Improvements in Ships' and like Berths.
Year: 1893

page_text: Date of Application, 19th Dec., 1893
Complete Specification Left, 18th Sept., 1894-Accepted, 1st Dec., 1894
PROVISIONAL SPECIFICATION.
Improvements in Ships' and like Berths.
I, WILLIAM PARISH HOSKINS, of Upper Trinity Street, Bordesley, in the
City of Birmingham, Ships' Berth Manufacturer, do hereby declare the nature of
this invention to be as follows :-
This invention relates to ships' and other like.berths, such for example as berths
for barracks, dormitories and other sleeping places where space is a consideration,
and my said improvements are an amplification of or an advance upon several
former Letters Patent granted to me and bearing date the 19th day of October 1886
No. 13304, the 28th day of October 1889 No. 16967, the 14th day of June 1890
No. 9207, the 1st day of October 1891 No. 13098 the 6th day of October 1892
No. 17801 and the 14th of December 1892 No. 22973, and my invention pertains
to my well-known emigrants or block berths, arranged in tiers or blocks endowed
with shearing properties, so as to admit of the members or component parts, rails
or the like with which the said berths are provided or of which they are made up,
falling to or following the rake of a ships interior.
In carrying out my improvements, that part of the rail adjacent to the connection
end is compound jointed, or made double jointed, and with the pins of each joint
directed at right angles to each other, so as to admit of the members shearing in
right angle planes whilst the connection remains fast or rigid within a cupped and
socketted bracket.
Thus, the end of each rail member which requires to be held has a key head
or key connection with the shank of the same horizontally jointed to a union or
coupling, which is itself jointed in a reverse or vertical direction to the end of the
rail member, or to the end of a chilled termiual of the rail member. These key
heads are dropped within the open-topped gaps formed within the sides of socketted
and cupped or other bearing brackets carried by uprights or stanchions of the deck
fittings which stanchions their ends or terminations taking within sockets fitted to
the floor and undersides of the decks respectively.
The vertical lattice work and other parts of the sides of the berth fittings are
loosely rivetted so that the whole may move together in falling to the shape of a
ships' interior.
Instead of the first named joint nearest to the key connection being horizontally
pivoted, it may be vertically pivoted, and the other joint may be horizontally
pivoted.
In a further form of compound joint, I make the union or coupling part of a
knuckle order, or of a bifurcated type, with a tongue piece or shank of the key
head taking between the branches and the joint connection being made by a pin
passing through the infibulated or fitted together parts.
A vertical joint outwards of the horizontal one is formed in either of the ways
described, or by forming the primary and horizontal members of two strips or laths
placed side by side, and with an intervening space coming between them as herein-
after described, or where the said outer joint is horizontal, then the union coupling,
which is in other words, a link, is forked at its outer end, between the branches of
which, the end of a lath or strip primary member comes, and is there jointed by a
cross pin.
As a further form the union coupling has its outer end formed into a tongue
piece, upon the sides or flats of which, the two ends of component strips of a
built-up primary rail come, and are there vertically pivoted or jointed by a
horizontal nin

page_text: By forming or making up a built rail of two side-by-side strips, the intervening
space between them allows the connection ends of the vertical connection laths to
.come between the said sides and be there shear rivetted.
Another part of my invention consists in uniting the key heads or key connections
of two or more primary horizontal members by a rigid stay, thus uniting or rigidly
bracing together the said connections, although the said stay may be jointed to the
connections by shearing rivets so as to allow the said key heads some play in view
of any inequalities in the setting of the bearing brackets.
The outer jointings adjacent to the key beads are of a compound order, and alike
unto those previously described.
In carrying out a further form of this last named improvement, I make the
connections in the form of taper pegs directed in opposite directions, or with one
peg pointing upwards, and the other peg pointing downwards and with the said
pegs respectively carried at the ends of each of the primary and horizontal rails,
which are connected either by fast or by shearing rivets. The supporting, bearing
or rest brackets are made alternately fast and loose, and with holes or passes
through them corresponding in size to the tapered or other pegs which they are to
receive.
The outward joints of the connections may be of any of the kinds as described.
