How are adults presented in Romeo and Juliet Essay Example for Free

How are adults presented in Romeo and Juliet Essay There is a large difference between youths and adults in Romeo and Juliet. The adults often make emotionally driven decisions, often ones that go back on what they have previously said. An example of this is Lord Capulet, who changes his mind on the marriage of his daughter. This drastically changes the plot of the story and could have been the reason for the death of Romeo and Juliet. They see the world in a different light to the youths. The younger men in the Montague and Capulet families love to fight, and would happily insult the other family in order to start a fight. However, Lord Capulet, and maybe Lord Montague, is less happy to begin the fight, although he would try to join in, like in act one scene 1. Lord Capulet says tis not hard. I think / for men as old as we to keep the peace and later on in the play he also compliments Romeo by calling him a virtuous and well-governed youth. Capulet and Montague could have ended a feud, which was started by their ancestors ancient grudge breaks to new mutiny. You do not find out what Lord Montague thinks about the feud, only that Capulet thinks that Montague has the same opinion as he. Later in act 1 scene 5 Capulet gets very angry with Tybalt for wanting to start a fight with Romeo. Capulet expects Tybalt to obey him, as he is the master of the house. When Tybalt still refuses to give in to Capulet, his multi faceted side comes out. Capulet changes from arguing to Tybalt Marry, tis time to complementing the guests Well said, my hearts! and then back to arguing with Tybalt. Lord Capulet loves his daughter very much. In act 1 scene 2, when Paris asks for Juliets hand in marriage, Lord Capulet tells him that Juliet is too young, but he can start to court Juliet and in 2 years, they may marry. You can tell that he cares about Juliet because he says that Paris may only marry if Juliet agrees, An she agreed within her scope of choice, / Lies my consent and fair according voice. This is surprising for a patriarchal society and where the daughter has to do what the father says. When Lord Capulet says that Juliet is too young to marry Paris he makes a indirect reference to his wife. And too soon marred are those so early made who we later find out married Lord Capulet when very young. Lord Capulet changes after Tybalt dies. Maybe because he loves Juliet so much he wants to help her, but instead he makes her life worse. He tries to cheer her up -believing that she cries over the death of Tybalt- by moving the date of the wedding forward to three days time Thursday. When Juliet refuses to marry Paris, lord Capulet becomes very violent, and shows another side of himself. He threatens to hit her and says unworthy as she is, that we have wrought / So worthy a gentleman to be her bride? He goes on to say that he was cursed when she was born, and then insults the nurse by calling her a mumbling fool! The nurse is used as comic relief in the play. She is bawdy and comes from a lower class than the majority of the rest of the cast. Simply the fact she is from a lower class makes her slightly funnier, and she often jumbles up her words I desire some confidence with you and speaks in prose. She gets on better with Juliet than Lord or Lady Capulet, and so Juliet confides in the nurse. The nurse is loyal and caring but very bawdy. However, when Juliet needs her most, the nurse turns away from Juliet, and changes her loyalty by saying I think you are happy in this second match, She goes on to say that Romeo is no longer there so she has to marry Paris. This is shocking because you believe that the nurse was always on Juliets side, In act 1 scene 3, the nurse talks about Juliet when she was a little girl, and of many slightly rude tales of Juliet. These stories horrify Lady  Capulet, but the audience find them funny. It shows the difference between the nurse and Lady Capulet, and their different upbringings. The nurse knows more about Juliet than her own mother The nurse brings a lot of tension into the balcony scene, because she keeps calling Juliet inside. You worry that she may come outside and ruin Romeo and Juliets romantic moment. But it also brings an element of comedy to it, because it annoys Romeo and Juliet, and you imagine in your head how she would act if she did come out and see Romeo and Juliet on the balcony, confessing their love. The nurse adds a bit of tension in act 2 scene 5 when Juliet is waiting to find out what Romeo has said about their marriage. She will not tell Juliet what Romeo has said, and even though the audience already know what has been said, they are still concerned in case something terrible has happened. When Lord Capulet is insulting Juliet about her marriage to Paris, the nurse stands up for Juliet, even when Capulet attacks the nurse verbally. This may be when the nurse has a change of thought, and decides the marriage between Juliet and Paris is a good thing.

