Year: 1887

page_text: We EDWARD LAWSON, of Charlotte Street, Birmingham, in the County of Warwick
Bedstead Manufacturer and EDWIN WILLIAM DE RUSETT of Fell Road, Croydon in
the County of Surrey, Civil Engineer do hereby declare the nature of this invention
to be as follows:-
In former Specifications numbered respectively 3624 of 1882 and 2076 of 1886
we described various arrangements or fittings whereby ships or other berths could be
folded or turned up out of the way when not in use. In some of these arrangements
the berth when it had to be turned up was first made to move or slide outwards to a
sufficient extent to give space for the bedding between the ships side or other part
and the folded or turned up berth; in others of the arrangements the inner side of
the berth had connected to it the lower ends of arms, links or lugs the upper ends of
which were hinged, centred or pivoted on pintles, pins or gudgeons secured to the
bulkhead or other support; in others again the ends of the berth were provided with
pivots at some distance from the back and the berth when being turned up moved
upon these pivots.
Now our present invention consists of certain further arrangements or fittings
being improvements founded upon those described in our said former specifications
and which have been more especially designed to meet special local circumstances and
more particularly a limited space between the normal position of the berth and the
deck or a beam above. In all the new arrangements the lower edge of the berth
when turned up occupies a position neither higher nor lower than that of the bottom
of the berth when turned down.
According to one modification we fit to each end of the back of the berth frame
an upright or arm having at its upper end a stud, pin or equivalent device and we
fit plates or brackets to the bulkhead or other supports, these plates or brackets
having vertical slots or guides in which the said studs or pins move. We attach to
the lower part of the back of the berth frame at each end the upper end of a link or
arm the lower end of which is pivoted to a bracket these brackets will generally be
the sauie as those in which the vertical slots are formed. In the normal position
of the berth the pins or studs are at the top of the slots which then act as stops

page_text: a gainst which the inner edge of the berth presses. When the berth is being turned
up the lower part of the back of the berth frame moves outwards on the links or
arms while the pins or studs on the uprights at the back of the berth frame move
down the slots.
According to another modification we fit to each end of the berth frame at about
three inches from the back an upright say three inches in height; these uprights
have each a horizontal pin or stud that fits a socket or hole in some convenient part.
The pins form the pivots on which the berth moves as it is being turned up. The
sockets or holes may be in brackets or plates fixed to the bulkhead or other supports
or in the end rails of the berth as may best suit the circumstances of the position
the berth has to occupy. Instead of the pins being on the uprights and the sockets
or holes in brackets or other parts, the uprights may have sockets or holes and the
pins be on the brackets or other parts.
According to another modification we fit to each end of the berth frame at about
three inches from the back an upright say three inches in height; these uprights
have each a horizontal pin or stud that normally rests at the lower end of a vertical
slot or guide in a bracket or fixed part; projections at the ends of the back of the
berth are normally at the rear end of horizontal slots or guides in the same or other
brackets or fixed parts and the ends of the slots act as stops to the berth. The herth
pivots on the pins or studs and as it is being turned up they first move up and then
down the vertical slots as the projections above described travel along the horizontal
slots or guides.
According to another modification we employ vertical and horizontal guides or
slots as in the modification last described and we fit the pivotting pins or studs on
the end bars of the berth frame instead of on uprights on these bars; in this case
the front ends of the horizontal guides and the lower ends of the vertical guides
will generally meet, and the length of the horizontal guides should be equal to the
width of the space required for the bedding when lie berth is turned up,-say
six inches.
it
According to another modification we fit short uprights or arms on the end bars
of the berth frame and pivot them to horizontal arms fixed to the bulkhead or other
part behind the berth. The horizontal arms are about three inches long and the
uprights about the same "length so as together to make up the space of about
six inches required for the bedding when the berth is turned up.
