GB2531167A

GB2531167A - Vehicle seating system

Info

Publication number: GB2531167A
Application number: GB1517803.1A
Authority: GB
Inventors: Gambling Martin; Sellen Martin
Original assignee: GRM CONSULTING Ltd
Current assignee: GRM CONSULTING Ltd
Priority date: 2014-10-08
Filing date: 2015-10-08
Publication date: 2016-04-13
Also published as: GB201517803D0; GB201417815D0

Abstract

A mass transit passenger vehicle comprising a support (114, figure 4a) extending into interior passenger space from the vehicle sidewall; a seat sub-assembly mounted for rotation about a first vertical axis (D) relative to the support between a first and a second seating configuration in which the seat is supported exclusively by the support and faces in a first and a second direction respectively; the seat is mounted to the support such that the vertical axis (D) is moveable in at least one direction perpendicular thereto to facilitate free rotation of the seat. Preferably the first vertical axis moves along a curved, arcuate path and away from a vehicle sidewall to provide clearance for rotation; the seat is mounted on a pivot member (122) for rotation about said first vertical axis, and the pivot member is mounted to the support for rotation about a second vertical axis (C); the seating configuration could be changed from facing along the direction of travel to facing inwardly (for maximum standing space). The vehicle may be a train, metro, underground, tram, bus, watercraft or aircraft.

Description

Vehicle seating system The present invention is concerned with a vehicle seat. More specifically, the present invention is concerned with a row of adjacent seats used on mass transport vehicles, in particular trains.

Seats on mass transportation vehicles are provided in many different configurations. Seats on long distance trains in particular tend to face in the direction of travel, or in a direction opposite to the direction of travel (lateral configurations). Referring to Figure Ia, a train carriage 10 is shown which is configured to move in the x direction when travelling. The carriage 10 contains a series of rows of seats U, each of which comprise four seats 14 facing in direction x. This orientation is preferred for comfort, although it minimises floor space. It also allows passengers privacy, permits the use if pockets and tables in the rear of the seats in front, and affords opportunity to look out of windows provided in the sidewalls of the carriage 10.

Seats on vehicles for shorter distance travel (e.g. buses, trams and metro trains) may face in a transverse or sideways direction (longitudinal configuration), and in particular row of seats may be provided with their backs to the interior sidewalls of the vehicle. Referring to Figure ib, an underground / metro carriage 20 is shown which is configured to move in the x direction when travelling. The carriage 20 contains a series of rows of seats 22, each of which comprise a plurality of seats 24 facing in direction y / -y with their backs to the interior walls. This provides less seating but is more effective for maximising floor space 26 to allow more passengers to stand. Generally, this configuration is preferred for maximum occupancy, because more standing passengers can be accommodated compared to seated passengers.

The carriage 10 has the same number of seats as the carriage 20. The difference is that the amount of available space for standing passengers is far less in carriage 10. n

Therefore a problem with the prior art seating arrangements is that when the long distance train tO is very busy, there is little space to carry a significant number of standing passengers.

Typically, even long distance trains have a period of busyness during msh hours (peak times).

Due to the limited space for standing passengers, the capacity of the train is limited. It is not commercially feasible to use trains with the configuration of Figure lb for long distance routes, as to do so would mean that passengers would be less comfortable, and less inclined to use the service.

What is required is a seating system which provides for maximum passenger comfort at off-peak times, with maximum space for standing occupancy at peak times.

According to the present invention, there is provided a mass transit passenger vehicle comprising: an interior passenger space defined by a vehicle sidewall and a vehicle floor; a support extending into the interior passenger from the sidewall; at seat subassembly mounted for rotation about a first vertical axis relative to the support between a first seating configuration in which the seat subassembly faces in a first direction, and a second seating configuration in which the seat subassembly faces in a second direction; in which in both seating configurations the seat subassembly is exclusively supported by the support; and, in which the seat subassembly is mounted to the support such that the first vertical axis is moveable in at least one direction perpendicular thereto to thereby facilitate free rotation of the seat subassembly.