The Misadventures of a Few :: essays research papers

  Ã‚  Ã‚  Ã‚  Ã‚  I remember this account of my life, because I was an especially terrible child during this time. It was a brisk, paltry fall in 1988. I was nine years old. A couple of friends, my two brothers, my sister and I were all heading north along a river in Chicago. We weren’t in a boat or anything; we were walking right along the banks. The banks were filled with trees, shrubs and tall grass, and on top of that, the bank was on a slope. It was a bit difficult to navigate ourselves, but we just had to do it. What were we up to? Well we had heard stories that in this particular area of the river, there were Satanic worshippers who sacrificed women to Lucifer, the Devil. As we go north, on this bank along this river, I will be anxious to reveal our exploits along this path, the â€Å"devil’s rock†, and our, almost, disastrous escape.   Ã‚  Ã‚  Ã‚  Ã‚  The morning started just as any other. I would wake to a bowl of cereal and then make a dashing escape out of the house to meet a friend. My friend’s and I all lived on the same block. Anything we had going on involved one of us. We were a very tight pack and never let anyone get in with the group without some sort of initiation. On this particular day, in the late September month, we had decided today that we were going to finally find out whether the stories were really true. The weather was perfect, not a cloud in sight. When all of us finally got together, we began our trip to the river.   Ã‚  Ã‚  Ã‚  Ã‚  Getting to the river was not a very long or hard task. We lived relatively close, to say the least; it was about five blocks from our houses. It was a little strange while we were traveling to the river, because as time went by, the clouds started coming in. By the time we made it to the river, it was no longer a beautiful, bright sunny day, it was now a cool, colorless day. How could the weather change in such a short amount of time? Good question! When you are young and walking with a bunch of friend’s, you tend to talk fast and walk very, very slow. I believe it must have taken us anywhere between twenty minutes to an hour to get to our destination.

Problems and Prospects of Ship Breaking Industries of Bangladesh

Problems and Prospects of Ship Breaking Industries of Bangladesh Submitted to: Mohammad Badruzzaman Bhuiyan Adjunct Faculty Department of Business Administration East West University Submitted by: Md. Mahedi Hasan ID# 2008-3-10-035 Section-1 Date of Submission: July 15, 2012 EAST WEST UNIVERSITY   In the context of increased importance of ship breaking activities in Bangladesh, specially contribution to construction & structural development (>80%); and in national economy & employment opportunity for the poor. But indiscriminate and haphazard ship breaking activities in once biodiversity rich coastal area of Sitakunda, Chittagong is now a barren field. The area is severely degraded with loss of its physical, chemical & biological characteristics.There is very little information on the present status of biodiversity in the area and impact of ship breaking on fisheries and biodiversity. Verbal reports from fishermen indicate that there is a drastic reduction in fish catches which is likely to be due to this ship breaking activities. Ship breaking activities has not yet been recognized as ‘industry’ and still there are no separate guidelines or rules for ship breaking activities in Bangladesh. As a result, there is often accident, loss of valuable human lives & serious violation of human rights & labour rights, including very low wages.On the other hand, impact of ship breaking on the biodiversity is also matter of exploration. But to assess the impact of ship breaking on biodiversity & fishery resources, a research or study is urgently needed not only for the conservation of fishery resources but also to implement a sustainable & eco-friendly policy for ship breaking in Bangladesh. Key words SBRI = The Ship Breaking and Recycling Industry. Shipbreaking: Shipbreaking is the process of dismantling an obsolete vessel’s structure for scrapping or disposal.Conducted on a pier, dry dock or dismantling yard, it involves a wide range of activitie s. From removing all the gear and equipment that are on the ships to cutting down and recycling the ship’s infrastructure. Shipbreaking is a challenging process, due to the structural complexity of the ships and the environmental, safety and health issues involved. Recycling: The process of taking a ship apart; term preferred by the shipping industry. When procedures to safeguard the environment and workers' health and safety are applied, known as â€Å"green recycling†.Executive summary The ship breaking and recycling industry (SBRI) converts end-of-life ships into steel and other recyclable items. Ship recycling offers the most environmentally sustainable way of disposing of old vessels, with virtually every part of the hull