GB2500767A

GB2500767A - System for loading passengers into a vehicle

Info

Publication number: GB2500767A
Application number: GB201302617A
Authority: GB
Inventors: Ajoy Kundu
Original assignee: Individual
Current assignee: Individual
Priority date: 2012-02-17
Filing date: 2013-02-14
Publication date: 2013-10-02
Anticipated expiration: 2033-02-14
Also published as: GB2500767B; GB201202747D0; GB201302617D0

Abstract

A loading system for a vehicle 40 which may be an aircraft, comprising a passenger carrying module having passenger seats 14 mounted on a portable floor structure 10. The vehicle includes a loading aperture 48 shaped and dimensioned to receive a passenger carrying module and a closure means for closing the loading aperture. The loading aperture provides access to an internal compartment of the vehicle, the compartment receiving and retaining the passenger carrying module. Preferably the compartment is arranged to receive two or more of the passenger carrying modules and the compartment may also receive and retain a cargo carrying module. The module may be divided into one or more sub-compartment including one or more cabins 16 to store cargo. Preferable the module shell can be mounted on a ground vehicle 30.

Description

LOADING SYSTEM FOR PASSENGER AIRCRAFT

Field of the Invention

The present invention relates to systems for loading and unloading passengers and cargo from vehicles, especially aircraft.

Background to the Invention

In order to improve the profitability of an airline, it is desirable to maximize utilization of its aircraft. A bottleneck in aircraft usage is the time taken to load and unload passengers and cargo. The current practise is cumbersome and time consuming, considerable lead-time being required for the boarding procedure starting from when check-in desks open.

Typically, it is of the order of two hours and for an international flight, and with immigration formalities the time taken can reach around three hours. Typically there are two rows of queuing passengers at check-in desks. In the departure lounge there is wait even after all passengers are checked in. Aircraft turn around for back-to-back operation, the time taken for arriving passengers to disembark, aircraft cleaning and loading of consumable typically takes one hour for a narrow body aircraft and can take one and half hours for a wide-bodied aircraft. Boarding passengers wait at the departure lounge until their aircraft is ready, after which they must queue again for further checks before boarding and then make their way onto the aircraft, which typically involves walking and/or a bus ride as well as finding their seats. Meanwhile, their luggage is separately transported to the aircraft and loaded manually It would be desirable to decrease the time taken for loading and unloading passengers and cargo.

Summary of the Invention

Accordingly, a first aspect of the invention provides a loading system for a vehicle, especially an aircraft, the system comprising at least one passenger-carrying module comprising a plurality of passenger seats mounted on a portable floor structure, wherein said vehicle includes a loading aperture shaped and dimensioned to receive said passenger-carrying module and closure means operable to close said loading aperture, said loading aperture providing access to an internal compartment of said vehicle, said compartment being adapted to receive and retain said passenger-carrying module, and wherein said passenger-carrying module is an open, or deck-like, structure.

The system typically includes at least one cargo-carrying module comprising a portable floor structure, said loading aperture being shaped and dimensioned to receive said cargo-carrying module, and said compartment being adapted to receive and retain said cargo-carrying module, and wherein said cargo-carrying module is an open, or deck-like, structure.

In preferred embodiments, said compartment is arranged to receive two or more of said at least one passenger-carrying module and said at least one cargo-carrying module stacked with respect to one another. Typically, at least one passenger-carrying module is located above at least one cargo-carrying module. The or each module may divide said compartment into two or more sub-compartments, including one or more cabins or one or more cargo-compartments.

In the preferred embodiment, where the vehicle comprises an aircraft, said compartment is located in the fuselage and, preferably, and an end section (i.e. the tail section or nose section) is operable into and out of an open state in which said loading aperture is revealed.

The system preferably also includes a shell structure adapted to removably receive said at least one passenger-carrying module and, preferably, said at least one cargo-carrying module. The shell conveniently includes means for allowing said modules to slide in and out of the shell. Typically, the shell includes one or more retaining devices for releasably fixing the or each module within the shell. Advantageously, the shell includes at least one access aperture, preferably in one or more side wall, arranged to allow access, e.g. for passengers and/or baggage handlers, to the modules from outside of the shell.

The shell is preferably mountable, or removably mountable, on a ground vehicle. The ground vehicle advantageously includes a lifting mechanism for raising and lowering said shell, and optionally for tilting said shell.

The preferred system includes a loading station shaped and dimensioned to define a bay for receiving said shell, optionally when mounted on said ground vehicle.

