Improvements in and Additions to Ships' Berths.
Year: 1889

page_text: Date of Application, 28th Oct., 1889
Complete Specification Left, 28th Aug., 1890-Accepted, 11th Oct., 1890
PROVISIONAL SPECIFICATION.
Improvements in and Additions to Ships' Berths.
I, WILLIAM PARISH HOSKINS of Trinity Street in the City of Birmingham Manu-
facturer, do hereby declare the nature of this invention to be as follows:-
Ships' sleeping berths as ordinarily constructed, do not admit of any extension or
enlargement beyond the area of the berth frame, consequently persons using the said
berths, are confined within the limits thus assigned, which is oftentimes inconvenient,
inasmuch as in warm and sultry weather, open and airy berths are desirable, while
in cold or in rough weather snug ones are preferable, as in the latter case persons are
rolled out unless confined.
On the other hand, wide or extended berths, do not admit of being contracted, or
their breadths reduced, from the area of the frame.
My invention has for its object, the remedying of the said defects, or drawbacks,
by so constructing the said berths, that a narrow one, can be converted into a broad
or extended one, and a broad berth into a wider one, and vice-versa.
In carrying out the first part of my invention, viz., converting a narrow berth into
a wider one, I proceed as follows, by taking an ordinary frame, of the size of a narr >w
berth, and jointing or otherwise connecting to its outer side, or rail, a full length
lee rail, that is to say, a lee-rail, extending from end to end of the berth frame. This
lee-rail, turns outwardly and down to the plane of the berth frame, so that both frame
and lee-rail, lie or are disposed horizontally one with another, thus extending the
breadth of the berth, to the extent of the depth, or breadth of the lee-rail as
aforesaid.
The turned-down position of the lee-rail, and the consequent extension of the berth
is secured by stop-joints, stay-rods or other expedients, although I prefer to employ
a butt-joint, alike unto that of an ordinary jointed rule.
As a modification, the lee-rail may be made detachable, and secured in a horizontal
position, continuous of the berth bottom, by studs or extensions of the lower end of
the rail taking into sockets carried by the front side of the berth frame. Or the lee-
rail, may have square or angular bossed eyes at its opposite lower ends, which take
by a slight sliding movement, upon like square or angular bosses or parts on a rail,
or lower rail, of a berth frame, so that, by sliding longitudinally in one direction, the
said lee-rail is detached (and can turn down or up) and in the other direction, it is
made to engage itself, and be locked either in its normal and upright position, as a
lee-rail, or in a horizontal position as an open extension of the berth.
The lee-rail may have a supplementary top part which when employed as an ex-
tension is turned up and prevents the bedding from slipping off.
In carrying out the second part of my invention, viz., the setting back of the lee-
rail, to within a portion of the berth framing, thereby converting a berth, into a
combined narrow sleeping berth, and couch, seat or settee, 1 proceed in manner
following; thus, I take an ordinary large, or full sized berth, with a full length lee-
rail, which when in its normal position, for a full sized sleeping berth, it comes at, or
upon the front side of the framing, but when the said berth requires to be made into
a small rigid sleeping berth, and a settee it is set back to a suitable distance, which
divides off longitudinally the bottom of the berth, into a sleeping place or lounging
place.
The top outer ends of the said lee-rail, have trunnion or stud ends, which rest in
half round or other bracket bearings, made and arranged to receive them in their
respective positions, either when the rail is fixed forward, or set back from the front.
The lower outer ends of the said lee-ral, have also rod or stud extensions, which drop
into eyes or sockets, arranged respectively, at the outward and inward position.

page_text: Or the lee-rail may be made to slide to a set-back position, for a berth and settee,
or slide forward for a full-sized berth position.
When sliding, I propose that the lee-rail ends, should slide upon the ends of the
framing, and if necessary stayed and steadied by supplementary rails, rods or bars.
The said lee-rail may be made to fold back if necessary, and be affixed in its
relative positions, by locking or stop devices; and further, the said lee-rail may be
covered with plush, or otherwise upholstered or embellished as may be desired.
My improvements may be used with fold up, turned down or fixed berths.
Dated this 26th day of October 1889.
WILLIAM PARISH HOSKINS.
By Henry Skerrett,
Agent for Applicant.
COMPLETE SPECIFICATION.
Improvements in and Additions to Ships' Berths.