and machine complex being reused or recycled as scrap metal. Although the industry is beneficial from a life-cycle assessment point of view, over the years it has gravitated toward countries with low labor costs, weak regulations on occupational safety, and limited environmental enforcement.The â€Å"global shift† in the industry to countries with comparatively weaker regulatory systems is of particular concern as ships contain many hazards that can have significant detrimental effects on humans and the environment if not dealt with properly. Currently, the global center of the ship breaking and recycling industry is located in South Asia, specifically Bangladesh, India, and Pakistan. These three countries account for 70–80 percent of the international market for ship breaking of ocean-going vessels, with China and Turkey accounting for most of the rest.Only about 5 percent of the global volume of such vessels is scrapped outside these five countries. This study focuses on the SBRI in Bangladesh and Pakistan to get a better understanding of the economics of the industry and the environmental impacts arising out of such activity and to explore possible ways in which such environmental effects may be mitigated. 1. 0 Introduction Bangladesh has a long coastal belt of about 710 km which is enriched with natural resources specially fish and other aquatic species of different varieties and has been the focal point of different economic activities.Most of these seashore areas are situated in Chittagong. Sitakund is a seashore area situated a few kilometers north of Chittagong where most of the shipsbreaking yards are concentrated. Shipbreaking industry has not been developed in a day. It has been developed gradually in Bangladesh passing through various stages of its development at an international level. Though the shipbreaking in Bangladesh started in sixties; commercially it started in late seventies. The only shipbreaking industry of the country has been developed in Sitakund areas, Chittagong.There are about 20 forward and backward linkage industries based on this shipbreaking. Now, there are about 20 shipbreaking yards in Sitakund where thousand and hundreds of labour are working. The wor kers are all engaged in dangerous physical labor but they don’t have safety equipments like helmets, goggles, gloves, boots and work suits, medical facilities and moreover financial security. Over the last twenty years more than 400 workers have been killed and 6000 seriously injured according to the Bangladeshi media.The explosion of the Iranian tanker TT Dena on 31 may 2000 alone is said to have caused 50 deaths. To this toll must be added thousands of cases of irreversible disease which have occurred and will occur in future due to the toxic materials that are handled and inhaled without minimum precautions or protective cares. 1. 1 Objective of the Study The ship breaking industry provides great advantages. It’s probably the most environmentally sustainable way of disposing of old vessels, it creates jobs and supply a substantial quantity of scrap steel for the iron and steel industries (e. , it contributed to about 50% of Bangladesh’s steel production). How ever, the hazardous waste and associated occupational health hazards pose a significant national and global concern. The main objective of this report is presenting an overview of this industry through analyzing the prospect and the environmental problems arise form this industry.1. 2 Methodology of the Study There are two types of Assignment method available and they are conclusive and exploratory. Considering the subject topic I have chosen exploratory method. . 2. 1 Primary Sources I have not conducted any survey, rather I have given emphasize on secondary sources. 1. 2. 2 Secondary Sources: In order to complete my assignment work, I depended on the secondary data more than primary data. I got the refined secondary data from the Internet by surfing huge web pages. I downloaded many WebPages, files ; related other things which were very much helpful for me to complete this assignment. 1. 3 Limitations (a) Time limitation is one of the problems to make this assignment. b) Amount of data collection is not very huge because only websites are not sufficient to complete this assignment. (c) Data collection process was irregular. 2. 0 Body of the report 2. 1 Prospect of ship breaking industry The ship breaking and recycling industry plays a significant economic role in Bangladesh and Pakistan, supplying a substantial quantity of re-rollable scrap steel for the iron and steel industries. SBRI provides more than half of Bangladesh’s steel supply, for example, making it a strategic industry in that country.The industry also creates hundreds of thousands of direct and indirect jobs for some of the poorest and most marginalized segments of the population in those countries. The work force in each country varies with the volume of ship breaking but may range from 8,000–22,000 workers in the ship recycling yards to 200,000 in the supply chain, shops, and re-rolling mills—with dependents in extended families estimated to reach over 500,000 in Banglade sh. Shipbreaking plays an important role in the national economy for a number of reasons: 2. 