We had been tossing around ideas for a team outing for weeks-bowling, a cooking class, a beach barbecue-but every suggestion felt like a repeat of something we'd done, or worse, something we'd forget by Monday afternoon. Then someone said it: quad bikes, in the Dubai desert. There was a hush in the room, followed by a collective grin that said we were ready for an adventure. It seemed like the right kind of daring: a little dust, a little adrenaline, and a lot of space to shake off the routine of meeting rooms and keyboards. And so our Quad Bike Dubai office team outing took shape.
The city faded behind us as we drove past the last low walls and date palms, into open sand. Quad Bike Dubai friends dune chasing day . The sky, even at mid-afternoon, had that shimmering silver edge that makes everything feel larger. At the camp, rows of helmets lined up like sleek, obedient turtles. The instructors greeted us with jokes and handshakes, then got serious about safety-how to sit, how to lean, how to feather the throttle. They taught us hand signals for stopping, slowing, and hazards. We listened like the students we rarely think we are anymore, nodding in unison. There's something bonding about learning new rules together, about admitting you don't know and letting someone else lead.
We divided into groups, some opting for buggies with seat belts and roll cages, others nervously stepping onto the quad bikes. There were cheers for the brave and winks for the cautious. The point wasn't to prove anything. The point was to share the moment. Helmets clicked; goggles fogged, then cleared. Engines thumped with low, staccato confidence. As we set off, a line of red tail lights etched a loose thread through the sand.
The first few minutes were tentative-hands tight, eyes fixed on the tire tracks ahead, learning how sand has moods. It is not like a road, not even like dirt. It shifts, it forgives, and then it doesn't. Quad Bike Dubai budget friendly option We discovered that momentum is kindness; hesitate too long on a slope and the dune refuses you. But if you commit, the bike glides in a long, easy arc. We watched each other, shouted encouragement through our helmets, and whooped when someone nailed a climb they'd been scared to try. When someone got stuck, we gathered around like a pit crew, pushing the rear wheels, laughing as the machine rose with a shower of grains, the rider's relief so contagious that we all felt lighter.
There was a rhythm to it, a convoy choreography that felt oddly familiar. The lead rider would point to obstacles; the mid-group riders would pass the signal back like a whisper; the last rider-our designated sweep-kept an eye on stragglers. It was sprint planning, road-mapped in sand. The same patience that gets a project across the line showed up here as a calm, gloved hand reaching to steady someone's handlebars. The same trust we need to debate a strategy appeared as a compact nod before tackling a steeper dune. Leadership rotated naturally: the cautious rider who knew her limits set the pace for a tricky section; the normally quiet analyst became a translator for the instructor's rapid-fire tips; our manager, usually at the center, settled into the rear to watch for anyone who needed help.
As the afternoon stretched, we stopped at the crest of a ridge. The desert opened in bundled waves, shadowed and bright, like a sleeping ocean. The wind tugged at the edges of our scarves; someone fished out a tin of dates and passed them around, the sugar dense and familiar. We took pictures, of course-helmets off, goggles leaving pale rings around our eyes, someone pulling a goofy superhero pose.
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Our veteran colleague who had grown up nearby showed us how to wrap a ghutra properly. Quad Bike Dubai ladies only quad session A few people swapped vehicles; a couple who felt less secure on the quads joined the buggy group, and suddenly their laughter rang a little louder. It felt good to see that we'd built the day to include every comfort level, not to reward risk-taking for its own sake.
Back on the bikes, something shifted. The long sweeps became smoother; the team more relaxed. We began to read the terrain the way we read each other in meetings-spotting unseen dips, anticipating how a ridge might curve out of sight, knowing when to hold back and when to surge. We didn't need the hand signals as much; we sensed the group's mood and matched it. It was a strange kind of intimacy, this shared movement in a fierce landscape. You can't bring your spreadsheets into the desert, but you can bring your instincts. So we did.
We returned to camp just as the sun started to loosen its grip on the sky. The sand cooled underfoot; the engines sighed into silence. Someone passed around small cups of Arabic coffee, hot and fragrant, and the stories began. The tale of the stuck bike grew braver and funnier. The person who had been most anxious at the start described the exact second something clicked and the dune stopped being an obstacle and became a partner. We compared how we'd handled the steep descent-who stayed off the brakes and who tapped the rear just enough. We were still a team, but we were a different version of ourselves-salty with sweat, hair wild, faces open.
Later, under a sky that darkened into velvet, we ate together. The food tasted amplified after the ride: grilled meats, smoky and bright; salads crisp and cold; a million grains of rice as if echoing the sand. There was music somewhere-a drum, a flute, laughter tunneled through the night. A falconer stopped by; the bird's feathers were unbelievably soft, its gaze as serious as any CEO's. We sat on cushions and let the exhaustion sink in, that honest fatigue that comes from doing something simple and physical and a little bit brave.
