Year: 1886

page_text: Date of Application, 19th Oct., 1886.
Complete Left, 19th Aug., 1887.
Complete Accepted, 20th Sept., 1887
I, WILLIAM PARISH HOSKINS of Neptune Works Charles Henry Street Birmingham
in the County of Warwick, Manufacturer, do hereby declare the nature of this invention
to be as follows:-
My invention consists first of the following improvements in the construction of
folding ships' berths.
Ships' berths of the ordinary construction are usually jointed at their off or inner
sides to a fixed broadened out flange part, which forms a portion of the berth, when
the said berth is in use; while the outer side or ends are supported overhead or from
the back, by rods hooked or otherwise connected to the frame to be supported. Or
the berth frame is made to pull out and slide horizontally upon a fixed bracket; and
when in its fully pulled out position, it admits of being turned up parallel to the cabin
walls, so as to be out of the way.
The folding up or change of position from that of a horizontal to a vertical
one, is
somewhat difficult to perform, in consequence of the main portion of the weight of
berth and bed upon it, resting upon the person turning it up; and further, there is
a considerable disadvantage in berths of this construction, inasmuch as they are only
capable of being used in lofty cabins, and when one berth is upon another, the distance
between the top berth and upper deck must at least be equal to the breadth of the
berth.
Berths constructed according to my invention are possessed of the following
advantages viz. :—
Extreme ease with which they are folded up and folded down, and with the lowest
minimum of weight having to be borne by the person folding. When closed up or
folded, about one half of the depth of the frame of a berth is below the horizontal
level (which it assumes when in use) and one half above, thus enabling it to close in
a much less space than berths of other constructions; and further, it enables its use
in lower cabins than is usual. When placed in a horizontal position for use, no
appliances whatsoever have to be adjusted to retain the berth frame in its place, such
as legs or supporting brackets commonly employed. When placed upwards or out of
T)...

page_text: use,
it does not require fastening back, but is retained in a safe vertical position by
its own automatic action in slightly passing the main centres upon which it turns.
Bedding is contained in the box like frame enclosed by the upper bars of front and
end rails, which form suitable support or supports for head, foot and lee rails. General
simplicity of construction, strength thereby obtained, and the increased support
derived from the carriers at back, making its use against bulk heads of the ordinary
kind, perfectly safe and reliable. Absence of brackets or other cast iron projections,
swinging devices or other arrangements requiring care in fixing, and also its general
adaptibility to any style or kind of cabin; and the said improvements constructed
according to the first part of my invention, consists essentially in making a balanced
ship's, or a ships' berth supported near its middle, instead of the back as is usually
done.
In making a ship's berth with a balanced motion, I proceed as follows.
I take a rectangular berth frame, preferably made from angle iron or tubing or
both, and which said frame is provided with a lee rail, and head and foot rails elevated
and supported above the bottom of the berth, by short corner pillars, and to two of
the said pillars which are disposed on the inside part of the framing, and at points
opposite the head and foot rails, trunnion or pin like joints are disposed, which work
within vertical and longitudinal slots or races, made within or supported by carriers,
which are attached by screws or otherwise to two opposite points of the cabin wall,
and within the slots or slides within or carried by them, the opposite pin or trunnion
centre of the berth traverses, in folding up or opening out for use as a bed.
The berth frame is supported generally by two diagonally disposed rods or bars
jointed at their lower ends to the head and foot framings of the berth, and at a point
within the inside of the middle of the said frame, while the other ends are jointed to
the upright carriers some distance above the berth. Thus the parts consist of a berth
frame with an open or closed back, and with pin or joint ends extending outwardly,
and which said joint centres, traverse or work up and down within vertical longitudinal
slots made or formed within carrier upright lengths, secured to the berth walls, while
the berth itself is supported by jointed bars or rods extending from near the middle
of the end framings.
When the berth is in use, the joints lie at the top of the carrier slots, with the
supporting bars making a triangle with the bottom of the frame and carrier.
On folding up a berth the pins or trunnion ends before named move down the slots,
while the berth frame itself turns or swivels upon the joints at the lower ends of the
supporting bars or hangers; so that on the berth being folded up, it lies in a parallel
direction to the side of the cabin or to the carriers with the trunnion or pin ends
resting at the bottom of the slots, and with the joints of the rods or bars over the
centres, thereby retaining the berth in its folded position without catch or other
fastening expedients.
On turning out the berth for use, it is only necessary to pull downwards the front
of the berth frame, when the whole of the parts resume their normal positions as
previously described.
Two or more berths may be placed one above another as may be desired, and which
may be either supported by independent or by continuous carriers.
The berths instead of being made to fold up may be made to fold down almost in
the same manner as previously described, other than that the slides or slots in the
carriers are disposed above the berth instead of below it; so that when folded up, the
top side of the berth or bedding is presented outwardly with the latter supported upon
the inside of the lee rail. Thus the bottoms of the slots which formed the abutments
for the pins before named when the berth frame was in a horizontal position, now form
the abutments or stops when the frame is in a vertical position.
The berth frame may be supported by diagonal hangers placed above, or supporting
rods disposed below.
Instead of the slots or the slides being attached to the carriers as described, the
said slides or slots may be formed upon the ends of the ends of the berth-frame; in
this case, the pins controlling the motion of the berth are now upon the carriers.