In making the connection, lift the loose rest bracket and place the lower peg
connection through one of the holes of the fixed or fast bracket, then bring the
loose bracket down, with one of its eyes or passes taking over the upper peg
connection, when the end of the rail becomes mounted or fitted.
Instead of the bracing stay being connected to the connections, the stay itself may
take the form of a right angle directed and vertical plate, compound jointed to the
horizontal members, and with the ends of the plates adapted to take within like
shaped piercings made in fast and loose supporting and connection brackets.
Or the said plate connection ends may have slots with enlarged ends at their
lower parts and which slots take over bulbous or necked studs, directed around
brackets or directly connected to the pillars of ships' fittings, so that the wider
parts of the slots of the connection ends are passed over the heads of the studs and
then by dropping the rail with slotted connection ends thus formed, the same
become supported, and are prevented from being detached until they are again
lifted and withdrawn from the heads.
As another form of my invention, I provide each connection end of a rail or
frame with plate shaped connections having enlarged slots at their lower ends,
whilst the pillars carry rest brackets with headed or necked studs standing outwards
from the sides of webs or flat plates, over which the said slotted connections take
and are there secured.
Or the rest brackets may have radially disposed plates or wings directed from
them, with slots having enlargements at their upper ends, whilst the connection
ends of the rails or sides of the berths have headed or necked studs, which take into
the slots and are there secured.
Another form of my invention consists in fitting the supporting or rest brackets
with upright pegs, either coned or straight, over which the eyes of the connection
ends of the rails or sides take and are secured. Or the converse arrangement to
this form of my invention may be employed. It is understood that compound joints
are employed in the whole of these arrangements.
In still another form of my invention, I make the bearings or rest brackets in the
form of hollow bosses with holes or mouths directed at equi-distant points around
the said bracket and through which the ends of the rail members (which are of a
like size as the holes) pass, and which mouths are rounded in their inner edges, so as
to admit of the rails or sides or parts making a universal movement about the said
mouth edges as fulcra, and thereby take any direction which the parts are required
to fall to both in respect to any rake of the ships' interior or to irregular shaped
berth bottoms or the like.
I might add that the mouths are the terminations of hollow swells or ball sockets,

page_text: flared inwardly so as to admit of the ends of the rails or the connections within
them making any angle within certain limits.
•
It will be understood that the brackets are adapted for supporting the ends of a
number of berths arranged around a central pillar or pillars, or the part sides and
ends teminating a block of berths, and the shearing properties of such berths not
only follow the interior rake of a ship, but also the varying angles assumed by the
berth bottoms themselves.
Dated this 18th day of December 1893.
COMPLETE SPECIFICATION.
Improvements in Ships' and like Berths.
I, WILLIAM PARISH HOSKINS of Upper Trinity Street, Bordesley, in the
City of Birmingham, Ships' Berths 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 :-
This invention relates to ships and other like berths, such for example as berths
for barracks, dormitories and other sleeping places where space is a consideration,
and my said improvements are an amplification of, or an advance upon, several
former Letters Patent granted to me and bearing date the 19th day of October 1886
No. 13304, the 28th day of October 1889 No. 16967, the 14th day of June 1890
No. 9207, the 1st day of October 1891 No. 13098 the 6th day of October 1892
No. 17801 and the 14th of December 1892 No. 22973, and my invention pertains,
to my well-known emigrants or block berths, arranged in tiers or blocks, endowed
with shearing properties, so as to admit of the members or component parts, rails or
the like with which the said berths are provided, or of which they are made up
falling to or following the rake of a ships interior.
In carrying out my improvements, that part of the rail adjacent to the connection
end is compound jointed, or made double jointed, with the pins of each joint
directed at right angles to each other, so as to admit of the members shearing in
right angle planes, whilst the connection remains fast or rigid within a cupped and
socketted bracket.
Thus, the end of each rail member which requires to be held as a key head or
key connection, with the shauk of the same horizontally jointed to a union or
coupling, which is itself jointed in a reverse or vertical direction to the end of the
rail member, or to the end of a chilled terminal of the rail member. These key
heads are dropped into the open-topped gaps formed within the sides of socketted
and cupped or other bearing brackets, carried by uprights or stanchions of the deck
fittings, which stanchions have their ends or terminations taking within sockets
fitted to the floors and undersides of the decks respectively.