The drive back to the city was quiet at first. The highway lights stitched us back into the grid. But as the skyline rose, so did the chatter: an idea for a product name inspired by dunes; a joke about stand-ups and standstills; plans to share the best photos on Monday. We were already building a tale the way teams do, picking our phrases, deciding which moments would become legend and which would stay in the hush between us.
On Monday, the office felt different, subtly but unmistakably. Our stand-up started with desert metaphors, and then we got straight to work, faster than usual. The person who had hesitated on the first dune spoke up earlier in the meeting. The manager who had taken the sweep position listened more, said less, and when he did speak, it landed. In the corridor, we exchanged a quick hand signal for “all good” and grinned like conspirators. Quad Bike Dubai WhatsApp reservation support The desert had given us something we didn't know we were missing: a shared memory vivid enough to keep us aligned, a proof that trust is not just a word on a slide but a muscle you build, one gentle throttle and one sandy push at a time.
I think that's what we'll carry forward from our quad biking day. Not just the thrill or the photos or the dust that somehow hides in your shoes for a week, but the quiet lessons. That progress needs momentum and mercy. That leadership can be a nod or a watchful pause, not only a speech. That you can design for inclusion and still aim for awe. And that sometimes the best team meeting happens without a table, somewhere in a wide, bright silence where you look at each other with all the sun in your eyes and say, without words, I've got you-let's go.
About Can-Am
Sports car racing series from 1966 to 1987
This article is about the motorsport cup. For the baseball league, see Canadian-American Association of Professional Baseball. For manufacturer of ATVs, see Can-Am motorcycles. For other uses, see Can-Am (disambiguation).
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]
Main article: List of Can-Am Challenge Cup circuits
Champions
[edit]
Year
Driver
Team
Car
1966
John Surtees
Team Surtees
Lola T70-Chevrolet
1967
Bruce McLaren
Bruce McLaren Motor Racing
McLaren M6A-Chevrolet
1968
Denny Hulme
Bruce McLaren Motor Racing
McLaren M8A-Chevrolet
1969
Bruce McLaren
Bruce McLaren Motor Racing
McLaren M8B-Chevrolet
1970
Denny Hulme
Bruce McLaren Motor Racing
McLaren M8D-Chevrolet
1971
Peter Revson
Bruce McLaren Motor Racing
McLaren M8F-Chevrolet
1972
George Follmer
Penske Racing
Porsche 917/10
1973
Mark Donohue
Penske Racing
Porsche 917/30 TC
1974
Jackie Oliver
Shadow Racing Cars
Shadow DN4A-Chevrolet
1975–1976
No series
1977
Patrick Tambay
Haas-Hall Racing
Lola T333CS-Chevrolet
1978
Alan Jones
Haas-Hall Racing
Lola T333CS-Chevrolet
1979
Jacky Ickx
Carl Haas Racing
Lola T333CS-Chevrolet
1980
Patrick Tambay
Carl Haas Racing
Lola T530-Chevrolet
1981
Geoff Brabham
Team VDS
Lola T530-Chevrolet / VDS 001-Chevrolet
1982
Al Unser Jr.
Galles Racing
Frissbee GR3-Chevrolet
1983
Jacques Villeneuve Sr.
Canadian Tire
Frissbee GR3-Chevrolet
1984
Michael Roe
Norwood/Walker
VDS 002-Chevrolet / VDS 004-Chevrolet
1985
Rick Miaskiewicz
Mosquito Autosport
Frissbee GR3-Chevrolet
1986
Horst Kroll
Kroll Racing
Frissbee KR3-Chevrolet
1987
Bill Tempero
Texas American Racing Team
March 85C-Chevrolet
Under 2 Litre class champions
[edit]
Year
Driver
Team
Car
1979
Tim Evans
Diversified Engineering Services
Lola T290-Ford
1980
Gary Gove
Pete Lovely VW
Ralt RT2-Hart
1981
Jim Trueman
TrueSports
Ralt RT2-Hart
1982
Bertil Roos
Elite Racing
Marquey CA82-Hart
1983
Bertil Roos
Roos Racing School
Scandia B3-Hart
1984
Kim Campbell
Tom Mitchell Racing
March 832-BMW
1985
Lou Sell
Sell Racing
March 832-BMW
References
[edit]
^
Nevison, Robert (director) (2008). CAN-AM: The Speed Odyssey (documentary).
