Improvements in the Lee-rails of Ships' and analogous Berths.
Year: 1897

page_text: PROVISIONAL SPECIFICATION.
Improvements in the Lee-rails of Ships' and analogous Berths.
We, ARTHUR NEVILLE CHAMBERLAIN, Manufacturer, and WILLIAM LANGLEY
BRUCE HALL, of Neptune Works, Upper Trinity Street, Bordesley, in the City of
Birmingham, Manager of Ships Berth Works, do hereby declare the nature of
this invention to be as follows;-
-
This invention relates to improvements in the construction and mounting the
lee rails of ships and like berths.
In carrying out one form of the first part of our improvements, we may provide
the front side of the berth framing with a fixed or folding and full-length dwarf
lec-rail, consisting of a long railed frame, suitably mounted upon the front
member or bar of the berth bottom, and being fitted at its upper and topside edge
with a supplementary rail, bar or frame with rods or legs depending from it and
vertically telescoping the hollow tubular members of the fixed framing of the lee.
To enter or leave the berth, lower the supplementary rail or lee, and when the
berth is occupied, then the occupant, or other person, raises the supplementary
rail to its full height and thus prevents falling out during rough weather, so
that when a vessel is in calm or smooth water, the occupant need not necessarily
be confined by a high lee rail.
The fixing of the supplementary part of the rail in its raised position may be
effected by locking devices, or by bolts or catches carried by the one part and
engaging with the other.
The supplementary rising and falling rail need not necessarily telescope the
fixed part, but may slide thereon vertically and within guides formed upon the
sides of the lee proper, which may, if necessary, be hinged so as to swing down-
wards.
In carrying out another form of the invention, we propose that the legs carry-
ing the supplementary rail should be jointed to and mounted upon the top rail
or other part of the standing lee, and that when slung up into a vertical position
in order to increase the normal height of the lee proper, it is then affixed by self-
acting or other bolts.
As a still further form, the said supplementary top bar, rail or frame may be
mounted upon joints which admit of some vertical play, in order that when the
folding rail is in its position of use, stops or equivalents carried by it may be
made to engage with or drop into cups or sockets in the other part.
The before described improvements are applicable to both full and half length
lee rails.
In carrying out one form of another part of our improvements, we provide the
front member of the berth frame with a lee-rail having a gapped or open middle
part for the ingress and egress of a person entering or leaving the berth. This
middle opening is closed (when the berth is in use) by a horizontally sliding bar
of the full length of the said gap or opening which bar may be then affixed by
a catch or fastener, but is adapted, when not acting to close the gap, to telescope

page_text: or slide-back into a tubular top member or instead of telescoping a member, it
may be made to slide in suitable guides upon or against a part of the fixed part
lee, and instead of the said closing bar sliding, it may be hinged to turn vertically
into and out of position and to be closed by a fastener of any effective construction.
As a modification of this barrier, the bar may be made in two parts, each of
which may be pulled out and into position and each may work within or upon
tubular or other members arranged upon either end of the rail or frame.
Suitable devices are employed for connecting the lee rails herein described to
the berth bottom, the front of which may have one, two or more tubes in its con-
struction or it may be made of angle iron.
The application of these parts of our invention to lee rails made of wood, either
plain or of a latticed or panelled construction, differs in no essential respect from
its application to metallic lee rails as herein described.
In mounting and locking lee-rails according to a further form of our improve-
ments the lower horizontal bar of the half-lee is mounted, at its two opposite
ends, upon supporting brackets, the one journal or pivot end taking into a hole
or bearing formed in the base of a corner mount or corner pillar, one of which is
arranged at each end of the berth frame, whilst the other pivot end takes into a
central upstanding bracket, attached to, or carried by, the middle of the front
member of the berth framing. This bracket is made in the form of an eyed knob,
the ends of the said eyes having key-ways corresponding to a rib or feather
formed on the side of the pivot or journal, which takes and works within the eyed
bracket, and by which the inner end of the lee framing is carried.
When the lee rail is affixed in its vertical and normal position, the rib or
feather, which constitutes a stop for preventing the withdrawal of the rail from
its bearings, lies inside the hollow of the said knob, but when folded down to a
right angle or into a horizontal plane, then the rib comes coincident or registers
in line with the key-way of the eyed bearing so as to admit of the lee being
removed in a direction lengthwise of the berth framing, so that it can then be
turned round or reversed and affixed in like manner to opposite end of the berth,
hence an interchangeable lee rail.
In order to admit of this reversibility the eyes of the middle bearing have key
ways formed upon the opposite sides; the key-way on the one side may be at the
top of the eye and that on the other side at the bottom.
The locking of the lee rail may be performed by the corner mounts at each end
of the berth having flange-ended and telescoping or drawing out sleeves running
through the terminations of the said corner mounts and adapted to be engaged
over outstanding nipples, pivots or pegs directed lengthwise from the outer con-
nection of the half lee frame. This telescoping coupling has two outstanding pins
directed in line, and set at a distance apart corresponding to the thickness of the
corner mount, which is gapped or raced for the inward pin to pass through when
brought into line with it.