The vertical lattice work and other parts of the sides of the berth fittings are
loosely rivetted, so that the whole may move together in falling to the shape of a
ship's interior.
Figure 1 of the accompanying drawings, represents, in side elevation, a block of
emigrants berths, with the terminations of the sides compound jointed, or double
jointed in accordance with one form of my invention, to admit of the framings of
the said berths shearing in right angle planes.
Figure 2 represents an enlarged view of two end portions of the same, showing
how the shearing pins of each joint are directed at right angles to each other,
whilst the connection of the coupling joint is dropped into and made fast within a

page_text: cupped and socketted bearing bracket, carried by a stanchion or pillar fitted
between the decks.
Figure 3 represents a horizontal section of Figure 2 upon the dotted lines x-x.
a are key heads, fitting tightly within the gaps b', of the open topped, cupped
and socketted bearing brackets 6, made fast to or chilled around the uprights or
stanchions c, fitted between decks, by their ends, taking into top and bottom
sockets b. The heads a, have shanks or extensions a', horizontally pivoted or
jointed at c', to unions or couplings d, which are vertically jointed by pins d², to
rail ends or rail end extensions e, of rail members e, which are united together by
vertical and horizontal lath members e', e, and shearing joints or rivets e.
Thus, the connection ends (which are marked A) of the sides (which are
marked B) with the sockets of the supports are right-angle shear jointed, thus
admitting of the berth erections falling to any between-deck irregularities in the
ships rake.
Instead of the joint e, nearest to the key connection being horizontally pivoted,
it may be vertically pivoted, and the joint d', may be horizontally pivoted.
Figure 4 represents a modified arrangement of this form of connection end. The
rigid keys or heads have lugs, which are connected together by a vertical shearing
lath or bracing bar.
Thus A are the compound joint connections, and B are the framing sides,
whilst a are the keys or heads with shanks a', and lug extensions a², united by a
vertical lath or stay el, having shearing joints e, and with the said shanks con-
nected to the members e, of the said sides B, by unions d, right angle jointed by
pins c³, d³, to the ends e, of the top and bottom rails e.
Figure 5 represents a modified form of Figure 4, but with the stay e', made rigid
or stiff with the heads or keys, or with the shanks of the heads or keys, so that the
head members of each pair of joints are united by a rigid stay.
A are the joint connections, and B are the framing sides. The joints or con-
nections consist of rigid keys a, united by a rigid stay a³, and with the said
combined heads and stay connected to the side by compound joints, as described,
consisting of double joints c', d', coupling d, and end rail connections e* of the
rails e.
In carrying out a further form of this last-named improvement, I make the
vertical joints of the compound shearing connections in the form of taper pegs,
directed in opposite directions, or with one peg pointing upwards, and the other peg
pointing downwards, and with the said pegs respectively carried at the ends of each
of the primary and horizontal rails, which are connected either by fast or by
shearing rivets. The supporting, bearing or rest brackets are made alternately
fast and loose, and with holes or passes through them corresponding in size to the
tapered or other pegs which they are to receive.
The outward joints of the connections may be of any of the kinds as described.
In making the connection in a block of berths lift the loose and upper rest
brackets and place the lower peg connections or vertical joints through the holes of
the fixed or fast lower brackets, then bring the loose brackets down, with the eyes
or passes taking over the upper peg connections when the ends of the rails become
mounted or fitted.
Figure 6 represents, partly in elevation, and partly in vertical section, such an
arrangement as last described.
Figure 7 represents a horizontal section of Figure 6, upon the dotted lines x-x,
showing the top side of the rest bracket, and the holes or passes through it for
receiving the combined vertical peg connections and joints at the ends of the rail
corners.
B are the sides of a berth, shear jointed at c', to the shanks. a', of opposite
directed pegs
which constitute combined connections and vertical joints and are
united by rigid or shearing stays a³, and with the said pegs a, taking within
holes fg, of fast and loose bearing brackets fand g. Thus, in each connection,
the bracket is preferably fixed, whilst the bracket g, is preferably loose, and is

page_text: adapted to slide and be lifted vertically upon the stanchion c, clear of the tops of
the vertical joint pegs a, and unto the position represented in dotted lines in
Figure 6, and when the framings have been placed in position, the brackets g, are
dropped over the ends of the pegs and there seat themselves by their own
weight.