The present invention facilitates movement of a seat, or row of seats, from a first, lateral seating configuration (forward facing) to a second, longitudinal, seating configuration (side facing). Simple rotation of a seat would either cause it to jam against the carriage sidewall, or would require the seat to be mounted so far from the sidewall that space inside the carriage would be wasted. By rotatably mounting the seat and allowing the axis or rotation to move, the seat can be moved away from the sidewall for rotation and replaced in adjacent the wall again for maximum space. This allows the seat to be moved from a forward-facing configuration for off-peak travel to a side facing configuration for peak times. By providing a support which extends into the passenger space and exclusively supports the seat, maximum underseat space is provided, and the need for e.g. sliding supports between the seat and floor is eliminated.

Preferably the seat is mounted to the support such that motion of the first vertical axis is curved. This provides smooth motion which makes it easier to move the seat between configurations. More preferably the motion of the first vertical axis is arcuate, Preferably the seat is mounted to a pivot member for rotation about the first vertical axis, and the pivot member is mounted to the support for rotation about a second vertical axis offset from the first. This allows the motion to be achieved with two simple rotation joints, which is robust and simple.

Preferably the pivot member is spaced apart from the sidewall. Placing the pivot member away from the sidewall reduces the bending forces on it -in other words it can be placed directly under the seat. More preferably the pivot member is disposed between the support and the seat subassembly in a direction parallel to the vertical axes (i.e. vertically). This provides a stable load path with minimal stresses on the joints. Ideally, the pivot member is a flat plate oriented in the horizontal plane perpendicular to the vertical axes.

Preferably the support comprises a mounting formation for attachment to a sidewall of a vehicle. This means that the support can be as close to the wail as possible, and is not exposed when the seat changes configurations. Preferably the support is cantilevered from the sidewall. Preferably the sidewall defines a first section adjacent the floor, the first section forming an obtuse angle with the floor, in which the support is attached to the first section of the sidewall, This provides for a more secure attachment, and means that the attachment takes a combination of compressive and shear load (rather than just shear with a vertical sidewall).

Preferably in moving from the first seating configuration to the second seating configuration, the first vertical axis moves from a first side of the second vertical axis to a second side of the second vertical axis in the direction of the sidewall in use. Combined with arcuate motion, this means that the seat first moves away from the sidewall (to provide clearance for rotation about the first axis) and then towards the sidewall (to move the seat back against the wall for a compact configuration).

Preferably in moving from the first seating configuration to the second seating configuration, rotation of the seat about the first vertical axis is in an opposite direction to rotation of the pivot member about the second vertical axis, Preferably the system is configured such that movement from the first seating configuration to the second seating configuration involves a translational component of motion of the first vertical axis in a first direction, followed by a second direction opposite to the first. This allows the seat to move away from the wall for clearance in rotation, and back to the wall to provide maximum standing space.

Preferably in the first seating configuration, the seat subassembly is facing in, or opposite to, the direction of travel (i.e. in a lateral configuration); and, in which in the second seating configuration, the seat subassembly is facing inwardly (i.e. in a longitudinal configuration).

This provides the advantages of both the arrangements of Figures a and b.

Preferably in moving from the first seating configuration to the second seating configuration, the first vertical axis moves away from the sidewall to provide clearance for rotation of the seat relative to the sidewall. Preferably in moving from the first seating configuration to the second seating configuration, the first vertical axis moves towards the sidewall to provide maximum standing space in the seating compartment with the seat in the second seating configuration.

Preferably a plurality of seating systems are provided in a seating compartment, Preferably in the first configuration at least two of the plurality of seating systems form a row across the seating compartment, and in the second configuration at least two of the plurality of seating systems form a row along the side of the seating compartment.

Preferably in the second seating configuration, the plurality of seating systems fbrm facing rows along the seating compartment.

Preferably there are provided locking means configured to secure the seat subassembly in the first seating configuration and the second seating configuration. Preferably the locking means are provided between the support and the seat subassembly. Preferably the locking means require a tool to unlock them.

Preferably the support defines a free end opposite the sidewall, which free end is spaced apart from the floor to provide a clear space therebetween.

An example seating system will be described with reference to the figures, in which: FIGURE lais aplan view ofapriorartrail caniage; FIGURE lb is a plan view of a prior art metro I underground carriage; FIGURES 2a to 24 are perspective views of a seating system in accordance with the present invention moving from a first configuration to a second configuration; FIGURES 3a to 3d are side views of the seating system in direction Ill of Figure 2a in accordance with the present invention moving from a first configuration to a second configuration; FIGURES 4a to 44 are plan views of a part of the seating system Figures 2a to 2d in accordance with the present invention moving from a first configuration to a second configuration; FIGURES 5a and Sb are views of the seating system of 2a to 2d in direction V of Figure 2a FiGURES 6a to 6c are schematic views of the geometty of the seating system of Figure 2a FIGURES 7a to 7d show an alternative embodiment; and, FIGURES 8a to 8d show a further alternative embodiment.