1, WILLIAM PARISH HOSKINS of Trinity Street, in the City of Birmingham, Manu-
facturer, 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:-
Ships' sleeping berths, as ordinarily constructed and mounted, do not admit of any
enlargement or diminution, beyond or within the area of its general framing, conse-
quently persons using the said berths, have always to use an extended or a confined
one, as the case may be, whether the weather is hot or cold, or the sea rough or
smooth.
Thus, a narrow berth, or a berth having confined limits, is particularly objectionable
in warm and sultry weather, but may be desirable in cold and rough weather. On
the other hand, a large berth may likewise be objectionable in cold and rough weather,
but a desideratum in warm and sultry weather. This invention is an improvement or
improvements upon two several Letters Patent granted to me, bearing date Oct. 19th
1886, No. 13304, and July 13th 1887, No. 9827.
By my invention, ships' sleeping berths, are rendered convertable, viz. :-into snug
or wide ones, according to the desire or desires, of an occupant, or occupants.
In one form of my invention, I take a narrow berth frame, or berth, and jointedly
connect to its outer side, an extension framing alike unto a full length lee-rail, and
which said extension framing, turns outwardly and downwardly to an horizontal
plane, hence an extension of the berth framing proper.
Thus, the extension part, lies in the same plane, and forward of the primary berth
frame, and is made to rest, or be secured in position by stops, or equivalents
of them.
The extension framing, when not in use for increasing the breadth of a berth, the
same is employed as a lee or outside boundary railing.
As a modification, the extension framing, or its equivalent, may be made detachable,
and secured in a horizontal position, continuous with the primary framing, by tongue
or stud connections. Or an extension of the extension framing, may be performed,
by making, or providing the ends of the framings, with sliding parts, which work
within or upon each other. Or the two part berth framings, may have rearward
movements, and further, the said two part framings, may be constructed in manner
that the same fold, or are used in connection with, fold up, or turn down berth
framings.
Figure 1 of the accompanying drawings, represents a top side plan of an extension
ships berth, reduced, constructed, arranged and fitted according to my invention.
Figure 2 represents a like plan as Figure 1, with the extension framing of it,
turned down into a horizontal plane, and there supported by both the front rail of
the berth framing proper, and brackets, carried upon the opposite sides of the cabin,
or partition walls or uprights of a cabin, thus making an extension of the meshed
bottom; and on the said meshed bottom, and the extension framing, heing covered by

page_text: bedding or the like, the width of the berth is extended to the depth, or about the
depth, of the said extension framing. It will be thus seen, that when the said
extension framing, which consists of a series of horizontal and transverse bars, chilled
together at their junctions, is in a vertical position as in Figure 1, it constitutes a full
length lee-rail, or a front side to the berth framing.
Figure 3 represents a cross section on the dotted lines A B, Figure 1, showing
the extension framing, supported in its vertical position.
Figure 4 is a cross section, upon the dotted lines C, D, Figure 2, showing the
extension framing in its horizontal position, to increase the size of the berth, and also
it shows the supplementary bracket, for supporting the said extension, by the engage-
ment within it, of the end or top rail of the said extension.
The same letters of reference indicate corresponding parts in Figures 1 to 4.
a is the berth framing proper, consisting of rear and front rails a, a, and end rails a³,
united together at their junctions by chills a', but to this I do not limit myself, as any
forms of connection may be employed.
Disposed between the inside of the said framing, and stretched between the end
rails, is a distensible sacking b, which constitutes the bottom of the framing a.
(, is an extension framing, made in the form of a railing, and of the entire length of
the framing a, and adapted to turn downwardly and outwardly upon the outer rail a².
of the framing a, as a centre, by eyes or joints c, directed at the inner end of the
extension framing c, which has a full length outer or upper rail c³, whose ends e¹,
respectively drop into "horizontal" brackets d, (when in the position Figure 2)
affixedly secured to the partition walls c, of the uprights of, or within a cabin, but
when the extension rail is in the position Figure 1, the said ends c, drop into vertical
brackets, secured to the partition walls, or uprights within a cabin.
To convert a narrow berth Figure 1, into a wide one Figure 2, slightly lift the
front of the berth frame, so as to remove the respective ends e, from the gaps within
the brackets, then turn the said extension framing thus freed, downwardly and
outwardly, until it assumes a horizontal position, when the ends e, rest within the
gaps of the "horizontal" brackets d, when the said extension framing make a con-
tinuation of the distensible bottom or sacking b.
Figure 5 represents an extension berth, with both the berth framing proper, and
the extension framing, meshed, or provided with a single distensible woven wire
sacking, which when the extension framing is turned down outwardly and horizontally,
and there secured, makes a continuous bottom from front to back of the berth,
although the extension part of the herth, may be independently meshed if
necessary.
