Improvements in Ships' and other Berths.
Year: 1889

page_text: Date of Application, 20th Nov., 1889
Complete Specification Left, 19th Aug., 1890-Accepted, 25th Oct., 1890
PROVISIONAL SPECIFICATION.
Improvements in Ships' and other Berths.
I, EDWARD LAWSON of Charlotte Street, Birmingham in the County of Warwick
Bedstead Manufacturer, do hereby declare the nature of this invention to be as
follows:-
'
My invention relates to a method of constructing turn-up berths so that they may be
readily widened when required and as readily restored to their normal or ordinary
width. My invention is particularly applicable to berths supported at the front by
pillars which fold up when the berth is folded up as described in the Specification of
the Patent of Lawson and De Rusett No. 3624 of 1882, and supported at the back by
brackets made as described in the Provisional Specification of Lawson and Lea
No. 3864 of 1889. My invention may, however, be modified to suit other methods of
supporting the berths.
In carrying out my invention I first provide a berth frame of ordinary width having
any suitable kind of mattress, and I support the inner side or back by means of
gudgeons turning in suitable notches formed in brackets bolted to the bulkhead and
having also the inclined grooves described in the Provisional Specification of Lawson
and Lea No. 3864 of 1889 for the purpose of allowing the back of the berth frame to
drop when turned up and of automatically providing a suitably limited space for the
bedding in its turned-up position. According to the present invention I lengthen the
said bracket horizontally and I provide in its inner face a horizontal or nearly
horizontal groove along which the gudgeon of the berth may travel when the berth
frame in its turned-down position is drawn forwards or outwards to the distance
necessary to afford the required extra width. When drawn out the gudgeons stop
against the closed ends of the said horizontal grooves. The brackets thus support the
back of the berth frame whether drawn outwards or pushed inwards. When pushed
inwards the frame can be turned up in the manner described in the Provisional
Specification already herein referred to. To support the outer side or front of the
berth frame in its outward position I use the same folding pillars which support it in
its inward position, and I provide upon the floor of the cabin sockets to receive the
feet of the said pillars, similar to the sockets which receive their feet when the berth
is pushed inwards.
In its outward position there is a space between the back of the berth frame and the
bulkhead equal to the distance by which the frame has been drawn out. To close this
space I provide a supplementary berth frame of narrow proportions and preferably
furnished with the same kind of mattress as the principal frame, and I hinge the two
frames together and this can be conveniently effected by means of hollow bosses on
the supplementary frame embracing the back bar of the principal frame. When the
berth is turned down and drawn outwardsthe supplementary frame falls into a horizontal
position and rests upon the end brackets or upon other suitable stops. The two frames
then lie in one horizontal plane and form a berth of greater width than that afforded
by the principal fra:ne only. The widened berth being now supported at the front by
the folding pillars, at or near the middle by the gudgeons, and at the back by the
said stops possesses the utmost stability, even if made to widen to the greatest extent
required for ships' or other use. The lee rail whether of the whole length or of
only half the length of the berth, may be either used or folded out of use in either
the narrow or widened condition of the berth. When it is desired to reduce the
width of the berth the supplementary frame is first lifted and folded forwards and
downwards upon the bedding. The principal frame is then pushed inwards until it
nearly touches the bulkhead, the exact position being determined by the ends of the
grooves in which the gudgeons travel. The supplementary frame is then raised so

page_text: as to stand vertically against the bulkhead in which position it is either held by a
book or by the pressure of the bedding. When the berth is turned up the supple-
mentary frane descends along with the back bar of the principal frame until when
the latter has reached its lowest position the supplementary frame rests in an inclined
position between the bulkhead and the principal frame and serves to hold the bedding
from falling from its turned up position.
The foregoing description applies to berths which, being fixed in long cabins, are
supported independently of the ends of the cabin. Where the cabins are but very
little longer than the berths I attach grooved plates to the ends of the cabin instead
of the aforesaid brackets and I support the front of the berth by means of catch
brackets or plates fixed also to the ends of the cabin instead of by the aforesaid folding
pillars. In some cases I support one end of the berth by brackets and folding pillars
and the other end by plates and catches as aforesaid. I provide vertical plates upon
the bulkhead at the back of the berth and rubbing faces or rollers upon the supple-
mentary frame in order to support the inner side of the said frame while the berth is
being turned up or turned down.