To release the coupled lee-rail, simply rotate the sleeve so as to bring the pins,
which are now both on the outside of the corner mount, coincident with the gap,
and then slide the sleeve backwards through the mount so as to take it clear of
the end of the nipple of the lee frame, which can then be turned down. To re-affix
the rail in position turn it up into a vertical plane, then pull the sleeve forward
through the mount to cover the nipple, then by giving a slight turn to the sleeve,
it is held in its extended position by the inner peg bearing against the face of
mount.
As a still further arrangement of means for locking lee-rails in position, the
corner mount may be surmounted by a vertically lifting cap, gapped upon one
side and carried by a stalk sliding through the middle of the top part of the said
corner mount.
When employed in connection with a folding lee rail, an outward extension of
the said rail is locked to the corner mount by being included in the gap on the
closing down of the cap.

page_text: Thus to lock the rail in position to the corner mount first lift the cap, which is
prevented from being withdrawn by a stop, and then pass the extension of the
rail into the clearance formed between the top of the mount and the cap in line
with the gap. The cap is then released and falls, thereby effecting the locking.
In case of a longitudinally sliding lee rail being employed, then the inner walls
surrounding the gap are chambered to receive a bulbous end of the lee rail ex-
tension, which is moved into position when the cap is raised, and is locked by
the said cap being pulled down.
In carrying out another part of our improvements in connection with the attach-
ment of lee rails to double or triple-membered front for berth framings, we
arrange upon two horizontal members of the said front, two sliding removable
carriers, supporting the loosely connected mounts or ends of the lee rail. Each
carrier consists of two separated cheeks, gapped at their lower and opposite edges
to the shape of the rails on which they rest, with the metal between the gaps
forming a neck which lies in the space between the said members whilst loosely
pivoted to the underside of each carrier is a cross piece having seatings corre-
sponding to the shape of the underside of the members of the front framing, with
a screw nut taking upon the wormed end of the pivot and adapted by being
screwed tightly upon the wormed end of the pivot to clamp the carrier to the bar
members of the front.
The lee-rail is attached to the said carriers, so as to admit of its position being
changed and also of it being locked in its upright position, by the foot ends of
vertical bars of the said lee each having a pair of opposite pivot studs and a pair
of opposite locking studs the former working in vertical bearing slots formed in
the cheeks of the carrier whilst the latter take, when the lee is in an upright
position, into vertical seatings or gaps formed upon the top edge of the said
cheeks, but when the position of the lee is required to be changed, it is lifted
sufficiently to clear the locking gaps in the carrier and then turned inwards or
outwards as required upon the pivot pegs as centres.
To remove the lee-rail altogether for reversing its position, first release the
carriers supporting the lee, slack the lock nuts and turn the cross pieces so as
to come in line with the gap between the frame members, when the rail and
carriers can be bodily removed.
As another modification of this part of our invention, the lee rails are fitted with
a pair of fastening attachment, each consisting of a plate, hooked at its upper end
for engaging over the top member of a duplex or triple-barred frame whilst the
middle or lower part of the plate has a vertical slot, wherethrough the stem of
an eyed or sleeved bolt, passes and is secured in an adjusted position by a nut upon
its end, whilst the eye or sleeve takes upon and turns around a lower member of
the framing.
When the lee-rail is in a vertical position, then the hooked end engages the
top member of the frame, and is prevented from rising by the clamping of the
parts through the nut.
To turn the lee-rail down, slack the bolt, slightly lift the rail to take the
hooked end clear of the frame member. Then turn down the said rail with the
eyed or sleeved parts of the connections revolving around the frame member as
a centre.
As another method of adjustably attaching a lee rail to the members of a
multiple berth frame front, the foot ends of the vertical rail support bars are
mounted upon hook ended angle brackets the top angle of each of which is
adapted to seat itself upon the top member' or members of the berth
frame, whilst the hook part of the said bracket is adapted to engage
underneath the bottom member, whilst passing through the bracket and through
the space separating the vertical members a pivot, with a locking tongue piece
or arm at its inner end and a handle at its outer end. The inner face of this arm
is inclined so that when turned into a vertical position, it shall ride over the
opposed and inclined parts or faces of the members and by a drawing action,

page_text: clamps the whole of the parts together, whilst when turned into a horizontal
position to register with the longitudinal gap between the members of the front
frame the lee rail is free to turn upon the hooked bracket ends with the bottom
member of front frame as a centre.
The tongue piece is made half round so that when the flat edge is presented to
the hook then the attachment can be bodily removed, and further that when the
half round part is presented to the hook, then it becomes locked on the rail and
can swing thereon.
As a still further modification of adjustable lee-rail attachment, the carrier con-
sists of an angular plate with claw branches depending from the inner side of
the horizontal part of the said angle and adapted to embrace top member of the
double or triple front of the berth bottom and semi-circular divided seating pro-
vided near the bottom of the vertical part to receive the lower members and having
jointed to it, a semi-circular seated half clip with an extended fore part and an
outer curved back part, which, when closed, embraces a member between the
stationary seating and a hinged clip part, which latter is secured by a staple-
shaped shackle or loop that falls over the back of the inclined part of the clip and
retains it in engagement with the member.