According to another modification we fix to each end of the back bar of the berth
or to a projection thereon a sort of cam or crescent-shaped piece which at opposite
sides of the bar normally bears against the back and bottom respectively of a
bracket of shape. As the berth is being turned up the back part of the cam is
forced against the back part of the bracket and consequently pushes the lower part
of the berth outwards, the front part of the cam then coming against the inside of
the front of the bracket. As the berth is being turned down again into place the
front part of the cam is forced against the" front of the bracket and consequently
pushes the lower part of the berth inwards. The brackets are preferably formed with
horizontal, slots or guides 'for the ends of the back bar of the berth to move in.
According to another modification we fix to each end of the back bar of the berth
or to projection thereon a toothed sector 'that gears with a fixed rack. As the
berth is being turned-up the-sector and rack cause the lower part to move outwards,
horizontal slots or guides being formed in the brackets for 'the ends' of the back bar
to move in.
j
18
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.
According to another modification we fix to the bulkhead or other support at each
end of the berth a bracket having an L shaped slot. "To each end of the berth we
attach the lower end' of 'a 'pivoted arm or link which has at its respective ends two
pins or studs that take respectively into the vertical and horizontal parts of the slot.
Normally the upper pin is at the top of the slot and forms a stop'to the berth and the
lower pin is at the angle of the slot. As the berth is being turned up the lower pin
moves along the horizontal part of the slot while the upper pin moves down the
vertical part o
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page_text: According to another modification we fix to the bulkhead or other support at each
end of the berth a bracket formed with a semi-circular or curved slot in which two
pins or studs on the end of the berth, viz.: one at the back and the other about
six inches from the back, move. Normally the pin at the back of the berth is at the
rear end of the slot which acts as a stop to the berth. As the berth is being turned
up the two pins move in the slot until the pin which was at about six inches from the
back reaches the front or upper end of the slot If this end of the slot be made
with a hollow or depression the pin or stud will drop into it and hold the berth np.
In the two Specifications herein before referred to we described arrangements
whereby a lee rail or lee board extending only about half the length of the berth
could be moved so as to occupy a position at the one or the other end of the berth as
desired. Our present invention comprises further improvements founded upon those
described in our former specifications and having for their chief object to prevent the
scratching of the paint or enamel on the outside bar of the berth frame when the half
lee rail is being moved from one end to the other, or is being moved clear of the
locking devices in order to turn the rail oyer, or under the, turned up berth frame.
With this object we form the tube that constitutes the outside bar of the berth frame
with a longitudinal slot and upon this tube we mount a collar with a flange at each
end, on this collar between the flanges is a collar attached to the half. lee rail. The
flanged collar has a rib or bar that extends through the slot in the tube and carries
triangular or other shaped pieces that bear against the inside of the tube at several
points. On the outside of the tube is a key or feather that normally passes through
a slot in the flanged collar and takes into a corresponding hollow rib in the lee rail
collar and prevents the latter and the half lee rail from turning. When it is desired
to shift the half lee rail to the other end of the berth the rail together with the flanged
collar is slid along the tube until they are received by a corresponding key or feather
on the other half of the same. Again when it is required to turn up the berth and to
turn the half lee rail over or under the berth frame the collars are moved along the
tube to free them from the rib or feather and then the lee rail and its collar can be
moved axially upon the flanged collar. In all these movements the bearing surface
for the lee rail collar is upon the flanged collar while this bears upon the inside of the
tube by means of the triangular or other pieces before described; the outside of the
tube is therefore not liable to get scratched or injured. Instead of the flanged collar
having pieces to bear against the inside of the tube it inay be fitted with anti-friction
rollers that bear on the outside in which case the tube need not be slotted. Or
instead of the outside of the berth frame being a slotted tube it may be of other
form as for instance tube or an angle iron bar in which cases the rib or feather
either be on the half tube or angle iron or on a fixed bar placed
within the half tube or angle iron and the flanged collar will merely bear on the edges
of the latter.
before describ
}

page_text: COMPLETE SPECIFICATION.
Improvements in and relating to Ships' or other Berths.