Figure represents a transverse vertical section of the said extension berth
Figure 5, showing how the continuous mesh, which acts for both the berth proper,
and its extension, is folded at the junction of one with the other.
Figure 7 represents the extension part turned outwardly, and horizontally.
a is the berth framing, a' the inner rail, which comes next to the bulk head, a the
outer rails, with side rails a³, connected at their inner ends. c is an extension framing,
consisting of a top or end rail c³, connected to the outside rail a*, of the framing a, so
s to form an enclosure; and from the rail 3, to the rail a', the woven wire mesh b
extends, and is stretched from the side rails a³, c², respectively of both framing a, and
he extension framing c.
The ends of the top or outer rail c³, are dropped into "vertical" brackets, or
ecured by pawl or other catches, when the same requires to be employed as a lee-
ail, and into "horizontal" brackets or rests, when the berth frame requires to be
hcreased in breadth.
The rail a², is cranked downwardly, near its ends, so that the said rail shall lie a
onsiderable distance below the mesh, and shall not be hurtful to an occupant of the
erth on lying over it, and further, that the lower ends of the side rails c², of the
xtension framing, are also cranked inwardly, so that the said side rails c. shall be
ontinuations of, and lie in the same direct line as, the sides a³, whereby the inside

page_text: preauth of the mesh of the extension framing, is constant with that of the other
framing.
The junction of the mesh of the extension framing with the other framing, may be
made by linked, or joint connections.
Figure 8 represents an extension ships berth, of which the extension framing, is
provided with a lee rail.
Figure 9 represents the same, with the extension part and lee rail folded out, and
in the position which the parts assume, when a wide berth is required, whilst in
Figure 8, the parts assume the shown positions when a narrow one is required.
a is the berth framing, a² an outer end railing, around which the inner end of the
extension framing e, turns as a centre. g is a lee rail, jointed upon the outer or top
rail, of the said extension framing c.
The top or outer rail e³, of the part e, has end extensions c¹, and so also has the
jointed lee rail g, end extensions, which are marked g².
When the extension framing, is folded up to form a narrow berth, as in Figure 8,
the ends c, drop into the gaps or seats of the vertical brackets f, and with the lee
rail g, hanging upon either side of it.
When the extension 1 art is folded out, which is done preferably by first slightly
lifting the berth framing, and then folding it outwardly and horizontally, then the
ends, drop into the gaps or seats of the "horizontal" brackets d, secured to the
sides of the cabin, or uprights directed within the cabin, alike unto the brackets f.
This done, the lee rail may be affixed in its vertical position as in Figure 9, by
slightly lifting the extension framing, and dropping the ends 92, into the gaps of
the secondary and vertical bracket h, when the extension, and its lee rail, are made
rigid.
wish it to be understood, that when catches or like expedients are employed,
for holding the frames in their assigned positions, the lifting of the frame may be
unnecessary.
The extension e, may be made after the manner of the framing in Figure 1, or it
may be provided with wire meshed sackings, which if necessary, may be made to
distend itself both over the framing proper, extension framing, and lee rail, although
I prefer that the lee rail should be filled in separately, or be composed of rods united
together, in the manner as is carried out in the extension, see Figure 1.
Figure 10 represents another form of ships' berth, constructed according to my
invention. In this berth, I make the upright front framing, commonly called the
lee rail, detachable, so as to divide off a broad berth, into two narrow ones, or to
convert a broad berth, into a combined narrow berth, and a settee or couch. This is
accomplished, by making the said lee rail, take one, two, or more longitudinal
positions.
Figure 11 represents a broad berth, with a lee-rail, attachably connected to the front
framing, or the front rail framing.
a is the framing, composed of longitudinal front and rear rails a', a², and side
rails a³, the junctions of which are preferably made, by chilled corner blocks.
The side rails a³, are provided with equi-distant, and opposite holes a*, made
through them, and so also, are the front chills, with single opposite holes as, wherein,
or wherethrough, the studs co, at the opposite foot ends of the lee-rail c, pass or take,
and thereby secure the said lee-rail, in its assigned position, after the ends e,
of its top rail e, have been dropped into the gaps or seats of the brackets i.
To form a combined settee and berth, or to form a twin berth, place the lee rail in
the position as in Figure 10, or if necessary, into a mid way position, with the
bracket in the position as represented in dotted lines. When as a settee, the front
portions may be cushioned, as represented in dotted lines, and marked j, k, but when
the said front portion is utilised as a berth, then I propose to employ bedding, alike
unto that marked 1, in the other divided-off portion.