^http://www.wspr-racing.com/wspr/results/canam/canam1973.html 1973 Can Am results
^"Donohue Hits 221 for Closed Course Record". Daytona Beach Morning Journal. AP. August 10, 1975. p. 1B. Retrieved April 24, 2015.
^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
External links
[edit]
Wikimedia Commons has media related to Can-Am (autosport).
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
v
t
e
Circuits of the Can-Am Challenge Cup (1966–1987)
Canada
Edmonton
Mont-Tremblant
Mosport
Sanair
Trois-Rivières
United States
Brainerd
Bridgehampton
Caesars Palace
Charlotte
Dallas
Gateway
Green Valley
Hallett
Laguna Seca
Lime Rock
Michigan
Mid-Ohio
Milwaukee
Phoenix
Pueblo
Riverside
Road America
Road Atlanta
Sears Point
Stardust
St. Petersburg
Summit Point
Texas World
Watkins Glen
Willow Springs
v
t
e
Classes of auto racing
Formula
racing
Active
F1
F2
F3
F4
F600
Formula 1000
Formula Atlantic
Formula Car Challenge
Formula Continental
Formula E
Formula Enterprises
Formula Ford
FF1600
Formula Regional
GB3
Formula Vee
IndyCar
Super Formula
Supermodified
BOSS GP
Monoposto Racing Club
V de V Challenge Monoplace
Defunct
F3000
F5000
Formula A (SCCA)
Formula B (SCCA)
Formula C (SCCA)
FCJ
Formula Dream
Formula Holden
S5000
Formula Junior
Formula Libre
Formula Mondial
Formula Pacific
Formula Super Vee
Australian National Formula
Tasman Series
One-make
formulae
Active
Formula Car Challenge
Formula Enterprise
Indy NXT
MRF Challenge
SRF
USF Pro 2000
USF2000
USF Juniors
FIA Formula Championship
2
3
Defunct
ADAC Formel Masters
Barber Pro
CFGP
Formula Asia
Formula
Abarth
Alfa
BMW
Chrysler
König
LGB
Swift
Hyundai
Lightning
Maruti
Masters
China
Russia
Mazda
Nissan
Opel/Vauxhall
Palmer Audi
RUS
Rolon
Formula Renault
2.0L
GP2
GP3
Toyota Racing Series
S5000
Kart racing
Active
Direct-drive
OK
OK-J
OK-N
OKN-J
60 Mini
Gearbox
KZ
KZ2
KZ2-M
Superkart
Defunct
KF1
Touring
car racing
Active
BTCC
NGTC (TCN-1)
TCR (TCN-2)
Stock Car Pro Series
Stock Series
Supercars
Top Race V6
Turismo Nacional
Turismo Nacional BR
TC2000
Defunct
Appendix J
BTC-T
Group 1
Group 2
Group 5
Group A
Group C
Group E
Group F
Group G
Group H
Group N
Aus
Group S
Class 1
Class 2
Super 2000
Diesel 2000
DTM
ETCR
Superstars
V8Star
WTCC
WTCR
Stock
car racing
Active
ARCA
Allison Legacy Series
IMCA Sport Compact
Late model
Legends
Modifieds
NASCAR
Cup
O'Reilly
Truck
Canada
Whelen Euro Series
Mexico
Super Stock
Street Stock
Turismo Carretera
Defunct
ASCAR
AUSCAR
IROC
SRX
Oval
BriSCA F1
BriSCA F2
V8 Hotstox
Hot Rods
Superstocks
Superstox
Sprint car racing
Midget car racing
Quarter midget racing
Rallying
Active
Groups Rally
Group Rally1
Group Rally2
Group Rally3
Group Rally4
Group Rally5
Group R-GT
Defunct
Group 1
Group 2
Group 4
Group A
Group B
Group S
Group N
Group R
Super 1600
Super 2000
World Rally Car
Sports
prototypes
Active
LMDh
LMH
LMP
LMP2
LMP3
Clubmans
Defunct
DP
DPi
Group 3
Group 4
Group 5
Group 6
Group 7
Group A
Group C
Group CN
GC
GC-21
IMSA GTP (1981–1993 era)
LMP
LMP1
LMPC
S2000
Grand
touring
Active
GT3
GT2
GT4
GT500
GT300
Trans-Am
Defunct
Group 3
Group 4
Group 5
Group B
Group D
GT1 (1993–1999)
GT1 (2000–2012)
GT2 (1993–1999)
GT2 (2005–2010)
GT3 (1998–1999)
LM GTE
IMSA
AAGT
GTO
GTS
GTU
GTX
Appendix K
Drag
racing
Active
Top Fuel
Dragster (TF/D)
Funny Car (TF/FC)
Top Alcohol
Dragster (TA/D)
Funny Car (TA/FC)
Pro Stock (PS)
Pro Modified (Pro Mod)
Gas
Super Stock
Super Comp/Quick Rod
Top Doorslammer
Altered
Competition
Radial vs. The World
Pro 275
X275
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About Polaris
Northern pole-star; brightest star in Ursa Minor
This article is about the Earth's current north star. For such stars in general, see pole star. For other uses, see Polaris (disambiguation) and North Star (disambiguation).