Dated this 24th day of December 1897.
We, ARTHUR NEVILLE CHAMBERLAIN, Chairman, and WILLIAM LANGLEY
BRUCE HALL, Managing Director of Hoskins and Son Limited, of Neptune
Works, Upper Trinity Street, Bordesley, in the City of Birmingham, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement: -
This invention relates to improvements in the construction and mounting of the
lee-rails of ships' berths, also to the fastenings, connections and other detail
parts of such lee-rails.
The first part of our invention consists in providing means for increasing the
normal height of the whole or a part of a fixed or movable lee-rail or for closing
the entrance and exit gap in the middle or other part of fixed or movable lee-
rails, such means consisting of supplementary sliding or jointed bars or rails or
auxiliary extension frames or structures, which are arranged in connection with
a lee-rail and admit of being raised and lowered or turned into and out of their
extended or operative positions and of being there fastened preferably by auto-
matic or self-acting catches or the like.
Figure 1 of the accompanying drawings represents in elevation, with a part in
section, the front of a ships or like berth having a half lee rail fitted or provided
with means for temporaly increasing the height of the same constructed and
arranged in accordance with one form of this first part of our invention. This
view shows the supplementary rail or extension framing lowered.
Figure 2 is another view of the arrangement represented in Figure 1, showing
the supplementary extension frame raised and sustained in its position of use.
In the said Figures 1 and 2, a is the front rail of the berth (which may be of

page_text: any approved construction) having connected to it, a half lee rail b, of either the
fixed or movable and reversible type. c is the supplementary extension framing,
consisting in this form, of a single bar or member c, arranged parallel to the top
bar 6, of the lee, and having a series of vertical legs or rods c², depending from it
and adapted to take into and vertically telescope in the hollow tubular members
or sockets 6, of the fixed part or lee rail proper.
an
The socket
The supplementary framing may be supported or retained in its raised or
extended position by any suitable fastener or catch; the particular form shown
in the present arrangement is also represented upon enlarged scale in
Figures 16 and 17 (see Sheet 6 of the drawings) the former view showing the
parts in the positions they assume when the said framing is raised and the latter
when the same is lowered, and consists of a loose locking ring d, encircling the
vertical rod 2, of the frame c, and having a gap d', within it.
member 6, of the fixed lee b, has a slot 63, formed down it, whilst the telescoping
rod 3, is provided with a stud 3, capable of passing through the gap d', of the
ring d, and down the slot b³, in the part 2. Assuming that the supplementary
rail is lowered and requires to be raised, the gap in the locking ring is brought
coincident with the slot of the socket and then, when the supplementary frame
is lifted, the stud c³, passes through the coinciding clearances and is brought
above the ring, which is now given a slight further turn so as to interpose the
solid part of it between the stud 3, and the slot 63, whereby the said supplemen-
tary framing is prevented from dropping and is thus supported in its extended
position. When the extension frame requires to be lowered, the gaps in the
rings (of which any convenient number may be provided) have only to be brought
over the slots again, when it falls by its own weight.
The supplementary frame is lowered when a person is entering or leaving the
berth. After an occupant has got into his berth, he draws up and fastens the
extension frame to its full height and is thereby prevented from falling out during
rough weather, but when the vessel is in calm or smooth water, the lee rail need
not be extended as it is not then necessary for the occupant to be confined by a
high lee.
As a means for steadying the supplementary rail when in its dropped position
and for preventing rattling, the extremities of the bar c, may be provided with
pegs c, which engage in pockets or sinkings 64, formed for their reception in the
junctions, or equivalent parts of the fixed lee.
Instead of the vertical members of the supplementary frame or rail sliding
telescopically within socket-like members of the fixed framing or lee-rail proper,
the parts of the one may slide upon or over the other.
Figure 3 is an elevation of a berth provided with a lee rail having this modifi-
cation of extension framing, which in this view is shown lowered, whilst Figure 4
represents the same raised.
is the berth framing, the fixed lee-rail and c the extension framing, the
vertical members c', of which have separated clips or eyes c, which encircle or
embrace certain of the vertical members 6', of the fixed part and are capable of
sliding up and down thereon as guides when the supplementary frame is raised
or lowered.
A further modification of this part of our invention, but which is not repre-
sented in the drawings, consists in hinging or jointing the vertical legs of the
supplementary frame to the top rail or other member of the fixed or standing lee.
When this supplementary part is swung up into a vertical position to increase
the height of the lee proper, it is there affixed by self-acting or other bolts. Or
the joint connections may be so arranged as to admit of the supplemental rail or
frame having a certain amount of vertical play, in order that when raised or
swung up into its extension position-pegs or the like upon it may be engaged with
or dropped into cups or sockets in the fixed part.
These several forms of our invention are applicable to full length lee rails as
well as to half-lees as represented.