Referring to Figure 2a there is shown a railway carriage 100 comprising a sealing system 102 according to the present invention. Global axes X,Y and Z are shown. Z is vertical, and X is parallel to the direction of travel.

The carriage 100 is similar to those known in the art, but generally comprises a floor 104 in the XY plane. Projecting from the floor and extending in the Y direction there is provided a carriage transverse wall O6 (which may be part of the end of the carriage, or a partition e.g. a vestibule). A carriage sidewall 108 extends in the X direction. Referring to Figure Sa, in cross-section the sidewall 108 comprises a first section 110 proximate the floor 104 which extends upwardly and outwardly from the floor in a sloping fashion. In other words, the first section 110 creates an obtuse angle with the floor 104 on the carriage interior. On the opposite side of the first section 110 to the floor 104 there is provided a second section 112 which is angled in the opposite direction to the first section creating a concave wall (viewed from the carriage interior). The first and second sections 110, 112 meet at an apex I L Referring to Figure 5a, the first section 110 is shorter in vertical height (in direction Z) than the second section 112, meaning that the apex is positioned less than 50% of the vertical height of the wall 108 in direction Z. It will be noted that where referred to below, the transverse wall 106 and sidewall 108 are the internal faces.

The seat system 102 comprises a support 114. The support 114 is a generally prismatic structure having a cross-section best shown in Figure Sa. The support 114 comprises a mounting member 116, a support member 118 and a brace 117 extending therebetween. The mounting member 116, brace I 17 and support member I t8 are constructed from welded metal plates, and form a triangle in cross-section.

The mounting member 116 is a flat plate and defines two spaced-apart mechanical attachment points 1 16a, 1 lob (Figure Sa) which are positioned along an attachment line AL (coincident with the plate).

The support member 1 8 is a flat plate and defines a joint receiving formation 119 thereon.

At a first end 11 8a of the support member 8 it joins the mounting member 116. The support member 118 also comprises a first pair of lock mechanisms 132, 134 defined at a second (free) end opposite the first end, the mechanisms having mouths for receiving lock pins, which mouths face towards the inboard direction of the carriage (y direction). The support comprises a further lock mechanism 136 defined nearer the first end where it meets the mounting member, defining a mouth for receiving a lock pin, and facing in the x direction. The lock mechanisms are visible in Figures 4a to 4d.

S

The brace 117 extends diagonally between the mounting member and the support member.

The mounting member 116 (and hence the attachment line AL) makes an angle A (Figure Sb) with the top surface of the support member.

A first joint arangement U0 is provided having an axis of rotation C. A planar, elongate pivot member 122 is provided having a first and second joint receiving formations which are spaced apart.

IS

A second joint arrangement 121 is provided having an axis of rotation D. Finally, a seat subassembly 124 is provided. The seat subassembly 124 comprises a seat support beam 126 on which two seats 128, 130 are supported. The seats 128, 130 are in a side-by-side relationship, and are of a structure generally known in the art. The seat subassembly has a width (across the seats) of SW, and a depth (from the front to the rear of the seats) SD. The seat support beam 126 has a lower surface t27 comprising a low friction nylon layer. The lower surface 127 also defines a first pair of lock pins 138, 140 and a further lock pin 142 projecting vertically downwardly therefrom, These are visible in Figures 4ato4d.

The seat system 102 is assembled by rotatably mounting the first joint receiving formation of the pivot member 122 to the support 114 using the first joint 120. The seat support beam 126 is then mounted to the second joint receiving formation of the pivot member 22 using the second joint 121. The joints 120, 121 are therefore on opposites sides of the pivot member 122.

The seat system 102 is then attached to the carriage 100 by mounting the mounting formation 116 of the support 114 to the inwardly sloping bottom section 110 of the sidewall 108. The support 114 is configured with angle A such that when mounted to the sidewall 108, the support face 118 is horizontal (i.e. lies in the XY plane). The support member extends from the sidewall 108 towards the interior of the carriage 100 like a cantilever (albeit supported by the brace 117).