The supplementary frame answers the double purpose of an extended bottom to the
berth when widened and of a support for the bedding when turned up, and in the
latter capacity it takes the place of lugs such as those shown for the purpose in
Figure 10 of the drawings accompanying the Specification of the said Patent No. 3624
of 1882.
I sometimes arrange the supplementary frame so that it can be turned downwards
and folded underneath the berth when the latter is in its turned down position.
I also sometimes hinge the supplementary frame to the bulkhead instead of to the
principal frame.
COMPLETE SPECIFICATION.
Improvements in Ships' and other Berths,
I, EDWARD LAWSON of Charlotte Street, Birmingham in the County of Warwick,
Bedstead Manufacturer, do hereby declare the nature of this invention and in what
inanner the same is to be performed, to be particularly described and ascertained in
and by the following statement:―
My invention relates to a method of constructing turn-up berths so that they may
be readily widened when required and as readily restored to their normal or ordinary
width. My invention is particularly applicable to berths supported at the front by
pillars which fold up when the berth is folded up as described in the Specification of
The Patent of Lawson and De Rusett No. 3624 of 1882 and supported at the back by
brackets made as described in the Specification of Lawson and Lea No. 3864 of 1889.
My invention may, however, be modified to suit other methods of supporting the
berths.
In carrying out my invention I first provide a berth frame of ordinary width having
any suitable kind of mattress and I support the inner side or back by means of
gudgeons turning in suitable grooves which are formed in brackets bolted to the
bulkhead and have the inclined slots or grooves described in the said Specification of
Lawson and Lea No. 3864 of 1889 whereby the back of the berth frame descends
when turned up and a suitably limited space for the bedding in its turned up position
is automatically provided. According to the present invention I lengthen the said
bracket horizontally and I provide in its inner face a horizontal or nearly horizontal
groove along which the gudgeon of the berth may travel when the berth frame in its
turned down position is drawn forwards or outwards to the distance necessary to afford
the required extra width. When drawn out the gudgeons stop against the closed ends
of the said horizontal grooves. The bracket thus support the back of the berth frame
whether drawn outwards or pushed inwards. When pushed inwards the frame can be

page_text: turned up in the manner described in the said Specification No. 3864 of 1889. To
support the outer side or front of the berth frame in its outward position I can use
the same folding pillars which support it in its inward position and I provide upon
the floor of the cabin sockets to receive the feet of the said pillars similar to the
sockets which receive their feet when the berth is pushed inwards.
To
In its outward position there is a space between the back of the berth frame and
the bulkhead equal to the distance by which the frame has been drawn out.
close this space I provide a supplementary berth frame of narrow proportions and
preferably furnished with the same kind of mattress as the principal frame, and I
hinge the two frames together. When the berth is turned down and drawn outwards
the supplementary frame falls into a horizontal position and rests upon the end
brackets or upon other suitable stops. The two frames then lie in one horizontal
plane and forin a berth of greater width than that afforded by the principal frame
only. The widened berth being now supported at the front by the folding pillars, at
or near the middle by the gudgeons and at the back by the said stops, possesses the
utmost stability even if made to widen to the greatest extent required for ships' or
other use.
The lee rail, whether of the whole length or of only half the length of
the berth, may be either used or folded out of use in either the narrow or widened
condition of the berth. When it is desired to reduce the width of the berth, the
supplementary frame is lifted at the inner side and the principal frame is pushed
inwards until it nearly touches the bulkhead, the exact position being determined by
the ends of the grooves in which the gudgeons travel. During this movement the
supplementary frame has travelled up the bulkhead and stands vertically against it,
in which position it is either held by a hook or by the pressure of the bedding.
When the herth is turned up the supplementary frame descends along with the back
bar of the principal frame, until when the latter has reached its lowest position the
supplementary frame rests in an inclined position between the bulkhead and the
principal frame and serves to hold the bedding from falling from its turned up
position.