page_text: Owing to possible distortions or irregularities in either the bedstead itself or in the
position of its carriers, I find it necessary that some means of adjustment should be
employed in order to enable the berth frame to rest truly and evenly in its bearings.
This effect by making (in preference) the lower portions of the hangers adjustable,
by means of a worm portion working within a socket.
When the slot of the slide is so arranged, with regard to the frame of a turn up
berth, that no abutments are provided for keeping the pivot pins or trunnion ends in
position or locked, I crank the bottom of the slot so as to form a recess wherein the
pivots rest, and which pivots are retained in their proper positions by affixing device
or devices, such as a jointed pawl or a movable catch.
a
The lee, head or foot rails of a turn up berth have to be so constructed as to admit
of folding up or folding down when berth is not in use-This I accomplish by placing
length of tubing upon any bar which forms a fixed part of berth framing, and of a
sufficient size to revolve upon the said bar-To this I can chill the connections of such
portions of the lee rails as may be necessary; and where detachable front or lee rails are
required to be placed in front of any two or more berths, I secure the said lee rails
between upright pillars by chilling, or otherwise connecting the whole together, so as
to produce one fixed piece without detachable or loose parts, and which said sets of lee
rails I propose securing in position to berth frames by pins or nuts, or by other simple
means.
Now the object of this the second part of my said invention, is to so construct and
arrange the the joints and the parts of the said framings or fronts and ends, that horizontal
parts may be made to follow any inclination or angle required-To exemplify this, let
us take the rake of a ship, from fore to aft, the framing of an ordinary ship's berth
cannot follow it, without interfering with perpendicular of the upright supports or
pillars in consequence of the joints being rigid.
By my improvements, I pivot or swivel the joints, so that the parts lying in a
horizontal plane may take any inclination that may be required, without altering the
direction of the perpendicular pillars or supports; by this means, a framing, or the
front to a framing may be made to take the sweep or the rake of a ship, and when in
its adjusted position can be affixed by clamping or holding expedients.
In carrying out my invention, I will describe it in connection with a ships' berth.
I take a bed bottom and pillars or uprights of the ordinary kind, and at the junction
of the one with the other, or the framing with the pillars, I connect them together
by pivot or turning joints, which admit of the framing or the fronts of the berth, taking
an inclined direction, while the uprights remain perpendicular; thus the framing, or
the front part of a berth which carries the lee board, is hung upon or suspended by
bushed castings, which turn upon horizontal end rails or framings, and which end rails
and framings with the bushed joint upon them, may be connected to the uprights or
pillars by screw pins or by other means, which may be most suitable to the kind of
framing to be made.
The framing or the front part of the framing, is provided with a quadrant slotted
arm or arms, through which a screw pin or pins pass and take into a fixed part of the
framing, for securing the framing or front in any determinate position with respect
to the rake of the ship, or the inclination which the inside of the ship takes.
In adjusting a framing, loosen the affixing screws, when the difference of the
direction of its plane, can be altered and made to take either an obtuse or an acute
angle with respect to the pillars or with respect to the ship; and when the exact plane
has been determined, it is affixed rigidly in its adjusted position, by screwing up the
clamping screws or their equivalent devices.
Although I have described that the turning joints by which a varying angle can be
given to the framing or portions of the framing, are situated at the junction of the
horizontal and vertical parts, yet I do not confine myself to the particular points
where the joints are secured, so long as the framings or portions of the framings are
allowed to make varying angles with respect to the supports; and when the lee or
other rails are required to follow the plane of the other parts, I connect them together
by jointed stays, after the manner of a parallel ruler; or the frame may be made to
.

page_text: take a variable angle independent of the railings or lee boards; so that the sloping of
the one part does not interfere with that of the other part.
The uprights may be connected together by fixed tie rods, or their quiescent
positions determined by connections secured to the other parts of the framings; and
further, in applying my improvements to folding or turn up berths, such as the kind
described in Letters Patent applied for by me on the 27th day of February 1886
Nod. 2844. I preferably employ universal joints, which besides giving the necessary
slope to the parts required, they also admit of the framing being turned and folded
up, so as when not in use, the parts shall lie more or less in the same plane, and be
out of the way.
In employing wooden lee boards with metallic framings, I attach to the metallic
framing a supplementary strip or length of wood, by screws or otherwise, and to this
strip or length I hinge or otherwise affix the lee board.
The application of my invention to ships' furniture, differs in no essential respect
from its application to ships' berths already described.
Dated this Eighteenth day of October 1886.
WILLIAM PARISH HOSKINS
By Henry Skerrett,
6, Livery Street, Birmingham,
Agent for the Applicant.

page_text: I, WILLIAM PARISH HOSKINS of Neptune Works, Charles Henry Street,
Birmingham, in the County of Warwick, Manufacturer, 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 :-
My invention consists first, in the following improvements in the construction of
ships' folding, cabin berths.
Ships' berths of the ordinary construction are usually jointed at their back or inner
sides to a fixed broadened out flange part secured to a bulk head and forms a part of
the berth, when the same is in use.
The two opposite ends of the berth are supported overhead, or from the back, by
rods or their equivalents, hooked or otherwise connected to the frame to be supported.