If necessary, the said pegs may be affixed in position by cottars or other means.
In a further form of compound joint, I make the union or coupling part of a
knuckle order, or of a bifurcated type, with a tongue piece or shank of the key
bead taking between the branches, and with the joint connection being made by a
pin passing through the infibulated or fitted together parts.
A vertical joint outwards of the horizontal one is formed in any of the ways
previously described, or by forming the primary and horizontal members of two
strips or laths, placed side by side, and with an intervening space coming between
them as hereinafter described.
Figure 8 represents a side elevation of such an arrangement of compound joint
as last described, whilst Figure 9 is a plan of the same.
"
A is the joint connection, and B is the side. Each connection consists of a key
or head a, dropped within a suitable bearing bracket, and with the shank a',
jointedly connected to a union d, by a vertical pin d', whilst the said union d, is
itself connected to the end e, of the compound rail e, by a pin c³, passing through
the said ends and a tongue piece d', and the bracing strip e, connects the compound
rails e, e, together by shearing joints e³.
-
By forming or making up a built rail of two side-by-side strips, the intervening
space between them allows the connection ends of the vertical connection laths to
come between the said sides and be there shear rivetted.
Where the said outer joint is horizontal, then the union coupling, which is in
other words, a link, is forked at its outer end, between the branches of which, the
end of a lath or strip primary member comes, and is there jointed by a cross pin, as
represented in Figure 10, in which a is a head or key, a the shank, and d'a link
or union, forked at its outer end, and connected to the end e', of the rail e, and to
the shank a', of the head a, by shearing rivets c³, d¹.
Instead of the bracing stay being connected to the connections, the stay itself
may take the form of a right angle directed and vertical plate, compound jointed to
the horizontal members, and with the ends of the plates adapted to take within like
shaped piercings made in fast and loose supporting and connection brackets.
Figure 11 represents, partly in elevation and partly in section, such an arrange-
ment as last described, whilst Figure 12 is a plan of the same, partly in horizontal
section upon the dotted lines - Figure 11.
each
c is the stanchion or upright, fitted with fast and loose brackets fand
having holes or leads ", g, through them, and with the loose bracket g, adapted to
be vertically lifted, so as to bring its holes g', clear of the top a³, of the vertical
stay plate a, which has lug connections a', connected to the rail members e, of the
sides B, by compound joint connections c¹, d, d'.
Or the said plate connection ends may have slots with enlarged ends at their
lower parts, which slots take over bulbous or necked studs, directed around
brackets, or directly connected to the pillars of ships' fittings, so that the wider
parts of the slots of the connection ends are passed over the heads of the studs and
then by dropping the rail with slotted connection ends thus formed, the same
become supported, and are prevented from being detached until they are again
lifted and withdrawn from the heads.
Figure 13 represents, partly in elevation, and partly in vertical section, this last-
described form of connection whilst Figure 14 represents a section of the same upon
the dotted lines - Figure 13.
c is an upright stanchion, fitted between decks, and bare bracket supports, with
necked or bulbous-ended connections b¹, over which the piercings e³, of the stay
plates e', which carry extensions e, compound jointed at A, to the top and bottom
rail members e, e, take..
.

page_text: In making the connection of the side B, simply pass the enlarged ends e³, of the
holes or gapse, of the stay e¹, first over the heads of the connections b³, and then
allow the sides to drop into position, as represented in Figure 13.
As another form of my invention, I provide each connection end of a rail or
frame with plate shaped connections, having slots with enlargements at their lower
ends, whilst the pillars carry rest brackets, with headed or necked studs standing
outwards from the sides of webs or flat plates, over which the said slotted
connections take and are there secured.
Figure 15 represents an elevation of such an arrangement as last described,
whilst Figure 16 represents a plan of the same, partly in section upon the dotted
lines - Figure 15.
c is a stanchion, and b is a rest bracket, having webs ³, carrying pegs or bulbous
ended studs b' constituting one of the joints of each compound jointed connection
e is a connection plate having an enlarged lower ended slot e³, and a single horizontal
shearing joint c, located between the said plate e, and the members e, of a side-
framing B. e is the vertical stay, shearing jointed at e³.