If necessary, the fore or outer portion, may have a lee-rail, dropped into position
like the lee rail c, which is shown sub-dividing longitudinally the said berth.

page_text: To make a wide and commodious berth, remove the sub-dividing lee-rail, or settee
back, and place with its foot stud, taking into the opposite holes a³, and with
the ends e, of the rail ³, dropped into the gap of the bracket f, as represented in
Figure 11.
Figure 12 represents a modification of Figures 10 & 11. In this said modification,
the lee-rail, or divisional framing, is removable, but non-detachable, and this is
accomplished by connecting the two opposite foot ends, to the ends of jointed links,
or jointed arms; and for changing the position of the lee-rail, or divisional framing,
swing the same, inwards or outwards, for a wide berth, for a twin berth, or for a
combined narrow berth, and settee.
The said Figure 12 represents a combined berth, and settee, and Figure 13
represents the same, converted into a wide berth.
The arrangement of the open topped brackets, is the same as in Figures 10
and 11.
a is the framing, composed of front and rear rails a', a², with side rails a³, united
together as aforesaid.
is the lee-rail, with its opposite foot ends, jointed at c³, to
the outer ends of radial links m, jointed at m², to the framing a, or the side framings a³
of it., is an inner bracket, and is an outer one, for taking the end et, of the top
rail c³, of the said lee-rail c.
To convert a wide berth Figure 13, into a combined berth and settee, as in
Figure 12, lift the lee-rail, or divisional railing e, when in its said outward position,
and transpose the same, through the intervention of a radial link m, opposite to the
bracket i, and with the top rail or other portions of the said lee or divisional railing,
resting within the open tops of the brackets i, as represented in Figure 12.
Figure 14 represents another form of my invention. This arrangement, which is
telescopic, or overlapping in construction, consists essentially of two framings, open
on the inner sides, and with guide rods at each end respectively, which take in guides
and bearings, carried by each of the said framings. In a narrow berth, the mesh of
the one, lies under the mesh of the other, thereby making a double meshed sacking,
and on a wide berth being required, the extensible part is distended, by being pulled
out to a wide berth.
Figure 15 represents a section of a portion of one end of the berth framing, upon
an enlarged scale. This view more clearly exemplifies the arrangement of the rod or
tubular parts of the ends, which are adapted to slide within combined guides and
bearings, carried respectively by the framings, which are disposed in dissimilar
planes.
Figure 16 represents an end view of the said framing, looking from the right hand
side, in the direction indicated by the arrow.
The combined guides and bearings, are shown partly in section, in order to exhibit
how the rods, are connected and passed through them.
a' is a tubular inner rail, with tubular side rails a³, directed inwardly from its ends,
and constituting a rectangular shaped frame A, closed on its inner side, by a longi-
tudinal stay a, directed inwardly from the ends of the said rods a³. a² is a tubular
rail, alike unto the rail a', and having side tubular rails a, directed inwardly from
the ends of said rail a², and making a rectangular shaped framing A', open on its
inner side, alike unto the said frame A, other than with the stay.
The extremities of the side rods a³, of the frame A, are terminated by lugs a³, with
guides and bearings a, made through them, and which guides and bearings, are at a
higher level than the rods a³, but coincident with the rods at, which slide within
them.
The lugs a, have connected with them, the sacking bars a', of the mesh b, of the
frame A, and with the outer opposite ends of the said bars, fixedly connected to
the rods a³, at or near the junctions of them with the rod a', by lugs or castings a³.
The rods a', are terminated by lugs a, which carry guides and bearings a, where-
through the rods a³, take and slide. The sacking bars of the mesh b', of the framing A',
and which are marked a", are connected at the opposite inner ends to the lugs a',

page_text: and at their outer ends to the lugs a¹, which latter are affixedly secured to the
rods af, at their junctions with the rod a², alike unto the other framing A.
Thus it will be seen, that the side rods of each of the framings, take and slide
within the guides and bearings of the other framing, respectively carried at the
terminals of the rods, which are disposed immediately one above the other, alike
unto the sacking, and the sacking bars, which come in close proximity to each other,
sliding shelf like.
When the berth frame is for a narrow one, the sackings and framings of them,
lie one under the other, but when a wide one is desired, then one of them is
drawn out.
It is immaterial whether the upper or lower framing is made moveable, but it is
understond, that one is movable, and the other fixed.