The foregoing description applies to berths which being fixed in long cabins are
supported independently of the ends of the cabin. Where the cabins are but very
little longer than the berths I attach grooved plates to the ends of the cabin instead
of the aforesaid brackets and I support the front of the berth by means of catch
brackets or plates fixed also to the ends of the cabin instead of by the aforesaid
folding pillars. In some cases I support one end of the berth by brackets and folding
pillars and the other end by plates and catches as aforesaid. I provide vertical plates
upon the bulkhead at the back of the berth and rubbing faces or rollers upon the
supplementary frame in order to support the inner side of the said frame while the
berth is being turned up or turned down.
The supplementary frame answers the double purpose of an extended bottom to
the berth when widened and of a support for the bedding when turned up, and in the
latter capacity it takes the place of lugs such as those shown for the purpose in
Figure 10 of the drawings accompanying the Specification of the said Patent No. 3624
of 1882.
I sometimes arrange the supplementary frame so that it can be turned downwards
and folded underneath the berth when the latter is in its turned down position, for the
ordinary width. When the extra width is required the supplementary frame after the
berth frame has been drawn out is turned into position to occupy the space between
the berth frame and the bulkhead, and it can be secured to the bulkhead by hooks or
otherwise. I also sometimes hinge the supplementary frame to the bulkhead instead
of to the principal frame, in which case when the extra width is required the principal
frame is first drawn outwards and then the outer side of the supplementary frame is
attached thereto by hooks or otherwise.
And in order that my invention may be fully understood I will now proceed to
describe by the aid of the accompanying three sheets of drawings the manner of
carrying it into effect.
Figure 1 is a sectional end view of a folding berth constructed according to my

page_text: invention in its turned down position and of ordinary width, the supplementary berth
frame being hinged to the principal frame as herein before first described.
Figure 2 is a sectional end view of this berth in its turned down position, but having
the extra width afforded by my invention.
Figure 3 is a sectional end view of the berth in its turned up position.
Figure 4 is a cross section of one of the brackets taken on line Y, Z, Figure 3
showing the position of the gudgeon in the groove..
Figure 5 is a plan of the bracket and cheek plate attached thereto.
Figure 6 is a separate view of the plain part or foundation of the bracket b.
Figure 7 is a separate view of the cheek plate detached froin the bracket.
Figure 8 is a separate view of the hinged catch in elevation and in plan.
Figure 9 is a group of three views of the end stop, viz.-side view, end view
and plan.
Figure 10, Sheet 2, is a sectional end view of a berth constructed according to the
modification of my invention in which the supplementary frame folds underneath the
principal frame in the ordinary width turned down position which is that shown in
this figure.
Figure 11 is a plan view of the same.
Figure 12 is a sectional end view of the same berth but in its turned down extra-
width position.
Figure 13 is a plan view of the same.
Figure 14, Sheet 3, is a sectional end view of a berth constructed according to the
modification of my invention in which the supplementary frame is hinged to the
bulkhead instead of to the principal frame. The figure shows the berth in its turned
down ordinary width position, with the supplementary berth frame hanging downwards
from its hinge.
Figure 15 is a sectional end view of the same berth in its extra width position.
Figure 16 is a sectional end view of the berth constructed according to the same
modification-in-its.ordinary width position but with the supplementary frame standing
upwards from the hinge.
Figure 17 is a sectional end view of the same in its extra-width position.
My improvements are particularly applicable to berths supported at the front by
pillars which fold up when the berths are folded up, or to berths which being nearly
as long as the cabins are supported at the front by catch brackets or plates fixed to the
ends of the cabin or to berths with pillars at one end and catch brackets at the other,
but as these pillars or catch brackets form no part of my present invention I do not
show them in the accompanying drawings.