"Stella Polaris" redirects here. For the military operation, see Operation Stella Polaris.
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
[edit]
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±0.28M☉. The corresponding Polaris Ab mass is 1.316±0.028M☉. 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]
Main article: Pole star
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]
In popular culture
[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
[edit]
Flag of Nunavut
Flag of Alaska
Flag of Minnesota
Flag of Duluth, Minnesota
Flag of Maine
Flag of Maine (1901–1909)
Flag of the Pan-American Exposition (1901)[83]
Sledge flag used by Francis Leopold McClintock in the Arctic (1852–1854)[84]
Heraldry
[edit]
Coat of arms of Nunavut
Seal of Minnesota
Seal of Maine
Coat of arms of Utsjoki[citation needed]
Ships
[edit]
The Chinese spy ship Beijixing is named after Polaris.
USS Polaris is named after Polaris
Gallery
[edit]
Polaris is the brightest star in the constellation of Ursa Minor (upper right).
Big Dipper and Ursa Minor in relation to Polaris
A view of Polaris in a small telescope. Polaris B is separated by 18 arc seconds from the primary star, Polaris A.
Polaris, its surrounding integrated flux nebula, and NGC188[dubious – discuss]
See also
[edit]
Stars portal
Astronomy portal
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]
^If A and B are a physical pair, then they share the same parallax; see #Distance
^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.
^ abcThe 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.
^ abcThe 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.
^Parallax 7.56±0.48 mas
^ abParallax 7.54±0.11 mas; observations from 1989 to 1993, first analysis published 1997, revised analysis published 2007.
^Statistical distance calculated using a weak distance prior
^ abThe raw parallax is 7.2869±0.0178 mas; applying a basic systematic[63] correction[73] gives 7.3045±0.0178 mas
References
[edit]
^
"Polaris | meaning in the Cambridge English Dictionary". Cambridge English Dictionary. Retrieved 11 December 2020.
^ abcdefVan 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.
^ abcdefghijklmEvans, 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.
^ abcdSamus, N. N.; Kazarovets, E. V.; et al. (2017). "General Catalogue of Variable Stars". Astronomy Reports. 5.1. 61 (1): 80–88. Bibcode:2017ARep...61...80S. doi:10.1134/S1063772917010085. S2CID 125853869.
^ abcdVallenari, A.; et al. (Gaia collaboration) (2023). "Gaia Data Release 3. Summary of the content and survey properties". Astronomy and Astrophysics. 674: A1. arXiv:2208.00211. Bibcode:2023A&A...674A...1G. doi:10.1051/0004-6361/202243940. S2CID 244398875. Gaia DR3 record for this source at VizieR.
^ abcdLee, B. C.; Mkrtichian, D. E.; Han, I.; Park, M. G.; Kim, K. M. (2008). "Precise Radial Velocities of Polaris: Detection of Amplitude Growth". The Astronomical Journal. 135 (6): 2240. arXiv:0804.2793. Bibcode:2008AJ....135.2240L. doi:10.1088/0004-6256/135/6/2240. S2CID 12176373.
^ abcdefghiUsenko, I. A.; Klochkova, V. G. (2008). "Polaris B, an optical companion of the Polaris (α UMi) system: Atmospheric parameters, chemical composition, distance and mass". Monthly Notices of the Royal Astronomical Society: Letters. 387 (1): L1. arXiv:0708.0333. Bibcode:2008MNRAS.387L...1U. doi:10.1111/j.1745-3933.2008.00426.x. S2CID 18848139.
^Campbell, William Wallace (1913). "The radial velocities of 915 stars". Lick Observatory Bulletin. 229: 113. Bibcode:1913LicOB...7..113C. doi:10.5479/ADS/bib/1913LicOB.7.113C.