Ships' berths frames are also made to pull out and slide inwards, upon horizontal
fixed brackets; and when in their fully pulled out positions, they admit of being turned
or folded up, parallel to the cabin wall or bulk head, so as to be out of the way.
The folding up in ordinary ships' berths, is somewhat difficult to perform in
consequence of the dead weight of the frame, and bed carried by it, resting upon the
person performing the folding operation, and particularly in lofty cabins, or when
berths are arranged one upon another.
Berths constructed according to my invention, are possessed of the following
advantages, viz :—extreme ease with which they admit of being folded up and folded
down, as the frames are so mounted, that they become balanced and counterpoised, on
being moved from one position to another; so that the minimum weight of the frame,
is only borne by the person folding or unfolding.
On a berth being folded or turned up, parallel to a bulk head, the inner end of the
berth is removed considerably below the horizontal line which the framing assumed
when folded out or in use; so that by this means, great economy of space is thereby
obtained, as it thus enables the berth frames, to come within a very short distance of
the deck.
The berth frame is so constructed, that when in a horizontal position, no appliances
whatsoever, such as brackets, legs and the like, which are commonly employed, are
rendered necessary for their support.
The folded up position of the berth is retained safe, by its own automatic rear
action; that is, the downward rear motion which the berth framé takes when folded
up, transfers the weight to the inner side, which slides downwards.
The bedding is contained within the rectangular recess, made by the boundary rails
of the berth framing.
Berths so constructed, are greatly simplified in their construction, and are more
reliable, than those now in use, inasmuch as they are provided with additional supports,
with an absence of cast iron projections, swinging devices or other arrangements
requiring care in fitting and fixing.

page_text: The berth consists essentially of rectangular berth framing, made from angle iron,
tubing or both, and provided with a folding and reversible lee rail, jointed to the front
side of the berth, and secured in an elevated position by a stay or other support.
The back rail of the inner end of the framing, carries trunnion joint centres, which
work within slots or races, made within upright carriers, secured to the bulk head or
cabin wall of a ship; and on the folding up or turning out of the berth, the trunnion
joint centres work up and down, or traverse the slots.
The end sides of the framing are supported by movable fulcrum bars or diagonally
disposed rods, jointed at their upper and lower ends, to the ends of the framings and
carriers respectively; and which said lower joints of connection, are disposed at a
distance from the inner or back-framing rail.
I will now proceed to describe with reference to the accompanying drawings, the
manner in which the same is to be performed.
Figure 1 represents a top side plan of a ships' folding cabin berth, constructed
according to my invention. Figure 2 is a front elevation of the same, with the joint
portion at the fore-part of the lee-rail, and the slotted bar under the rail in section.
The dotted lines at the foot end of the berth, represent the position, which the said
lee-rail takès, when reversed; thus, the lee-rail is adjustable, or admits of being placed
in position at either end of the berth. In this said side view, the rail at the back
side of the berth, is shown broken away, at the head end, so as to prevent confusion
as to the position of the parts.
Figure 3 represents an end elevation of the said berth, in a position which it
assumes when in use, or when turned down from its folded position. Figure 4
represents the same folded, and held in that position, by its automatic rear action.
Figure 5 represents partly in longitudinal vertical section, and partly in elevation,
the back or inner side of the berth and its adjacent parts.
I wish it to be clearly observed, that the particular construction, make, and
mounting of this berth, renders the same balanced or counterpoised; and by such
construction and mounting, the dead weight of the berth is transferred to its back or
inner side, thereby allowing the berth, to be folded with comparative ease. Further-
more, in consequence of the inner end of the berth frame, lowering itself to a
position considerably below that which it assumes, when in use, less space is taken up,
than in ships' berths of the ordinary construction.
Figure 6 represents upon an enlarged scale, partly in longitudinal section, and
partly in elevation, the head end, or a portion of one end of the front of the berth ;
and which said view shows the joint, which admits of the folding of the lee-rail, while
the connection in section, shows the means whereby the said lee-rail, is fixedly secured
to the front framing.
Figure 7 represents the joint and connection, at the foot end of the lee-rail, while
figure 8 represents in plan, a portion of the slotted bar, wherethrough the depending
foot end of the lee-rail passes, to admit of its reversibility.
Figure 9 represents upon an enlarged scale, the fastening means of the lee-rail
supporting stay. Figure 10 is a transverse vertical section on the dotted lines A B
figure 9, and figure 11 is a part elevation, and part horizontal section, while figure 12
shows a like view as figure 10, but with the fastening bolt, out of its securing position,
so as to admit of the channel headed stud being withdrawn from the open end of the
lee-rail connection.
Figures 13 and 14 represent in front and side elevation, with some of the parts
broken away, one of the joint centres, at the inner end of the berth frame; and upon
which inner end, the frame turns, and lowers itself, when folding. These views also
show the guides, and the upright framing of the guides.
Figures 15 and 16 represent partly in elevation, and partly in section, means for
adjusting and regulating the positions of the berth supports, consequent upon
irregularities in the bulk heads of the ship.