page_text: Figure 5 represents a front elevation of a ships berth provided with a full
length lee-rail having a middle gap or opening, by which a person may enter or
leave a berth, and which is closed (when the berth is in use) by a supplementary
drop down frame or rail arranged in accordance with another form of our inven-
tion. In this view, the closure frame is shown raised to fill up the opening.
Figure 6 is another elevation of this berth showing the supplementary rail
dropped, leaving the middle clearance open.
Figure 7 is a detail view showing one form of fastening which may be em-
ployed in connection with this form of lee-rail.
a is the berth frame, provided at front with a full length and fixed lee rail b,
which may be of any pattern, but has in or near the middle thereof, an opening
or gap b', of a size sufficient to allow of a person readily entering or leaving the
berth. c is the supplementary framing provided for the purpose of temporaly
closing this gap when the berth is occupied and consisting of a rail el, having
depending legs or members, which take and slide telescopically within corre-
sponding socket members 62, of the fixed middle part 3 of the lec. The supple-
mentary frame may be retained in its raised position by any suitable catch or
fastener, such as by the arrangement shown, which consists of a pair of sliding
sleeves d, loosely mounted upon the opposite ends of the rail c¹, and having pro-
jecting pegs d, which, when the framing c, is in its position of use, are respec-
tively engaged within sinkings or pockets 4, formed for their reception in the
chills 65, or other convenient parts in the fixed lee b, when the rail is to be
dropped, the said sleeves are slipped inwardly along the bar c', until their pegs d²,
are clear of the pockets, when the said rail then falls by its own weight.
Figure 8 represents another lee rail, the middle gap of which is closed by &
sliding or drop down supplementary part in accordance with a modification of
this part of our invention. This view shows the said gap closed as when the
berth is occupied, whilst Figure 9 represents the same opened.
In this form, the vertical members 2, of the closure frame c, terminate in a
bottom cross bar c³, the ends of which have eyes or holes c', which take over, and
slide as guides upon, suitably disposed upright members 62, of the fixed part b,
of the lee. a is the berth framing and d the fasteners of the frame c.
Figure 10 represents another modification of this part of our invention in which
the middle gap of the lee is closed by a swinging supplementary frame.
bis the fixed part of the lee rail and 61, the middle gap therein, whilst is the
closure frame which has a swinging or turning action, the lower ends of the
members, thereof being connected to the horizontal carrier rail be, or equiva-
lent part of the fixed lee by means of sleeves c³. The closure frame is secured
in the position represented in the said figure by means of pegs et, on the ends of
the top rail or like part engaging within pockets or sinkings, in
the fixed part, and in order to admit of the slight vertical play required
to effect this, the lower terminations of the members 2, may have sliding con-
nections with the sleeves, the extent of the said movement being limited by
the studs c, on the one part travelling within slots c, in the other part-or the
holes through the joint sleeves c³, may be a loose fit upon the carrier rail 6,
sufficient to allow for the frame c, being first slightly raised to bring the pegs c,
over the sinkings 63, and then dropped to cause the said parts to engage and retain
the frame in its closing position.
Figure 11 is a further modification of this part of our invention, in which the
gap bi, in the middle of the fixed lee b, is closed when required by a pair of hori-
zontally sliding members c, the horizontal parts c¹, of which telescope into the
hollow top rails 2, of the end portions of the fixed rail b, whilst the vertical
parts 2, of the said members terminate in eyes or sleeves 3, which encircle and
are capable of sliding upon a fixed guide rail b³, extending along the bottom of
the gap. When the gap is required to be left clear, the sliding members are
simply pushed in opposite directions and are telescoped into the standing or fixed
parts of the lee and are thus out of the way. To prevent the twisting of the

page_text: parts, the guide rail may be of a hexagonal or other angular section and the
sleeves, of a corresponding shape.
Instead of closing the gap by means of two horizontally sliding bars or members
arranged in this way, we may employ only a single rail or member, which
telescopes or slides upon a part of the fixed frame and when out of use lies along
or within the same, but when the gap is to be closed, the said rail is drawn across
the said gap from one side and its end is made to take into a socket or equivalent
arranged for its reception on the other side of the gap and in which it is secured
by a suitable fastening.
In Figure 12, a still further modification of our invention is shown in which the
middle gap b, between the standing end portions of the lee-rail b, is closed
by a pair of vertically swinging frames such as c, which are pivoted at 2, to suit-
able brackets or the like or the berth framing or upon the fixed lee, whilst
Figure 13 represents a similar arrangement, but in this instance, the closure
frames c, swing horizontally or door-wise and are hinged at c², to vertical
members or parts 63, of the end portions 63, of the fixed lee b.
Figure 14 represents another form of half lee rail provided with an extension or
supplementary framing by which it may, when required, be converted into a
full length rail.
b is the fixed or standing half lee and c is the supplementary extension frame,
having an eye, sleeve or equivalent part c¹, at the end of the top rail c², capable
of sliding horizontally upon the upper guide-bar or member 6¹, of the half lee,
and also two or more further bottom eyes or the like c³, encircling and sliding
upon a bottom guide rail 62, extending preferably throughout the full length of
the berth.