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Dubai Marina (Arabic: مرسى دبي), also known as Marsa Dubai, is a district in Dubai, United Arab Emirates. It is built around an artificially constructed canal along a 3-kilometre (2 mi) stretch of the Persian Gulf shoreline. In 2024 it had a population of 70,550.[2][3]
The district can accommodate over 120,000 people,[4] and is located on Interchange 5 between Jebel Ali Port and the area which hosts Dubai Internet City, Dubai Media City, and the American University in Dubai. The Dubai Marina was inspired by the Concord Pacific Place development along False Creek in Vancouver, Canada.[5] There have been many instances of marine wildlife, especially whales and sharks, entering the marina because of its proximity to the open sea.[6]
Development
[edit]
An aerial view of Dubai Marina towers, with Jumeirah Lake towers in the background
To create the marina, the developers brought the waters of the Persian Gulf into the site of the Dubai marina, creating a new waterfront. There is a large central waterway excavated from the desert and running the length of the 3-kilometre (1.9 mi) site.[4] More than 12% of the total land area on the site has been given over to this central public space.[4] Although much of this area is occupied by the marina water surface, it also includes almost 8 kilometres (5.0 mi) of landscaped public walkways.[4]
The marina is entirely human-made and has been developed by the real estate development firm Emaar Properties of the United Arab Emirates and designed by HOK Canada.[4] There is a publicly accessible foreshore-way around the marina and some sections of public ocean way along the beach with views to Palm Jumeirah. Its largest development is the Jumeirah Beach Residence. In October 2013, Dubai Marina opened its first mosque, Masjid Al Rahim, which is situated at the southern end of the Marina; its second mosque, Mohammed Bin Ahmed Almulla Mosque, opened in December 2016.[citation needed][7]
Phase I
[edit]
The first phase of Dubai Marina covers 10 hectares (25 acres), which includes six freehold apartment buildings called the Dubai Marina towers. Phase I of Dubai Marina cost more than AED 1.2 billion.[4] Three of the towers are named after precious stones: Al Mass, Fairooz, and Murjan; the other three are named after Arabic scents: Mesk, Anbar, and Al Yass. The scheme was designed by HOK and the contractors were Al-Futtaim Carillion and Nasah Multiplex.[4]
Phase II
[edit]
Phase II of Dubai Marina consists of high rise buildings which are mainly clustered into a block, known as Tallest Block in the world,[8] with the majority of the skyscrapers ranging between 250 metres (820 ft) to 300 metres (984 ft) in height. This includes Cayan Tower,[9] Ocean Heights,[10] Marina Pinnacle,[11] Sulafa Tower,[12] and Ciel Dubai Marina which rises to 366 metres (1,201 ft).
Jumeirah Beach Residence
[edit]
The Walk at Jumeirah Beach Residence is a 1.7-kilometre (1.1 mi) strip at the ground and plaza level of the complex, developed by Dubai Properties. Completed in 2007, since opening officially in August 2008[13] it has become a tourist attraction.[14]
Al Sahab
[edit]
Al Sahab is a residential high-rise development that consists of two towers; the complex is on the waterfront and directly overlooks the largest bay of water at Dubai Marina.[15] The buildings are in the northern end of the marina across from the Al Majara towers near the Marina Quays.[16]
Marina Quays
[edit]
Marina Quays is a complex designed by Arif & Bintoak, also responsible for the Concorde Tower. As of 2016[update], luxury penthouses in the buildings have sold for more than 10 million Dirham.[relevant?][17] In 2018, 5 million tonnes (11 billion pounds) of rock was added to create a breakwater for Marina Quays.[18]
Dubai Marina Mall
[edit]
Interior view in the mall
Dubai Marina Mall is a shopping mall located in the centre of Dubai Marina. It features 140 retail outlets, spread over 3.6 hectares (9.0 acres) of gross leasable space. Opened in December 2008, the mall is linked to the 5-star JW Marriott Hotel Marina.[19][citation needed]
Transportation
[edit]
Sobha Realty (Dubai Metro)
[edit]
Main article: Sobha Realty (Dubai Metro)
Sobha Realty
Sobha Realty (شوبا العقارية), originally called Dubai Marina, then Damac Station, is a rapid transit station on the Red Line of the Dubai Metro in Dubai. It was opened on 30 April 2010 as part of an extension to Ibn Battuta. Sobha Realty is located near Interchange 5 of Sheikh Zayed Road, around 20 kilometres (12 mi) southwest of downtown Dubai; to the east of the northern half of the Dubai Marina and the west of the northern portion of Jumeirah Lake Towers. The elevated station lies on a viaduct paralleling the eastern side of Sheikh Zayed Road.[20] Pedestrian access to the station is aided through walkways above Sheikh Zayed Road, connecting to developments on either side of the road. In September 2014, it was renamed to Damac Station.[21] The station's name was changed back to Dubai Marina in November 2020,[22] before it was renamed to Sobha Realty on August 9, 2021.[23]