The same letters of reference indicate corresponding parts in figures 1 to 16 both
inclusive of the drawings.
a is the front angle framing, 6 is the back or inner side of the berth, c is the berth

page_text: bottom, and d are the end angle irons, which with the aforesaid parts a, b and c,
constitute the berth framing. e is an elevated back rail, running longitudinally from
end to end of the inner side of the berth; and which said rail, is provided with
joint or trunnion centres f, and is mounted at the summits of upright pillars g,
directed upwardly from the two opposite ends of the inner side of the framing of the
berth. This angular jointing, leaves a space for the bedding, when the berth is turned
up, equal to the distance between the top side of the berth frame, and the joint.
h are vertical fixed carriers, secured to two opposite points of the cabin wall, and
which carriers have long slots or races h2, wherein the movable trunnion fulcrums f,
traverse, on the folding up, or opening out of the berth.
The tops ³ of the grooves or races as aforesaid, are provided with chilled lugs,
which constitute seats or abutments, against the concaved undersides of which, the
enlarged ends e² of the back rail e take their bearings, when the berth is unfolded, as
in figure 3; and when in this position, the trunnion centres f approach only within a
short distance of the said top ends. The bottoms h* are simply closed ends, and form
no rests or abutments, for either the back-rail ends, or for the joint trunnion centres,
as these latter, do not quite approach the bottoms of the slots. Thus, when the berth
is folded, the movable trunnion fulcrums, which constantly change their positions,
when the berth is passing from one position to another, lies near the bottoms of the
said slots or races, as in figure 4; but on the berth being opened out, or placed in
position, as in figures 1, 2 and 3, then the movable trunnion fulcrums rest, or remain
nearly at the tops of the slots or races h* of the fixed carriers, and with the ends e²
of the back rail, resting on the undersides or concaves h', of the lug rests h³.
i are swinging fulcrum bars or hangers, which support and suspend the berth
framing. The lower ends of the said bars are connected and jointed at to the
end angle bars, while the upper ends are again respectively connected and jointed
to the upper parts of the fixed carriers h; and by which means, the berth is supported
upon suspended and swinging fulcrums, which admit of the back or inner side being.
lowered, and consequently the balancing and counterpoising of the berth.
The first movement made on folding, brings the inclined and suspended fulcrum
bars, outwardly, until the angle made between the lower joints and the trunnion
centres, are below a line directed horizontally from the said lower joints.
The further folding of the berth, now draws inwards the fulcrum bars, which fold
-up with the frame, and support the inner side of the berth, on the trunnion ends
sliding down the slots or races, until the berth assumes a vertical position; and when
in this position, it is counterpoised, and requires no holding expedients, to secure it
from the falling forward, on the rolling of a ship.
The parallelism of the notion of the berth, and the means which allow its inner
side, to be directed to a lowered position, is determined by the dual joints f, ²; and
upon the joint of which said joints, the berth changes its position, while the other
joints serve as centres, for both the turning up and down of the berth, shifting
centres for the lowering of the berth, and form rests for determining the position of
the berth.
The suspended fulcrum bar i, is adjustable, or admits of being lengthened or
shortened, so as to accurately adjust the position of the bertli, consequent upon any
irregularities in the interior shape of the ship, as best seen in the enlarged views
figures 15 and 16.
h is the carrier frame, secured by screws or otherwise, to the bulk head of a
ship, and is the oscillating fulcrum bar, connected to the top of the said carrier
frame, by a joint 3. is a sleeve nut, through the upper end of which, the
pivot centre passes. This sleeve nut is also wormed up its middle, wherein the
wormed upper end of the stalk ³, screws; and which said stalk has at its lower
end, a spherical or bulbous enlargement, which. seats itself within a concaved
28 is a hooded screw
part, made within the upper part of the fulcrum bar i.
nut, which screws upon a lower wormed part ; so that after the connection
between the lower end or stalk párt ³, and the upper end of the fulcrum bar,
the hooded nut is screwed down, so that its cupped lower. end shall come upon

page_text: the top of the said bar, and so prevent the displacement of the bulbous end of
the stalk.
When a berth is required to be adjusted, in consequence of any irregularities
of the interior shape of the cabin, the sleeve it is rotated in either one or other
direction, so as to lengthen or shorten the distance between the joints i³, 1³.
The detachability of the upper end 4, 5, is made by slightly lifting the berth,
after the position of the hooded nut has been raised, so as to make the bulbous
or spherical end become coincident with the gap 10, when by a lateral motion
the said upper part can be removed from the lower part, or vice-versa.
To connect the parts, pass the spherical end side ways through the hole 10, then
allow the weight of the berth to bring the spherical end up to the seat ; and when
in this position, screw home the hooded nut is, as in figure 16, when the parts are
securely connected together.
The front side of the framing of the berth, is provided with a reversible and folding
lee-rail, marked j, and consisting of a frame of bars, put together, and jointed
respectively at its head and foot ends, and are marked 12.
The head end of the upper rail, is secured in position by a jointed stay k, having at
its upper end, and upon one side thereof, a head ², with an annular channel or
groove around it. This head is by a side motion inserted into the open end of
the top rail; and when in this position, the bolt is pressed home, with the enlarged
part of larger diameter, lying within the groove k³, as best seen in the section
figure 11, which thereby secures the said jointed lee-rail stay, to the top rail of
the lee-rail.