Figure 15 is a modification of this, last form of our invention, in which the
extensible portion consists of a pair of supplementary members c, c¹, the hori-
zontal parts 2, 3, of which respectively telescope into the tubular members 61, 62,
of the fixed half lee b, whilst the vertical parts 4, c, terminate in eyes or the like
which slide upon a common guide rail
Suitable fastenings are provided in each case for securing these drop-down,
swinging or horizontally sliding closure or extension frames in their positions
Several forms of suitable fastenings applicable to various actions are
represented in the accompanying drawings in Figures 16 to 32.
of use.
The locking ring arrangement represented in Figures 16 and 17 has already
been described in connection with Figures and 2. Figure 18 (Sheet 10) shows
a modified form of this ring lock whereby the same is automatically turned into
its blocking or locking position as shown in the larger view Figure 19. Thus, the
ring d, has a gap d', within it for the stud 3, on the sliding member c³, and also
has a depending L-shaped piece d², the edge ³, of which is inclined, as also is
the edge d, on the opposite side of the gap. When the parts are as shown in
Figure 18, on the vertical member, being drawn out of the socket 63, its stud c³,
impinges against the inclined edge d, and this turns the ring round to the
position represented in Figure 19 and brings the part d², under the stud c³, and
thus automatically secures the member c³, in its raised position.
If the ring should happen to be in the position shown in Figure 19 when the
member is raised then the stud first strikes against the incline d³, and takes the
ring round to remove the stop d², out of the path of the said stud, which then, by
impinging against the incline d, takes the said ring again into its blocking or
locking position.
Figures 20 and 21 represent a spring fastening for retaining drop down ex-
tension or closure frames in their raised positions, the one view showing a verti-
cally sliding member raised and the other showing it lowered.
d is a spring tongue, contained within a hollow member such as c¹, of a drop
down frame c, and adapted on the said member being raised, for its free end c³,
to extend through a gap c³, and by resting upon the top of, or contiguous to, a
socket member 12, of the fixed frame, to support the supplementary frame in its

page_text: position of use. To again lower the frame, the end of the spring catch has only
to be pressed inwardly through the gap when the same then falls.
In the arrangement shown in two different positions by Figures 22 and 23, a
member c', of a drop-down supplementary frame is provided with one or more
pivoted struts or props d, the lower ends of which have a seating such as d',
adapted when the frame is raised, to bear upon the top of a member 6, of a fixed
frame and thus support the sliding frame in its raised position. This fastening
is also shown applied to the lee rail represented in Figures 3 and 4.
or
As a modification of this last form, represented in Figure 24, the strut
prop d, may be pivoted at d¹, to a part of the fixed frame of the lee rail, so that,
when in its fastening position, its other end, comes under a member c¹, of, and
supports, the supplementary drop-down frame c.
Figure 25 represents an elevation of a self-acting fastener more particularly
applicable for use in connection with 'swinging supplementary extension
closure frames, such as that shown in the arrangement Figure 10.
or
Figure 26 is a vertical section of this fastener showing the end of a framing
secured by the same and Figure 27 is a like section but shows the end of a swing-
ing frame in the act of snapping into engagement with the fastening which con-
sists essentially of a suitably mounted bolt d, which is constantly retained in its
...shot position by a spring d³, and has an inclined face d², at its locking end d³,
so that when a jointed framing is swung up into a vertical position, its ends c¹,
impinge against and wipe over the inclines 2, of the bolts, which are thereby
i forced downwards against the pressure of their springs sufficient to allow of the
said ends passing home into the clearances d, provided for their reception in the
casing of the fastener and when in this position, the spring forces home
the bolts thereby locking the frame, which can only be released by drawing down
the bolts by means of a small extending stud d, or the like provided for the
*purpose.
1
Figures 28 and 20 represent in section and in two different positions, a further
arrangement of automatic spring fastening. In this form, à cap d, having a
sinking, in its crown to receive a member c', of the swinging frame to be
locked, is mounted upon a pillar d², or other convenient support and is con-
stantly kept in its fastening position by a spring d³, acting upon its underside.
The fastening is effected by a snap action in a similar way to the last described
arrangement.
i In the self-acting fastening illustrated in Figure 30, the rail or frame c, to be
secured is provided with a spring impelled bolt d, lorated within a sleeve c
adapted on the swinging of the said frame into a vertical position, to automati-
cally engage with a sinking such as 6, in the corner chill 63, or other convenient
part of the fixed frame b.
Figure 31 represents an elevation of a still further form of lee rail fastening.
Figure 32 is a vertical section of the same and Figure 33 is a like view repre-
senting the fastening raised leaving the rail (which is shewn locked in Figure 32)
free to be turned away or removed.
65 is a corner mount or other part of a fixed frame or lee rail, surmounted by
a vertically lifting cap d, gapped at d, upon one side and carried by a stalk
sliding through the vertical hole 66, in the top part of the said corne: mount or
the like.