Dubai Tram
[edit]
Main article: Dubai Tram
Al Sufouh Tram operates in Al Sufouh, Dubai Marina, running 14.5 kilometres (9.0 mi) along Al Sufouh Road from Dubai Marina to the Burj Al Arab and the Mall of the Emirates. It interchanges with two stations of Dubai Metro's Red Line. The Sufouh Tram also connects with the Palm Monorail at the entrance of the Palm from Sufouh Road. Since completing in 2014, it has served the residences of Dubai Marina and Jumeirah Beach.[24]
Attractions
[edit]
A zipline was installed which links Dubai Marina with the Dubai Marina Mall.[25] The take-off platform is located at the top of a Amwaj Tower and is 170 metres (560 ft) above ground level. It has a top speed of 80 kilometres per hour (50 mph). XLine is a two-row ride where two people can ride side by side at the same time.[26] There can only be one adult per row. XLine is located in the Dubai Marina Mall on level P. Another attraction is the Dubai Marina Walk, situated along the shoreline. The Dubai Marina Mall is a shopping and entertainment centre. In addition, Dubai Marina has a 3.5 kilometres (2.2 miles) long marina that is serviced by the Dubai Marina Yacht Club for yacht and dhow tours.[27][28] Another major attraction in Dubai Marina is Skydive Dubai,[29] which is arranged to give skydivers a bird's-eye view of Palm Jumeirah.[30][31]
Education
[edit]
Emirates International School is close to Dubai Marina.[32]
Incidents
[edit]
On 27 April 2006, a protest broke out among workers in Al Ahmadiya Contracting. During the protest, workers blocked the company's construction site at Dubai Marina and destroyed office property and documents. They also damaged eight cars and two buses and battered a site engineer. The crowd was later dispersed by the riot control wing of Dubai Police.[33]
In August 2015, people including police officers were arrested after they were caught with prostitutes and illegal alcohol on a boat in Dubai Marina.[34]
In 14 June 2025, a huge fire broke out in the 67-storey Marina Pinnacle, causing 4,000 people to flee.[35]
Gallery
[edit]
Dubai Marina panorama
The tallest block
Another view
View of Dubai Marina from the 64th floor of the Marina Torch Tower
Graffiti in Marina Promenade
View from the harbor
See also
[edit]
United Arab Emirates portal
Architecture portal
Bluewaters Island
List of tallest buildings in Dubai
List of tallest residential buildings in Dubai
References
[edit]
^
"Dubai Statistics Centre" (PDF). Dubai Statistics Centre. 2024. Retrieved 3 July 2025.
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^Published: 14:56 August 17, 2008 (17 August 2008). "The Walk opens at Jumeirah Beach Residence". GulfNews.com. Retrieved 20 January 2018.cite web: CS1 maint: numeric names: authors list (link)
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^"Al Sahab Towers (Dubai Marina)". vistadubai.com. Visit Dubai. Archived from the original on 1 January 2020. Retrieved 1 January 2020.
^"Five of the best Dubai penthouses for sale – in pictures". thenational.ae. The National. Retrieved 9 November 2019.
^Sadaqat, Rohma (20 February 2018). "First look: Sharjah's Dh25 billion Waterfront City on track for 2019 completion". Galadari Printing and Publishing LLC. khaleejtimes. Retrieved 9 November 2019.
^"Emaar Announces AED 1.5 billion Expansion of Dubai Mall". www.dubaichronicle.com. 4 June 2024. Retrieved 1 December 2024.
^Haq, Qazi Raza Ul (20 June 2024). "How to Go Marina Beach by Metro – Living in UAE". Living in UAE.
^"Dubai Marina station is now Damac". Lookup.ae. 17 September 2014. Archived from the original on 28 January 2015. Retrieved 14 January 2015.
^Tesorero, Angel (17 December 2020). "Roads and Transport Authority to update Dubai Metro platforms addressing system". Gulf News. Retrieved 8 April 2025.
^Abbas, Waheed (9 August 2021). "Dubai Marina Metro Station renamed Sobha Realty". Khaleej Times. Retrieved 8 April 2025.
^Dubai FAQs. "Dubai Metro & Tram System - Getting Around". discover-dubai.ae. Retrieved 9 April 2019.
^"Xline Zipline Dubai - The World's Longest Urban Zipline". Visit Dubai. Retrieved 26 January 2020.
^"Frequently Asked Questions". XDubai. 2020. Retrieved 18 December 2024.
^"Boat tours, watersports: Explore Dubai's marine activities to keep cool in summer". Khaleej Times. 23 July 2022. Retrieved 8 April 2025.
^Pile, Tim (6 March 2025). "6 marinas around the world that are destinations in themselves". PostMag, by South China Morning Post. Retrieved 8 April 2025.