1. Production of steel The scrapping of ships provides the country’s main source of steel and in doing so saves substantial amount of money in foreign exchange by reducing the need to import steel materials. Bangladesh needs 8 million tons of building materials per year, of which iron is a major component. The iron from recycled ships supplies iron materials in the country. This does mean however, that the owners have more power and control over the amount of steel that is sold and the price it is sold at. 2. 1. 2 Green industry (if properly recycled)In some ways it can be considered a â€Å"green industry†. Almost everything on the ship and the ship itself is recycled, reused and resold. The scrapping of ships supplies raw materials to steel mills, steel plate re-manufacturing, asbestos re-manufacturing as well as providing furniture, paint, electrical equipment and lubricants , oil to the number of businesses that have spouted up specifically as a result. 2. 1. 3 Source of revenue It generates large amounts of revenue for various Government authorities through the payment of taxes.Every year the Government collects almost 9000 million taka in revenue from the shipbreaking industry through import duty, yards tax and other taxes. 2. 1. 4 Employment Opportunity Despite the conditions that the workers are employed under, this is an industry that employs more than 20,000 people directly. It provides employment for some of the poorest people from the north of Bangladesh who would otherwise have no employment. These mainly economic benefits have made shipbreaking a powerful industry. But these economic benefits should be considered together with the social and environmental costs.Together, with better regulation shipbreaking can also bring social and environmental benefits. 2. 2 Environmental Impact 2. 2. 1 Pollutants discharged from shipbreaking Though shipbre aking has earned a good reputation for being a profitable industry in developing countries there are a number of environmental and human health hazards. Depending on their size and function, scrapped ships have an unladened weight of between 5,000 and 40,000 tons (the average being 13000+), 95% of which is steel, coated with between 10 and 100 tons of paint containing lead, cadmium, organotins, arsenic, zinc and chromium.Ships also contain a wide range of other hazardous wastes, sealants containing PCBs, up to 7. 5 tones of various types of asbestos and; several thousands liters of oil (engine oil, bilge oil, hydraulic and lubricants oils and grease). Tankers additionally hold up to 1,000 cubic meters of residual oil. Most of these materials have been defined as hazardous waste under the Basel Convention. In Bangladesh, ships containing these materials are being cut up by hand, on open beaches, with no consideration given to safe and environmentally friendly waste management practic es.Ships are not properly cleaned before beaching. Generally, an eyewash test is carried out to certify that a ship is free from dangerous chemical and fumes. Ship breaking activities is a threat to both the terrestrial and marine environment as well as to public health. It is like a mini version of a city that discharges every kind of pollutants a metropolis can generate like liquid, metal, gaseous and solid pollutants. 2. 2. 1. 1 Persistent Organic Pollutants (POP's)POPs are chemicals that are highly toxic, remain intact in the environment for long periods, become widely distributed geographically, bioaccumulate through the food web, accumulate in the fatty tissue of living organisms and pose a risk of causing adverse effects to the human population, wildlife and the environment. There has been a realization that these pollutants, upon exposure of human population, can cause serious health effects ranging from increased incidence of cancers to disruption of hormonal system. Shipbr eaking activities are a source of lethal POPs. 2. 2. 1. 2 AsbestosAsbestos was used in old ships as a heat insulator. As there are no asbestos disposal procedures, during scrapping, workers and the surrounding environment are exposed to the asbestos fibers. Exposure to asbestos fibers (even in very low concentrations) especially through inhalation may cause cancer and asbestosis. On the shipbreaking beaches, asbestos fibers and flocks fly around in the open air. Workers take out asbestos insulation materials with their bare hands. It has also proven to be one of the most lethal, as inhaling asbestos fibers can lead to a wide range of pulmonary roblems such as asthma and asbestosis – and can also be the direct cause of mesothelioma. 2. 2. 1. 