When this fastening is employed in connection with a folding lee rail or with
the extension or closure frame of a lee-rail, an outward extension e¹, of the said
rail or supplementary frame is locked to the corner mount or other fixed part by
being included in the gap d', on the closing down of the cap.
Thus to lock the rail e, in position first lift the cap d, which is prevented from
being withdrawn by a stop, d, passing through a slot d³, in its stalk and then
pass the extension of the rail into the clearance formed between the top of the
mount and the cap in line with the gap. The cap is then released and falls,
thereby effecting the locking.

page_text: In case of a longitudinally sliding lee rail or supplementary frame being em-
ployed, then the inner walls surrounding the gap are chambered to receive a
bulbous end of the lee-rail extension, which is moved into position when the cap
is raised, and is locked by the said cap being pulled down.
Figure 34 represents an elevation of the front of a ships berth fitted with a
half lee-rail, which is so mounted as to be removable and reversible from one end
of the berth to the other and is provided with means for locking the same in
position in accordance with another part of the invention.
Figure 35 represents the half lee removed from the berth frame.
Figure 36 represents partly in elevation and partly in section, an end part of
the said berth and lee rail, showing the fastenings or connections provided for
securing the one to the other.
Figure 37 shows, partly in elevation and partly in section, the middle con-
nection between the said berth and lee rail.
Figure 38 is a like view as Figure 36, but showing the fastening device with-
drawn to admit of the removal of the lee from the berth.
Figure 39 is a section, upon an enlarged scale, of Figure 37 on the dotted
line.
Figure 40 is a section of Figure 36 upon the dotted line ¹.
Figure 41 is a separate elevation, upon an enlarged scale, of one of the locking
sleeves.
In mounting and locking lee-rails according to this arrangement the half-
lee b. is provided at its two opposite ends, with a pair of journals or pivot
ends 61, 62, one of which is adapted to take (according to the position of the rail)
into one or other of holes or bearings a¹, formed in the bases of a corner mount or
corner pillar a², one of which is arranged at each end of the berth frame a,
whilst the other pivot end 62, takes into a central upstanding bracket a³, attached
to, or carried by the middle of the front member of the berth framing. This
bracket is made in the form of an all-through eyed and hollow knob, with the
end holes at, having key-ways a5, corresponding to a rib or feather 63, formed on
the side of the pivot or journal 62.
When the lee rail is affixed in its vertical and normal position (see Figure 34)
the rib or feather 3, which constitutes a stop for preventing the withdrawal of
the rail from its bearings, lies inside the hollow of the said knob as shown in
Figure 37, but when the said rail is folded down to a right angle or into a
horizontal plane, then the rib comes coincident or registers in line with the key-
way a, of the eved bearing so as to admit of the lee being removed in a direction
lengthwise of the berth framing, so that it can then he turned round or reversed
and affixed in like manner to opposite end of the berth, hence an interchangeable.
lee rail.
In order to admit of this reversibility the eyes of the middle bearing have
key wavs formed upon the opposite sides; the key way on the one side may be
at the top of the eve and that on the other side at the bottom.
The locking of the lee rail is performed by the corner mounts at each end of
the berth having flange-ended and telescoping or drawing out sleeves d, running
through the terminations a6, of them and adapted to be engaged over outstanding
nipples, pivots or pegs 16, directed lengthwise from the end of the half lee frame.
This telescoping coupling has one or more studs d, or the like adapted to pass
through a gap a, leading into the hollow interior of the terminal a6, when
brought into a line therewith.
To release the coupled lee-rail when in the position shown in Figures 34
and 36 simply rotate the sleeve d, so as to bring the pins d¹, which are now on the
outside of the corner mount (as shown in the dotted lines in Figure 36) coincident
with the gap, and then slide the sleeve backwards through the mount so as to
take it clear of the end of the nipple or peg 66, of the lee frame, which can then
be turned down or if required, removed, reversed and applied to the other end
of the berth. To re-affix the rail in position turn it up into a vertical plane,

page_text: then pull the sleeve forward through the mount to cover the nipple then by
giving a slight turn to the sleeve, it is held in its extended position by the peg
bearing against the solid part of the face of the mount.
A further and last part of our invention relates to improved means of con-
necting folding or other lee-rails to ships or like berths having double or triple
membered front rails.
Figure 42 represents in side elevation with the triple membered rail in section,
one form of such lee-rail connection attachment of which a pair or more are em-
ployed in conjunction with each lee, which may be either full or half length.
Figure 43 is a longitudinal vertical section of the said attachment.
Figure 44 is a like sectional view as Figure 43, but representing the foot end
fitting to which the lee rail members are attached turned over in the position it
assumes when the said rail is folded.