^"Pilot fine as Skydive Dubai plane crashes off runway". Khaleej Times. 4 October 2015 [3 October 2015 – Original publication date]. Retrieved 8 April 2025.
^"Why you need to check out Skydive Dubai". Time Out Abu Dhabi. 16 September 2019. Retrieved 8 April 2025.
^Wilson, Chris; Neath, Amelia (21 February 2025). "8 best things to do in Dubai Marina and where to stay in 2025". The Independent. Retrieved 8 April 2025.
^"Home". Emirates International School – Meadows. Archived from the original on 17 August 2019. Retrieved 15 November 2015. Conveniently located in the heart of the beautiful Meadows community within easy access of the Lakes and Dubai Marina developments [...].
^"Al Ahmadiya Contracting workers to be prosecuted for violent protest". Khaleej Times. 4 April 2015 [10 May 2006 – Original publication date]. Retrieved 29 December 2019.
^"Police officers jailed over Dubai Marina yacht sex parties". The National. 6 April 2015. Retrieved 20 January 2018.
^"Fire breaks out in Dubai Marina building; successfully extinguished". Gulf News. 14 June 2025. Retrieved 14 June 2025.
External links
[edit]
Official website
Media related to Dubai Marina at Wikimedia Commons
‹ The template below (Neighborhoods in Dubai) is being considered for merging with Dubai. See templates for discussion to help reach a consensus. ›
v
t
e
Neighbourhoods and communities in Dubai
Deira and the
northwestern sector of Dubai
(Sector 1)
Abu Hail
Al Baraha
Al Buteen
Al Corniche
Al Dhagaya
Al Hamriya Port
Al Khabisi
Al Mamzar
Al Muraqqabat
Al Murar
Al Muteena
Al Ras
Al Rigga
Al Sabkha
Al Waheda
Ayal Nasir
Corniche Deira
Hor Al Anz
Naif
Port Saeed
Rigga Al Buteen
Mushrif and the
northern sector of Dubai
(Sector 2)
Al Ayas
Al Garhoud
Al Khawaneej
Al Mizhar
Al Rashidiya
Al Nahda
Al Qusais
Al Twar
Al Warqa
Dubai Airport
Mirdif
Muhaisnah
Mushrif
Nad Shamma
Oud Al Muteena
Umm Ramool
Wadi Alamardi
Bur Dubai and the
western sector of Dubai
(Sector 3)
Al Bada
Al Barsha
Al Hamriya
Al Hudaiba
Al Jaddaf
Al Jafilia
Al Karama
Al Kifaf
Al Manara
Al Mankhool
Al Merkad
Al Quoz
Al Rifa
Al Safa
Al Satwa
Al Shindagha
Al Souk Al Kabir
Al Sufouh
Al Thanyah
Al Wasl
Business Bay
Downtown Dubai
Dubai Marina
Jumeirah
Jumeirah Bay
Jumeirah Island 2
Madinat Dubai Al Melaheyah
Nakhlat Jumeirah
Oud Metha
Trade Centre 1
Trade Centre 2
Umm Al Sheif
Umm Hurair
Umm Suqeim
World Islands
Zabeel
Ras Al Khor and the
north-central sector of Dubai
(Sector 4)
Al Khairan First
Al Kheeran
Al Warqaa
Nad Al Hammar
Ras Al Khor
Wadi Alshabak
Jabal Ali and the
southwestern sector of Dubai
(Sector 5)
Al Wajeha Al Bahriah
Dubai Investment Park
Hessyan
Jabal Ali
Madinat Al Mataar
Mena Jabal Ali
Nakhlat Jabal Ali
Saih Shuaib
Hadaeq Sheikh Mohammed Bin Rashid and the
central sector of Dubai
(Sector 6)
Al Barsha South
Al Hebiah
Bu Kadra
Hadaeq Sheikh Mohammed Bin Rashid
Me'aisem
Nadd Al Shiba
Nadd Hessa
Ras Al Khor Industrial Area
Wadi Al Safa
Warsan
Al Awir and the
northeastern sector of Dubai
(Sector 7)
Al Awir
Al Meryal
Al Wohoosh
Enkhali
Lehbab
Nazwah
Hatta and the
eastern sector of Dubai
(Sector 8)
Al Maha
Al Rowaiyah
Hatta
Le Hemaira
Margab
Margham
Mereiyeel
Remah
Umm Al Daman
Umm Al Mo'meneen
Umm Eselay
Yaraah
Al Marmoom and the
southern sector of Dubai
(Sector 9)
Al Fagaa
Al Hathmah
Al Layan
Al Lesaily
Al Marmoom
Al O'shoosh
Al Selal
Al Yalayis
Al Yufrah
Ghadeer Barashy
Grayteesah
Hefair
Mugatrah
Saih Al-Dahal
Saih Al Salam
Saih Shua'alah
Umm Nahad
v
t
e
Developments in Dubai
Skyscrapers
Address Boulevard
Al Sahab Towers
Almas Tower
Burj Al Alam
Burj Al Arab
Burj Khalifa
Cayan Tower
DAMAC Residenze
Dubai Pearl
Emirates Towers
Jumeirah Lake Towers
Marina 101
Pentominium
Trump International Hotel and Tower
Shopping centres
Arabian Center
BurJuman
City Centre Deira
Dubai Mall
Dubai Marina Mall
Dubai Outlet Mall
Ibn Battuta Mall
Mall of Arabia
Mall of the Emirates
Mall of the World
Mercato Shopping Mall
Entertainment
City of Arabia