3 Heavy metals Heavy metals are found in many parts of ships such as in paints, coatings, anodes and electrical equipment. These are taken apart with no protective measures in place and reused. Exposure can result in lung cancer, cancer of the skin, intestine, kidney, liver or bladder. It can also cause damage to blood vessels. 2. 2. 1. 4 Polluted oil As a result of breaking the ships, oil residues and the other refuses are being spilled, mixed with the sea water and left floating along the entire seashore.Oil may cause serious damage in different ways, such as a reduction of light intensity beneath the water surface which inhibits photosynthesis. Oil films on water reduce the exchange of oxygen and carbon dioxide across the air-sea interface which is harmful to aquatic life. It also causes damage to the bird population by coating their feathers with oil which causes buoyancy and insulation losses. Sometimes spilling may cause wide spread mortality amongst the population of fish, mammals, worms, crabs, mollusks and other water organisms. 2. 2. 2 Impact on physiochemical properties of seawaterShip scrapping activities pollute the seawater environment in the coastal area of Fauzdarhat to Kumira of Chittagong, Banglades h. As a result, toxic concentration of ammonia, marine organisms found in seawater had an increase in PH levels. Extensive human and mechanical activities accelerate the rate and amount of seashore erosion and results in higher turbidity of seawater. Critical concentration of DO and higher BOD were found with an abundance of floatable materials (grease balls and oil films) in the seawater. 2. 2. 3 Impact on inter-tidal sediments and soilsIn shipbreaking areas various refuse and disposable materials are discharged and spilled from scrapped ships and often get mixed with the sand. The scraps from the ships are staked haphazardly on the sea shore, leaving behind an accumulation of metal fragments and rust (particularly iron) in the soil. These together with extensive human and mechanical activities often go on as matter of routine work resulting in the beach soil losing its binding properties and this accelerates the amount of shore erosion and increase the turbidity of sea water and s ediments in the area. . 2. 4 Impact on biodiversity Shipbreaking activities contaminate the coastal soil and sea water environment mainly through the discharge of ammonia, burned oil spillage, floatable grease balls, metal rust (iron) and various other disposable refuse materials together with high turbidity of sea water. The high PH of the seawater and soil observed may be due to the addition of ammonia, oils and lubricants. High turbidity of water can cause a decrease in the concentration of DO and substantially increase the BOD.Furthermore, oil spilling may cause serious damage by reduction of light intensity, inhibiting the exchange of oxygen and carbon dioxide across the air-sea water interface, and by acute toxicity. As a result the growth and abundance of marine organisms especially plankton and fishes may seriously be affected. Indiscriminate expansion of ship breaking activities poses a real threat to the coastal inter-tidal zone and its habitat. 3. 0 Recommendation Conside ring the positive role of ship breaking in national economy ship breaking can not be stopped.Rather a sustainable approach should be taken to minimize the negative consequences of ship breaking activities in our coastal zone. Government should formulate and implement a national policy and principles for safe and sustainable shipbreaking after having consultation with relevant organizations, employers and workers. Both owner and contractors have to take the responsibility in providing compensation, treatment and security for the labours. Adequate compensation for victims of accident and their families, social security†¦etc. should be ensured.Finally, it could be said that, the ship breaking operation involves serious environmental hazards. If the ship breaking industry is to develop in the country, the same may only be allowed ensuring minimization of pollution effect. A longer stretch along the seashore is in no way justified for continuation of this business; rather a certain separate zone like a dockyard should be selected by the competent authority. Preventive measures against environmental and health hazards inherent in the process of ship breaking should be undertaken at the right time, before it is too late.Bibliography Hossain, D. M. M. M. , Islam, M. M. , 2006, Ship Breaking Activities and its Impact on the Coastal Zone of Chittagong, Bangladesh: Towards Sustainable Management, Young Power in Social Action (YPSA) http://en. wikipedia. org/wiki/Ship_breaking http://www. shipbreakingbd. info/ Mamun, A. A. , Akther, M. , Ali, M. , Sumaia, K. , Alam, A. , 2005, Worker in Ship Breaking Industries: A Base Line Survey of Chittagong(Bangladesh), Young Power in Social Action (YPSA) Maria, S. , Frank, S. L. , Milen, D. , Robin, B. , Susan, W. , Roy, W. , 2010, Ship Breaking and Recycling Industries in Bangladesh and Pakistan, Report No 58275-SAS