Figure 17 represents a modification of one end of the stratum berth, Figure 14,
but instead of the side rods of the super and sub-stratum framing A A', sliding within
combined guides and bearings, they are made in duplicate, and slide telescopically one
within the other.
a, is a hollow tube, and is a rod, working telescopically within it. a³ is a
second hollow tube, with a rod a, also working within it, and with the inner and
onter ends of the tube a³ and a', having lugs a, a, a, a¹², to which the sacking bars
of two sackings of the frames, are attached, at the two opposite sides, alike unto
Figure 14.
The lugs a, a, are respectively connected to lugs a¹³, and a¹, carried at the outer
ends of the rods, 10, in manner that the said rods a, a, respectively move and
are rigid with the tubes a³, a*.
Figure 18 represents a modification of the telescopic form of my invention. In this
arrangement, no compound or plural side rods are employed, but only single frame
side tubes, with rods working within them, and it will be understood, that the said
figure only represents one side of a frame.
'
at are tubes, disposed at the two opposite sides of the framing, and a⁰ are rods
working within them, and with the inner open sides of the said framing a', stayed by
a downwardly cranked rod aº. is sacking, fixedly secured and distended to the
primary framing, but hanging loose for the secondary framing, represented by the
rods a, with a front rod a². The sacking of woven wire mesh b, beyond the framing a',
sags downwards, and is marked 1, so that when a narrow berth is required, the
extensible framing is closed up, and on a broad one being required, it is drawn out,
and there secured.
In this last arrangement, the sacking may if necessary be distended, by screw or
other tensioning devices.
Figure 19 represents a further form of distensible ships' berth, constructed according
to my invention.
The extension part is made hinge-wise, at back, and adapted to fold or drop down,
when its fore part is released from the inner part of the primary framing. Thus,
when a berth is required to be extended, for two persons, or for a commodious one,
then the primary framing is pulled outwards, and the hinged distensible part, turned
upwards into a horizontal plane, and with its overhanging fore part, made to lodge
upon the inner edge of the other part.
Figure 20 represents a plan of the same.
a is the primary berth framing, and b is a supplementary one, jointed at ² at its
rear end, to supporting brackets c. and with the fore part 63, made flange or shelf-like,
so as to rest upon the inner presented part a², of the framing a. Both the framings a
and, are complete in themselves, with their inner framing rods a³, 64, bent down-
wardly to be out of the way of the sackings of both parts a and b, which are directed
in a common plane.
When a small berth is required, the framing b, hangs down against the bulkhead d,
with the framing a, occupying the space vacated by the framing b, and resting upon
supporting brackets, and a slide e.

page_text: To make a wide berth, draw back the frame a, then lift the frame b, upon its hinge-
joint, with its flanged ends 2, a little above the clge a², of the framing a. Then slide
the framing a backwards, until its inner end abuts against the outer end of the
other frame, when the said last named frame, falls and rests upon the inner edge of
the first named frame.
Figure 21 represents a distensible berth and its fittings, constructed and arranged
according to another form of my invention. The said view, represents the berth in
its contracted or narrowed position, whilst Figure 22 below it, represents the same
extended, or disposed horizontally in a position, and adapted as a wide or double
herth. It will be seen from the drawings, that the distensible part of the berth, is
disposed inwardly, and is adapted to run within channel brackets, when the same
is not in use, or when the berth framing is only required for a narrow berth.
Figure 23 represents an end elevation of the berth framing separately, and Figure 24,
a plan of one side of the same, showing a single mesh, acting in common for both the
primary and secondary parts of the framing.
a is the primary framing, and constitutes a narrow berth, when in the position
Figure 21. is a secondary framing, which when combined with the framing a,
and in a horizontal position as in Figure 22, they constitute a wide berth.
The framing a, has front and rear rails, a', a²; the latter is cranked downwardly to
be out of the way of the mesh, (which may be common to both framings,) stretched
over it, whilst the side framings of the said framings a, are marked a³, and to the
outer ends of them, or to the front rails a' of it, the secondary or added framing
composed of front and side rails 62, 63, is connected, by hinged joints b', which allow
the said secondary framing, to take a vertical or lee-rail position, or fold upon, or
under the primary framing.
In using the said jointed framing, with the secondary part of it, disposed
inwardly, and adapted to turn up against the bulk heal, or partition walls cf a cabin,
I employ angularly slotted brackets d, d, in the slots of which, rollers 65, 66, carried
at the outer opposite ends of the framings b, roll.