I prefer to carry out my invention as illustrated in Sheet 1 of the drawings which I
will now proceed to describe. Although I only describe one set of apparatus yet
it is to be understood that there are two sets to each berth, viz.-one to each end
thereof:-
a is the bulkhead of the cabin and b is a bracket attached thereto. To facilitate
manufacture I preferably but not necessarily make the bracket in two parts of which
the plain part b shown separately in Figure 6 is the foundation and the grooved part c
shown separately in Figure 7 is a separate cheek plate attached to the inner face of the
part b. The groove is formed horizontal at, curved at 2 and inclining upwards and
inwards at 63.
The plate c has a flange c¹ projecting horizontally-from the face thereof. At the
outer end of the bracket 6 is a stop piece d having a vertical slot d and sliding up or
down on a pin b* fixed to the bracket. The stop d closes the outer end of the horizontal
groove b¹. d is a thumb piece by which to raise the stop pieced when it is required to
unship the berth frame, this being effected by simply drawing the frame out at the
end of the siot b'.
Instead of brackets may use grooved plates with similar stops and flanges to those
described as forming part of the brackets, these grooved plates being attached to the
end of the cabin, or I may use a bracket at one end of the berth and a grooved plate.
at the other.

page_text: e is the angle iron end of the berth having the ordinary width from e² to e³. To the
angle iron e I secure the gudgeon f which runs in the groove 1, 62, 6s of the cheek
plate c of the bracket. To the inner end of the angle iron e I hinge at ei the widening
piece g which forms one end of my supplementary berth frame, which when let down
to a horizontal position supplies the required extra width of berth. g¹ is the inner
side of the supplementary berth frame which may be provided with rollers running on
bearing plates on the bulkhead if desired. h is a catch hinged to the bracket at bo and
working through a slot c² in the cheek plate thereof, see Figure 5.
The action of the apparatus is as follows: I will assume that the berth is in the
position shown in Figure 1, that is of its ordinary width and turned down, and that it
is desired to bring it into the position shown in Figure 2, that is turned down, but of
extra width.
In the following description the cheek plate c is taken as forming part of the
bracket b. I lift the free end h¹ of the hinged catch against which the gudgeon f
abuts as seen in Figure 1 and I then draw out the berth frame, the roller f¹ of the
gudgeon f rolling along the horizontal part b¹ of the slot in the bracket until it comes
in contact with the vertical stop d at the outer end of the slot While this is taking
place the supplementary berth frame is gradually passing from a vertical to a horizontal
position, its inner side gl travelling down the face of the bulkhead a. The supple-
mentary berth frame attains its horizontal position at the same time that the gudgeon f
reaches the vertical end stop d. The berth is now in the position shown in Figure 2,
its width being increased by the width of the supplementary berth frame. The inner
edge of the principal berth frame is supported by the projection e resting on the upper
and outer end of the stop 65 and the inner edge of the supplementary berth frame is
supported by a projection go resting on a stop 67 on the bracket. To restore the berth
from the turned-down extra-width position shown in Figure to the turned down
ordinary width position shown in Figure 1 I raise the inner side g¹ of the supplementary
berth frame and at the same time push the principal berth frame ³ towards the bulk-
head a.
The gudgeon f travels along the horizontal part b¹ of the slot in the bracket
until it arrives at the outer inclined face h² of the hinged catch h which is thereby
raised. As soon as the gudgeon f has passed under the catch h the catch h falls and
prevents the return of the gudgeon. The inner side g¹ of the supplementary berth
frame has now travelled up the bulkhead and the berth has assumed the position
shown in Figure 1 and is retained in that position by the catch h. While pushing the
berth in or out and the gudgeon f is passing along the horizontal part 61 of the slot,
the inner side of the principal berth frame e is prevented from rising by means of the
projection e of the berth frame engaging with the underside of the flange c¹ on the
bracket. The outer side of the principal berth e cannot be turned up unless it is in or
near the position of ordinary width shown in Figure 1.