Advantageously, the station includes at least one access aperture, preferably in one or more side wall, arranged to allow access, e.g. for passengers and/or baggage handlers, to the modules in the shell within the bay from outside of the bay. The loading station advantageously forms part of a terminal building.

A second aspect of the invention provides a passenger-carrying module comprising a plurality of passenger seats mounted on a portable floor structure.

A third aspect of the invention provides a shell structure adapted to removably receive at least one passenger-carrying module and, preferably, said at least one cargo-carrying module.

A fourth aspect of the invention provides a loading station shaped and dimensioned to define a bay for receiving a shell structure, optionally when mounted on said ground vehicle.

A fifth aspect of the invention provides a vehicle, especially an aircraft, including a loading aperture shaped and dimensioned to receive a passenger-carrying module and closure means operable to close said loading aperture, said loading aperture providing access to an internal compartment of said vehicle, said compartment being adapted to receive and retain said passenger-carrying module.

Further advantageous aspects of the invention will be apparent to those ordinarily skilled in the art upon review of the following description of a preferred embodiment and with reference to the accompanying drawings.

Brief Description of the Drawincis

An embodiment of the invention is now described by of example and with reference to the accompanying drawings in which: Figure 1 is a perspective view of a passenger-carrying module and a cargo-carrying module for use in a loading system embodying one aspect of the invention; Figure 2 is a perspective view of the passenger-carrying module partly located within a shell for use in a loading system embodying one aspect of the invention; Figure 3 is a perspective view of a tractor unit for use in a loading system embodying one aspect of the invention; Figure 4 is perspective view of two tractor units coupled together with two trailer units to form a transport vehicle for use in a loading system embodying one aspect of the invention; Figure 5 is a perspective view of the transport vehicle, passenger-carrying module, shell and a shell support structure, shown in a separated state for purposes of illustration, for use in a loading system embodying one aspect of the invention; Figure 6 is a perspective view of the shell and passenger-carrying module assembly partly located within a terminal building for use in a loading system embodying one aspect of the invention; Figure 7 is a perspective view of the passenger-carrying module being loaded or unloaded from an aircraft; and Figure 8 is a perspective view of a terminal building, passenger-carrying module, shell and aircraft for use in a loading system embodying one aspect of the invention

Detailed Description of the Drawincis

Referring now to Figures 1 and 2 of the drawings there is shown, generally indicated as 10, a passenger-carrying module embodying one aspect of the invention. The passenger-carrying module 10 comprises a portable floor structure 12, which may be referred to as a deck, carrying a plurality of passenger seats 14 on its obverse face. The seats 14 are conveniently arranged in rows and ranks, for example in the manner that would commonly be found inside conventional aircraft. The seats 14 may be fixed to the floor structure 12 using any conventional fixing mechanism(s) (not shown). The seats 14 may be of any desired conventional design, typically of the type commonly found in conventional aircraft. The obverse face of the floor structure 12 may also carry one or more utility structures 16, which may take the form of rooms with doors (e.g. for use as a lavatory) and/or may comprise bulkhead(s) arranged to a define utility area, e.g. a galley.

The reverse face of the floor structure 12 may carry waste management structure(s) 18, for example tank(s) and/or pipework for managing waste liquid and effluent. The passenger carry-module 10 is advantageously an open structure, i.e. deck-like, in that it does not include an integral surrounding shell or framework. In this respect the module may be said to comprise a deck or cartridge that, as will be described in more detail hereinafter, can be removably inserted into an aircraft, a protective shell structure and/or a building structure.

Figure 1 also shows a cargo-carrying module 20 comprising a floor structure 22, e.g. a deck. The floor structure 22 may carry one or more cargo-receiving and/or retaining structures (not shown), e.g. compartment(s), guide(s), retaining device(s) and so on. As for the passenger module 10, the preferred cargo-carrying module 20 is also an open, deck-like structure.

Figure 2 shows the passenger module 10 partly loaded into a protective shell structure 40. The shell 40 is open at at least one end, but is preferably open at both ends. In the preferred embodiment, the shell 40 includes side walls 42, a roof 44 and a floor 46.

Optionally, the floor 46 may be omitted. The side walls 42 preferably extend along substantially the whole length of the shell 40. The side walls 42 preferably include at least one but typically a plurality of access apertures 48, conveniently comprising doorways or hatches. Closure means, e.g. a door or shutter, may be provided for each aperture 48 and/or for the open end(s) of the shell 40. In alternative embodiments, the side walls may be omitted and the roof 44 may be supported by any suitable roof support structure.

