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目的地までのあらゆる行き方を、ひとつの検索で。

鉄道、高速バス、航空、フェリーを横並びで比較。手数料をすべて含んだ総額が最初の画面から表示されます。

9,482都市

207か国

1,990運行会社

この移動を実際にする人のために作りました。それについて書く人のためではありません。

1,990社すべてを表示

Orleroについて

私たちは、ひとつの旅を三つのプラットフォームで三つの予約に分けることにうんざりした小さなチームです。

そこで自分たちが欲しかった比較を作り、続いてOriを作りました。旅を一文で書けば、Oriが実在する移動手段を、運賃とドアツードアの所要時間つきで返します。時刻表を推測するチャットボットではありません。結果ページと同じ検索を、同じネットワークに対して実行します。

九千の都市、二千の事業者、二十五万の区間、そして破らない原則がひとつ。買えない選択肢を出すくらいなら、選択肢をひとつ減らします。

Orleroの仕組みは映像でご覧いただけます。

旅のすべての行程を、手のひらに

電波がなくても使えるチケット、いま乗っている区間のリアルタイム表示、そして予定が崩れたときに手続きをまとめて行える場所。

オフラインで使えるチケット出発前にダウンロードされるので、改札で電波が切れても困りません。
運行状況のリアルタイム通知ホームの変更、遅延、乗り継ぎの状況を、まだ手を打てるうちにお知らせします。
予定の変更は2タップで電話番号を探さなくても、予約の取り直し、払い戻し、保証の申請ができます。

読み取ってダウンロード

読み取ってダウンロードお使いの端末に合うストアが開きます。

あらゆる行き方をまとめて比較

同じ区間を鉄道、高速バス、航空、フェリーで比べ、乗車時間ではなくドア・ツー・ドアの時間で順位づけしています。以下の価格はすべて当社のエンジンから取得した実勢価格です。

アジア49か国120,394路線

Chongqing から Shanghai

5h26m 最速 · Sichuan Airlines

最安 €124.04

Riyadh から Istanbul

6h45m 最速 · flyadeal

最安 €202.51

Bangkok から Ho Chi Minh City

4h32m 最速 · Jetstar Pacific

最安 €67.40

Delhi から Mumbai

5h5m 最速 · Akasa Air

最安 €99.85

アジアのすべてを見る

ヨーロッパ46か国180,522路線

Sochi から Moscow

5h20m 最速 · UTair Aviation

最安 €116.96

The City of London skyline as viewed toward the north-west from the top floor viewing platform of London City Hall on the southern side of the Thames. In the foreground: Dixie Queen and Millennium Time at Tower Millennium Pier. This is a 5 segment panoramic image taken by myself with a Canon 5D and 24-105mm f/4L IS lens.