Each attachment or carrier fitting 9, consists of a pair of separated plates or
cheeks g, having hock-shaped bearings g², g³, adapted to seat themselves
respectively upon the upper and lower front bars a, a of the triple berth
front a.
h, h are catches, pivoted to the lower part of the said cheeks, with
the one h, being adapted to be brought round the rail a', and be there secured by
engaging the hooked end 2, of the other catch h', behind the shoulder ³, thus
connecting the attachment to the rail, although instead of this fastening we may
employ a pivoted clamping cross piece arranged between the cheeks and having
suitable seatings and secured by a screw nut taking upon the pivot pin.
The foot end fitting 61, to which the lee rail is connected, is extended into the
space between the cheeks and has a vertical slot 62, which takes over and is
capable of sliding upon a cross pin or pivot 8, thus allowing of the said rail
turning or swinging and also having a certain amount of vertical movement,
whilst the opposite sides of the said foot end are provided with studs or lugs
adapted to be engaged with vertical seatings or gaps g, formed upon the top
edges of the cheeks, in order to support the lee-rail in its position of use, but
when it is required to fold over the lee, it is lifted sufficiently to clear the locking
studs 63, of their seatings g, and then folded inwards or outwards as required,
upon the cross pivot as, as a centre.
To entirely remove the lee, the fastening catches h, h¹, are disengaged from
one another, when the lee rail and its carriers can be bodily removed from the
berth front frame.
Figure 45 represents another form of lee-rail carrier connection, applied to a
double front rail.
Figure 46 shows the same partly in vertical section in its supporting position
and Figure 47 is a like view showing the carrier in the position it assumes
when the lee-rail is turned down.
In this modification, each fastening attachment consists of a plate g¹, hooked at
its unner end g², for engaging over the top member a, of a duplex or triple-
barred front rail whilst the middle of the lower part of the plate has a vertical
slot g³, wherethrough the stem of an eyed or sleeved bolt h, passes and is secured
is an adjusted position by a nut h¹, upon its end, whilst the eye or sleeve h²,
thereof takes upon and turns around a lower member a7, of the front rail.
When the lee-rail is in a vertical position as in Figures 45 and 46, then the
hooked end engages the top member of the frame, and is prevented from rising
by the clamping of the parts through the nut.
To turn the lee-rail down, slack the bolt, slightly lift the rail to take the hooked
ends of its carriers clear of the upper frame member and then turn down the said
rail with the eyed or sleeved parts of the connections revolving around the lower
frame member as a centre.
Figure 48 represents a side elevation and Figure 49 a back elevation of a
further form of adjustable attachment carrier for securing lee rails to a multiple-
member berth front. These views show the parts of attachment in their fastened
positions, whilst Figures 50 and 51 represent like views of the said attachment

page_text: but in the unfastened positions to admit of the lee rail connected therewith being
folded or removed.
In this modification, the foot ends of the vertical rail support bars b¹, of a
lee-rail are mounted upon hook ended angle brackets, g, the top angle g¹ of each
of which is adapted to seat itself upon the top member or members as, of the
berth frame, whilst the hook part 2, of the said bracket is adapted to engage
underneath the bottom member a, whilst passing through the bracket and
through the space separating the vertical members of the rail, is a pivot g³, with
a locking tongue piece or arm g, at its inner end and a handle, at its outer
end. The inner face g6, of this arm is inclined so that when turned into a vertical
position, it shall ride over the opposed and inclined parts or faces of the members
and by a drawing action, clamp the whole of the parts together, whilst when
turned into a horizontal position to register with the longitudinal gap between
the members of the front frame to the lee rail is free to turn upon the hooked
bracket with the bottom member of front frame as a centre.
The tongue piece is made with one edge g', flat and the other edge 98, half
round, so that when the said tongue is turned by means of the handle into the
position represented in Figures 50 and 51, with the half round edge coming onto
the edge of the hook 92, the lee-rail is left free to be swung over but is still
retained upon the berth front by the lower member a', being embraced between
the curved face g³, of the tongue and the said hook as seen in Figure 50. Should
it be required to detach the lee-rail altogether, the same is first unfastened and
turned down and then the tongue is turned round so as to bring its flat edge
opposite to, and parallel with, the edge of the hook and this provides sufficient
clearance to admit of the carrier fitting being removed from off the frame
member a7.
Figure 52 represents in side elevation another arrangement of adjustable and
detachable carrier connection for lee-rails.
9 is an angular plate, having a pair of claw branches g¹, depending from the
underside of the horizontal part, and adapted to embrace or seat themselves
upon the front bar a, and take a bearing, if necessary against the back bar a³,
of the triple berth rail a, whilst further seatings, are provided near the bottom
part of the vertical front of the angle plate adapted to receive the bottom frame
member a, whilst pivoted between the cheeks ³, of the attachment is a semi-
circular seated clip h, which when turned into the position represented in full
Jines in the drawing, embraces the rail a', and thus secures the attachment to the
triple framing and is retained in this fastening position either by a cross pin h¹,
engaging with the hooked end thereof, or by a jointed shackle, or by a catch
arrangement such as shown in Figures 42 to 44.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is:
First In the lee-rails of ships' and analogous berths, employing in con-
nection therewith, a supplementary top rail or vertically sliding extension
framing for increasing the height of the said lee-rail when required, substantially
as herein described and set forth in Figures 1 to 4.