Thus, when the head k² of the stay is required to be connected or disconnected, the
bolt is withdrawn to the position as in figure 12, so as to bring the part of least
diameter into a position, that the head can pass it; and when the said head requires
to be secured, the part of larger diameter of the bolt is then passed into the groove,
as aforesaid.
The lee-rail stay is jointed at m, to the insides of the end angle bars of the berth
framing.
The jointed lower part of the lee-rail is made tubular, and fits and works upon
inwardly directed supports j³, secured to the corner block a² at one end, and to the
supplementary rail as at the other end, and which said rail is slotted at a*, wherein the
depending neck end 14 of the foot end of the support takes, and is secured in position
by a nut jo, and collar jo.
The head end of the connection 13 of the lee-rail has an eye 1, countersunk on its
underside, while the supplementary rail a³ has also eyes or connection ends a¹, which
are threaded or pass over screw pegs a³, carried upwardly from the corner blocks a².
The connections of the lee-rail, and the supplementary rail, as aforesaid, are secured
fixedly in position, by a screw mount a, screw nut a', and supplementary nut a.
The tubular lower rail of the lee-rail, secured jointedly to the supports 1³, by
bulging the metal inwardly, into annular grooves, near the inwardly directed ends of
the said supports; and around, and about these joint parts, chills are cast, which
connect the rails of the lee-rails together.
In affixing the lee-rail vertically in position, place the head end of the stay in the
open end of the top rail, then press home the securing bolt, when the said rail is
securely fixed. On the other hand, to fold the lee-rail parallel with the bottom of the
berth, remove the securing bolt, and the stay, then turn inwardly the lee-rail upon
its joint centres.
The reversibility of the lee-rail is effected as follows :-
When the foot end is required to be made the head end, remove the nut j
mount a and nut a', then reverse the position of the lee-rail, as indicated in dotted
lines figure 2, which is secured in position by the means as already described, in the
affixing of the rail at the other end.
To fold the berth, elevate or raise the front side, when the suspended fulcrum bar,
swings first forward and then backward, while the inner side at the same time, slides
and falls rearwards, with the trunnion centres moving down the slots, until the

page_text: fulcrum bar, makes a very acute angle with the side framing, and with the trunnion
centres at or near the bottoms of the slots, as represented in figure 4.
On unfolding the berth for use, pull down the front of the berth frame, when the
inner side is raised, and the front side lowered, into the position as represented in
figure 3.
Two or more berths may be placed one above another, as may be desired, and may
either be supported by independent or by continuous carriers.
The berth instead of being made to fold up, may be made to fold down, and
represented in the diagramatic view figure 5A; and in order to carry out this converse
action, the slots and carriers are disposed above the berth, instead of below it, (when
in fts horizontal position) so that when folded up, the top side of the berth or bedding,
is presented outwardly, and with the said bedding supported upon the inside of the
lee-rail, and supplementary bar disposed thereunder.
a, b, c, d, are the parts of the framings, e is the back rail, carrying trunnion ends f.
h are the carriers, with slots h², and are movable fulcrum or radius bars jointed
at 2, 3, to the end framings and carriers respectively.
Thus, the tops of the slots, which form the abutments for the trunnion centres, when
the berth frame was in a horizontal position, now form abutments or stops for the
frame, when it is in a vertical position.
The berth is also secured in its horizontal position by a pawl or catch, coming over
the joint centres or the inner end of the frame of the berth.
In some cases, the slots of the carriers are cranked or diverted at their bottoms
and tops; so that the trunnion centres may if necessary be locked in position by a
jointed pawl, movable catch or sliding block.
Figure 17 represents a modification of a folding lee-rail, and figure 18 shows
the principal parts thereof, upon a larger scale, partly in longitudinal vertical
section, and partly in elevation.
jis the lee-rail framing, are upright bracket supports, and ³ is an axis,
fixedly secured at its two ends, within the chilled brackets 2. is a tube or
sleeve, around which the chills connecting together the frame of the lee-rail, are
cast; and upon which bar j³, the lee-rail turns for folding up, or folding down.
Figure 19 represents a modification of the means of adjusting the position of a
berth, owing to possible distortions or irregularities in either the bedstead itself,
or in the positions of the carriers, so as to enable the berth frame to rest truly
and evenly in its bearings. This I effect, by making the lower portions of the
movable fulcrum or radius bars, adjustable.
h is the carrier, is a bar or rod, screwed at its lower end, and with its upper end
cast within a plain part *, through which the fulcrum pin ³, passes, and is carried by
i is a screw box, wherein the
ears or bearing lugs, cast or made with the carriers.
connected to the
screwed lower end of the rod 3 takes. This screw box or sleeve i,
side angle irons d, by a fulcrum pin 2, secured by a cotter ; so that in order to
adjust the berth frame to its proper bearing, it is only necessary to remove the fulcrum
pin 2, and then rotate the screw-box or screw sleeve to the required extent, in order to
lengthen or shorten the distance between the joint centres.
My invention consists secondly, in arranging and constructing the joints of berths,
that the parts of the framing thereof, may be made to take or follow, any inclination
or angle required, according to the rake of a ship, or the interior shape of the bulk
heads or cabins. Thus in taking the rake of a ship from fore to aft, the framing of
an ordinary ship's berth, cannot follow it, without interferring with the perpendicular
positions of the uprights.