The shell 40 includes means for removably receiving the passenger module 10 and typically also the cargo module 20. Retaining means for releasably retaining the modules 10, 20 with respect to the shell 40, conveniently to the receiving means, are also provided and may take any convenient form, e.g. clamps. The receiving means is preferably configured to allow the respective module 10, 20 to slide into and out of the shell 40 via at least one but preferably both of its open ends. The passenger module 10 is typically suspended within the shell 40 when loaded and to this end the receiving means is also arranged to support the weight of the module 10. The cargo module 20 may also be similarly suspended, or may rest on the floor 46 in which case its receiving means need not be load-bearing. In typical embodiments, the cargo module 20 is located in use below the passenger module 10 and the respective receiving means are arranged accordingly. By way of example the respective receiving means may comprise one or more rails (not visible) extending wholly or partly along the shell 40 in an end-to-end direction. The rails, which are typically provided in oppositely disposed pairs, may be supported by the inside face of the side walls 42 or any other convenient support structure. Advantageously, the rails may include or be otherwise associated with one or more rollers to facilitate sliding movement of the modules 10, 20 into and out of the shell 40.

In the preferred embodiment where the shell 40 can receive multiple, stacked deck structures, e.g. modules 10,20 in the present example, a respective set of one or more access apertures 48 is provided for each deck, the respective apertures 48 being aligned with the respective deck to provide suitable access to the deck. In the illustrated example, the upper apertures 48 are located and dimensioned to allow passengers to board and leave the passenger module 10 when it is loaded in the shell 40. The lower apertures 48 are located and dimensioned to allow baggage handlers to load and unload cargo from the cargo module 20 when it is loaded in the shell 40.

Figure 3 shows a tractor unit 24 comprising a wheel-mounted body 26 and a drive unit, for example an electrical motor. One or more tractor units 24 may be coupled together, using any convenient coupling mechanism, with one another and/or with one or more trailer units 28 to form a transport vehicle 30, as shown in Figure 4. Preferably, the vehicle 30 is movable by a remote control guidance system (not shown) and to this end includes one or more remotely controllable devices for allowing the vehicle to be moved by one or more remote guidance devices, e.g. a laser guidance system. In preferred embodiments, all of the vehicle's wheels are steerable so that it can move sideways as well as turn. The vehicle 30 may carry one or more ladders 31 for allowing passengers to escape from the shell 40 in The event of an emergency.

The vehicle 30 is adapted to carry the shell 40, especially when loaded with one or both of the modules 10, 20. To this end, the vehicle 30 may include, or be adapted to receive, a shell support structure 50, as can best be seen in Figure 5. In Figure 5, for the purposes of illustration only, the modules 10,20 are shown partially loaded into the shell 40, and the shell 40 is shown longitudinally displaced from the position that it would adopt in use when being carried by the vehicle 30. The support structure 50, which typically comprises a frame, may be mounted on the vehicle 30, preferably removably, using any conventional mounting structure (not shown). Advantageously, the mounting structure includes a lifting mechanism, for example a pneumatic, hydraulic, electric or other powered lifting mechanism, for raising and lowering the support 50 with respect to the vehicle 30. The lifting mechanism may be configured not only to lift but also to tilt the support 50 with respect to the vehicle 30. The vehicle 30 may be equipped to supply the modules 10, 20 with electricity and/or air-conditioning during transport.

Referring now to Figure 6, there is shown a loading station 60 at which passengers and/or cargo can be loaded or unloaded to and from the modules 10, 20 respectively.

The station 60 typically comprises a building structure that forms part of an airport terminal building (not shown). The station 60 includes side walls 62, a roof 64 and a floor 66. The side walls 62 preferably include at least one but typically a plurality of access apertures 68, conveniently comprising doorways or hatches. Where the station 60 can receive multiple, stacked deck structures, e.g. modules 10, 20 in the present example, a respective set of one or more access apertures 68 is provided for each deck, the respective apertures 68 being aligned with the respective deck to provide suitable access to the deck. One or more walkways 70 are provided for allowing passengers or other personnel access to the respective apertures 68 and respective decks. The walkways 70 may be provided externally of the station 60, preferably on both sides 62. One or more of the walkways 70 may be elevated to allow access to a deck (module 10 in this example) that is elevated with respect to a lower deck (module 20 in this example). Stairs 72, escalators or the like may be provided as necessary. One or more of the walkways 70 may be carried by a respective side wall 62 of the station 60 using any conventional support structure. Alternatively the walkways may be supported by the ground or an adjacent building structure (not shown). When the shell 40, with module 10, is inside the station 60, it may serve as a boarding lounge.