Commodore George Dewey in the Spanish-American War

Admiral of the Navy George Dewey was American naval commander during the Spanish-American War. Entering the US Navy in 1854, he first achieved notoriety during the Civil War when he served on the Mississippi River and with the North Atlantic Blockading Squadron. Dewey was appointed to lead the US Asiatic Squadron in 1897 and was in place when war with Spain began the following year. Moving on the Philippines, he won a stunning victory at the Battle of Manila Bay on May 1 which saw him destroy the Spanish fleet and only sustain one fatality in his squadron. Early Life Born December 26, 1837, George Dewey was the son of Julius Yemans Dewey and Mary Perrin Dewey of Montpelier, VT. The couples third child, Dewey lost his mother at age five to tuberculosis and developed a close relationship with his father. An active boy who was educated locally, Dewey entered the Norwich Military School at age fifteen. The decision to attend Norwich was a compromise between Dewey and his father as the former wished to go to sea in the merchant service, while the latter desired his son to attend West Point. Attending Norwich for two years, Dewey developed a reputation as a practical joker. Leaving the school in 1854, Dewey, against his fathers wishes, accepted an appointment as an acting midshipman in the US Navy on September 23. Traveling south, he enrolled at the US Naval Academy in Annapolis. Admiral of the Navy George Dewey Rank: Admiral of the NavyService: US NavyBorn: December 26, 1837 at Montpelier, VTDied: January 16, 1917 at Washington, DCParents: Julius Yemans Dewey and Mary DeweySpouse: Susan Boardman Goodman, Mildred McLean HazenChildren: George Dewey, Jr.Conflicts: Civil War, Spanish-American WarKnown For: Battle of Manila Bay (1898) Annapolis Entering the academy that fall, Deweys class was among the first to progress through the standard four-year course. A difficult academic institution, only 15 of the 60 midshipmen who entered with Dewey would graduate. While at Annapolis, Dewey experienced firsthand the rising sectional tensions that were gripping the country. A known scrapper, Dewey took part in several fights with Southern students and was prevented from engaging in a pistol duel. Graduating, Dewey was appointed a midshipman on June 11, 1858, and was assigned to the steam frigate USS Wabash (40 guns). Serving on the Mediterranean station, Dewey was respected for his devoted attention to his duties and developed an affection for the region. The Civil War Begins While overseas, Dewey was given the opportunity to visit the great cities of Europe, such as Rome and Athens, before going ashore and exploring Jerusalem. Returning to the United States in December 1859, Dewey served on two short cruises before traveling to Annapolis to take his lieutenants exam in January 1861. Passing with flying colors, he was commissioned on April 19, 1861, a few days after the attack on Fort Sumter. Following the outbreak of the Civil War, Dewey was assigned to USS Mississippi (10) on May 10 for service in the Gulf of Mexico. A large paddle frigate, Mississippi had served as Commodore Matthew Perrys flagship during his historic visit to Japan in 1854. George Dewey during the Civil War. Public Domain On the Mississippi Part of Flag Officer David G. Farraguts West Gulf Blockading Squadron, Mississippi participated in the attacks on Forts Jackson and St. Philip and the subsequent capture of New Orleans in April 1862. Serving as executive officer to Captain Melancton Smith, Dewey earned high praise for his coolness under fire and conned the ship as it ran past the forts, as well as forced the ironclad CSS Manassas (1) ashore. Remaining on the river, Mississippi returned to action the following March when Farragut attempted to run past the batteries at Port Hudson, LA. Moving forward on the night of March 14, Mississippi grounded in front of the Confederate batteries. Unable to break free, Smith ordered the ship abandoned and while the men lowered the boats, he and Dewey saw to it that the guns were spiked and the ship set afire to prevent capture. Escaping, Dewey was later reassigned as executive officer of USS Agawam (10) and briefly commanded the screw sloop of war USS Monongahela (7) after its captain and executive officer were lost in a fight near Donaldsonville, LA. North Atlantic Europe Brought east, Dewey saw service on the James River before being appointed executive officer of the steam frigate USS Colorado (40). Serving on the North Atlantic blockade, Dewey took part in both of Rear Admiral David D. Porters attacks on Fort Fisher (Dec. 1864 Jan. 1865). In the course of the second attack, he distinguished himself when Colorado closed with one of the forts batteries. Cited for bravery at Fort Fisher, his commander, Commodore Henry K. Thatcher, attempted to take Dewey with him