When mounted, the joints are positioned such that axes C and D are parallel and offset.

Starting at Figures 2a, 3a, 4a, 5a the seat system 102 is shown in a forward-facing (lateral) configuration with the seats 128, 130 facing in the x direction. The first joint 120 is spaced apart from the second joint 121, and forward of the second joint 121 in the X axis. The first joint 120 is also further outboard (towards the wall 108) of the second joint 121 in theY axis.

It will also be noted that the joint arrangements 120, 121 are positioned to provide optimum support for the seat, and to allow the seat subassembly 124 to be exclusively supported by the support 114. Referring to Figure 4a, the first joint 120 is positioned beneath the seat subassembly 124 and defined with axis C projecting through the seat support beam 126. The joint 120 is below the seat 128.

The weight of the seat subassembly 124 (and the passengers) is supported solely by the support 114. The seat subassembly 124 is supported by the support member 118 for a significant proportion of its width SW-in this instance (with reference to Figure 5a) the second (free) end I 18a of the support member 118 supports the seat subassembly 124 at a position halfway along the seat width SW. The seat subassembly 124 is supported by the support member 118 for most of the length of the support member 118.

This arrangement is suited for off-peak transport where passenger comfort and privacy is the priority. The layout of seats is similar to Figure Ia, The system 102 can be reconfigured to arrive at the side-facing (longitudinal) configuration of Figures 2d, 3d, 4d and Sb, The layout of seats is similar to Figure Ib, and this arrangement is better suited to rush-hour transport where the number of passengers is maximum, and in which more passengers can be accommodated by maximising standing space (much like Figure Ib).

S Reconfiguration occurs via rotation of the first and second joints 120, 121 as shown in the intermediate steps of Figures 2b, 3b, 4b and 2c, 3c, 4c, In Figures 2b, 3b, 4b, the seat subassembly 124 has rotated about the axis D relative to the pivot member 122 in a clockwise fashion from above (specifically such that the portion of the seat subassembly 102 nearest the sidewall 108 moves in the direction the seat is facing). At the same time, the pivot member 122 has rotated about the axis C in the opposite direction (counterclockwise from above) such that the axis D is moved away from the sidewall 108 (in the y direction). In Figure 4b, the axis D has moved in a circular path about the axis C and is almost at its furthest point from the sidewall 108.

IS

Movement of the pivot D away from the sidewall is essential, as without this motion the edge of the seat 128 would jam on the sidewall 108. The motion of the circular path of D about C provides additional space for the edge of the seat to clear the sidewall 108, In Figures 2c, 3c, 4c, the seat subassembly 124 has rotated further about the axis D relative to the pivot member such that the seats almost face in the sideways direction, away from the sidewall 108. At the same time, the pivot member 122 has rotated further about the axis C such that the axis D is moved towards the sidewall 108.

Further movement of the pivot D towards the sidewall again is useful because it allows the seat to be positioned up against the sidewall with minimal gap.

In Figures 2d, 3d, 4d and Sb, the axis D has moved to position Din front of the axis C-i.e. on the opposite side of axis C to where it started.

In this configuration, the seat subassembly (and passengers) is supported solely by the support member 118. The seat support beam 126 us supported proximate the second (free) end 118b of the support member 118, and with reference to Figure 4d, at a position in the central 60% of the seat width SW.

It will be noted that as well as clearance from the sidewall, the invention also allows the seats to be positioned close to the transversely extending wall 106. Referring to Figures 2a and 3a, the seats 128, 130 start with their backs close to the wall 106. Pure rotation about D would cause the inboard seat to clash with the wall 106. Therefore the movement from 3a to 3b where the axis D moves along the x axis away from the wall 106 permits this rotation to occur.

The seat system 102 is locked in both configurations. As shown in Figure 4a, in the forward-facing configuration, the pin 140 is locked into the lock 136. In the side-facing configuration as shown in Figure 4d, the pins 138, 140 are engaged in the locks 132, 134. As well as locking the seat in position, the locks provide support for the seat.

Each lock 132, 134, 136 can only be undone with a specific tool.

In operation, the carriage 100 spends most of its life with the seats in the forward-facing configuration. When rush hour approaches, a member of staff can use a key to unlock the lock 136, and manually rotate the seat system 102 to the side-facing configuration where it latches and locks into position. The nylon coating aids the sliding motion. After rush hour operation, the seat system 102 can be returned to the forward-facing configuration.