In preferred embodiments, the loading station 60 is shaped and dimensioned to define a bay 61 for removably receiving the shell 40. When the shell 40 is in the bay 61, the respective apertures 48, 68 are aligned to the extent that passengers can board and leave the passenger module 10 and baggage handlers can load and unload cargo from the cargo module 20. The station 60 includes means for removably receiving the shell 40.

Retaining means for releasably retaining the shell 40 with respect to the station 60, conveniently to the receiving means, may also be provided and may take any convenient form, e.g. clamps. The receiving means is preferably configured to allow the shell 40 to slide into and out of the station 60 via an open end 63. By way of example the respective receiving means may comprise one or more rails (not visible) extending wholly or partly along the station 60 in an end-to-end direction. The rails, which are typically provided in oppositely disposed pairs, may be supported by the inside face of the side walls 62 or any other convenient support structure. Advantageously, the rails may include or be otherwise associated with one or more rollers to facilitate sliding movement of the shell 40 into and out of the station 60. The rails of the station 60 may interengage with corresponding structures, e.g. rails 65, provided on the shell 40.

B

Conveniently, the bay 61 is configured such that the shell 40 may be driven into and out of the station 61 while mounted on the vehicle 30 (in Figure 6 the shell 40 is shown longitudinally displaced from the vehicle for illustration purposes).

Alternatively, an actuation system (not shown) is provided for actuating the shell 40 into and out of the station 60. The preferred actuation system comprises powered drive means, for example one or more motors, coupled to one or more actuation devices, for example one or more rollers and/or pulley systems and/or conveyors. The components of the actuation system may be provided on the station 60, the shell 40 and/or the vehicle 30 as is convenient. In the illustrated embodiment, the shell 40 is slidable longitudinally with respect to the vehicle 30, and more particularly with respect to the support structure 50. To this end the coupling between the shell and the support 50 is configurable to allow relative sliding movement between the two, while preferably also including one or more locking device for fixing the shell 40 relative to the support 50 during transport. For example, the coupling between the shell 40 and support 50 may comprise one or more interengagable male and female rail components, which may include one or more rollers.

The drive means may be electrically, pneumatically or hydraulically powered as is convenient.

Referring now to Figure 7 there is shown an aircraft 80 being loaded with the passenger module 10 from the shell 40. A aircraft 80 has a fuselage 82 that opens to allow the modules 10,20 to be loaded and unloaded into a cabin (in the case of the passenger module) or cargo compartment (in the case of the car module) within the aircraft. The interior of the fuselage 82 may include a divider to separate the cabin from the cargo compartment. Alternatively, this separation is created by one or more of the modules 10, once fitted inside the fuselage 82. For example, the floor structure 12 of the passenger module 10 may serve as the divider between the cabin and the cargo compartment.

The preferred fuselage 82 is provided with an end section 84 that may be operated between a closed state (not illustrated) in which it is fitted to the rest of the fuselage 82 to form a complete, enclosed fuselage, and an open state in which the end section 84 is moved to reveal a loading aperture in the fuselage 82 through which the modules 10,20 can be loaded into or unloaded from the fuselage 82. Conveniently, the end section 84 is pivotable with respect to the fuselage 82, e.g. by any suitable hinge mechanism. The preferred arrangement is such that the end section 84 pivots about an axis that is substantially perpendicular to the ground, although it may alternatively be configured to pivot about an axis that is substantially parallel with the ground. In the illustrated embodiment, the end section 84 is the tail section of the fuselage 82 but in alternative embodiments it may be the nose section of the fuselage 82. In either case, a cross-section of the fuselage 82 is revealed when the end section 84 is open, and the modules 10, 20 can be loaded and unloaded in the fore-and-aft direction of the aircraft 80. In preferred embodiments, a sealing system as would commonly be found around aircraft doors is used to seal the end section 84 when closed, to allow pressurization of the cabin.

As a further alternative, the loading aperture may be opened and closed using a door (rather than say a pivoting end section) or other closure means.

