) depending on the orbital eccentricity and orientation of the apsides to Earth's sightline. In any case, distance estimate uncertainties have far exceeded 0.2%, with only Gaia approaching the latter precision, when neglecting systematic uncertainties.[63] Future Gaia data may enable solving this outer orbit, constraining the apsides and thus precisely determining the distance between the components.
  3. ^ a b c The paper only estimates an absolute magnitude of roughly 3.3 with an apparent magnitude of 8.51. That implies a distance modulus of 5.21, implying a distance around 110 pc. A notional magnitude error of ±0.3 would correspond to roughly ±16 pc error.
  4. ^ a b c The paper only estimates an absolute magnitude of roughly 3.16. Taken with the quoted apparent magnitude 8.6, that implies a distance modulus of 5.44, implying a distance around 122 pc. A notional magnitude error of ±0.1 would correspond to roughly ±6 pc error. Extinction was concluded to be negligible.
  5. ^ Parallax 7.56±0.48 mas
  6. ^ a b Parallax 7.54±0.11 mas; observations from 1989 to 1993, first analysis published 1997, revised analysis published 2007.
  7. ^ Statistical distance calculated using a weak distance prior
  8. ^ a b The raw parallax is 7.2869±0.0178 mas; applying a basic systematic[63] correction[73] gives 7.3045±0.0178 mas

References

[edit]
  1. ^ "Polaris | meaning in the Cambridge English Dictionary". Cambridge English Dictionary. Retrieved 11 December 2020.
  2. ^ a b c d e f Van Leeuwen, F. (2007). "Validation of the new Hipparcos reduction". Astronomy and Astrophysics. 474 (2): 653–664. arXiv:0708.1752. Bibcode:2007A&A...474..653V. doi:10.1051/0004-6361:20078357. S2CID 18759600.
  3. ^ a b c d e f g h i j k l m Evans, N. R.; Schaefer, G. H.; Bond, H. E.; Bono, G.; Karovska, M.; Nelan, E.; Sasselov, D.; Mason, B. D. (2008). "Direct Detection of the Close Companion of Polaris with The Hubble Space Telescope". The Astronomical Journal. 136 (3): 1137. arXiv:0806.4904. Bibcode:2008AJ....136.1137E. doi:10.1088/0004-6256/136/3/1137. S2CID 16966094.
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  9. ^ a b c d e f g h i j k l m Evans, Nancy Remage; Schaefer, Gail H.; Gallenne, Alexandre; Torres, Guillermo; Horch, Elliott P.; Anderson, Richard I.; Monnier, John D.; Roettenbacher, Rachael M.; Baron, Fabien; Anugu, Narsireddy; Davidson, James W.; Kervella, Pierre; Bras, Garance; Proffitt, Charles; Mérand, Antoine (2024-08-01). "The Orbit and Dynamical Mass of Polaris: Observations with the CHARA Array". The Astrophysical Journal. 971 (2): 190. arXiv:2407.09641. Bibcode:2024ApJ...971..190E. doi:10.3847/1538-4357/ad5e7a. ISSN 0004-637X.
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  13. ^ Cayrel de Strobel, G.; Soubiran, C.; Ralite, N. (2001). "Catalogue of [Fe/H] determinations for FGK stars: 2001 edition". Astronomy and Astrophysics. 373: 159–163. arXiv:astro-ph/0106438. Bibcode:2001A&A...373..159C. doi:10.1051/0004-6361:20010525. S2CID 17519049.
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Reviews for Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates


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(5)

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Frequently Asked Questions

Yes our tours are family friendly. Children can ride as passengers in our 4 Seater buggies. We ensure a safe and enjoyable experience for all ages.

Yes you can add quad biking and camel rides and sandboarding and BBQ dinner with entertainment to create the ultimate desert experience.

We offer flexible ride durations of 30 minutes and 60 minutes and 120 minutes. Choose the option that best fits your schedule and adventure preferences.