By my improvements, I pivot or swivel the joints, so that the parts lying in a
horizontal plane, may take any inclination that may be required, without altering the
direction of the perpendicular pillars or supports; by this means, a framing or the
front to a framing may be made to take the sweep or the rake of a ship, and when in
its adjusted position, can be affixed by clamping or holding expedients.
In carrying out my invention, I will describe it in connection with a ship's berth.
I take a bed bottom and pillars or uprights of the ordinary kind, and at the junction
B

page_text: °
of the one with the other, or the framing with the pillars, I connect them together by
pivot or turning joints, which admit of the framing or the fronts of the berth, taking
an inclined direction, while the uprights remain perpendicular; thus the framing or
the front part of a berth which carries the lee-board, is hung upon or suspended by
bushed castings, which turn upon horizontal end rails or framings; and which end
rails and framings with the bushed joint upon them, may be connected to the uprights
or pillars by screw pins or by other means, which may be most suitable to the kind of
framing to be made.
The framing or the front part of the framing, is provided with a quadrant slotted
arm or arms, through which a screw pin or pins pass, and take into a fixed part of the
framing, for securing the framing or front in any determinate position, with respect
to the rake of the ship, or the inclination which the inside of the ship takes.
In adjusting a framing, loosen the affixing screws, when the difference of the
direction of its plane can be altered, and made to take either an obtuse or an acute
angle, with respect to the pillars, or with respect to the ship; and when the exact
plane has been determined, it is affixed rigidly in its adjusted position, by screwing up
the clamping screws or their equivalent devices.
Although I have described that the turning joints by which a varying angle can be
given to the framing or portions of the framing, are situated at the junction of the
horizontal and vertical parts, yet I do not confine myself to the particular points where
the joints are secured, so long as the framings or portions of the framings, are allowed
to make varying angles with respect to the supports; and when the lee or other rails
are required to follow the plane of the other parts, I connect them together by jointed
stays, after the manner of a parallel ruler; or the frame may be made to take a variable
angle independent of the railings or lee boards; so that the sloping of the one part,
does not interfere with that of the other part.
The uprights may be connected together by fixed tie rods, or their quiescent positions
determined by connections secured to the other parts of the framings.
Having described the nature of the second part of my invention, I will now proceed
to describe with reference to the accompanying drawings, and referred to at
figures 20 to 29 both inclusive.
Figure 20 represents partly in front elevation, and partly in vertical section, a
portion of one end of a ship's berth, the jointing and mounting of which, is constructed
according to my invention.
Figure 21 also represents partly in longitudinal vertical section, the said end, but at
right angles to that of figure 20.
It must be understood from the drawings, that each of the pillars or uprights of a
berth, are provided with joints and connections as described and represented.
The same letters of reference indicate corresponding parts in figures 20 and 21 of
the drawings.
b
a is a fixed pillar or upright, with or without leg supports, 6 is the framing of the
berth, carried by, and with its adjacent ends cast within the suspended chilled corner
block c.
This block is extended upwards into a headed pillar c², wherein a pin or
axis d is cast, and extends outwardly, from the inner face of the said head. This pin
or axis passes through a bearing hole a², in the pillar, while it is secured in position,
by a nut, screwing upon its end.
The headed part 2 has cast within it, the end rail e, while the framing carries upon
its underside, a quadrant slotted arm f, through which a fixed pin g, carried by a boss,
cast on a supplementary closed bracket a³, passes.
By means of this quadrant slotted arm, and fixed pin, the berth after adjustment, is
secured in position.
The berth is provided with usual jointed lee-boards h, and other accessory parts of
ships' berths.
Thus, the berth swings, or is jointed upon four pivots or centres; and on a berth
being adjusted, the affixing parts are loosened, so that the berth can take a free bearing
upon its joints, and with the uprights perfectly erect; and when in this position, the
screw nuts 92, on the ends of the screw pins 9, are screwed home, so as to affix the

page_text: berth in its adjusted position, according to the rake or irregularities in the interior of
a ship.
Figure 22 represents in front elevation, a block of steerage berths, constructed
according to my invention;
that is, a series of contiguous berths, side to side, and end
to end, capable of unlimited extension in number, but with only single divisional
railings between them; and above or below these said berths, or a flat of berths, is
another like series of adjacent berths. These upper and lower flats of berths, are
supported in common, upon inside and outside pillars or uprights, provided with slotted
and cupped bearing brackets, wherein spherical headed joints, on the ends of the
frames, drop, and take their bearings.
Figure 23 represents one of the cupped and slotted bearing brackets, and a portion
of a pillar. Figure 24 represents a plan of the same, and figure 25 represents the
joint end of one of the rails of the berth frame.
The same letters of reference indicate corresponding parts in the said figures
22, 23, 24 and 25.
a is the pillar, b is a fixed circular bracket, expanded at its upper part 62-c are
equi-distant vertical slots, having semi-circular or cupped bearings c² at their bottoms
or lower ends, and wherein the annular necks d³, of the spherical headed ends d² of the
rails d, of a berth frame a¹, take their bearings. are vertical rails, which connect
the upper and lower rails together, and are jointed at their extremities d³, to projecting
ears or lugs do, carried by, and at the ends of the rails d respectively.