Paris から London

3h7m 最速 · FlixBus

最安 €18.33

Sunset over Berlin

Copenhagen から Berlin

4h3m 最速 · FlixBus

最安 €19.43

Plaza de Moncloa, Madrid, Spain

Milan から Madrid

5h7m 最速 · BlaBlaCar

最安 €50.78

ヨーロッパのすべてを見る

南アメリカ13か国132,684路線

Uberaba から São Paulo

7h24m 最速 · Expresso São Luiz

最安 €23.83

Bogotá から Lima

6h1m 最速 · LAN Colombia

最安 €157.67

Buenos Aires から Santiago

5h3m 最速 · Aerolineas Argentinas

最安 €99.85

Guarulhos から Belo Horizonte

7h54m 最速 · Auge Transporte Rodoviario e Turismo

最安 €26.03

南アメリカのすべてを見る

北アメリカ29か国43,810路線

Toronto から New York City

4h18m 最速 · Air Canada Jazz

最安 €52.65

Edmonton から Calgary

3h57m 最速 · Air Canada

最安 €31.41

San Francisco から Los Angeles

4h18m 最速 · American Airlines

最安 €53.24

Anchorage から Chicago

9h30m 最速 · Alaska Airlines

最安 €371.84

北アメリカのすべてを見る

アフリカ56か国21,334路線

Abuja から Lagos

4h17m 最速 · Green Africa Airways

最安 €52.06

Tripoli から Cairo

5h51m 最速 · El-Buraq Air Transport

最安 €157.67

Durban から Johannesburg

4h9m 最速 · British Airways

最安 €49.11

Arusha から Dar es Salaam

4h6m 最速 · Precision Air

最安 €49.11

アフリカのすべてを見る

オセアニア14か国2,692路線

Melbourne から Sydney

4h30m 最速 · Transport for New South Wales

最安 €32.63

Christchurch から Auckland

4h34m 最速 · Mount Cook Airlines

最安 €70.35

Port-Vila から Nouméa

4h17m 最速 · Air Caledonie International

最安 €54.42

Wellington から Brisbane

6h49m 最速 · Virgin Australia

最安 €222.57

オセアニアのすべてを見る

鉄道、高速バス、航空、フェリー

4つのネットワーク、ひとつの検索、ひとつの購入手続き、そして買ったあとチケットが置かれる場所もひとつです。

Lisbon, Portugal From Wikipedia, the free encyclopedia The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962. The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the X-frame chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available. Origins The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/A35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit. Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivalled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization that funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production. THE MARK III, introduced in March 1967, was the first major facelift to the Spitfire. The front bumper was raised in response to new crash regulations, as well as the front coil springs being slightly raised, which made the car sometimes look a little out of proportion. Although much of the bonnet pressing was carried over, the front end looked quite different. The rear lost the overriders from the bumper but gained reversing lights as standard (initially as two separate lights on either side of the number plate, latterly as a single light in a new unit above the number plate); the interior was improved again with a wood-veneer instrument surround and a smaller 15 inch wire spoked steering wheel. A folding hood replaced the earlier "build it yourself" arrangement. For most of the Mark III range, the instrument cluster was still centre-mounted (as in the Mark I and Mark II) so as to reduce parts bin counts (and thereby production costs) for right-hand and left-hand drive versions. The 1147 cc engine was replaced with a bored-out 1296 cc unit (the bore increasing from 69.3 mm (2.73 in) to 73.7 mm (2.90 in), stroke retained at 76 mm (3.0 in)), as fitted on the new Triumph Herald 13/60 and Triumph 1300 saloons. A new quieter exhaust gave a sweet distinct note and reduced cabin noise. In SU twin-carburettor form, the engine put out a claimed 75 bhp (56 kW), and 75 lb·ft (102 N·m) of torque at 4000 rpm, and made the Mark III a comparatively quick car by the standards of the day.[citation needed] Popular options continued to include wire wheels, a hard top and a Laycock de Normanville overdrive, and far more relaxed and economical cruising at high speeds. The Mark III was the fastest Spitfire yet, achieving 60 mph (97 km/h) in 13.6 seconds, and reaching a top speed of 95 mph (153 km/h). Average fuel consumption was improved slightly at 33mpg. The Mark III actually continued production into 1971, well after the Mark IV was introduced. On 8 February 1968, Standard-Triumph General Manager George Turnbull personally drove the 100,000th| Triumph Spitfire off the end of the Canley production line. More than 75 per cent of the total production had been exported outside the UK, including 45 per cent to the USA and 25 per cent to mainland European markets. Starting in 1969, however, US-bound models had to be changed to comply with new safety/emission regulations; models produced after 1969 are sometimes referred to as "federal" Spitfires. The changes being a reduced compression ratio to 8.5:1, a less aggressive camshaft, and a positive crankcase breather valve resulted in a slight decrease in power (68 bhp) and 73ft/lbs of torque. Thankfully, the 0-60 time of 14.3 seconds was still faster than the previous Mark II. The instrument panel was moved in front of the driver, and new seats were introduced with integrated headrests to help against whiplash. Also the wood dash was replaced with a matte black finish. Then, in the Mk.III's final production year (1970), the separate "TRIUMPH" letters on the front of the bonnet were replaced with an RAF style "Spitfire" badge (U.S. market only - U.K. models had a plain badge without the RAF roundel) that rested in the right corner (car opposing point of view) of the bonnet. This year also received a zip up rear window, full wheel hubcaps, black radiator grill, key-in-ignition buzzer, and a new black spoked steering wheel. Some markets also got a single Stromberg carburettor. At the rear the two separate reversing lights were replaced by a single light in a central fitting which also held the number plate lights.

高速、寝台、地域輸送を、実際に走らせている事業者から。

Eurolines bus Mannheim 100 3704

国境を越える最も安い手段であり、夜間は唯一の手段であることも少なくありません。

View from an airplane window showing the wing extending over a blanket of white clouds under a clear blue sky. The horizon stretches into the distance, creating scene high above the landscape

ドア・ツー・ドアで順位づけするので、空港までの移動も所要時間に入っています。

Douglas Sea Terminal - Isle of Man - kingsley - 20-APR-09

鉄道網が届かない島や海岸線へ。

ひとつの検索で、すべての運行会社へ

その区間を実際に運行している会社にだけ問い合わせ、返ってきた順に結果を流し込みます。指の下で表示が動くことはありません。

旅程全体で順位づけ

徒歩や乗り継ぎも含めたドア・ツー・ドアで評価します。どの結果も、なぜその順位なのかを要素ごとに説明できます。

表示された価格が、支払う価格です

税金、運行会社の手数料、当社のサービス手数料は、すべて検索結果カードの金額に入っています。あとから加算されるものはありません。

1,990社の交通パートナーから選ぶ

207か国で鉄道、高速バス、航空便、フェリーを、事業者自身の運賃と条件のまま販売しています。

検索を始める

1,990社すべてを表示表示を減らす

一度払えば、1か月乗り放題

当社が扱うすべての運行会社で使える1枚のパスです。運賃に上限があり、4回乗れば元が取れます。学生、団体、60歳以上、法人にはそれぞれ専用のパスがあります。

パスを見る

Oriと計画する目的地までのあらゆる行き方を、ひとつの検索で。