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207landen
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Alle 1.990 vervoerders tonen

Over Orlero

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Negenduizend plaatsen, tweeduizend vervoerders, een kwart miljoen reizen en één regel die we niet breken: liever één optie minder dan één die u niet kunt boeken.

Bekijk de film om te zien hoe Orlero werkt.

Elke stap van de reis, in je zak

Tickets die werken zonder bereik, een live overzicht van het traject waar je echt op zit, en één plek om je plan te wijzigen.

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Vergelijk elke manier van reizen

Dezelfde reis met trein, bus, vliegtuig en veerboot, gerangschikt op deur-tot-deurtijd in plaats van tijd in het voertuig. Elke prijs hieronder komt live uit onze eigen zoekmachine.

Europa180.522 verbindingen in 46 landen
Sotsji naar Moskou
5 u, 20 m snelste · UTair Aviation
vanaf € 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.
Parijs naar Londen
3 u, 7 m snelste · FlixBus
vanaf € 18,33
Sunset over Berlin
Kopenhagen naar Berlijn
4 u, 3 m snelste · FlixBus
vanaf € 19,43
Plaza de Moncloa, Madrid, Spain
Milaan naar Madrid
5 u, 7 m snelste · BlaBlaCar
vanaf € 50,78
Alles in Europa bekijken
Zuid-Amerika132.684 verbindingen in 13 landen
Uberaba naar São Paulo
7 u, 24 m snelste · Expresso São Luiz
vanaf € 23,83
Bogota naar Lima
6 u, 1 m snelste · LAN Colombia
vanaf € 157,67
Buenos Aires naar Santiago
5 u, 3 m snelste · Aerolineas Argentinas
vanaf € 99,85
Guarulhos naar Belo Horizonte
7 u, 54 m snelste · Auge Transporte Rodoviario e Turismo
vanaf € 26,03
Alles in Zuid-Amerika bekijken
Azië120.394 verbindingen in 49 landen
Tsjoengking naar Sjanghai
5 u, 26 m snelste · Sichuan Airlines
vanaf € 124,04
Riyad naar Istanbul
6 u, 45 m snelste · flyadeal
vanaf € 202,51
Bangkok naar Ho Chi Minhstad
4 u, 32 m snelste · Jetstar Pacific
vanaf € 67,40
Delhi naar Mumbai
5 u, 5 m snelste · Akasa Air
vanaf € 99,85
Alles in Azië bekijken
Noord-Amerika43.810 verbindingen in 29 landen
Toronto naar New York
4 u, 18 m snelste · Air Canada Jazz
vanaf € 52,65
Edmonton naar Calgary
3 u, 57 m snelste · Air Canada
vanaf € 31,41
San Francisco naar Los Angeles
4 u, 18 m snelste · American Airlines
vanaf € 53,24
Anchorage naar Chicago
9 u, 30 m snelste · Alaska Airlines
vanaf € 371,84
Alles in Noord-Amerika bekijken
Afrika21.334 verbindingen in 56 landen
Abuja naar Lagos
4 u, 17 m snelste · Green Africa Airways
vanaf € 52,06
Tripoli naar Caïro
5 u, 51 m snelste · El-Buraq Air Transport
vanaf € 157,67
Durban naar Johannesburg
4 u, 9 m snelste · British Airways
vanaf € 49,11
Arusha naar Dar es Salaam
4 u, 6 m snelste · Precision Air
vanaf € 49,11
Alles in Afrika bekijken
Oceanië2.692 verbindingen in 14 landen
Melbourne naar Sydney
4 u, 30 m snelste · Transport for New South Wales
vanaf € 32,63
Christchurch naar Auckland
4 u, 34 m snelste · Mount Cook Airlines
vanaf € 70,35
Port Vila naar Nouméa
4 u, 17 m snelste · Air Caledonie International
vanaf € 54,42
Wellington naar Brisbane
6 u, 49 m snelste · Virgin Australia
vanaf € 222,57
Alles in Oceanië bekijken

Treinen, bussen, vluchten en veerboten

Vier netwerken, één zoekopdracht, één mandje en één plek waar je tickets daarna staan.

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.
Trein
Treinen
Hogesnelheid, nachttreinen en stoptreinen, van wie ze rijdt.
Eurolines bus Mannheim 100 3704
Bus
Bussen
De goedkoopste manier over een grens, en ’s nachts vaak de enige.
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
Vlucht
Vluchten
Gerangschikt van deur tot deur, dus de rit naar het vliegveld zit in het getal.
Douglas Sea Terminal - Isle of Man - kingsley - 20-APR-09
Veerboot
Veerboten
Eilanden en kusten waar het spoor niet komt.

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