In figure 22, the middle rails d' are also jointed to the vertical connecting rails d;
so that the sides or ends consisting of transverse rails or bars, are jointed to each
other at the intersecting points, and work after the manner of a parallel ruler.
I wish it to be observed, that all metallic rails employed in the construction of these
berths, are jointed in the same manner, and admit of blocks covering any area, and
following any varying inclinations of deck. Thus, the upper and lower rails, with he
joints at their ends, are made in the form of detachable sides and ends, complete in
themselves; so that the spherical headed ends d², have only to be dropped into the
slots, when they aright themselves, to the rake or inclination of the deck of a ship,
with the pillars or uprights directed vertically. This means of following the internal
shape or rake of a ship, is exemplified in figure 22, where the berths of a block of
berths are shown slightly inclining from each other.
If necessary, the brackets b, may be made adjustable upon the pillars, by pegs
passing respectively through a hole in the bracket, and engaging with one of a series
of holes in the pillar.
Figure 26 represents a wooden foot, head, divisional or lee rail, upon the extremities
or corners of which, independent bulbous headed joints can be secured, and which
joint is made with langet like straps, to secure the same to the wood, by means of
screws or pins.
The slotted bearing figure 23, makes either a middle, or an outside pillar.
Figure 27 represents in end elevation, (partly in vertical section) a similar joint as
already described; and which said view shows the ends of the connecting rails in
position, and with the spherical headed ends resting, and seating themselves within like
hemispherical bearings, so as to admit of the berths righting themselves to any
inclination, while their pillar supports remain vertical.
Figure 28 represents a plan of figure 27, and shows how the cupped bearing bracket
of a single pillar, acts in common, for carrying and supporting, four converging berth
sides or ends.
a is the pillar, b is the bracket, with she or slotted joint parts c, c². d are rails of the
sides of berths, with spherical or bulbous ended he joints d², d³, of which the head is
marked d², and the neck d³.
Figure 29 represents partly in elevation, and partly in section, a modification of the
joint of a self-adjusting berth. In this arrangement, the bulbous part of the he joint, is
carried by the pillar, or a bracket on the pillar, while the seats or slotted portions,
are carried by the ends or corner blocks of the rails or berth bottoms.
Figure 30 represents a horizontal section of figure 29, on the dotted lines E F.

page_text: b
a are the pillars, 6 are the brackets, d², d³ are the he joints, standing outwardly from
the said brackets, while c, c², are the slotted or she parts of the joint, made within a
corner block on the ends of the rails or sides d.
Where detachable front or lee rails, are. required to be placed in front of any two
or more berths, I make the said lee rails in a single frame or framing, connected
together by vertical end rails; so that a single framing may carry two or three lee
rails, which come in front of berths, elevated one above another; and which said
frame or framings, is detachably connected to the front angle bars or framing of the
berths.
Instead of lee rails, other enclosing rails may be combined in a frame, in a like
manner.
Figure 31 represents a perspective view of the framings of an upper and lower
berth, arranged one above another, and with the respective lee rails of each berth,
combined in a single frame, which is made detachable from the front frames of the
berths.
Figure 32 represents an end elevation of the said combined lee-rails, while figure 33
represents the connection.
The same letters of reference indicate corresponding parts in figures 31, 32 and 33.
a, a, are the lee-rails, b, b, are upright connecting bars or pillars, with top rail b²;
and which framing have chilled blocks or lugs c with pins d cast within them, and
with the protruding screwed ends, presented on the inner sides, which pass through
corresponding holes e², made in the front rails e, and which lee-rail frame, or
framings, are secured in position by screw-nuts f, or by means of cotters or other
like securing devices.
By connecting together, or chilling together, in conjunction wi h tical pillars, or
rods, two or more lee-rails in one frame, all loose and detachable parts are thereby
avoided, thus rendering the affixing of the same, much more expeditious than lee-rails
of the ordinary kind.
Having now particularly described and ascertained the nature of my said invention,
and in what manner the same is to be performed, I declare that what I claim is :—
First. Making ships' berths, or the framings of ships' berths, move or slide
rearwards or downwards, on the said berth or frame, being tilted, raised or folded ;
and by which rear action, the back or inner end of the frame is lowered vertically,
below the horizontal level, which it assumes, when in use, and whereby the said berths
or frames, become balanced, and counterpoised, substantially as described and set
forth in figures 1, 2, 3, 4 and 5 of the accompanying drawings.
Secondly The means herein described, of balancing, and counterpoising ships'
berths, or the framings of ships' berths, on the same. being tilted, raised or folded,
substantially as described and set forth in figures 1, 2, 3, 4 and 5.
Thirdly. The automatic means herein-described, of keeping ships' berths in
position, when folded, substantially as described and set forth in figures 1, 2, 3, 4 and 5.
Fourthly. Making the joint centres of the inner ends of ships' berths, turn and
traverse vertically, within longitudinal grooves or races, within or carried by fixed
upright carriers or their equivalents, (secured to the bulk head, or other parts of a
ship) on a berth being folded or unfolded, for the purpose substantially as described
and set forth in figures 1, 2, 3, 4 and 5.