We EDWARD LAWSON, of Charlotte Street, Birmingham, in the County of Warwick,
Bedstead Manufacturer, and EDWIN WILLIAM DE RUSETT, of Fell Road, Croydon,
in the County of Surrey, Civil Engineer, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
In former Specifications numbered respectively 3624 of 1882 and 2076 of 1886 we
described various arrangements or fittings whereby ships' or other berths could be
folded or turned up out of the way when not in use. In some of these arrangements
the berth when it had to be turned up was first made to move or slide outwards to a
sufficient extent to give space for the bedding between the ship's side or other part
and the folded or turned up berth, in others of the arrangements the inner side of the
berth had connected to it the lower ends of arms, links or lugs the upper ends of
which were hinged, centred or pivoted on pintles, pins or gudgeons secured to the
bulkhead or other support, in others again the ends of the berth were provided with
pivots at some distance from the back and the berth when being turned up moved
upon these pivots.
Now our present invention consists of certain further arrangements or fittings
being improvements founded upon those described in our said former specifications
and which have been more especially designed to meet special local circumstances
and more particularly a limited space between the normal position of the berth and
the deck, or a beam above. In all the new arrangements the lower edge of the berth
when turned up occupies a position neither higher nor lower than that of the bottom
of the berth when turned down, while sufficient space for the bedding is left behind
the berth when turned up.
According to one modification we fit to each end of the back of the berth frame an
upright or arm having at its upper end a stud, pin or equivalent device and we fit
plates or brackets to the bulkhead or other supports, these plates or brackets having
vertical slots or guides in which the said studs or pins move. We attach to the lower
part of the back of the berth frame at each end the upper end of a link or arm the
lower end of which is pivoted to a bracket; these brackets will generally be the same
as those in which the vertical slots are formed. In the normal position of the berth
the pins or studs are at the top of the slots which then act as stops against which the
inner edge of the berth presses. When the berth is being turned up the lower part
of the back of the berth frame moves outwards on the links or arms while the pins or
studs on the uprights at the back of the berth frame move down the slots.
This modification is represented in Figures 1 to 7 of the annexed drawings.
Figure 1 is an end elevation and Figure 2 is a plan of one end only of the berth
turned down, that is to say, in its normal position; Figure is an end elevation and
Figure 4 is a plan of one end only of the berth turned up; Figures 5, 6 and 7 are
views of separate parts. A is the end bar of the berth frame. A is the lee rail.
B is

page_text: the bulkhead or back of the cabin to which is secured the bracket C shewn separately
in Figure 5 having a vertical slot C' and a projecting arm C2. A similar bracket is
provided at the other end of the berth. The end bar A has a raised arm A³ (shewn
separately in Figure 7) fixed upon it and having an upper pin A³ and a lower pin A¹
projecting from the face of the arm. The upper pin travels vertically in the vertical
slot C. The lower pin receives the upper end of the radial link D shewn separately
in Figure 6. The lower end of the link D is pivoted to the pin C3 of the bracket ().
E is a fixed support attached to the end of the cabin or otherwise to receive and
support the outer side of the berth when in its normal position. When in this
position, as shown in Figure 1, the berth is supported at its inner side by the radial
links D and at its outer side by the support E. In turning the berth up, which is
done by simply lifting its front or outer side, the upper pin A³ travels downwards
in the slot C, being guided thereby, and the radial link moves into the position
shown in Figure 3. When turned up the berth is supported vertically by the link D,
and by virtue of the position of the pin A. the berth has also a tendency to press
against the bulkhead, and thereby to retain its turned up position.
According to another modification represented in Figure 8 we fit to each end of
the berth frame on the end bar A at about three inches from the back an upright F
say three inches in height; these uprights have each a horizontal pin or stud G that
fits a socket or hole in some convenient part. The pins form the pivots on which the
berth moves as it is being turned up. The sockets or holes may be in brackets or
plates fixed to the bulkhead or other supports, see H, Figures 9 and 10), or in the end
rails of the berth as may best suit the circumstances of the position the berth has to
occupy. In order to prevent the studs coming accidentally out of the sockets swing
flaps I centred at J may be attached to the brackets I. These flaps are pushed out of
the way as the studs are being inserted into the sockets and then drop back into position
above the studs. Instead of the pins being on the uprights and the sockets or holes in
brackets or other parts, the uprights may have sockets or holes and the pins be on
the brackets or other parts. Figure 11 shows the same modification as Figure 8
except that the arm F starts from the back of the berth instead of from a point about
three inches therefrom and is carried in a curved line to the same point. G, that is to
say, three inches from the back of the berth and three inches above the end bar A.