Dubai Autodrome
Dubai Sports City
Dubailand
Global Village
Transport
Al Maktoum International Airport
Dubai Metro
Green Line
Red Line
Route 2020
Dubai Tram
Dubai Trolley
Palm Jumeirah Monorail
Land reclamation
Bluewaters Island
Dubai Waterfront
Jumeirah Islands
Logo Islands
Marsa Al Arab
Palm Islands
Deira Islands
Palm Jebel Ali
Palm Jumeirah
The Universe
The World
Other projects
Al Furjan
Al Muntazah
Arabian Canal
Arabian Ranches
Atlantis, The Palm
Atlantis The Royal
Bawadi
Business Bay
Culture Village
Discovery Gardens
Downtown Dubai
Dubai Design District
Dubai Festival City
Dubai Golf City
Dubai Investments Park
Dubai International City
Dubai Lifestyle City
Dubai Marina
Dubai Meydan City
Dubai Multi Commodities Centre
Dubai Silicon Oasis
Dubai South
Dubai TechnoPark
Falconcity of Wonders
The Gardens
Hydropolis
Jebel Ali Village
Jumeirah Garden City
Marina Quays
Mohammed bin Rashid City
Palm Grandeur
Town Square
Wafi City
List of development projects in Dubai
List of tallest buildings in Dubai
About Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates
Great camping spot.
On a hot day 41° it wasn't as bad as we expected.
We were picked up from a location far away which is very convenient.
We arrive at the location, and we transfer to offroad car, the driver wasn't fun at all that's why I gave 4 star, he wasn't speeding or doing aggressive maneuvers. I've been to other safari's and the sand was flying and hitting the windows.
We arrive at camp and they told us we have food, sheesha, sand boarding, camel ride, henna, and soft drinks for free.
But they will negotiate everything to pay extra.
Extra for camel ride for extra time.
Extra for food to stay VIP on top of the camping, extra for sheesha to take it to ur table, extra to give you pic with camel, extra to sell you arabian dress, extra for bigger henna.
The experience was very nice. We enjoyed the sunset, didn't get the chance to snowboard or try sheesha.
The food was acceptable.
One of the best Desert Safari organizers in Dubai, highly recommended. They do it in a very professional manner. They are always on time, the drivers are more than qualified to give you the full dune bashing experience with the sense of responsibility to the guests safety. The vehicles are in a high condition to give the guests the comfort needed during the journey from the pick up point and during every moment of the trip. The location of the camp is taking in consideration the weather condition. The food quality and quantity is high and the show is interesting. The bathroom condition is great, neat and clean and in a convenient spot within the camp. All this for a very reasonable and competitive price.
Arabian Nights Tours Camp in Abu Dhabi, UAE, offers an immersive desert adventure experience. Located in the heart of the Arabian desert, the camp provides guests with a traditional Bedouin-style setting, complete with comfortable tents and authentic decor. Visitors can enjoy a range of activities, including dune bashing, camel rides, and sandboarding. The camp also features cultural entertainment such as belly dancing, henna painting, and traditional music. Guests are treated to a sumptuous buffet of Arabic cuisine under the stars, making for a memorable and picturesque desert experience. Arabian Nights Tours Camp combines adventure, culture, and relaxation in a stunning desert landscape.
It was an amazing experience driving through the desert with a 4x4, having a great dinner in the camp with good entertainment. And our driver Mohammed was awesome: very friendly, always pointing out interesting things to see and thankfully very skilled when driving through the dunes.
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates
Desert Safari Dubai - Dune Buggy Rental & ATV Quad Bike Tours - Marasi Drive - Dubai - United Arab Emirates, Lake Central Tower 4th Floor - Office 404 مراسي درايف - الخليج التجاري - دبي - United Arab Emirates