In order to turn up the berth from the position shown in Figure 1 to the position
shown in Figure 3, I raise the outer end 3 of the principal berth frame until the end
angle iron e arrives against the stop 65, and the notion being continued the gudgeon f
travels up the inclined part 63 of the slot in the bracket; the inner side of the principal
berth drops and the inner side g₁ of the supplementary berth frame travels down
the face of the bulkhead until the principal berth frame assumes a vertical or nearly
vertical position, and the various parts assume the respective positions shown in
Figure 3 in which positions they are preserved by means of a hooked catch of which
one end is attached to the bulkhead and the other is hooked upon the outer (now
the upper) bar of the principal berth frame in the ordinary and well known manner.
When the principal berth frame is in a position of either ordinary width or of extra
width, its outer side may be supported either by means of stops thereon engaging with
the brackets or catch plates screwed to the ends of the cabin or by means of folding
pillars hinged to the underside of the berth frame in the well known manner herein before
referred to.
I will now describe the modification of my invention as illustrated in Sheet 2 of the
accompanying drawings.
I make the supplementary berth frame g g¹ g² slightly shorter than the principal

page_text: berth frame e e e and hinge the front bar g¹ of the supplementary berth frame to the
back har of the principal herth frame by means of straps gs g³ or otherwise. In the
ordinary-width position shown in Figures 10 and 11 I fold the supplementary berth
frame underneath the principal berth frame and secure it by suitable catches or hooks
not shown in the drawing. To change to the extra-width position, as shown in
Figures 12 and 13, I draw out the ordinary berth frame as far as it will come and'
then having unfastened the catches I fold back the supplementary berth frame in the
direction of the arrow in Figure 10 until it attains a horizontal position, filling up the
space between the principal berth frame and the bulkhead. I then secure it in this
position by means of suitable catches (not shown) fastened to the bulkhead.
In the modification of my invention illustrated in Sheet 3, I make the supplementary
frame g of the same length as the principal frame e, but I hinge the supplementary
frame to the bulkhead a. The supplementary frame, g may hang down from its
hinge gas in Figure 14, or it may stand up above the hinge as in Figure 16, in either
case being secured to the bulkhead in that position. These two Figures 14 and 16
represent the berth in its ordinary width position. When it is desired to bring the
berth to its extra-width position the principal frame e is pulled outward, and then the
catches on the bulkhead being loosed the free edge of the supplementary berth is
pulled up in the direction of the arrow in Figure 14 or pulled down in the direction
of the arrow in Figure 16 until the hook 95 engages with the back rail e¹ of the
principal berth frame.
In the arrangement shown in Figures 14 and 15 the principal berth frame has to
be drawn forward a little more than is required for the extra-width position so as to
When the hooks
allow the hooks g³ to swing by the rail e¹ of the principal frame.
have passed, the principal berth frame is pushed inwards a little so as to allow the
hooks g³ to drop on to and engage with the back bar e¹.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim, in respect of ships' and other berths, is :-
1. In a turn-up berth the combination with-a-principal berth frame which can be
the
drawn out from the bulkhead of a supplementary berth frame which fills t space
between the drawn out principal frame and the bulkhead and thereby widens the berth,
substantially as herein before described.
2. In a turn-up berth, the combination with a principal berth frame which can be
drawn out from the bulkhead, of a supplementary frame which is hinged to the said
principal frame and fills the space between it and the bulkhead when the said
principal frame is drawn out, substantially as and for the purpose hereinbefore
described.
3. In a turn-up berth, the combination with a principal frame which can be drawn
out from the bulkhead of a supplementary frame which is hinged to the bulkhead and
fills the space between it and the principal frame when this is drawn out, substantially
as and for the purpose hereinbefore described.
4. In a turn-up berth having a principal berth frame and a supplementary-berth
frame as and for the purpose set forth, the combination of the horizontal groove b¹,
inclined groove b³, and stop 65, as and for the purposes herein before described.
5. In a turn-up berth having a principal berth frame and a supplementary berth
frame as and for the purpose set forth, the combination with the horizontal groove b¹,
inclined groove 63, and stop 65, of the projection e, flange c¹, and catch h, as and for
the purposes hereinbefore described.
6. The improved turn-up berths hereinbefore described and represented in the
accompanying drawings.
Dated this 19th day of August 1890.
J. C. MEWBURN,
55 & 56, Chancery Lane, London, Patent Agent.