K in Figures 8 and 11 represents one of several lugs for holding up the bedding
when the berth is turned up; these lugs are similar to those described in the
Specification of our Patent No. 3624 of 1882.
;
According to another modification represented in Figure 12 we fit to each end of
the berth frame on the end bar A at about three inches from the back an upright F,
say, three inches in height; these uprights have each a horizontal pin or stud G that
normally rests at the lower end of a vertical slot or guide L in a bracket or fixed
part M projections or studs N at the ends of the back of the berth are normally at
the rear end of horizontal slots or guides O in the same or other brackets or fixed
parts and the ends of the slots O act as stops to the berth. The berth pivots on the
pins or studs G and as it is being turned up they first move up and then down the
vertical slots L as the projections or studs N travel along the horizontal slots or
guides O from the front to the back thereof. The length of these horizontal guides
should be equal to the width required for the bedding when the berth is turned up,
say six inches. The top of the vertical slots L instead of being closed, as shown, may
be open to allow of the berth being unshipped if required.
According to another modification represented in Figure 13 we employ vertical
guides L and horizontal guides or slots O as in the modification last described and we
fit the pivotting pins or studs G on the end bars A of the berth frame instead of on
uprights on these bars; in this case the front ends of the horizontal guides O and the
lower ends of the vertical guides L will generally meet and the length of the horizontal
guides should (as in Figure 12) be equal to the width of the space required for the
bedding when the berth is turned up.
According to another modification represented in Figure 14 we fit short uprights
or arms F on the end bars A of the berth frame and pivot them to horizontal arins P

page_text: fixed to the bulkhead or other part behind the berth. The horizontal arms P are
about three inches long and the uprights F about the same length so as together to
make up the space of about six inches required for the bedding when the berth is
turned up. This modification is specially adapted for positions where there is no side
support available and the berth has to be supported from the back.
According to another modification represented in Figure 15 we fix to the bulkhead
or other support at each end of the berth a bracket or plate M formed with a
semi-circular or curved slot Q in which two pins or studs N and G on the end of the
berth, viz one at the back and the other about six inches from the back, move.
Normally the pin N at the back of the berth is at the rear end of the slot which acts
as a stop to the berth. As the berth is being turned up the two pins move in the
slot until the pin G which was at about six inches from the back reaches the front or
upper end of the slot. If this end of the slot be made with a hollow or depression,
as shown at R, the pin or stud G will drop into it and hold the berth up.
In the two specifications herein before referred to we described arrangements
whereby a lee rail or lee board extending only about half the length of the berth.
could be moved so as to occupy a position at the one or the other end of the berth as
desired. Our present invention comprises further improvements founded upon those
described in our former specifications and having for their chief object to prevent the
scratching of the paint or enamel on the outside bar of the berth frame when the half
lee rail is being moved from one end to the other, or is being moved clear of the
locking devices in order to turn the rail over or under the turned up berth frame.
With this object we mount on the outside bar of the berth frame a collar which is
free to be moved along the same but is kept from contact therewith, and in
combination with this collar we employ a collar on the lee rail embracing and
normally locked on the first named collar but free to turn axially thereon when
the lock is released by a movement of this collar along the outside bar.. This
part of our invention can be carried out in various ways which we will now proceed
to describe.