Referring to Figures 6a and 6b, the geometry calculations for the movement of the seat are shown.

In Figure 6a, the seat 128 facing in the X direction and in the Y direction is shown. Axis D (immovable relative to the seat) is shown with the seat facing in the X direction (D) and in the Y direction (D'), Axis C is also shown (which is static).

X = x distance from D to D'-net required forward movement of seat; Y = y distance from D to D' -net required outboard movement of seat; Il r = radius of pivot arm of D about C (i.e. distance therebetween).

In moving between these positions, the back of the seat needs to clear the wall. The inboard movement is calculated as shown in Figure ob, where:

S

dl = distance from D to back of seat; d2 = distance from D to wall (forward facing); yl = required inboard movement to clear.

Using basic trigonometry: vi[d12+d22-&2 (I) Referring to Figure ôc: xl = xdistancebetweenCandD; x2 = x distance between C and D'; 01 = angle offset from C to D relative toy axis; 02 = angle offset from C to D' relative to y axis; y2 = ydistancebetweenCandD; xirstn8i (2) x3 = rsinSZ (3) Therefore: = sin 03 S3= sin1 (4) Also from Fig, 6c: r=vi--y2 (5) 8 = 81 81= I-fl 81 = rcs (-1) (6) As a practical example, the requirement set by the train geometry is X and Y are known.

We can set r, dl and d2 by design.

Therefore 01 and 02 can be calculated.

For example:

X = 270mm Y = -37mm r = 158mm dl = 286mm d2 = 370mm Using equation (1), we can calculate the required distance yl the seat (and therefore D) needs to move in the Y direction to avoid a clash: 25)rl Vd12 ± d22 -. = 9Emm This determines what 0] needs to be in order to provide that clearance (equation (6)): 8_i = rost fl-1) = 63 degrees

H

This can then provide the required spacing between the pivots in the forward facing position using equations (2) arid (5): xl = rsin 81 = 146mm 5:F=T-Yl=6Di2r The required distance between C and D in the side-facing configuration can also be calculated using equation (3): z:2 = 1?-= 124rnri As can the forward offset angle with equation (4):

U

O2sth_t:ja') =52dcgrees Variations fall within the scope of the present invention.

The motion of the joints is preferably relatively constrained. In other words, rotation of the seat subassembly 124 relative to the pivot member 122 is linked to the rotation of the pivot member 122 relative to the support N. This is achieved in a number of ways: (i) the motion may be constrained by meshing of gears-in particular a first gear mounted to the seat subassembly 124 for rotation relative to the pivot member 122 may be meshed with a gear mounted to the support 114 for rotation relative to the pivot member 122. This allows both joints 120, 121 to rotate relative to the pivot member 122, but their motion is constrained.

(ii) the motion may be constrained by use of a belt or chain meshed with gears, sprockets or pulleys mounted as above. n j

N

Inherent gearing is preferable, and it will be noted that the degree of rotation of the seat subassembly 124 relative to the pivot member 122 is about twice that of the rotation of the pivot member 122 relative to the support N. S An example of such a motion constraint gear train in shown with reference to Figures 8a and 8b, In Figure 8a, a pivot member 222 is shown which is employed in the system depicted in Figures 2a to 6c, Axes C and D are shown in Figure Sb, There is a support engagement shaft 300 provided projecting from a first (under) side of the member 222, and a seat subassembly engagement shaft 302 projecting from a second (top) side of the member 222. The shaft 300 is rotatable about the axis C, and the shaft 302 about axis D, The member 222 comprises a first gear 304 mounted for rotation with the support engagement shaft 300. The first gear 304 has radius Ri. An intermediate gear assembly 306 is provided with axis of rotation E, between the axes C, D. The intermediate gear assembly 306 comprises a second gear 308 having radius Ri. The second gear 308 is meshed with the first gear 304 to provide a gear ratio which increases the speed of the second gear 308 compared to the first gear 306.

The intermediate gear assembly 306 also comprises a first pulley 310 mounted for rotation with the second gear 308 about the axis E, and having radius R3.

A second pulley 312 is mounted for rotation with the shaft 302 about the axis D. The second pulley is the same radius R4 as the first pulley (R3).

A belt 314 transfers drive from the first pulley 310 to the second pulley 312.