Secondly: Im full length berth lee-rails having an entrance and exit gap,
fitting or providing the said gap with a vertically rising and falling top rail or
supplementary closure frame, substantially as and for the purpose described and
set forth in Figures 5, 6, 8 and 9.
Thirdly: In full-length berth lee rails having an entrance and exit gap,
fitting or providing within the said gap a swinging or pivot supplementary
closure rail or framing, substantially as and for the purpose described and set
forth in Figure 10.
Fourthly: In full-length berth lee-rails having an entrance and exit gap,
fitting or providing the same with a pair of longitudinally sliding members, the

page_text: vertical parts of which have eyes or sleeves sliding upon a guide rail whilst the
horizontal parts slide upon or with bar or, rails of the standing lee, substantially
as and for the purpose described and set forth in Figure 11.
Fifthly: In full-length berth lee-rails having an entrance and exit gap,
closing the said gap, when required, by a pair of swung-up or swung-out frames,
pivoted either to end framing parts of the standing lee-rail, or to brackets upon
the framing of the berth, substantially as described and set forth in Figures 12
and 13.
Sixthly In half length berth lee-rails, providing the same with a longi-
tudinally sliding supplementary extension framing or members, arranged as
represented in Figures 14 and 15, for the purpose of increasing the normal length
of the same when required, substantially as herein set forth.
or
Seventhly In the lee-rails of ships and analogous berths, the combination
with the vertical members of rising and falling supplementary extension
closure frames as referred to in Claims "First" and "Secondly," of locking rings
for fastening the said frames in their raised positions, arranged and operating
substantially as described and represented either in Figures 16 and 17 or in
Figures 18 and 19.
Eighthly In the lee-rail of ships and analogous berths, the combination with
a vertically-sliding and supplementary extension or closure framing as referred
to in the first and second claims, of a self-acting spring fastening, arranged and
operating substantially as and for the purpose described and set forth in
Figures 20 and 21.
Ninthly: In the lee rails of ships and analogous berths, the combination with
supplementary extension or closure frames as referred to in the first and second
claims, of supporting struts or props, pivoted either to the supplementary frame
or to the standing lee, and arranged and operating substantially as described and
set forth in Figures 22 to 24.
Tenthly In the lee-rails of ships and other berths, the combination with a
swinging extension or closure frame, of snap-action fastenings or spring bolts,
arranged and operating substantially as herein described and represented either
in Figures 25 to 27 or in Figures 28 and 29 or in Figure 30.
Eleventhly: A fastening or locking device for lee-rails, or for the supple-
mentary extension or closure framings of lee-rails, consisting of a gapped cap or
equivalent, having a stalk or extension sliding without rotation in a hollow
corner mount or the like, and arranged and operating substantially as described
and set forth in Figures 31 to 33.
Twelfthly-In half-length removable and reversible lee-rails for ships and
like berths, securing the same to either end of a fixed part of the berth frame by
means of sliding and rotating sleeves mounted within a corner bracket or equiva-
lent part of the berth and adapted to be engaged over a peg or the like upon the
lee-rail and be there locked by turning the said sleeve so as to bring a stud or
other projection upon it out of line with a key-way or opening leading into the
corner bracket, whilst a returned peg upon the opposite end of the lee-rail, pro-
vided with a key or feather is engaged with a hollow middle bracket also carried
by the berth frame, substantially as described and set forth in Figures 34 to 41.
Thirteenthly:-In ships and analogous berths having multiple-membered
front rails, detachably and adjustably securing the lee-rails thereby by carriers
having separated plates provided with seatings for the rails and secured by
catches or other fastenings and to which the foot ends of members or extensions
of the lee rail are pivoted with an amount of vertical play to admit of studs or
equivalent projections on the said foot ends being engaged with or removed from
corresponding sinkings in the carrier cheeks, substantially as described and set
forth in Figures 42 to 44.
Fourteenthly: An adjustable and detachable connection for securing lee rails
to the multiple membered fronts of ships and analogous berths, consisting of a
hooked and slotted plate, carrying a member or extension of a lee rail and

page_text: arranged in combination with a bolt having a sleeved or equivalent end surround-
ing one of the members of the berth front, substantially as described and set
forth in Figures 45 to 47.
Fifteenthly: An adjustable and detachable carrier or connection for securing
lee rails to the multiple membered fronts of ships and analogous berths, consist-
ing of an angle bracket having a hooked bearing end and provided with an
incline-faced and pivoted locking piece, or tongue, one edge of which is flat and
the other semi-circular, arranged and operating substantially as herein de-
scribed and set forth in Figures 48 to 51.
Sixteenthly: An adjustable and detachable carrier or connection for securing
lee rails to the multiple membered fronts of ships and analogous berths, consist-
ing of an angle bracket connected to the lee and provided with rail seating and
a fastening or catch arranged and operating substantially as described and set
forth in Figure 52.
Dated this 27th day of September 1898