Thus when the parts are in the positions as represented in Figure 21, and a wide
berth is required, the primary framing a, is drawn outwardly, when the secondary
hinged framing part b, falls horizontally into the same plane as the part a,
and with the rollers, resting within the slot of the horizontal member of the
bracket.
The outer end of the primary framing, is supported upon a bracket or roller
bearing.
The brackets d, which are disposed on the two opposite and inner sides of the
framing, are secured to the cabin walls, or uprights within the cabins.
To convert a wide berth, Figure 22, into a narrow one Figure 21, press inwards
the combined berth-framing, when the secondary or extensible part b, runs up the
vertical slot of the bracket, and takes an upright position, as shown.
Figure 25 represents a modified form of ships' berth, Figure 21. In this particular
arrangement, in which an inner and extensible framing is jointed to an outer, and a
moveable one, I employ radial bars, for supporting the middle of the framing, instead
of a bracket.
a is a primary framing, and 6 the secondary and distensible one, with rollers 66, at
its outer ends, adapted to run within the grooves d², of brackets d, secured to the
bulk head, or other part of a cabin.
The other end of the said distensible framing part is jointed at 4, to the inner end
of the primary framing part a, and which said inner end is also supported by radial
links e, jointed at to brackets e, secured to the cabin walls, and at e*, to brackets a²,
of the framing a.
When the berth framing is in the position as in Figure 25, it forms a wide
berth, and to diminish the breadth of the same, or to substitute it for that of a narrow
one, force inwards the outer framing, when the secondary or extensible part b, is made
to run up the slots of the bracket, and assume a position alike unto the said part as in
Figure 21.

page_text: To transform a narrow berth into a wide one, reverse the direction of movement of
the parts, when by pulling the framing a, outwardly, the parts assume the positions
as represented in Figure 25.
Figure 26 represents a modification of the part folding distensible ships' berth
Figure 25. In this arrangement the radial links are supported by outstanding
brackets d', instead of by brackets ³, as in Figure 25, attached to the
cabin walls.
The letters of reference, indicate like parts as in the said Figure 25.
Figure 27 represents another modified form of berth Figure 25. The outer ends
of the radial links e, in this case, are connected to brackets d' secured to the
bulk head.
Figure 28 shows the extended or enlarged berth Figure 27, contracted, by the
turning upwards of the jointed and distensible part.
The same letters of reference indicate like parts, as in Figures 25 and 26.
It will be understood, that the outer ends of the primary framing a, are supported
by stop brackets, or they may run if necessary upon rollers, mounted upon stop
brackets.
Figure 29 represents a distensible ships' berth framing, constructed and arranged
according to another form of my invention. The primary framing, in this arrange-
ment, which constitutes a narrow berth, when the same is in a contracted position,
occupies the position vacated by the extensible framing part, which folds or falls
downward, as the said primary framing part, travels backwards
Thus, the distensible, or supplemental framing part, is hung upon a rear pivot,
in manner that, as the primary framing part slides backwards or forwards, it falls
or is lifted, through the intervention of an arm, jointed at the one part, and sliding
under the back portion of the other part. This form makes a convenient bertli,
inasmuch as the additional berth framing, lies against the bulk head, and under the
inner part of the primary framing.
a is the primary framing, with back, front, and side framing bars a', a², a³,
and with its inner end, provided with a lifting arm g, jointed at g, and with a cam
or wiper end g³, which travels upon the underside of the supplementary framing b,
which is jointed at 6, and has side and end railings alike unto the other
framing a.
The primary framing a, which is a berth in itself, when the part b, has been
lowered, slides upon a guide d, and rests upon a bracket d², at its outer end. The
curved underside g', of the lifting arm g, travels over a stop go, when the same is
drawn forward, and by its means a supplemental framing is finally raised flush with,
or upon the same level, as the other framing to be extended to the extent of the
breadth of the supplemental one, and also it forms a rest stop, and a limiting stop.
The conversion of a broad or double berth, into that of a single or narrow one, is
accomplished by first slightly raising the outer end of the framing a, from off the
bracket d', then sliding the same rearwardly, when the lifting arm g, is moved from
off the stop, thus releasing the said lifting arm, which now falls, and with it the
front end of the supplemental framing b, until it hangs vertically downwards, with
the bedding outwards, and with the primary framing occupying the position of the
now hanging down part, which on falling, allows the cam part g³, to travel, as it
were, up an incline, upon its underside.