Fifthly. Providing the inner or back ends, of rear action folding ships' berths,
with elevated fulcrums or joint centres, and abutments, substantially as described
and set forth in figures 1, 2, 3, 4 and 5.
Sixthly.-Supporting the opposite sides of the inner ends of ships' berths, upon
jointed movable fulcrum bars, rods, or their equivalents, preferably disposed diagonally,
and with the upper connections jointed to vertical carriers, brackets or bracket plates,
substantially as described and set forth in figures 1, 2, 3, 4 and 5.
Seventhly Mounting ships' berths, or the frames of ships' berths, upon two
movable and shifting fulcrums, substantially as described and set forth in figures
1, 2, 3, 4 and 5.

page_text: Eighthly. The combination with a folding ship's berth, of jointed and movable
fulcrum bars, elevated inner end joint centres, and vertical carriers, having
longitudinal slots or races, wherein the said joint centres of the said inner ends,
work and slide vertically, substantially as described and set forth in figures 1, 2, 34,
and 5.
C,
Ninthly. In a folding down ship's berth, consisting of framing a, b and movable
fulcrum bars i, slotted carriers h, 4, and joint centre fat inner end of frame; and
which said berth is constructed, arranged, and folded and unfolded, substantially as
described and set forth in figure 5ª.
Tenthly. The improvements in the construction and arrangements of the parts,
and means of mounting, folding lee-rails of ships' berths, substantially as described
and set forth in figures 1, 2, 3, 4, 6 and 7.
Eleventhly. The construction and arrangement of the parts, of the lee and
under-rails a³ of ships' berths, whereby the said lee-rails admit of reversibility,
substantially as described and set forth in figures 1, 2, 6, 7 and 8.
Twelfthly. The construction and arrangement of the parts of folding lee-rails,
substantially as described and set forth in figures 17 and 18.
Thirteenthly. Securing the lee-rails of ships' berths in position, by a jointed
stay k, with head k², k³ at its upper end, which fits within a socketed or open end
of the rail, and which said head and stay is affixed in position, by cotter-like means,
as set forth. The stay and its connections being constructed, arranged and combined,
substantially as and for the purpose as herein described and set forth in figures
1, 2, 3, 4, 9, 10, 11 and 12.
Fourteenthly. Making the jointed and movable fulcrum bars, of the kind herein
described, or other suspending bars, rods or the like, of folding ships' berths and
other berths, adjustable; substantially as described and set forth in figures
1, 2, 3, 4, 5, 15, 16, and 19 of the drawings.
Fifteenthly. The means herein described and set forth in figures 1, 2, 3, 4, 4ª, 15
16 and 19 of the accompanying drawings, for adjusting the length, or lengths of
supporting or suspending bars, rods or the like, of ships' berths; and which said
parts are constructed, arranged and combined, and operated substantially as and for
the purpose herein described and illustrated in the several figures as above cited.
Sixteenthly Constructing, arranging and mounting ships' berths, by means herein
described and set forth in figures 20 and 21, whereby the said berths admit of
following or taking the rake, or any irregularities in the shape of a ship's interior.
Seventeenthly. Mounting berths, or berth frames, upon elevated swivelling axes,
and securing and clamping the said frames and parts in an adjusted position, by
means herein described and set forth in figures 20 and 21; whereby a berth, or a
berth frame, is made to take the rake, or interior shape of a ship, while the uprights
or supports remain perfectly erect.
Eighteenthly. Supporting the ends, sides, or the corners of ships' berths, or a
flat of ships' berths, upon bulbous, spherical, or cone-head joints, which rest and work
universally with, or upon cupped, or other suitable bearings, carried by, arranged
around, vertical uprights or pillars, as described and set forth in figures 22 to 30 both
inclusive of the accompanying drawings; whereby the said berths, or berth frames,
follow or take the internal shape of a ship, while at the same time allowing the
uprights to remain perfectly erect.
Nineteenthly. Supporting the joint ends of the kind as described in the preceding
claim, by means of cupped and slotted bearing brackets, and other socket brackets,
secured to fixed pillars or stanchions, which admit of the berths or berth frames
righting themselves or taking any inclination that the rake or internal shape of a ship
may demand; and which said bracket supports are constructed and combined
with the pillars and berths, substantially as herein described and set forth in
figures 22 to 28.
Twentiethly.-Making the ends, sides or corners of ships' berths, rest by means of
overhanging seats or sockets, upon standing out bulbous, spherical or other joint
heads, with or without necks, carried by brackets connected to fixed pillars, stanchions

page_text: or supports and which said joint connections and parts are constructed and arranged,
as herein described and set forth in figures 29 and 30).
Twentyfirstly. Connecting together the rails or strips, which compose the ends
and sides of ships' berths, by joint pins or loose rivets, which admit of the berths
taking any inclination required, while their uprights or supports remain perfectly
erect, as described and set forth in figures 22, 25 and 27.
Twentysecondly. The improvements in the construction of ships' steerage berths,
as herein described and set forth in figure 22 of the accompanying drawings.
Lastly. Making in one frame, or in one piece, or combining together in a single
frame, two or more lee-rails, as described and set forth in figures 31 and 32; and
which said combined framing and lee-rails are secured to the fronts of the berth
framing, by means herein described and set forth in figure 33.