In use, the shaft 300 is rigidly attached to the support 114, and the shaft 312 to the seat subassembly. Therefore the motion of the two are linked inasmuch as they may only move in opposition rotational directions, and according to the gear ratio set by the gears 304, 308.

This ensures proper movement of the seat according to the desired motion. Therefore incorrect operation resulting in jamming will not occur. b

Instead of manual operation as described above, the system may be automatically actuated by motors attached to one or both joints. This is beneficial as many seat units can be rotated simultaneously.

S Instead of a dual pivot motion as described above, referring to Figures 7a to 7d, an embodiment is shown which is the same as the above-described embodiment, but instead of a pivot member 122 the seat support 126 has a combined rotary -sliding joint 200 directly with the support 114. The axis D has the same motion path as above, but is slideable in an arcuate slot 202 of the support 114.

The vehicle may be any mass-transit vehicle, including trains, metro / underground, trams, buses, watercraft and even aircraft. Therefore references to a "carriage" can be constmed as any seating compartment / occupancy area.

IS

Claims

Claims A mass transit passenger vehicle comprising: an interior passenger space defined by a vehicle sidewall and a vehicle floor; a support extending into the interior passenger space from the sidewall; at seat subassembly mounted for rotation about a first vertical axis relative to the support between a first seating configuration in which the seat subassembly faces in a first direction, and a second seating configuration in which the seat subassembly faces in a second direction; in which in both seating configurations the seat subassembly is exclusively supported by the support; and, in which the seat subassembly is mounted to the support such that the first vertical axis is moveable in at least one direction perpendicular thereto to thereby facilitate free rotation of the seat subassembly.
2. A mass transit passenger vehicle according to claim 1, in which the seat subassembly is mounted to the support such that motion of the first vertical axis is curved.
3. A mass transit passenger vehicle according to claim 2, in which the seat subassembly is mounted to the support such that motion of the first vertical axis is arcuate,
4. A mass transit passenger vehicle according to claim 3, in which the seat subassembly is mounted to a pivot member for rotation about the first vertical axis, and the pivot member is mounted to the support for rotation about a second vertical axis offset from the first.
5. A mass transit passenger vehicle according to claim 4, in which the pivot member is spaced apart from the sidewall.
6. A mass transit passenger vehicle according to claim 5, in which the pivot member is disposed between the support and the seat subassembly in a direction parallel to the vertical axes.
7. A mass transit passenger vehicle according to any preceding claim, in which the support is attached to the sidewall.
8. A mass transit passenger vehicle according to claim 7, in which in moving from the first seating configuration to the second seating configuration, the first vertical axis moves from a first side of the second vertical axis to a second side of the second vertical axis in the direction of the sidewall.
9, A mass transit passenger vehicle according to any of claims 4 to 8, in which in moving from the first seating configuration to the second seating configuration, rotation of the seat subassembly about the first vertical axis is in an opposite direction to rotation of the pivot member about the second vertical axis.
10. A mass transit passenger vehicle according to any preceding claim, in which movement from the first seating configuration to the second seating configuration involves a translational component of motion of the first vertical axis in a first direction, followed by a second direction opposite to the first.
11. A mass transit passenger vehicle according to any preceding claim, in which in moving from the first seating configuration to the second seating configuration, the first vertical axis moves away from the sidewall to provide clearance for rotation of the seat subassembly relative to the sidewall.
12. A mass transit passenger vehicle according to claim II, in which in moving from the first seating configuration to the second seating configuration, the first vertical axis moves towards the sidewall to provide maximum standing space in the seating compartment.
13. A mass transit vehicle according to claim 7, in which the sidewall defines a first section adjacent the floor, the first section forming an obtuse angle with the floor, in which the support is attached to the first section of the sidewall.
14. A mass transit vehicle according to any preceding claim, comprising socking means configured to secure the seat subassembly in the first seating configuration and the second seating configuration
15. A mass transit vehide according to claim 14, in which the locking means are provided between the support and the seat subassembly.
16. A mass transit vehicle according to claim 14 or 15, in which the locking means require a tool to unlock them.
17. A mass transit vehicle according to any preceding claim, in which the support defines a free end opposite the sidewall, which free end is spaced apart from the floor to provide a clear space therebetween.
18. A seating system for a mass transit passenger vehicle, or a seating compartment for a mass-transit passenger vehicle, as described herein with reference to, or in accordance with, the accompanying drawings.