For the conversion of a narrow to that of a broad or double berth, slide the
framing a forward, when the cam end g³ of the lifting arm g, picks up the said
supplementary framing, into a horizontal position, by travelling forward upon its
underside, which when raised, is there locked, by the hollow part of the arm, taking
upon the stop g, as represented. The joint of the supplemental framing b is supported
by a framing.
Figure 30 represents the berth, Figure 29 contracted.
Figure 31 represents another form of my two part enlargement, or distensible
ships' berth framing, and a modification of the last named arrangement.
In this form of distensible or enlargement berth, the supplemental framing part

page_text: drops down, in manner that the bedding is turned inwardly, or presented to the
bulk head, instead of outwardly, as in Figures 29 and 30.
a is the primary berth framing, and 6 is the supplemental or enlargement part,
with the inner presented ends of both a, and b, jointed at 62. The framing b, has
rollers. The latter is a combined roller and fulcrum, which governs the
tilting of the supplemental berth framing b, by rolling up the tilting channel d³, of
the bracket d, whose vertical channel is marked d²,
To augment the size of the berth framing, pull outwardly the framing a, when
the roller 6, will travel up the channel d, and the roller 6º, up the channel d³,
which by the latter's movement, tilts inwardly the said supplemental framing b, on
the same turning upon its joint b², and causes the said supplemental framing to take
a horizontal position, and be there locked.
The reverse action of converting a broad berth into a narrow one, is the converse
of that described, and it will be understood that the framing has two sets of channel
brackets, and that the rollers are disposed on the opposite sides of the supplemental
framing, and the tops of the gaps form stops, for holding the framings in their
horizontal positions, and further, that the primary framing a, has front stops, or
bracket rests, alike unto those before described.
Figure 32 represents an enlargement folding ships berth, in which the parts are
combined in manner, that it can be used either as an extended berth for two
persons, as a contracted berth for a single person, or that the full breadth berth
primary portion, can be turned out of the way, and further, that the whole of the
framing can be folded against the bulkhead.
a is the primary framing, b is the enlargement part, d is a gapped bracket, with
channel or race d², e is a radial bar, jointed at e², to some fixed object, and
at e³, upon the joint centre a², which connects the presented inner parts a, b,
together.
is a roller, adapted to run up the channel or race d².
When the parts are in the positions as in Figure 32, and with the outer end of the
framing a, supported upon rest brackets, it constitutes an extended or commodious
berth.
When the berth framing a, is required to be out of the way, it is turned back, or
inclined upon its joint centre, to the position Figure 33, and when a snug berth, or
one for a single person is required, then the berth framing a, is slightly raised,
and then pushed back, which causes the supplemental part b, which is the enlarge-
ment part, to slide upwardly into the position as represented in Figure 34, and with
the radial bar directed backwardly, as shown.
To fold up entirely the enlargement berth, first push back the parts into the
positions as in Figure 34, then turn up the primary framing a, as represented in
Figure 35, hence a distensible or enlargement folding berth framing.
It will be clearly seen and understood, that the lower joint of the fulcrum bar, is
upon the same joint pin, or the same joint, as that which connects together the two
part berth framing, and that when partly folded up as in Figure 33, the bedding of
the one framing, is presented to the bedding of the other, and further, it will also
be understood, that the two part framings have the radial rods and channeled
brackets in duplicate, and arranged on the two inner sides of them.
The said last named berth represented in Figure 32, can be employed as a folding
ships berth, without necessarily being distensible.
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 is
First: An extensible ships' berth, employing at the front of the framing of the
berth proper, a supplementary framing, which when turned upwardly, and fixed
vertically, it constitutes a side framing, or lee rail, but when turned outwardly and
horizontally, and there affixed, it constitutes an extended portion of the berth bottom,
hence an extensile berth, substantially as set forth.

page_text: Secondly: An extensible ships' berth, employing in connection with the fore part,
or the front railing of the fore part of the ships' berth, a jointed extension framing,
which is secured in position horizontally, for a berth as aforesaid, by end portions of
the said framing, or end portions of its top rail, engaging within brackets, or
like stop expedients, and which said extension is mounted, and the parts arranged
and working, substantially as described and set forth in Figures 1, 2, 3, 4, 5, 6
and 7.
:
Thirdly An extensible ships' berth, providing the primary framing, and the
secondary or extension framing, with a distensible sacking common to them both, or
subdivided from each other, by links, or like joint connections, and with the front
rail at the junction of the said extension, with the other part, cranked, or disposed
at a lower plane, substantially as, and for the purpose as set forth in Figures 5, 6
and 7.