C
According to one arrangement which is represented in Figures 16 and 17 we
forin the tube a that constitutes the outside bar of the berth frame, with a longitudinal
slot and upon this tube we mount a collar c with a flange d,at each end, the flanges
are preferably screwed on the ends of the collar e; on this collar between the
flanges d, d is a collar e rigidly attached to the half lee rail, a portion of which is
seen at f. The flanged collar c has a rib or bar g that extends through the slot bin
the tube a and carries a triangular or other shaped piece, such as the trefoil-shaped
piece seen in Figure 17-that bears against the inside of the tube a at several
points. On the outside of the tube a is a key or feather i that normally passes
through a slot in the flanged collar and takes into a corresponding hollow rib
in the lee rail collare and prevents the latter and the half lee railf from turning on
the collar c. When it is desired to shift the half lee railf to the, other end of the
berth the rail together with the flanged collar c is slid along the tube a until they are
received by a corresponding key or feather on the other half of the same. Again,
when it is required to turn up the berth and to turn the half lee rail over or under
the borth frame the collars cand e are moved along the tube a to free them from the
key or feather i and then the lee rail fand its collar e can be moved axially upon. the
flanged collar c.
In all these movements the bearing surface for the lec rail collar e
is upon the flanged collar c while this bears upon the inside of the tube,a by means
of the trefoil or other shaped piece , before described, the outside of the bar a is
therefore not liable to get scratched or injured. The piece h preferably extends from
end to end of the collar c, but this is not essential, or there may be two of these
pieces h, that is to say, one at or near each end of the collar c. The hollow rib
extends the whole length of the collar e. In practice the half lee rail will be fitted
with an arrangement such as described at or near each end, that is to say, with an
arrangement consisting of the collars cand e with the bearing, piece hand, hollow
rib 7, but only one of them will be directly locked by a key or foather i at one time.
According to whether the lee rail is at the one end or the other of the berth so will

page_text: the one or the other of the collars e be locked by one or other of two keys or feathers i
on the tube a. Instead of the flanged collar c having a piece or pieces to bear against
the inside of the tube a as in the arrangement just described it may be fitted with
anti-friction rollers h, h as in the arrangement represented in Figures 18 to 22, that
bear on the outside of the tube a, in which case the tube need not be slotted. In this
case the lee rail collar e can open out on a hinge p as seen in Figure 20 to enable
it to be passed over the collar c which is enlarged at the ends, as seen in Figure 22,
to give room for the rollers h, h. The collar e when in place on the collar c is secured
by a screw m. Or, instead of the outside bar a of the berth frame being a slotted
tube, as in the arrangement first described, it may be of other form as for instance a
half tube, as in Figures 23 and 24, or an angle-iron bar, as in Figures 25 and 26, in
which cases the key or feather i, before described, may either be on the half tube or
angle iron or on a fixed bar n placed within the half tube or angle iron, as shown in
the figures and the flanged collar c will merely bear on the edges of the latter as seen.
Figures 27 and 28 show an arrangement with a fixed bar a placed within a tubular
outside bar a slotted at b, as in Figures 16 and 17. The piece instead of being
a trefoil-shaped piece, as in Figures 16 and 17, to bear against the inside of the
tube a at several points, is circular so as to fit the inside of the tube and it has a
central hole to fit the bar n. This piece h, as in Figures 16 and 17, is connected to
the collar c by the rib or bar
g.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim, in respect of ships' or other berths, is :-
1. The several arrangements hereinbefore described and respectively represented in
Figures 1 to 15 of the annexed drawings whereby the lower edge of a turn up berth
occupies when the berth is turned up a position neither higher nor lower than that
of the bottom of the berth when turned down, while sufficient space for the bedding
is left behind the berth when turned up.
2. In a berth, a collar on the outside bar of the frame and free to be moved along
the same but kept from contact therewith, in combination with a collar on the lee rail
embracing and normally locked on the first named collar but free to turn axially
thereon when the lock is released by a movement of this collar along the outside bar,
substantially as and for the purposes hereinbefore described.
3. The several arrangements hereinbefore described and respectively represented
in Figures 16 to 28 of the annexed drawings in which a collar on the outside bar of
the berth frame and free to move along the same but kept from contact therewith is
employed in combination with a collar on the lee rail embracing and normally locked on
the first named collar but free to turn axially thereon when the lock is released by a
movement of this collar along the outside bar as and for the purposes set forth.
Dated this 25th day of November 1887
J. C. MEWBURN,
169, Fleet Street, London,
Agent.