The interior of the fuselage 82 includes means for removably receiving the passenger module 10 and typically also the cargo module 20. Retaining means for releasably retaining the modules 10, 20 with respect to the interior of the fuselage 82, conveniently to the receiving means, are also provided and may take any convenient form, e.g. clamps. The receiving means is preferably configured to allow the respective module 10, to slide into and out of the fuselage 82 via the aperture formed when the end section 84 is open. The passenger module 10 is typically suspended within the fuselage 82 when loaded and to this end the receiving means is also arranged to support the weight of the module 10. The cargo module 20 may also be similarly suspended, or may rest on the fuselage floor in which case its receiving means need not be load-bearing. In typical embodiments, the cargo module 20 is located in use below the passenger module 10 and the respective receiving means are arranged accordingly. By way of example the respective receiving means may comprise one or more rails (not visible) extending along the fuselage 82 in a fore-and-aft direction. The rails, which are typically provided in oppositely disposed pairs, may be supported by the internal walls of the fuselage or any other convenient support structure. Advantageously, the rails may include or be otherwise associated with one or more rollers to facilitate sliding movement of the modules 10, 20 into and out of the fuselage 82. The floor structure 12 may be provided with a deformable or inflatable peripheral ring for creating a seal between the floor structure 12 and internal surface of the cabin.

An actuation system (not shown) is provided for actuating the or each module 10, 20 into and out of the fuselage 82. The preferred actuation system comprises powered drive means, for example one or more motors, coupled to one or more actuation devices, for example one or more rollers and/or pulley systems and/or conveyors. The components of the actuation system may be provided in the fuselage 82 and/or the shell 40 as is convenient. In the illustrated embodiment, the modules 10,20 are slidable longitudinally with respect to the shell 40 and fuselage 82, as is conveniently allowed by the respective receiving means. The drive means may be electrically, pneumatically or hydraulically powered as is convenient.

When the passenger module 10 is loaded into the fuselage 82 and secured in place by the retaining means, the passenger cabin of the aircraft is substantially the same as in a conventional aircraft. In particular, because the modules 10, 20 are deck-like open structures there is no additional enclosure structure within the fuselage 82.

In use, an alignment system, e.g. a laser guidance system, may be used to guide the shell 40 into the station 60 and/or into engagement with the open fuselage 82. The lifting mechanism of the vehicle 30 may be operated if necessary to align the shell with the station 60 and/or open fuselage 82.

Figure 8 shows a typical apron layout where multiple loading stations 60 are incorporated into terminal buildings 67. With the shell 40 in the station 60, passengers and luggage may be loaded onto the respective modules 10, 20 via apertures 48, 68. The vehicle 30 may then transport the loaded modules 10, 20, covered by the shell 40, to the aircraft 80.

The vehicle 30 is manoeuvred until the shell 40 is (substantially co-axially) aligned with the open fuselage 82. The modules 10, 20 are then conveyed out of the shell 40 into the fuselage of the aircraft 80 and secured in position. The end section 84 is closed and the aircraft Is ready for departure. The empty shell 40 may then be used to unload modules 10, 20 from another aircraft, whereupon the shell 40 plus modules 10, 20 may be transported by the vehicle into an appropriate station 60.

Conventionally, the turn-around time for an aircraft is dependent on the following stages: at the apron, docking with jet-bridge until disembarking is allowed; securing to the gate and disembarking; cleaning of cabin; loading of consumables; refuelling; luggage loading (manual); passengers boarding and settling into seat; close doors and taking aircraft out of jet-bridge. The total turn-around time is typically 2 hours 30 minutes and involves approximately 26 personnel.

By comparison, the turn-around time for systems embodying the invention is dependent on the following stages: opening fuselage (pilot operated); docking of shell and removal of modules from aircraft; transport shell to station and docking for disembarking; loading departing modules (which are pre-loaded with passengers/cargo in another station); closing of rear fuselage (pilot operated). The total time is approximately 1 hour and requires only 8 personnel.

Embodiments of the invention may give rise to some or all of the following benefits: 1. The turn around time for an aircraft is cut by approximately half; say of the order of 1 hour to 2 hours of time saving, depending on the size and initial state of the aircraft.

2. Checking-in lead time can be reduced as passengers need not wait at any intermediate station and can be seated in their aircraft seat while waiting for the aircraft to be ready. In the station 60, the module 10 may be connected with terminal supplied electricity and environment controls. It can be linked with an entertainment system to keep passengers occupied.