Or the rest brackets may have radially disposed plates or wings directed from
them, with slots having enlargements at their upper ends, whilst the connection
ends of the rails or sides of the berths have headed or necked studs, which take-into
the slots and are there secured.
Figure 17 represents a horizontal section of such an arrangement, and Figure 18
represents a winged bracket separately.
c is the stanchion, having made fast with it, a bracket b, whose wings b', are pro-
vided with slots 63, having enlargements at their upper ends for receiving the
studs d, (which constitute both joints and connections) of unions or links d, which
are themselves jointed at e, to the members e, of the side framings.
Another form of this part of my invention cousists in fitting the supporting or
rest brackets with upright pegs, either coned or straight, over which the eyes of the
connection ends of the rails or sides take and are there secured.
Figure 19 represents an elevation of such a connection and Figure 20 represents
a topside plan of the same partly in section upon the dotted lines - Figure 19.
c is a stanchion, & is a rest bracket, and b' are upright pegs, over which sockets
or eyes, of links d, horizontally jointed at c', to the inner ends et, of top rails c,
take. The pegs b', form vertical joints, as well as means of connection.
Figure 21 represents a still further form of my invention, which is only a further
development of shearing block berths described and represented in the Specification
of my Letters Patent 13304 of 1886, in which the universal shearing action is
obtained by bulbous end fittings taking into socketted bearing brackets, but in that
arrangement, the shanks of the bulbous connections were independent of each other,
and the connection between them was only made through the intervention of
vertical shearing stays or laths.
In the said Figure 22, a tier of berths is shown following or raking to the inside
contour of the skin of a ship. c are the stanchions, with the ends supported with
sockets fitted to the top and underside of the lower and upper decks h, k, and with
the said stanchions fitted with supporting brackets b, constructed to receive
bulbous-ended shearing connections d³, carried by a union or link d, horizontally
jointed at c¹, to an end e, of top and bottom rails e, united by shearing stays or
laths, shearing jointed at e, and with links or unions d, (alike as represented in
Figures 5 and 6) connected together by a rigid stay a³. Thus the unions or
connections d, carry the bulbous ended connections d', which form the primary
joints upon which the end supports of the berths universally shear, whilst the
members constituting the middle parts of the side framings shear vertically upon
the horizontal joints c', e³.
Figure 22 represents an elevation of a connection constructed according to a
still further form of my invention, whilst Figure 23 represents a horizontal section
of the bracket part upon the dotted lines - Figure 22.
c is the stanchion, carrying fast and loose slotted and cupped brackets ƒ, and 9,

page_text: the upper
and loose one g, being inverted, and adapted to take over the bulbous
end d, of upper rigid end connection d, which is connected to the lower rigid end
connection d, whose end d², engages with the cupped and socketted fixed bracket f.
by a rigid stay a³, so that the bulbous ends d', d, and connections d, are made rigid
with each other, and the ends e', of the top and bottom framings e, are united by a
compound joint connection c, d, d'.
By lifting the movable and inverted locking bracket g, to the position represented
in dotted lines, the lower and universal shearing joint end d, can be lifted from its
seat for the dismemberment of the attachable and detachable sides, for storage.
On the other hand, by lifting the said loose locking bracket, and then allowing
the slots g', to pass over the necks of the bulbous ends of the sides, the said sides
become fixed in their fitted positions, but are capable of raking or shearing for the
purpose of following the contour of a ship or the walls of a cabin between decks.
Figure 24 represents an interchangeable, detachable and shearing front side or
lee-rail of a berth, constructed according to my invention. The said lee rail is
shown inclined, or raking to the slope of a deck.
Figure 25 represents, partly in section and partly in elevation, and upon an
enlarged scale, a detail part of the same, whilst Figure 26 represents a like view,
upon the same scale, of another detail part of the lee-rail.