Fourthly: An extensible ships' berth, employing or providing the extension
framing part, or the extension turn-down framing part, with a lee rail, or a
supplemental framing, which forms when the extension is folded outwardly and
horizontally, an upright and outside boundary framing to the said extended berth
framing; and which parts, may be secured in their assigned positions, by the ends
of the turned out, and folded in parts, taking into, and being supported by stop
brackets, catches or their equivalents, substantially as described and set forth in
Figures 8 and 9.
:
Fifthly A ships berth, converting a wide berth, into a combined berth and settee,
by placing a side lee or other rail, into a longitudinal and divisional position,
so as to subdivide lengthwise one portion of the berth, from the other, hence
a combined berth and settee, substantially as described and set forth in Figures 10, 11,
12 and 13.
:
Sixthly A convertible ships' berth, providing the divisional framing, or lee rail
framing, with radial foot or base links, whereby the said framing, or rail, may be
transposed from an inner position, to a front position, or vice versa, substantially as
described and set forth in Figures 12 and 13.
Seventhly A distensible ships' berth, arranging the framings and sackings, or
bottoms of the framings to be disposed, strata-like, or one under the other, with
one of them disposed to slide outwardly, when a wide berth is required, and inwardly
narrow one, after distension, substantially as described and set forth in
Figures 14, 15 and 16.
for a
:
Eighthly A strata distensible ships' berth, carrying or mounting the frames, or
the sliding frames composing the said berth, primarily by rods, carried respectively
at the ends or sides, of the said framings, and working within combined guides, and
bearings, arranged in manner, and for the purpose, substantially as described and set
forth in Figures 14, 15, and 16.
Ninthly: A strata distensible ships' berth, carrying or mounting the frames for
the sackings, by means of side rods and tubes, united together and working
telescopically one within the other, substantially as described and set forth in
Figure 17.
:
Tenthly A distensible ships' berth, constructing the framing, or the sides of the
framing. of tubes or rods, or framings working one within the other, and within
the sacking disposed between them, substantially as described and set forth in
Figure 18.
Eleventhly: A distensible ships' berth, consisting of a sliding and movable primary
part, with a rearwardly hinged secondary part, having a flanged or overhanging
front, for resting upon the other and primary part; and which said parts,
are mounted, and converted, substantially as described and set forth in Figures 19
and 20.
:
Twelfthly A distensible ships' berth, the combination of hinged framing, or
primary and secondary framings, with angularly slotted or channeled brackets, wherein
the ends, or portions, or rollers carried upon the opposite sides of the said framings,
take and roll, in manner, and for the purpose, as set forth in Figures 21 and 22,

page_text: whereby the rear framing is made to take an upward and rear movement, for
converting a wide berth into a narrow one, and a dropping and distensible move-
ment, for converting a narrow berth into a wide berth.
Thirteenthly: A distensible ships' berth, consisting of primary and secondary
framings, or berth bottoms, jointed to each other, and provided with channeled
brackets, and radial bars, (disposed above or below the framing) as set forth in
Figures 25, 26, 27 and 28.
Fourteenthly: An enlargement or distensible ships' berth, consisting of a primary
framing a, and supplemental framing b, the former resting upon a slide, or an
equivalent, and the latter connected inwardly by a joint or joints 6, of a bulk head,
or other bracket or brackets, and with a lifting arm or arms, jointed to the framing a,
and connected or coming under the framing b, in manner that the pulling out of the
framing a, causes the framing b, to be picked up and locked when in the same
plane as the framing a, and allowed to fall, on the sliding inwards of the frame,
into an out of the way position, as described, illustrated, and set forth in Figures 29
and 30.
Fifteenthly: An enlargement or distensible ships' berth, consisting of primary and
supplemental jointed and framing parts a and b, with the latter provided with
rollers and centres 6, 6º, which run in channels d², d³, of channel brackets d,
disposed at the opposite two inner ends of the berth framing, substantially as set forth
in Figure 31.
Sixteenthly: A folding ships' berth, or a combined and listensible folding ships'
berth, or a non-distensible ships' berth, consisting of a two part framing, jointed
together at their presented ends, and suspended or supported from, or by jointed
radial bars, and with the inner end of the one part of the said framing, having rollers
or pins, working and disposed within the gap or channel of a bracket; and which
said parts, are constructed, arranged, and combined and operate, substantially as
described and set forth in Figures 32, 33, 34 and 35.
Dated this 27th day of August 1890.
WILLIAM PARISH HOSKINS.
By Henry Skerrett,
6, Livery Street, Birmingham.