3. The seating process is done from both the sides of the seats from multiple access locations 48, 68.

4. Just one attendant at each side of the boarding gate should be able handle the gradual inflow of passengers.

5. When it is inside the station 60, the module 10 serves as boarding lounge.

6. Disembarking is simple. Passengers need not queue and file out of the aircraft.

When in the station 60, passengers can simultaneously exit from both sides of each row.

7. Baggage can be simultaneously unloaded from both sides of the under deck without the need for a conveyor system. Passengers can collect luggage immediately after disembarking from the deck below.

8. The airport apron is free from jet bridges.

It will be apparent that embodiments of the invention can reduce time taken for aircraft to get ready to depart, thereby giving scope to increase aircraft utilisation time, contributing to airline profit. It also facilitates ease of passenger handling at the terminal building and simplifies structural arrangements at the terminal building.

Only single deck (both wide and narrow body) aircraft are shown herein. It will be understood that the invention may be applied to multi-deck aircraft, e.g. the two-deck Airbus 380 type aircraft.

While the present invention is particularly suited for use with aircraft, it will be apparent that embodiments of the invention may readily be adapted for use with other vehicles, especially passenger carrying vehicles.

The invention is not limited to the embodiment described herein, which may be modified or varied without departing from the scope of the invention.

Claims

CLAIMS: 1. A loading system for a vehicle, the system comprising a passenger-carrying module comprising a plurality of passenger seats mounted on a portable floor structure, wherein said vehicle includes a loading aperture shaped and dimensioned to receive said passenger-carrying module and closure means operable to close said loading aperture, said loading aperture providing access to an internal compartment of said vehicle, said compartment including means for receiving and retaining said passenger-carrying module, and wherein said passenger-carrying module is an open, or deck-like, structure.
2. A loading system as claimed in claim 1, including at least one cargo-carrying module comprising a portable floor structure, said loading aperture being shaped and dimensioned to receive said cargo-carrying module, and said compartment including means for receiving and retaining said cargo-carrying module, and wherein said cargo-carrying module is an open, or deck-like, structure.
3. A loading system as claimed in claim 1 or 2, wherein said compartment is arranged to receive two or more of said at least one passenger-carrying module and said at least one cargo-carrying module stacked with respect to one another.
4. A loading system as claimed in any preceding claim, wherein at least one passenger-carrying module is located above at least one cargo-carrying module.
5. A loading system as claimed in any preceding claim, wherein the, or each, module divides said compartment into two or more sub-compartments, including one or more cabins or one or more cargo-compartments.
6 A loading system as claimed in any preceding claim, wherein said vehicle is an aircraft, said compartment being located in the fuselage and is operable into and out of an open state in which said loading aperture is revealed.
7. A loading system as claimed in claim 6, wherein said compartment being located in an end section of the fuselage.
8. A loading system as claimed in any preceding claim, further including a shell structure shaped and dimensioned to removably receive said at least one passenger-carrying module and, preferably, said at least one cargo-carrying module.
9. A loading system as claimed in claim 8, wherein the shell includes means for allowing said modules to slide in and out of the shell.
10. A loading system as claimed in claim 8 or 9, wherein the shell includes one or more retaining devices for releasably fixing the or each module within the shell.
11. A loading system as claimed in any one of claims 8 to 10, wherein the shell includes at least one access aperture, preferably in one or more side wall, arranged to allow access to the modules from outside of the shell.
12. A loading system as claimed in any one of claims 8 to 11, wherein the shell is mountable on a ground vehicle.
13. A loading system as claimed in any one of claims S to 12, further including a ground vehicle on which said shell is mountable, the ground vehicle including a lifting mechanism for raising and lowering said shell, and optionally for tilting said shell.
14. A loading system as claimed in any one of claims S to 13, further including a loading station shaped and dimensioned to define a bay for receiving said shell, optionally when mounted on said ground vehicle.
15. A loading system as claimed in any one of claims 8 to 14, wherein the station includes at least one access aperture to allow access to the modules in the shell within the bay from outside of the bay.
16. A loading system as claimed in claim 14 or 15, where said loading station forms part of a terminal building.
17. A loading system as claimed in any preceding claim, wherein said vehicle is an aircraft.
18. A vehicle including a loading aperture shaped and dimensioned to receive a passenger-carrying module and closure means operable to close said loading aperture, said loading aperture providing access to an internal compartment of said vehicle, said compartment being adapted to receive and retain said passenger-carrying module.
19. A vehicle as claimed in claim 18, wherein said vehicle is an aircraft.