B is the front framing or lee rail, made up of top and bottom bars or members e,
united together by loosely rivetted and shearing members e¹, with each of the ends e*,
of the top and bottom bars fitted with pivot joints d³, and universal bulbous
joints d', d, and with each end pair of bulbous joints united together by a rigid
stay a', or in case where keys a, as in Figure 4 are employed in lieu of heads, the
same may be connected together by shearing stays. The side or lee rail is sup-
ported by and locked in position at the supporting end by the inner lower bulbous
end d, engaging with the fixed cupped and slotted bracket f, when the upper and
sliding movable one g, is clear, as in Figure 9. Then by loosing the bracket g,.
the same falls by its own weight, and the slots therein engage over the inner upper
bulbous end d, and thereby jointedly connect the said end to the stanchion c..
The lower rail member has pegs upon both sides, which take through holes e,.
made through the upright web e', of the front member e, of the berth bottom,.
whilst loose and sliding locking brackets h, take upon the stays a³, of the eud
connection of the framing, which brackets have hanging webs or fingers h³, adapted
to come behind the web e', and which, when in such a position secures the said
front framing to the berth bottom framing.
To remove the said front framing B, lift the locking bracket h, to the clearance
position represented in the dotted lines in Figure 25, and the bracket g, clear of
the upper inner stud d', when the front frame or lee rail can then be lifted from
brackets or supports for removal or reversion.
It will be understood that the whole of the parts herein described are both
portable and attachable and detachable, and that when the berths are not in use,
the said sections can be stored away, and that the space which was occupied by the
berths utilized for the reception of cargo.
Further, it is to be understood that instead of the framings shearing in right
angle planes, they may shear in other angles, according to the direction and
dispositions of the pivot pins.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
First. In ships' and like berths, making the connection ends of the sides or other
sections or parts of the same, compound or double jointed, or double pivot jointed,
so as to admit of the said sides, sections or parts shearing in right angle or other
planes, substantially as described and set forth.
Secondly. In ships' and like berths, making the connection ends of the sides or
other sections or parts of the same, compound or double jointed, or double pivot

page_text: jointed, so as to admit of the said sides, sections or parts shearing in right angle or
other planes, on the extreme terminal ends of the said parts being held rigid with,
or attachedly connected to, their supports by fast or tight fitting keys or heads
taking into, or engaging with, suitable bearing brackets, substantially as described
and set forth in Figures 1 to 5 and 7 to 20.
Thirdly. In ships' and like berths, uniting the fast keys, heads or equivalents of
the end connection parts of the sides or side rails together, by shearing stays or
bracing bars, substantially as described and set forth in Figure 4.
Fourthly. In ships' and like berths, uniting the fast keys, heads or equivalents
of the end connection parts of the sides or side rails together, by rigid stay rods or
bracing bars, substantially as described and set forth in Figures 5, 6 and 11.
Fifthly. In ships' and like berth framings, forming the rail members of side by
side and separated strips of metal, with the ends of the bracing rails or stays coming
between them, substantially as described and set forth in Figures 8 and 9.
Sixthly. In ships' and like shearing berths, mounting each of the ends of
attachable and detachable side framings, upon a pair of brackets, one of which is
fixed, and acts as a rest or support, whilst the other is movable and sliding and
adapted to engage with extensions or portions of the upper part of the said side
framings, for the purpose of securing the same in position, substantially as described
and set forth in Figures 6, 7, 11, 12, 23 and 24.
Seventhly. In connectious and supports for the ends of the side framings of ships'
and like berths, the construction, arrangement, and combination of the parts, and
the particular fitting and mounting of the same, substantially as described and set
forth in Figures 13, 14, 15, 16, 17 and 18.
Eighthly. In the end connections or supports for berth side framings, providing
the stanchions or supports with fixed brackets, having upright pegs, over and upon
which, sockets or holes of the links or unions of the compound joints take,
substantially as described and set forth in Figures 19 and 20:
Ninthly. In ships' and like berths, coupling together the universal shearing heads
or bulbous ends of the connection ends of the side framings by rigid bars,
substantially as described and set forth in Figures 21 and 22.
Tenthly. In ships' and like berths, the combination with a front framing or lee
rail, mounted and fitted as described, of a sliding and locking bracket 9, g³,
substantially as described and set forth in Figures 24, 25 and 26.
Dated this 28th day of August 1894.
WILLIAM PARISH HOSKINS,
By Henry Skerrett,
6, Livery Street, Birmingham, Agent for Applicant...