as his fleet captain when he relieved Farragut at Mobile Bay. Union warships bombard Fort Fisher, NC, January 1865. US Naval History and Heritage Command This request was denied and Dewey was promoted to lieutenant commander on March 3, 1865. With the end of the Civil War, Dewey remained on active duty and served as executive officer of USS Kearsarge (7) in European waters before receiving an assignment to the Portsmouth Navy Yard. While in this posting, he met and married Susan Boardman Goodwin in 1867. Postwar Moving through assignments on Colorado and at the Naval Academy, Dewey steadily rose through the ranks and was promoted to commander on April 13, 1872. Given command of USS Narragansett (5) that same year, he was stunned in December when his wife died after giving birth to their son, George Goodwin Dewey. Remaining with Narragansett, he spent nearly four years working with the Pacific Coast Survey. Returning to Washington, Dewey served on the Light House Board, before sailing for the Asiatic Station as captain of USS Juniata (11) in 1882. Two years later, Dewey was recalled and given command of USS Dolphin (7) which was frequently used as the presidential yacht. Promoted to captain on September 27, 1884, Dewey was given USS Pensacola (17) and sent to Europe. After eight years at sea, Dewey was brought back to Washington to serve as a bureau officer. In this role, he was promoted to commodore on February 28, 1896. Unhappy with the climate of the capital and feeling inactive, he applied for sea duty in 1897, and was given command of the US Asiatic Squadron. Hoisting his flag at Hong Kong in December 1897, Dewey immediately began preparing his ships for war as tensions with Spain increased. Receiving orders from Secretary of the Navy John Long and Assistant Secretary Theodore Roosevelt, Dewey concentrated his ships and retained sailors whose terms had expired. To the Philippines With the beginning of the Spanish-American War on April 25, 1898, Dewey received instructions to immediately move against the Philippines. Flying his flag from the armored cruiser USS Olympia, Dewey departed Hong Kong and began gathering intelligence regarding Admiral Patricio Montojos Spanish fleet at Manila. Steaming for Manila with seven ships on April 27, Dewey arrived off Subic Bay three days later. Not finding Montojos fleet, he pressed into Manila Bay where the Spanish were located near Cavite. Forming for battle, Dewey attacked Montojo on May 1 at the Battle of Manila Bay. USS Olympia leads the US Asiatic Squadron during the Battle of Manila Bay, May 1, 1898. Photograph Courtesy of the US Naval History Heritage Command Battle of Manila Bay Coming under fire from the Spanish ships, Dewey waited to close the distance, before stating You may fire when ready, Gridley, to Olympias captain at 5:35 AM. Steaming in an oval pattern, the US Asiatic Squadron fired first with their starboard guns and then their port guns as they circled around. For the next 90 minutes, Dewey attacked the Spanish, while defeating several torpedo boat attacks and a ramming attempt by Reina Cristina during the fighting. At 7:30 AM, Dewey was warned that his ships were low on ammunition. Pulling out into the bay, he soon learned that this report was an mistake. Returning to action around 11:15 AM, the American ships saw that only one Spanish vessel was offering resistance. Closing in, Deweys squadron finished the battle, reducing Montojos fleet to burning wrecks. With the destruction of the Spanish fleet, Dewey became a national hero and was immediately promoted to rear admiral. Continuing to operate in the Philippines, Dewey coordinated with Filipino insurgents led by Emilio Aguinaldo in attacking the remaining Spanish forces in the region. In July, American troops led by Major General Wesley Merritt arrived and the city of Manila was captured on August 13. For his great service, Dewey was promoted to admiral effective March 8, 1899. Later Career Dewey remained in command of the Asiatic Squadron until October 4, 1899, when was relieved and sent back to Washington. Appointed president of the General Board, he received the special honor of being promoted to the rank of Admiral of the Navy. Created by a special act of Congress, the rank was conferred on Dewey on March 24, 1903, and back-dated to March 2, 1899. Dewey is the only officer to ever hold this rank and as a special honor was permitted to remain on active duty beyond the mandatory retirement age. A consummate naval officer, Dewey flirted with running for president in 1900 as a Democrat, however several missteps and gaffs led him to withdraw and endorse William McKinley. Dewey died at Washington DC on January 16, 1917, while still serving as president of the US Navys General Board. His body was interred at Arlington National Cemetery on January 20, before being moved at his widows request to the crypt of Bethlehem Chapel at the Protestant Episcopal Cathedral (Washington, DC).